THE HOMEBUILDERS

Corner
byPAUlH.POfffRVNY

M- .Y LETTER TO Director Harry Zeisloft published in the August issue of SPORT AVIATION, re-
garding the idea of an EAA Flight Test Research Center has brought numerous suggestions, recom-
mendations and some criticism. By far most think it is needed. Some suggestions and recommenda-
tions go far beyond what was intended, though much work and thought is yet to be accomplished. The
intent of such an effort is not that of being an aviation Big Brother squelching freedom of expression
and design, but to gather factual information on designs that are being sold to the public in sufficient
numbers to warrant public interest. It would be our hope that full cooperation by designers would be
obtained and that safety, factual information and design improvements would be foremost in mind.
This would hold true regarding propellers, powerplants and airframes, as well as performance. It
would be hoped that participation by other aviation groups, government, FAA and NASA could be
encouraged to provide knowledge and assistance in evaluations.
We have, since the days of the Wright Brothers, gained much experience and knowledge. Our chal-
lenge is to be able to use what we have already learned. Oftentimes it is loss of life or serious injury
that is used as a starting point for new and improved experimentation. Today, there should be no rea-
son for aircraft to be tail heavy, lacking carburetor heat where applicable, or a method of draining
water from fuel systems. Aircraft should be designed to use materials that will offer structural integ-
rity and should be designed with crash worthiness in mind.
When we fostered today's amateur built movement, we never envisioned that designers would be
telling us they have sold 500, 2000 or 6000 sets of plans. Nor did we give thought to how does one go
about evaluating, making recommendations or getting the word to those building a particular design
that several improvements should be considered or incorporated in his bird. Our professional aircraft
designers and aircraft companies have had this problem since the beginning and still are faced with it.
Our designer's skills and experience are many and varied, but our amateur built program does not
always proceed in the most advantageous sequence. Some designers finance their first designs
through the sale of information packets and brochures or partially completed drawings before the air-
craft has been flown or after only a minimum of flight time. True testing of performance based on
some of our past minimum design experience and criteria is often lacking. It is a challenge that EAA
must meet to help the designer and the builder, to move forward in design improvements and safe
operation of our creations. If we don't, we then can expect a helping hand (one you might not like)
from Uncle Sam.
We would like to hear your ideas and opinions. Drop us a note. It could help develop philosophies,
plans and the future of light plane development not only by or for the amateur but for general avia-
tion as well.
Have you ever wondered, in today's world, what is so magic about the airplane 100 hours inspec-
tion or the once every 365 day tear-down of your airplane (the annual inspection)? Why, back in the
twenties and thirties maybe engines and parts of our aircraft needed attention more frequently. I
would like to believe we have made progress in aviation these past twenty-five years and that engine,
propeller and airframe reliability has progressed from the early days of aviation. If it has not, then it
is a great discredit to all of the talent, designers, maintenance personnel and manufacturers who have
brought aviation this far. (Continued on Page 92)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED
OCTOBER 1975 V O L . 2 4 NO. 10
Copyright ' 1975 by the Experimental Aircraft Assn.. Inc. All rights reserved.

TABLE OF CONTENTS
Homebuilder's Corner . . . by Paul Poberezny .......................... 2
Letters to the Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A Hot Time In Oshkosh . . . by Jack Cox............................... 10 Page 20
VariEze . . . For The Record . . . by Jack Cox .......................... 20
Oshkosh 75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3500 Miles To Oshkosh . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Big Red . . . bv James Young ......................................... 63
Awards 1975 ' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
The Sportplane Builder . . . by Antoni Bingelis ........................ 73
Headquarters Comment . . . by Mike Heuer ............................ 76
Fiber-Glass For Aircraft . . . by Larry Schubert ......................... 77
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Page 38
Washington Report . . . by David Scott ................................ 99

Page 58
PUBLISHER EDITOR-IN-CHIEF
PAUL H. POBEREZNY IACK COX
ON THE COVER . . . 1975 Grand Champion
ASSISTANT EDITORS Custom built, Jim Young's Starduster Too
GOLDA COX, MIKE HEUER, RAY SCHOLLER Photo by Dick Stouffer
ADVERTISING MANAGER PUBLICATION LAYOUT
BONNIE SOUCY BERNICE SCHOLLER

EAA AVIATION MUSEUM

11311 W. FOREST HOME AVI.
FRANKLIN, WISCONSIN 53132
(A MILWAUKEE SUBURB)

Aviation Museum hours of operation are 8:30 to 5:00 on Monday

through Friday Saturday 8:30 A.M. to 5:00 Sundays
and Holidays 11:00 to 5:00. It is closed on New Years, Easter,
Thanksgiving and Christmas.

EAA AVIATION MUSEUM FOUNDATION, INC.

PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . inc and is published monthly at Hates Corners. Wis Second Class Postage
paid at Random Lake. Wis. 53075 and at Hales Corners. Wis. 53130 Membership rates are $2000 per 12 month period of which $1000 is for the sub-
scription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES Please allow at least two
months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY The Experimental Aircraft
Association, Inc cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas The individual reader
must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will be of help to the majority.
ADVERTISING EAA does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any
report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130

SPORT AVIATION 3
 NIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H POBEREZNY RAY SCHOLLER S H SCHMID ARTHUR KILPS
9711 W FOREST PARK DRIVE 453 FIFTH STREET 2359 LEFEBER AVE 10205 KAY PARKWAY
HALES CORNERS. WIS 53130 RANDOM LAKE. WIS 53075 MILWAUKEE. WIS 53213 HALES CORNERS. WIS 53130
DIRECTORS
HARRY ZEISLOFT ROBERT J GYLLENSWAN GUSTAVE A LIMBACH S J WITTMAN
2069 CRESTLINE DRIVE 1606 RONCEVALLES 2 EAST PLEASANT LAKE RD BOX 2672
BURTON. MICH 48509 ROCKFORD. ILL 61107 ST PAUL. MINN 55110 OSHKOSH WIS 54901
HERB CUNNINGHAM RONALD G SCOTT R M PURYEAR VAN WHITE DAVE YEOMAN
16 ACRE HEIGHTS CRESCENT 1005 COPENHILL OR 291 MARTIN RD BOX 5255 RFD 1
SCARBOROUGH. ONTARIO. CANADA WAUKESHA WIS 53186 SANTA CRUZ. CALIF 95060 LUBBOCK.TEX 79417 TOODVILLE IOWA 52341

EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

DAVID SCOTT HERB CUNNINGHAM
1346 CONNECTICUT AVE . S W 16 ACRE HEIGHTS CRESCENT
WASHINGTON. D C 20036 SCARBOROUGH. ONTARIO. CANADA

EXECUTIVE VICE PRESIDENT BUSINESS MANAGER EAA CHAPTER EXECUTIVE SECRETARY EAA DIVISIONS EXECUTIVE SECRETARY
TOM POBEREZNY JERRY STRIGEL GOLDA COX DOROTHY CHASE

EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN.
A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS
FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC.

OFFICERS
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H POBEREZNY DAVE JAMESON DR LYLE MC CULLOUGH THOMAS POBEREZNY
9711 W FOREST PARK DRIVE 4322 BELLHAVEN LANE 11222W FOREST HOME AVE 4075 S 84TH ST
HALES CORNERS. WIS 53130 OSHKOSH. WIS 54901 FRANKLIN. WIS 53132 APARTMENT 8
GREENFIELD. WIS 53228
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JAMES BARTON. 262 CAYUGA AVE . ELMHURST. ILL 60126
EVANDER M BRITT. BOX 458. LUMBERTON. N C 28358
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RAY SCHOLLER. 453 FIFTH STREET. RANDOM LAKE. WIS 53075
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EAA DIVISIONS
ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229. HALES CORNERS. WISC. 53130

I NT I NA T I 0 NA L
A H O t A T I C CLUI
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4 SEPTEMBER 1975

LETTERS
TO THE
EDITOR
Dear Paul:
Please accept my sincere thanks for Osh-
kosh 1975 We sure did enjoy the Conven-
tion The grounds were so very clean and the
flowers were lovely I have never been able
to see how you can make each Convention
out-do tfie last So. you see I am already mak-
ing plans for Oshkosh 1976 Please pass on
to all at Headquarters my gratitude for their
work Meanwhile. I intend to contact Mother
Nature to see if She will turn down the heat
for 1976
With sincere best wishes,
Fletcher Johnson (EAA 21097)
5410 Jackson
Indianapolis. IN 46241
Dear Paul:
One really has to see it to believe it! What
a magnificent event, and so beautifully done
I am glad that I finally got to Oshkosh this
year, and I did enjoy every moment of it
I am sorry that you and I did not get a
chance to talk. Maybe on your next trip to
Washington we can sit down together.
Best regards.
Ed Stimpson. President
General Aviation Manufacturers
Assn
1025 Connecticut Av.. N.W.
Washington, DC 20036
Dear Paul:
Finally, I made it to an EAA convention at
Oshkosh, by gosh!
Oh. how sweet it is!
It is worth flying in just to experience the
gypsy controllers They're fantastic!
This year turned out to be very special
Passed my private pilot check ride on the day
the convention opened So with a new license
in my pocket and with a couple of friends, we
took off Thursday for Oshkosh Two days is
not enough time, but it was all we had.
I was especially impressed with the huge
amount of hard work necessary and how
smoothly things went I have been on the
working and planning ends of state trade
association conventions before. Like I say.
I'm impressed!
Keep up the fine work. I among many, ap-
preciate it Hope to become a worker someday
for the convention
As a friend said, 'You know, the finish on
some of those show planes would almost
make glass look rough!
Sincerely.
Hugh P Harrison. II (EAA 76504)
10125 N Park Ave
Indianapolis. IN 46280
Dear Mr. Poberezny:
Thanks for a great convention! If Walter
Cronkite could have been there he might very
well change his entire outlook for America
Beautiful people . beautiful convention.
Mr. Peter A Simon, owner of this little
town and also owner of Jean. Nevada, and I
flew to the convention and came home full of
admiration for you and the entire staff of EAA
and even greater esteem for the homebuild-
ers, enthusiasts and aircraft preservers
whom EAA has brought together
Both Death Valley Junction. California
and Jean, Nevada have airports They're
both on the Las Vegas Sectional and are about
sixty air miles apart We d like to be able to
use these airports to help EAA in any way we
can Jean is 25 miles from Las Vegas and
Death Valley Junction is the same distance
from Death Valley We envision Fly-Ins and
Fly-Betweens How can we help?
Best regards.
Tom Williams (EAA 95069)
Amargosa Opera House. Inc.
Death Valley Junction. CA 92328
Dear Paul:
For nine years I've suffered from the trau-
ma of having to say "no. I couldn't make it
to Oshkosh" Thank goodness I finally got
a job that allows me to go to that most mag-
nificent of all events. WOWEE! I hope I never
have to miss that again. I had a wonderful
time and can hardly wait for next year.
All the best . .
Debbie Gary
Box 454
Newton. KS 67114
Dear Paul:
While camping at "Oshkosh '75 I threw
my car keys away with some trash one night,
but didn't realize it The next day about mid-
morning. I checked with lost and found and
they had the key case I understand Mrs
Jenny Dyke or the Women's Auxiliary found
the keys.
Needless to say, my sincere thanks for
recovering the keys and saving me time and
money by not having to obtain a locksmith.
This is one of many fine acts that speak for
the dedication of your staff
Thomas S. Hook
Acting Chief. Public Info Center
FAA. Washington. D. C 20591
Dear Jack
First off I would like to say the past eight
months to a years issues have been what I
call real issues that give the homebuilder
or prospective one something that is of value
building wise. When I first joined three years
ago I was sort a disappointed, but now they
are great. I am presently building a BD-5!!
my first project of this type I'm not a tin
bender, nor a carpenter, in fact, my profes-
sion is far removed from this sort of thing.
But flying got to be so expensive I had to do
something Despite all the trouble we have
had getting parts. I am convinced this is the
route first timers should go This gives them
a background and foundation in which to
build from if they should desire to go on
their own which I plan to do
This brings me to the real reason for this
letter. Your article on "Don Bates' Stardus-
ter Too", the paragraph on page 51 where
you suggest a separate trophy for those who
follow plans but lack the money and exper-
tise to flash up their bird. I have seen planes
"homebuilt" that didn't look all that good,
but the workmanship was very good and well
done, so far as structural integrity was con-
cerned In my opinion this is more important
than the chrome and many hand rubbed
coats of paint put on an aircraft I don t ex-
pect to have a trophy winner, but I do intend
to have a sound, well constructed aircraft.
I was asked on one occasion to help judge
some aircraft at a fly-in The birds I consid-
ered worthy of a trophy didn't make it. but
others that looked good did. so I came to the
conclusion the judges didn't look for work-
manship, but nice paint jobs However,
maybe the two go hand in hand. Whether
this goes into the "letters to the editor"
column or not doesn't matter to me. but I
felt you were reaching out for opinions.
Sincerely.
William G Cook (EAA 75438)
130 N. Highland Ave.
Daytona Beach. FL J2014
Dear Paul:
Thanks to you and the Experimental Air-
craft Association officials and members for
the Greats of Aviation honors you bestowed
on me at the 1975 International Experimental
Aircraft Association Fly-In Convention at
Oshkosh.
Having been confined to the field of mili-
tary aviation and aerospace manufacturing
for many past years, it was a revelation to
see and to feel the tremendous enthusiasm
unleashed at this Convention by its members.
I congratulate you for envisioning and build-
ing such an association: providing its mem-
bers an opportunity for enjoyment, growth
and development in the many areas of private
aviation.
My being in the charged atmosphere of
the Convention brought back many memor-
ies of my early work in designing, building,
flying and racing many experimental and pro-
duction aircraft. It was a real pleasure to
meet once more with early colleagues to
re-fly" those races, to renew memories;
and to experience the eternal enthusiasm to
fly of young and old alike. For this memora-
ble interlude I am truly grateful to you and
your Association.
Enclosed is my belated application for
membership I hope to catch up with this
active group and to perhaps find a niche
where I can be helpful My best personal re-
gards to you.
Most sincerely.
Eldon Cessna
El Segundo. CA 90245
Dear Paul:
This letter is to express my appreciation
for the great privilege of getting to meet
you personally and ttie members of the EAA
association who are doing so much for pri-
vate aviation.
I thank you for the excellent way you pro-
vided for some of us old timers in aviation to
get together Some whom I have not seen in
thirty years or more. Others I had never met.
In all it was most enjoyable to see the old
aircraft and the new and to appreciate the
progress that has been made over the years.
Also to meet and talk with those who are add-
ing to the art and making such great progress
towards simplicity and super performance.
Personally the only time I think of the past
is when others inquire about it I am interest-
ed in what is going on now and what can be
done to keep flying alive and active
Again I wish to express my appreciation
for what you and your organization have
done and are doing for aviation
Sincerely yours.
C. G. Taylor
Dear Paul:
I'm sure all/most that write to put in their
2 cents worth of opinion would like to make
earth shaking pronouncements that would
change policy, etc as for me I've never
read "any" aviation magazine that gave me
the pure delight that I receive in reading
"OUR MAGAZINE
If ever there was a right person at the right
time in guiding the destinies of light avia-
tion you easily have to be that person. My
only concern is that you might let some mal-
content who couldn't be satisfied by any-
thing or anybody (and who usually has an
ulcer and divorce to prove it), cause you con-
cern in doing the fine job that you are and
have been doing in managing our fine and
wonderful organization
Kindest regards.
Nick Di Ross
Mesa. Arizona
(Continued on Page 34)
SPORT AVIATION 5
 BACK COVER PAINTING
This month's back cover painting is a Woody Pusher
by Carl E. McKenny (EAA 52913), 1999 N.E. 183 St.,
North Miami Beach, Florida 33179. A commercial
artist for Tropic, the rotogravure magazine of the
Miami Herald, Carl is also a member of Chapter 37 in
Miami. He served as newsletter editor from 1971 to
1973.
Although many Woody Pushers have been modified
to spring leaf gears, different choices of wings, etc.,
Carl chose to depict the Pusher in its original config-
uration.
PAUL POBEREZNY TO RECEIVE AOPA'S
SHARPLES AWARD
Paul Poberezny, president and founder of the Ex-
perimental Aircraft Association, has been named to
receive the Aircraft Owners and Pilot's Association's
Laurence P. Sharpies Award for 1975. The Award,
which carries the name of the founding chairman of
AOPA, is given annually to "recognize and inspire
unselfish contributions to general aviation."
A perpetual trophy is inscribed with the names of
each yearly recipient and is on display in the Aviation
Hall of the Franklin Institute in Philadelphia. The re-
cipient of the award receives a replica of the trophy and
an honorarium of $1000.00.
Announcing this year's recipient, J. B. Hartranft, Jr.,
president of AOPA, said Poberezny "has been and con-
tinues to be an individual dedicated to the advancement
of general aviation . . . for 17 years (he) served as a
volunteer president of the EAA while following an avia-
tion career in the Air Force and Air National Guard. He
is an aircraft designer and aerobatic pilot as well as an
organizer and administrator of the EAA. Poberezny has
been a major force in the development of an aviation
museum and in the advancement of sport flying."
President Paul will receive the award at the closing
banquet of AOPA's Plantation Party and Industry Exhib-
it in San Diego, Saturday, October 11.
1975 OSHKOSH FORUM TAPES
For the 4th consecutive year EAA Director Dave
Yeoman has taped most of the forums at Oshkosh and
has them available to EAAers in cassette or reel-to-reel
form. The tapes can be purchased outright or rented.
Dave still has the masters for all the forums taped in
1972, 1973, 1974 and 1975 and a list is available from
which to order. Write: Dave Yeoman, RFD 1, Toddville,
Iowa 52341.
6 OCTOBER 1975
OSHKOSH LOST AND FOUND
Harry J. Hanisch, Box 2424, Oshkosh, Wisconsin
54901 was in charge of Lost and Found items at Oshkosh
this past summer. He has already reunited a number of
EAAers with their missing possessions, but still has a
boxful of unclaimed items . . . such as cameras, binocu-
lars, clothing, a set of car keys with Illinois license
plate number JL-5070 on the ring, prescription eye
glasses, and many, many other things. One item has us
stumped a brand new pair of crutches. It could be that
we had a faith healer at work in the campgrounds this
year and the crutches are no longer needed, but we
would still like to return them to the owner. Contact
Harry at the address above.
PL-1 NOTICE
Designer Ladislao Pazmany has asked that the fol-
lowing notice be passed along to all builders of his PL-1:
"Recently a PL-1 had a minor accident as a result of
failure of the main landing gear attachment to the wing
spar. The aircraft suffered minor damage, the pilot was
unhurt. After a relatively hard landing, stalled in from
approximately 10 feet, the pilot taxied the airplane and
while braking, the right main collapsed. At the time of
the accident the aircraft had 210 hours. The first 100
hours were flown from a gravel strip with some potholes.
The oleos had been bottomed many times. Upon inves-
tigating the accident, it was found that the .100 inch
thick 2024-T3 plates attaching the gear to the spar had
elongated bolt holes and had failed. These plates (top
and bottom) should be changed to .125 inches thick
2024-T3. Owners of all operational PL-Is should inspect
these plates for elongated bolt holes."
PAUL TISSANDIER DIPLOMA
Paul Poberezny will be honored by the Federation
A e r o n a u t i q u e Internationale (FAD d u r i n g its 68th
Annual General Conference at Ottawa September 22
through 27, 1975. He will be the recipient of the Paul
Tissandier Diploma for his contributions to the advance-
ment of aviation.
OSHKOSH DEBRIEFING
A two day debriefing session on the 1975 Oshkosh
Convention will be held at EAA Headquarters Novem-
ber 22-23. Committee chairmen, volunteer workers and
other interested parties will attend. In addition to the
suggestions of those present, the letters and chapter
newsletters received since Oshkosh '75 pertaining to the
Convention will also be given full consideration.
 HEADQUARTERS
FLY-IN WITH A HEART
In conjunction with the Erie, Pennsylvania Jaycees,
EAA Chapter 160 recently held a fly-in picnic for crip-
pled children and their parents. The children were given
plane rides and were thrilled to be able to do something
so out of the ordinary from their usual activity. The day
was such a great success that another is planned for next
year. Roy Sweatman is president of Chapter 160 and
Secretary Gary Stevens is also president of the Erie
Jaycees.
TRAMP, TRAMP, TRAMP . . .
"Boy, I walked my legs off at Oshkosh this year!" If
you have ever been to Oshkosh, you have undoubtedly
made that statement. Joe Tarafas, vice-president of
Chapter 70 (Allentown/Bethehem, Pennsylvania! de-
cided to see just how far he would trudge in pursuit of
his favorite airplanes, so he strapped on a pedometer for
his entire stay at Oshkosh. After five days he had racked
up a total of 75 miles . . . an average of 15 miles per day!
ACRO SPORT PROGRESS
Ten EAA Acro Sports have now flown, ranging in
power from 100 to 200 horsepower. In order of their test
flight dates, they are: NlAC (the prototype), 180 h.p.
Lycoming EAA Air Museum; N5AC (prototype Super
Acrot, 200 h.p. Lycoming EAA Air Museum; N21WC,
180 Lycoming Warren Curd and Dick Browne of
Raytown, Missouri; N869M, 180 h.p. Lycoming Jim
I n m a n of Stamford, Connecticut; N5897, 150 h.p. Ly-
coming Norm E. Atkins of Lapeer, Michigan; N250R,
150 Lycoming Wally Roder of Waukesha, Wisconsin;
C-GNKH, 115 Lycoming Donald Hardick of Sarnia,
Ontario; C-GKSS, 150 Lycoming Central Okanagan
Schools, Kelowna, British Columbia; N6AS, 100 h.p.
C o n t i n e n t a l EAA Air Museum and N20KT, 150
Lycoming Ken Tate of Lamed, Kansas.
As new Acro Sports ( a n d Pober Pixies) are com-
pleted, builders are encouraged to send pictures and
data to Ben Owen at EAA Headquarters.
0-200 ACRO SPORT
And speaking of Acro Sports, N6AS, the Continental
0-200 powered Acro Sport on static display at Oshkosh,
was test flown by P a u l Poberezny on A u g u s t 14.
Dorothy "Carrot Top" Aiksnoras of the EAA Air Mu-
seum staff, who built the plane, also flew it that day
along with Mike Heuer, Bill Barber and Dick Wagner.
All were very pleasantly surprised at the performance
of the little bird with such a small engine. Intended only
as an economical sport plane, N6AS has such a good
margin of performance that Bill was able to later put it
through quite an aerobatic routine. He believes the 100
h.p. version fully capable of at least Intermediate level
competition in IAC contests. A cruise of 115 mph, low
rate of sink as compared to the high powered Acros, and
easy ground handling were the features most comment-
ed upon after the initial flights.
One of the original purposes of the 0-200 powered
version of the Acro Sport was to allow a builder to com-
plete his aircraft at minimum cost, fly it for a while at the
lower weight until he has mastered the ship and then go
to a bigger engine and greater performance. Now, how-
ever, with the rising cost of fuel and the good perfor-
mance of the 0-200 version, many may not want to
change a thing.
RED CROSS AT OSHKOSH
As in years past it is most appropriate that we
acknowledge the help of the Oshkosh Chapter of the
American Red Cross and especially Mrs. Gertrude Bow-
man for their assistance at the EAA Convention. Mrs.
Bowman, assisted by five registered nurses, the Boy
Scouts and the C.A.P., manned the Red Cross trailer
each day, rendering assistance to scores of EAAers
needing medical attention. Our sincere thanks and
appreciation for this essential service.
DOCUMENTATION NEEDED
In a number of states and in many county and city
governmental units around the nation, deliberations and
public hearings are being conducted which will have
an impact on general aviation for decades to come.
These proceedings involve physical expansion and up-
grading of facilities at existing airports, construction of
new airports, installation of control towers and instru-
ment landing systems, etc. All involve the allocation and
expenditure of public funds and, in many cases, the con-
demnation of private property to make way for airport
expansion. It is an understatement to merely say these
programs are generally unpopular with the local citi-
zenry. Environmental considerations, the state of the
economy and the universal opposition people have to
being asked to give up their property for any reason are
the principal causes.
Making every airport in the land an all-weather,
fully IFR facility would be a worthwhile goal . . . if such
airports were really needed and if they could be afford-
SPORT AVIATION 7
ed. FAA acknowledges the existence of just over EAA/FAA LISTENING SESSION
12,000 registered airports in the United States. There FAA leaders from Washington will come again this
are probably double that number of private strips which year to EAA Headquarters to conduct a Sport/General
do not appear on the charts. At the vast majority of Aviation Listening Session. To be held Friday, Novem-
these, recreational flying is the principal activity . . . and ber 21, 1975 in Haedtler Hall in the EAA Air Museum,
the recreational flyer simply does not need towers, ILS the session will deal with the special problems of home-
and runways much over 3,000 feet in length. He cer- builders, sport and recreational flying and those larger
tainly can do without increased users fees to pay for questions that affect all general aviation.
these frills and the expense of equipping his aircraft Although no date has been set as yet, another meet-
with required electronic devices for which he has no ing is being planned with FAA for the latter part of
use. January, 1976. This one would concern the problems
While the initiative for many of these expansion involved with air shows, air racing and other aviation
programs comes from the federal level, others start at sporting events. Representatives of all sport aviation
your local airport. For instance, who actually filed the organizations, U.S. and Canadian military teams and the
application for the new control tower at your field? It's Department of Defense will be invited to participate.
amazing how hard coming by this information can be.
If you can't find out, contact David Scott in Washington
(202/223-5220). He will go over to FAA and look up
the application for you. Once you learn the identity of
the person, contact him and find out his motives, how he
expects the community to pay its share of the costs,
whether your hangar rent, tie down fee and/or per gal-
lon gasoline price will be increased, etc. Then after you
have done all this, write up a summary and mail EAA
Headquarters a copy.
It should be perfectly obvious to all in aviation that
the average pilot and aircraft owner does not want to be
burdened with additional costs, does not want to be a
bad neighbor to those who own property adjacent to
airports and certainly does not want to see his airport
closed due to lack of local public support. It is time we
who are directly involved started finding out just who,
besides FAA, is demanding more expensive facilties, it
is time these persons are made accountable for their
actions and it is past time that we make it clear that we
won't pay for what we don't want and don't need.

(Photo by a very proud Grandpa)

Peter Lee Fray, age 7, grandson of EAA photographer
Lee Fray, models an "Oshkosh 75" football jersey. A
few of these are still left at reduced prices. Small,
medium, large and extra large adult sizes are available
for $5.60 ppd and small, medium and large children's
sizes sell for S3.90 ppd.

(Photo by Ben Owen)

Bob Wischer (EAA 57405) of Delafield, Wisconsin,
current International Radio Control Scale Champion,
has made the 1976 U.S. Team with this model of the
Pober Pixie. Best of luck, Bob, representing the U.S.
and EAAers everywhere.

8 OCTOBER 1975
 MORE ON THE
SWISS MUFFLER
In the June 1975 issue of Sport Aviation details
were presented for the construction of a unique home-
made muffler being used in Europe by the homebuilder
set. Francois Lederlin (EAA 15,546) contributed the
photos and the following additional comments.
"This type of muffler has just been approved by the
Swiss Office Federal de 1' Air,, the equivalent to your
FAA. It therefore seems they are satisfied with its
expected useful life."
The preferred blanket material for wrapping around
the muffler's stainless steel mesh core is, apparently,
what is called Roving in the U.S. As for the use of
the unwoven mat, Francois observes, "I should not

Photo No. 2
(Photo by Francois Lederlin)
A close-up showing how the long muffler is suspended
beneath the fuselage.

Photo No. 1
(Photo by Francois Lederlin) Photo No. 3
Louis Ferriere's Jodel 112, F-PSSY displays its new (Photo by Francois Lederlin)
"Swiss Muffler' inconspicuously at an airport in Note how the bottom is faired creating something of a
France. tunnel for the muffler.

use mat because it will shred away when you pull it

on and because vibration might reduce it to dust."
Louis Ferriere, an RSA member in Grenoble
(France), has just made one of these mufflers for his
Jodel. Thanks to Francois Lederlin, we are able to
examine his excellent photos of the installation in the
Louis Ferriere Jodel 112 (F-PSSY).
"Louis rolled himself a tube from flat sheet and
riveted it together. His is about 3 feet long and it
works nicely (the longer the quieter though). He has
added spun cups to each end to conceal the glass
build-up. His F-PSSY is a good clean aircraft and, as Photo No. 4
Jodels go, an exceptional performer. The added hard- (Photo by Francois Lederlin)
ware has made no difference that can be measured to 1. Flexible metal ducting is used to reduce the effects
the speed or rate-of-climb . . . but it has added comfort of vibration between the shock mounted engine and the
to the flying." stationary fuselage attach points.
Tony Bingelis 2. Notice that the diameter of the muffler is not much
larger than the big venturi.

SPORT AVIATION 9
A Hot Time In Oshkosh
By Jack Cox
I
T IS GENERALLY believed that the most talked
about thing in the world is the weather. Normally, this
wouldn't be the case during Oshkosh week where airplane
talk predominates, but this year ol' man weather got equal
time. It was hot! It was also uncharacteristically humid
for Wisconsin. The result was that only Burt Rutan's
VariEze was able to outdraw the crowd around the water
fountains. A strange lull seemed to descend on the fly-in
each day from about noon until nearly 3 o'clock. Usually,
the grounds are reminiscent of an active anthill all day,
everyday but this year everything seemed to grind to a
halt at mid-day with little groups of people huddled in
the shade of buildings, tents and high wing airplanes.
We know only mad dogs and Englishmen go out in the
noonday sun, but even Harold Best-Devereux sought
refuge in the air conditioned confines of press head-
quarters on occasion.
After a full week of miserable atmospherics, a front
came through at dusk on Friday, led by short lived high
winds that vacuumed the grounds clean of all the dust
that had been stomped out of the parched soil and blew
10 OCTOBER 1975
(Lee Fray Pho
George Economos, front seat, of Washington, D. C.
takes FAA Administrator James Dow for a Breezy ride
. . . traditional for all visiting VIP's at Oshkosh.
down a few tents in the campgrounds. PA announce-
ments had forewarned aircraft owners and as far as we
know the planes came through thoroughly dusted, but
otherwise unscathed. On Saturday, the floodgates of
mercy were opened and a soothing rain fell until noon
and cool nights and clear, sparkling days returned on
Monday . . . for the remainder of the week, in fact. Na-
turally, since the fly-in ended on Monday.
But weather aside, Oshkosh '75 was the candy store
it has always been for those of us with an aeronautical
sweet tooth. As always, the big attractions were the
new goodies and as most of you must know by now, the
Rutan VariEze was the Big Lollipop of the week, pro-
bably the whole year. You will read elsewhere in this
issue of the trials, tribulations a n d , ultimately, the
triumph of the VariEze at Oshkosh '75, but a few addi-
tional comments seem appropriate here.
I have attended every day of every EAA fly-in con-
vention since the 1964 event in Rockford, but never
have I seen public reaction equal to that created by the
VariEze. It wasn't just the mobs that surrounded the
tiny craft every moment of the day and half the night. . .
we've seen that before with the BD-5, the KRs and, as I
recall, even the Breezy the first year it showed up at
Rockford. Rather, it was the unabashed enthusiasm that
surprised me. I had people come running up exclaiming.
"That's it! That's what I've been waiting for!" All the
more stunning to me personally was who was doing the
exclaiming . . . people who had heretofore been solid
devotees of other marques, deserters from the "biplanes
forever" ranks, and a few I never knew had any interest
whatever in building an airplane. I tried during the re-
mainder of the week to analyze the symptoms of Eze-
mania and was able to isolate a few common elements.
* Nearly everyone ended the inevitable comparison
with the BD-5 with " . . . but the VariEze is TWO
place!" There should be a message in that for you
designer types.
* Without exception, the people with whom I dis-
cussed the aircraft felt strongly that the VariEze
represented the turning of a corner with regard to
its method and materials of construction. Even
though Burt Rutan has never told anyone exactly
how the plane is built, the fact that it was com-
pleted and flown in just over 100 days was not lost
on anyone. That the VariEze is a high performance, (Dick Stoutfer Photo)
aerodynamically sophisticated aircraft rather than C. G. Taylor, designer of the Cub and Taylorcraft.
a clod-hopping crudie just reinforces the notion.
* "Efficiency" was a word I heard all week from po-
tential Eze-riders . . . but I soon realized the term
meant different things to different people. To some
it simply meant speed on low horsepower. Others
were keying in on the tremendous range of the lit-
tle aircraft. There seems to be a kind of mystique
surrounding very long range. To take off in, say,
Illinois and touch down in California on $30
worth of gasoline; to span the continent in a sin-
gle bound in your own little VW powered pair of
seven league boots . . . Alaska . . . South America
. . . the North Atlantic . . . the freedom that conies
from being able to AFFORD to go almost anywhere
all manifested in a faraway gleam in many an
eye that reflected the image of a skinny winged
little canard parked before them.
* And then there was the usual ego trip syndrome.
To be the sensation of the airport at every land-
ing, to amaze and confound every person who
chances to look skyward as you wing your solitary
way across the continent is irrestible to everyone
of us with just a little ham in our system. And who
doesn't?
By coincidence, the aircraft parked next to the Vari-
Eze was also a great attraction at Oshkosh '75 George
Pereira's Osprey 2, last month's cover study. It's rakish
lines and superb workmanship brought deserved raves,
but the little amphibian's speed turned heads to an even
greater extent. George flew it often during the week
and its fast circuits around the fly-by pattern were
closely watched by those who want their cake and eat-
ing rights, too. Amphibians have traditionally been
slow and it appears at least a portion of the aviation
world has been waiting for a fast one.
A few rows back was Pete Bowers' new two placer,
the Namu II. In case any of you have forgotten, "Namu"
was a whale. When Pete started building his long awaited
two place bird, it loomed so large in his workshop as
compared to the Fly Babies that previously were built
there, some wag tagged the new bird "Namu II". It is (Photo by Jack Cox)
a whale of a big airplane as homebuilts go the prop Woody Edmondson, left, and John McCulloch with the
spinner is over six feet off the ground. Of all wood con- Clipwing Monocoupe, "Little Butch". Woody won the
struction, Namu II is in many respects a two place Fly world's aerobatic championship with the aircraft at
Miami in 1948.
SPORT AVIATION 11
B. J. Schramm, (Photo by Jack Cox)
President of RotorWay, Inc.
Baby, but don't look for parts interchangability because
it is a totally new design. The real family resemblance
is in the planform of the tail surfaces. Otherwise, the
big bird has graceful, tapered wings cranked down and
up again in an inverted gull configuration and fully
cantilever main gear legs . . . quite a departure from the
straight axle, wire braced 'Baby. Pete is a tall guy and
he wanted plenty of cockpit room for cross country trips
like to Oshkosh for himself and his wife, Alice, as
well as excellent visibility. The Emeraude-style canopy
serves both purposes well. I had an opportunity to make
a short flight in Namu II just before the Warbirds' flight
period one day at Oshkosh and found the plane to fly
very well excellent ground handling and very docile
inflight manners. Performance is quite good for the power
a converted Lycoming GPU Pete has been hoarding
for years. An interesting side note on Pete and Namu II
is so typical of EAA, in general. Not initially flown until
July 2, the bird made it to Oshkosh because 18 pilots in
the Seattle area pitched in and kept it flying constantly
until the restrictions were flown off. Look for the com-
plete story from Pete in SPORT A VIATION soon.
On Saturday before the fly-in started on the follow-
ing Tuesday, a stiff crosswind was blowing on 18 and
we vultures were hanging on the fences watching the
early arrivals tempting fate and the limits of their land-
ing gear geometry. Suddenly a lot of fingers were point-
ing out towards the downwind leg at an unmistakable
profile . . . a Fw.190. The W.A.R. '/> scale 190 had made it
from Santa Paula with Jim Kern's Model 35 Bonanza
flying a wing. How about this . . . our first glimpse of the
tiny tiger in flight, our first chance to see it with an
0-200 installed and with the crosswind, a good look at
its landing characteristics, all at the same time. Down
the chute it came without the slightest bobble, slicked
on in the neatest wheel landing I've ever seen and rolled
out, tail high, until it had almost stopped. As it taxied
in we could see the pilot was Mira Slovak, who has done
most of the test flying to date. The only conclusion one
could arrive at was that the W.A.R. 190 is a very well
sorted out airplane, or Mira Slovak is some kind of pilot,
or both. Slovak had to get back to California the follow-
ing morning, so Jerry Greenameyer flew it every day
the rest of the week. He, too, did a superb job.
Bringing up the rear was Warren Eberspacher and
12 OCTOBER 1975
(Dick Stoutfer Photo)
Carroll Dietz gets a cockpit check prior to flying the
Kraft Super Fli from Paul White, left. Dick Bowers is
at right.
Ken Thorns towing in W.A.R.'s second prototype, the
Corsair. Placed in the display building in W.A.R.'s booth
for the week, this little jewel had to be wiped down sev-
eral times a day after being molested by drooling, ol' WW
II carrier jocks. Was it realistic? Would you believe
folding wings, landing gear that pivots 90" as it retracts,
retractable tailwheel and arresting hook, big four bladed
propeller, moulded-in inspection doors, access panels for
the armament, etc., etc.? Yes, it was darn realistic and
should be spectacular in flight next year at Oshkosh. If
advance mail is a valid indicator, the Corsair will be the
most popular of the little W.A.R. replicas. It was powered
at Oshkosh with a VW equipped with a Nelson reduction
unit, although an 0-200 can also be accommodated, as
with the Fw.190.
Molt Taylor's single place MiniIMP was not new it
was at Oshkosh '74 in hurry-up form but now it was
complete, had been painted and had about 18 hours fly-
ing time in its logs. Unfortunately, this was not enough
to permit Molt to fly the aircraft at Oshkosh, so we will
have to wait another year to see it zipping around the
fly-by pattern with the Sonerais, the KRs, the VariEze
and the BD-5s. Molt has had some de-bugging to do since
the inception of his test flying, so the project is not on
schedule. First, the starter on the Limbach engine was a
problem. A hand-pull rig, operable from the cockpit, was
built up by Molt and his main man, Jesse Minnock. This
initially did not work as well as hoped for, so an electric
starter is again being used a geared unit developed
by Molt (who, incidentally, is responsible for the geared
starters on Lycoming engines today).
A novel feature on the prototype is the use of an APU
plug for starting. Molt rolls out a battery cart, plugs in,
fires up the Limbach, removes the plug and is away on
another flight just like the modelers. Saves weight
and some complication, but could be a bit of a problem in
cross country flying. Another problem has been the failure
of the Gerdes disc brake units originally installed. Al
Rosenhan has since built up a special wheel/brake unit
for the MiniIMP based on a patented new design and
these were on the aircraft at Oshkosh. Molt is very high
on them and will include same in a MiniIMP package at
a later time.
Molt really begins to beam when the conversation
turns to the flight characteristics of the NASA wing
and flaperon combination and the inverted V-tail of the
MiniIMP. He has done an article on the subject for SPORT
AVIATION, so we will defer to the authority until a later
date.
The fact that the MiniIMP was not flying this year
took some edge off its reception as compared to the other
new generation homebuilts that were. However, there
is a great interest in this aircraft. The MiniIMP is just
a shade larger than its contemporaries, has a big, roomy
cockpit, and reportedly is very easy to fly. With its long
wing and new, larger Rosenhan wheels, it will be able to
use less improved airports than many other homebuilts.
Further, it is basically of metal construction, which will
continue to appeal to a great number of builders for years
to come. The MiniIMP is too widely admired to be called X (Photo by Jack Cox)
a "sleeper" . . . just don't be fooled into thinking it is not
noticed because it has had very low key promotion. KR-2 fuselage under construction in the Woodwork-
Chris Heintz's new single place Mono Z (see July 1975, ing Workshop. Materials and jigs were supplied by
SPORT A VIA TION), completed by owner, Gerry Boudreau, Wicks Aircraft.
in time to get a paint job just like the two place Zenith,
was one of Oshkosh '75's early arrivals. It is a straight-
forward, sturdy little bird that would appear to be an ex-
cellent choice for a low time pilot with a preference for
metal construction looking for a first time project. Chris
Heintz, incidentally, was once again the king of the cir-
cuit riders with his Zenith. It would be interesting to
know how many persons he has taken for rides in the
plane and how many he has allowed to fly it. One thing
for certain, I have yet to hear anything less than un-
bridled enthusiasm for the design. We ought to see the
first of the plans-built versions at Oshkosh next year.
An aerial steed of a different color was Phil Kraft's
Super Fli. This low wing, single place machine was de-
signed expressly for aerobatics. It has an all-wood wing
with a very thick airfoil much like the Swiss/German
Acrostar in appearance. The fuselage is steel tube with
a lot of easy-to-remove metal panels up front and fabric
aft of the cockpit. It is powered by a 200 hp Lycoming
turning a constant speed propeller, a favored combina-
tion in aerobatic circles these days. The Super Fli has
been flown with a fixed prop, but because of its speed (Photo by Jack Cox)
range as compared to the biplanes, is a more versatile The Crater Dart.
aircraft with the constant speed prop.
The Super Fli was flown to Oshkosh by Paul White,
who was asked by owner/designer Phil Kraft to get as
many top notch aerobatic pilots as possible to wring it
out. One who took advantage of the offer was Carrol 1
Dietz. I questioned him regarding his impressions and
it went like this: best liked features super roll rate,
nearly equal to the four aileron Pitts; excellent visi-
bility (though a pressure cooker in the Oshkosh heat, as
were all bubble canopied birds); almost ridiculously easy
ground handling "Aerobatic airplanes aren't sup-
posed to be so nice." Criticism: Carroll thought perhaps
the prototype was a mite on the heavy side, which hurt
its vertical performance. The Super Fli is built like the
proverbial brick outhouse, which perhaps explains why
Phil Kraft had no qualms about allowing any and all
qualified aerobatic pilots to fly it, but this also explains
the weight. Carroll felt that a little lighter version would
be a tremendous aerobatic airplane. He sounded like he
wouldn't mind having one the way it is now. Kraft, in-
cidentally, is the president of Kraft Systems, Inc.,
"World's Largest Manufacturer of Proportional R/C
Equipment", according to the company's ads. Some of
the Super Fli's design features are reported to have
evolved from experiences gained from R/C combat and
stunt jobs. (Lee Fray Photo)
It's not often that a new design shows up at Oshkosh Dave Carr demonstrates his Carr Twin.
SPORT AVIATION 13
 with two examples already flying, but this was the case
with the Mini Mac. Designed and built by Charlie E.
McCarley of Hueytown, Alabama in the 1968-70 period,
the Mini Mac is an all-metal, low wing, tri-gear single
placer with VW power. It has a span of 20' 6" and an empty
weight of 514 pounds. Cruise is 125 mph true at 3225 rpm
and 138 at 3400 rpm. Stall is at 45 mph. A second exam-
ple was built from Charlie's tooling by his friend George
Harrison of Birmingham, with the first flight coming on
July 4 of 1974. Charlie's prototype, N152CM, has a bub-
ble canopy but George's N75GH is open cockpit.
Several new aircraft were on display in unfinished
form the American Eaglet (July 1975, SPORT AVIA-
TION), the RV-5, the Crater Dart and an anything-but-
new aircraft design with a new twist in engines a Pie-
tenpol Aircamper with a Mercedes diesel engine.
The picture in this issue will show how close Larry
Haig came to completing the Eaglet before Oshkosh. As
it was, EAAers were able to closely inspect the super
light structure of this little powered sailplane without
the hindrance of outer covering. Larry was closely ques-
tioned on how he expected to overcome torsional reson-
ance problems in his driveshaft (he is purposely building
the shaft so flexible that he hopes the natural "whip"
will take care of the forces on it, thus keeping the shaft
from having the usual problems in the first place) and
whether his inverted V-tail's fiber-glass spars can han-
dle landing loads (since the tail wheels are attached to
their lower ends). Larry thinks so, pointing to fiber-
glass gear legs on Ron Scott's Ol' Ironsides, BD-5s and
the VariEze. The Eaglet is a bundle of interesting inno-
vations and as one EAAer was overheard to say, "If he
can pull it off, he'll really have something there."
In a similar vein, Emmett Tally's ultra light Bird-
man (June 1975, SPORT AVIATION) was absent at Osh-
kosh, but he did have a booth in the display building
which featured movies of the plane's wafting, slow-
motion flight. The new V-tail version was not ready, so
only parts of wing panels, engines, props, etc. were on
display.
Powered sailplanes, ultra-ultra lights or whatever
one wishes to call them are certain to come in for more
and more attention as aviation gasoline creeps inexorably
toward the $1.00 per gallon level.
The RV-5 is Richard VanGrunsven^ latest design.
It is an all metal, shoulder wing ultra light designed
around the Carr Twin. The entire structure is pop rivet-
ed and contains no compound curves or complicated
forming of any type. The wing pivots around to nearly
a fore-and-aft position for towing and storage. Dave Carr
brought the plane to Oshkosh in an enclosed sailplane
trailer and spent the week running his little engine.
The Carr Twin is a VW literally sawed in half and made
into a horizontally opposed twin cranking out approxi-
mately half the horsepower of the original engine. The
RV-5 prototype is the building project of Chapter 105 in
Portland and probably will have flown by the time you
are reading this. Designer VanGrunsven, incidentally,
was bursting with justifiable pride at Oshkosh '75. This
was to be the year the first plans-built RV-3 showed up
it did, along with three others! All five were out fly-
ing together at times and looked great in formation. The
RV-3s built to date are somewhat unique in the home-
building milieu they all look exactly alike. Usually
when a new design is made available to builders, each
goes off on his own tangent, adding his own cowl, wheel
pants, canopies, etc., and in the end comes up with an air-
craft that often is quite different in appearance from the
prototype. Except for color choices, not so the RV-3s.
One reason is that Dick offers all the fiber-glass parts for
the airplane, but we also suspect the builders recognize
that this is an airplane that aesthetically and from the
standpoint of performance would be very difficult to
14 OCTOBER 1975
improve upon. What about that missing designation, the
RV-4? That is a two place, tandem version of the RV-3
that should be showing up at Oshkosh in the not too dis-
tant future.
Don Winter of Bay City, Michigan and Chapter 159
had an aircraft on static display he calls the Crater Dart.
It is an all metal, single place delta wing job that utilizes
a BD-5 fuselage and is powered by a Mazda rotary en-
gine. A new main gear that retracts backward is also
employed. A lot of work remains before the bird is ready
for flight but the engine was run several times a day at
Oshkosh.
I am thoroughly convinced that when an inventor
finally develops an atomic aircraft engine the size and
weight of a baseball that runs for 200 years on a teaspoon
of water, the initial flight tests will be run in a Pieten-
pol Aircamper! Corvairs, Continentals, Lycomings,
Franklins, Model A's, Vegas . . . you name it and chances
are good someone has flown behind it in a Pietenpol.
Now Doug Rhode of Manitowoc, Wisconsin has added to
the list by showing up at Oshkosh with a very original
(and beautiful) Aircamper powered by a Mercedes-Benz
180D diesel engine. It was running for the delight and
amazement of the engine fans at Oshkosh, but had not
yet been test flown. We'll have an article on this bird
soon . . . but while we're on the subject, I just heard of a
good buy in a surplus Fairbanks-Morse submarine en-
gine do you think . . . ?
AVIATION GREATS
We'll come back to the airplanes later, but while
we are discussing new things at Oshkosh, it is appropri-
ate to switch over to the Aviation Greats Day. A decision
was made earlier in the year to set aside a day, Thursday,
July 31, at Oshkosh '75 to honor a number of the men and
women who pioneered aviation in the 20's and 30's.
These aviation greats would be our guests for a day,
would be escorted on tours of the fly-in by EAA Air
Museum Foundation Trustees and would be presented
certificates expressing the appreciation of EAAers every-
where for their achievements in aviation that laid the
foundations for all that we enjoy today. A list of persons
who had accepted EAA's invitation to attend was printed
in the July issue of SPORT AVIATION and almost all
made it to Oshkosh. Louise Thaden, Waldo Waterman
and Dr. Alexander Lippisch were unable to attend due
to illness and shortly before the fly-in, we received word
that Phoebe Omlie had died at her residence in Indian-
apolis. This was particularly sad because Mrs. Omlie had
been deeply involved with the Monocoupe in her early
career racing, the Ford Tours, etc. and this story
has never really been told. A lot of Monocoupe fans and
aviation history buffs were anxiously awaiting her ar-
rival with long lists of questions they finally hoped to
have answered.
Most arrived on the previous day, Wednesday, and
that evening were the guests of fellow Aviation Great,
Steve Wittman, and his wife Dorothy for a party at the
Wittman home, just across the airport from the fly-in
site. It is doubtful if a gathering of so many important
aviation figures of the pre-World War II era has ever
been held before . . . and they had much to talk about.
The resulting bull sessions went on until the wee hours.
It was difficult to determine who was enjoying the oc-
casion more the Aviation Greats, many of whom had
not met, or had not seen each other since the 1930s, or
the Air Museum Trustees who were agog just listening
to history as it REALLY happened, history from the
prime sources.
On Thursday, the Greats took their tours, shook
hundreds of hands, answered questions, signed auto-
graphs, had a picnic lunch courtesy of Oshkosh's Chap-
ter 252 and generally basked in the admiration of the the audience. He never heard a louder cheering, even in
crowd. That afternoon they were honored guests for a the glory days at Cleveland.
special air show, featuring one of their own, Harold Neu- And then there was Bernie Pietenpol. He wanted very
mann, and in the evening were presented to the audience much to come to Oshkosh to participle in the Aviation
at the meeting pavilion. Each made a few remarks and Greats Program, but his health had not been the best.
all were obviously moved by the warm reception re- His daughter insisted that he seek his doctor's approval
ceived from EAAers throughout the day. T. Claude Ryan before attempting the trip. He did so and during the
perhaps summed up the feelings of all when he said, "I check-up a serious arterial blockage near his heart was
feel good here, I feel comfortable because I'm among peo- discovered. Immediate surgery was ordered. During his
ple who share a love of airplanes." Nick Rezich and Bob recovery, the doctor made it clear that coming in for the
Hoover MC'ed the presentation of the Aviation Greats physical had saved his life, so for Bernie the Aviation
and did a fine job. Greats Day had a very special significance, indeed.
A number of memorable anecdotes came out of the The Aviation Greats Day may be the best thing EAA
day. John McCulloch, owner of the Clipwing Monocoupe has ever done. All the Greats invited to Oshkosh have
"Little Butch" (cover, SPORT AVIATION, May 1975) been honored before by government, by their com-
couldn't wait to get Woody Edmondson in the plane for munities and others. But there is something very special
the first time since the 1950s. Woody had won the 1948 in being honored by one's peers, by those who love the
World's Aerobatic Championship in the aircraft at Miami same things as y o u , by those who understand. A i r -
and was a famous air show performer during the late planes are the ties that bind, but EAA is really people.
'40s and '50s. John and Woody blasted around the fly- What better thing can we do than honor our fellow man?
by pattern a number of times to the accompaniment of A special expression of thanks is in order for our Air
the PA announcer, who had been advised whom was in Museum Trustees and Mike Heuer of the EAA staff who
the plane. A lot of photographers were on hand to record made it all happen.
the occasion on film when the two taxied in ... including
the author.
C. G. Taylor, designer of the Taylor/Piper Cub and
the Taylorcraft, was at Oshkosh for more than just a
happy reminiscence of things past. Fact is, Mr. Taylor
is not particularly interested in the past because he is
so involved with the future. He was especially interested
in looking over the current crop of homebuilts because
he has designed and is building one, himself. A few years
ago he took a tour around the U. S. visiting small air-
ports and questioning pilots on their flying habits and
just what they really want and need in an airplane. His
design is based on that one man market survey. The next
Taylorcraft will be a very attractive little single place
pusher powered initially with a VW engine. He has also
designed a variation of the Herrmann engine for light air-
craft use that would eventually replace the VW in his \
design. He is not interested in pen pals, what with all the
work he has set out for himself, so please do not at-
tempt to contact him for additional information. When
the projects are ready for the public eye, we will hear
about them.
Early on Thursday morning, all the Aviation Greats
joined Steve Wittman in a pleasant little grove of trees
on the north side of the airport for the dedication of a
Wisconsin Historical Society marker in his honor. The
handsome bronze plaque was placed on the site of the
first hangar at what is now Wittman Field. It recognizes
Steve's long career as an air racer, aircraft designer, in-
ventor and manager of the airport since the early '30s.
Tony LeVier was the principal speaker for the occasion.
(Ted Koston Photo)
The city of Oshkosh and Winnebago County cover them-
President Paul Poberezny . . eyes, ears and heart of
selves with honor each time they recognize Steve for his
every Oshkosh Fly-In.
many accomplishments.
When the Aviation Greats were being introduced
on Thursday night, each came to the podium to receive
his or her certificate and say a few words . . . a l l except
WORKSHOPS AND FORUMS
for Bill Sweet. Bill has had several strokes in the past
few years and probably shouldn't have made the trip to Aside from the social aspects, people generally come
Oshkosh in the first place. But for a man who spent all to Oshkosh for two reasons to see the airplanes and
his adult life on center stage at the truly great aviation attend the workshops and forums. Bill Chomo's work-
events, Oshkosh is his kind of place, his kind of people. shop area was a beehive of activity this year, as always.
He HAD to be there. Bill was presented his certificate The Woodworking and Synthetics Workshops were stand-
at his seat and he made his remarks as best as his speech ing room only as a result of the Wicks Aircraft partici-
allowed. The applause that followed must have been like pation. They brought materials and jigs to build a KR-2
an electric spark surging through his mind and body. during the week and came darn close to getting a fuse-
The roar of the crowd was awakening all those old emo- lage and tail surfaces completed. In addition, some real
tions, starting the ol' adrenalin pumping again. To the life field repair added to the interest. The Wicks KR-2
astonishment of all. Bill somehow struggled to his feet (March 1975 SPORT AVIATION cover) had been packed
and stood there in that famous, familiar pose saluting aboard the company's semi for transport to Oshkosh and
SPORT AVIATION 15

Aviation Greats . . . left to right, Ed Granville, Len Povey,
Matty Laird, Paul Poberezny, Eldon Cessna, Tony Le-
Vier, Fish Salmon and Steve Wittman.
during a panic stop on the way was jerked loose from its
moorings, ripping the tailwheel right out of the fuse-
lage. The KR-2 became the Woodworking Workshop's
guinea pig and in a couple of days (and nights) of work,
which included the splicing in of about 3 feet of aft lower
longeron, the damage was repaired and the plane was
flying again.
Jim Miller again held his very popular canopy form-
ing workshop and Dick Schreder had all the questions
he could possibly answer on his bonded rigid foam/metal
construction technique. The engine workshop was very
active what with VWs, Continentals and John Mon-
nett's new Corvair conversion available for inspection
and tear down/assembly. Late in the week, this area be-
came the focal point of interest when the engine was
changed in the VariEze (see story elsewhere) to pre-
pare it for the World's Record.
Welding has always been one of the most popular
workshops this year was no different as hundreds of
EAAers tried their hand at welding up 4130 scraps and
pieces of aluminum. Sheet metal was busy . . . and loud . . .
when the rivet guns were going. And most of the big
names in aircraft covering Razorback, Ceconite and
Stits were there instructing any and all in the proper
methods of covering various EAA Air Museum projects,
16 OCTOBER 1975
(Lee Fray Photo)
such as a Tiger Moth, Aeronca K and D.H. Rapide.
Dorothy "Carrot Top" Aiksnoras of the Museum staff
kept the old standard, Grade A, going by helping mem-
bers cover various components with it. The workshop
program was greatly enhanced this year by the partici-
pation of EAA designees led by Tony Bingelis and Bob
Burbick.
Each year the Forums program put together by EAA
Secretary Wes Schmid seems to get better . . . and more
frustrating, because, inevitably, just the ones you want
to attend are scheduled opposite each other. This can't
be avoided, of course, because all the forums are of inter-
est to most people. This year five large tents and the
big meeting pavilion were used for forums 3 for home-
building and general subjects and one each in the antique/
classic, warbirds and rotary wing areas. Harry Zeis-
loft's "Design College", a series of design and aerody-
namics lectures, was a part of the forums schedule.
A rundown of the subjects covered is breathtaking:
designers of almost all the popular homebuilts of today
held forth on their progeny; ditto for engine converters,
accessory manufacturers, propeller manufacturers, etc.;
type club presidents or enthusiasts for all the antique
and classic aircraft told how to restore and keep the old
birds flying. There were also specialized subjects like
avionics repair, using radio control models for spin test-
ing aircraft designs, aircraft hydraulics, aerodynamics
of flexible wing aircraft, aircraft interiors and uphol-
stering, hot air ballooning, crash-worthiness of amateur
built aircraft, Bourke engines, ornithoptery, hang glid-
ing, use of the parachute, antique engine overhaul,
physiological stress connected with flight, tailless air-
craft, stability and control problems of STOL aircraft
. . . and on and on. In the very middle of all ihis activity,
William Stanberry of AOPA was conducting its very suc-
cessful Pinch Hitter Course for the women and men
whose wives are the pilots in the family.
What can one expect to hear at a forum? The writer,
like all the rest of you, was not able to attend all forums.
The few I did manage to squeeze in seemed to be chosen
more for reasons of the particular time they were sched-
uled rather than what they concerned or what I might
have had preference for (although I would have enjoyed
them all). At any rate, just as a sampling of the fare, let
me share my notes taken at a couple of forums. First,
Ken Rand's KR-1-2 session:
* Engines The bigger VW's (1834cc and up) burn
5 gallons per hour at full throttle on the KR proto-
types, 4 gph at cruise.
* The firewall of the KR-1 needs a beef-up if the
larger engines are used.
* Ken Rand prefers single ignition.
* Main gear legs If a KR-2 grosses over 800 pounds,
Ken recommends moving the gear legs in one inch
on the spring legs. This is also recommended if
rough field operation is contemplated.
* Ken does not recommend other types of gear springs
thinks the type shown in the plans is simplest
and lightest possible.
* New castings (for the gear legs) have been devel-
oped. The castings are designed to fail before pitch-
ing the aircraft over on its back. Several gear legs
have been broken but most have been repaired by
the owners.
* New Wings Two KR-2s in California now have
wet wings with a total fuel capacity of 70 gallons.
The wet wings are actually stronger than the
standard units because the sealing of the interior
with resin to hold fuel constitutes internal brac-
ing. Fuel vent for wet wings is on the bottom of the
panel so as to be in a high pressure area.
* A rumored long wing has not yet been built, main-
ly due to the need for spoilers.
* Flight characteristics Ken feels spoilers would
be desirable on both the KR-1 and KR-2. Best lo-
cation would be on inboard section of wings. Spoil-
ers have not yet been built because of the desire
to keep the aircraft light and simple. Ken feels
slipping the KRs is just as effective as spoilers on
final approach . . . and a lot cheaper.
* In the prototype KR-2 the best glide speed is 70
mph with one aboard, 85 with two. Glide ratio is
about 15 to 1.
* Miscellaneous All control surfaces on the KRs
should have 30 plus or minus deflection.
* 4130 hinges for the rudder and elevator would be
a better choice than the aluminum hinges called
out in KR plans. Hinges on the prototype KR-1 had
to be bushed after about 200 hours.
* About 150 KR-ls have flown and 15 KR-2s. There
have been several crashes, almost all the result
of engine failure.
* The aircraft radio project is dead. Too costly in
time and money. Work already done has delayed
KR-3.
* Air comes in the cabin from the wheel wells on the
KR-2, so air vents have not been installed. (*.'$%
Southern Californians! Try that in Wisconsin in
winter! Editor)
* Only about 5^ of plans buyers have actually built
an airplane.
* A KR newsletter is now being printed. Write Er-
nest Koppe, 6141 Choctaw, Westminster, Califor-
nia 92683.
I also sat in on the W.A.R. forum, conducted by War-
ren Eberspacher, Ed Hooper and Jerry Greenameyer,
who passed on these pearls of wisdom:
* The Hawker Sea Fury will be the next design to
be replicated (now that the Fw. 190 and Corsair
are completed or well along). After that will come
the Thunderbolt.
* Thus far, the Corsair has been the most popular
W.A.R. model by a margin of 10 to 1.
* W.A.R. is at least 12 months away from the materi-
als kit phase. $5000 to $6000 is the present esti-
mate on the cost of a complete kit.
* 100 sets of plans are now out on the Fw.190.
* 125 hp is considered the maximum power for all
the W.A.R. designs. 70 hp is the minimum.
* Jerry Greenameyer stated that the Fw.190 has
very light control pressures the rudder is more
sensitive than the rest. With the Continental 0-200
and the present propeller, it indicates 130 mph at
2500 rpms. Stall is 60 mph. Climbs 1000 fpm. Red
line is 200 mph, 85 mph in the traffic pattern, 80
over the fence. The Fw.190 has a rather high rate
of sink and, like the real McCoy, is blind to the
front in the flared or 3-point attitude. You want
realism . . . you get realism!
* Two turn spins have been done to date.
* The 0-200 added 27 pounds to the Fw.190.
I also sat in on all or parts of Molt Taylor's MiniIMP
forum, Jim Bede's BD-7 and BD-5 forums, Burt Rutan's
VariEze forum and Al Backstrom's Flying Plank ses-
sion. Molt will have some definite news soon on materi-
als kits for the MiniIMP we'll pass on the word when
he's ready. The BD-7 is a 2-4 place version of the BD-5.
It will handle aircraft engines from 100 to 200 hp with 130
hp considered the lower limit for the four place configura-
tion. We will have additional information on this bird
soon. The BD-5 forum was a "I have some good news and
some bad news" affair. Jim stated that the new three
cylinder Xenoah was finally the answer to all his en-
gine woes . . . but that customers would have to pay an
additional sum to get it for their kits. The fact that most
BD-5 kits were purchased at 1972-73 prices, while the
Xenoah comes at 1975 prices was given as the reason for
the additional cost. Burt's standing room only crowd
was told to be patient . . . a second VariEze will be built
this fall to prove out materials kit parts and some minor
changes that will be made in the airframe. Then, and
only then will anything be sold to the public. Al Back-
strom told us that the powered Plank he designed for
EAA Director Van White of Lubbock, Texas is flying
now and is showing a lot of promise. We will cover this
one soon, also.
The foregoing is just a teasing taste of all the inter-
esting things that went on in the forums at Oshkosh '75.
If you missed them, you still have a second chance. Most
were taped by new EAA Director Dave Yeoman (RFD 1,
Toddville, Iowa 52341) and shortly he will be ready to
sell you a copy of any or all forums. Write Dave at the
address above for a list and price information. A portion
of the price goes to the EAA Air Museum Foundation.
HIGHLIGHTS
Several plane loads of government officials flew to
Oshkosh this year. The FAA contingent was led by Act-
ing Administrator Jimmy Dow. This was his first inten-
sive exposure to sport aviation and the first impression
SPORT AVIATION 17
was favorable. EAA Headquarters gets kidded for being
straight laced and more or less obsessed with cleanli-
ness and order. Contrast this with popular press stories
characterizing private pilots as drunks lurching around
the sky in search of a stray 747, or as thrill seeking play-
boys who have traded in their strings of polo ponies for
airplanes . . . or adrenalin freaks out to satisfy death
wishes over the homes of innocent moms and pops. Com-
pare the grounds at Oshkosh at weeks end with those of
any ball park, stadium, race track, rock concert site,
county or state fair after just a few hours of activity. Now,
consider this scenario: an FAA staff member walks in
and tells his boss that he is scheduled to fly out to ...
uh, yes, Oshkosh, Wisconsin to ... uh, attend a fly-in.
"We've got a bunch of people out there who build their
own airplanes in their garages and thirty or forty thou-
sand of them are massing in a field out in Wisconsin."
What would you want the powers that be, who possess
go/no go decision making power over your flying, to see?
EAA doesn't have to just be "straight" . . . we have to
be twice as straight as anyone else.
On Saturday a NASA flight brought in three Con-
gressmen, Dale Milford of Texas, Jim Lloyd of California
and Gene Snyder of Kentucky. These men hold key posi-
tions on Congressional committees and sub-committees
that deal with aviation. Since all legislation that in-
volves spending tax money must originate in the U.S.
House of Representatives, their committees are where
all laws that affect us really begin. All three are pilots
and were intently interested in the fly-in, the airplanes
and the people there. Representative Milford had a spe-
cial reason to visit the Classic area his Temco Bucka-
roo was there, having been flown up by his friend, Larry
Coker of Arlington, Texas. Like the members of the FAA
delegation, the Congressmen were favorably impressed
with what, they saw . . . intelligent, responsible citizens
engaged in a constructive activity, and being totally
civilized about the whole affair despite being packed
into an area that would send some well publicized groups
into a frenzy.
Long suffering BD-5 builders had something to see
this year besides the company aerobatic team. Two Hirth
powered 5s were on hand, N27BC built by Buddy Cot-
tie of Beckley, West Virginia and N746BD built by Walt
Liebfried of Acton, Massachusetts. Walt's aircraft did
not have the restrictions flown off and thus was unable
to participate in the fly-bys, but Buddy Cottle . . . he
must have truly warmed the cockles of Jim Bede's heart!
He flew his BD-5 to Oshkosh from West Virginia in four
hours, burning 3.4 gallons per hour. It is about 650
miles from Beckley to Oshkosh, so that's just better
than 162 mph, according to my computer. It is about the
same distance from Newton, Kansas to Oshkosh and
Les Berven flew N503BD, the 70 hp Xenoah powered
factory job, up in 3 hours and 5 minutes. That's 210 mph.
He burned 6 gallons per hour.
During the week Buddy Cottle and Les were in the
fly-by pattern every time their speed category was al-
lowed up. Les and a taper wing Cassutt had some monu-
mental battles, with the BD-5 appearing to have some-
thing of an edge. Les also entered N503BD in the Paz-
many Efficiency Contest and racked up the fastest time
of any entry . . . 216.02 mph.
Just prior to Oshkosh, Jim Bede had 38 customers
from around the country come U> Newton and check out
in the BD-5. Some also flew the BD-5J. Each was given
a large button that proclaimed, "I flew the BD-5". The
idea, of course, was to have these people answer all the
questions at Oshkosh (and later back home) on how the
little bomb goes, how it handles, etc.
One pilot who has flown the BD-5 deserves particu-
lar attention by all Bede customers. Seth Anderson, a
well known stability and control authority from NASA's
18 OCTOBER 1975
Ames Research Center, was at Oshkosh and conducted
one of the forums. He told me the BD-5 has excellent
flight characteristics, is quite stable and a heck of a lot
of fun. Maybe that will make some of you '5 builders
sleep better.
The Bede jet team was spectacular as always and
has added Debbie Gary to fly with regulars Corkey For-
nof and Bobby Bishop. Debbie was formerly with the
Carling Pitts team in Canada.
And, finally, on the Bede front . . . Richard Bach has
become the first "civilian", as someone put it, to take
delivery of a BD-5J. His N177RB was one of the jets being
evaluated by the Air Force and was returned to Newton
just before Oshkosh. Richard and several Bede employees
worked all week getting it painted in a beautiful color
scheme and finally rolled it out on Saturday. They ar-
rived at Oshkosh late that evening and enjoyed a couple
of days of the fly-in before winging home to Florida.
Some will remember Oshkosh '75 as "The Year of
the Engines". Several new ones were on display and
there were rumors of a lot of others. The advancing price
of gasoline has the engine world stirred up as never be-
fore. In addition to the well known VW conversions (John
Monnett, Ted Barker, Limbach) Gilbert Duty of San-
ford, North Carolina was showing a new one. His VW
had bolt-on castings a la Monnett and a really neat little
starter and alternator similar in size to the units on the
Limbach. His engines are being used on Harris Woods'
Aerosport prototypes and, as a result of their Oshkosh
exposure, will undoubtedly see wider use in the coming
year.
John Monnett was also showing a Corvair that fea-
tures his familiar bolt on castings that eliminate the
need for a lot of expensive machining.
Alternative engines for the BD-5 are beginning to
show up, as should be expected in a country where hot
rodders modify or re-engine everything from their chain
saws on up. Jerry Kibler did not make it to Oshkosh
with his turbocharged Honda Civic powered BD-5. Just
before the fly-in, he had a 50 cent oil line break in flight
and didn't quite make it back to the airport. Fortunately,
he was not seriously injured and was at Oshkosh the lat-
ter part of the week. Jerry said the accident will not af-
fect the development of the Honda engine for aircraft
use.
Another California group, TOBS Aero, was display-
ing a Honda 550 motorcycle engine modified for use in a
BD-5. Called the Avtech 550, the engine reportedly pro-
duces 60 hp at 8500 rpm on a dyno. It has a built-in re-
duction unit that contributes to a total unit weight of
138 pounds. A version for homebuilts other than the BD-5
was said to also be in the works.
Geschwender Aeromotive had a big display board
picturing their 400 cubic Ford V-8 installed in a crop
spraying airplane for flight testing. The engine swings
a 102.5 inch three blade Hartzell and, according to the
Geschwender crew, is really hauling the big clunk of a
sprayer around. The engine is developing an estimated
300 hp at 4000 rpm for take-off. Torque at the prop shaft
is 800 pound feet at 1100 rpm. Prop shaft reduction is
presently 2 to 1. Geschwender is working on conversions
of several other engines, one of which they had in a small
box under their counter . . . but they aren't ready to talk
about it yet.
The most interesting new engine was Scorpion's
watercooled, four cylinder, four cycle, horizontally
opposed unit first brought to your attention in the Hot-
line section of the August issue of SPORT AVIATION.
Mounted in an abbreviated Scorpion helicopter frame,
the engine was trundled out a couple of times each day by
B. J. Schramm and fired up. It certainly sounded great
and was very smooth. Hardly any vibration was evident
when touching the fuselage frame. B. J. said it would
be sometime late this year before the design would be
frozen and early next year before production plans would
be set. It has been a long, long time since a new manu-
facturer entered the light aircraft engine business. The
fact that the people involved are already heavily in-
volved in the homebuilding world and understand its
peculiar needs and problems is of incalculable signifi-
cance.
We'll end this talk of engines with a tidbit from the ol'
rumor mill. Seen those ads Cal Parker is running in
SPORT AVIATION, Trade-A-Plane, etc. . . . "Is this the
shape of things to come on the Teenie Two?"? Well, our
grapevine tells us that long snout on the Teenie Two con-
tains an air cooled Wankel . . . and that it is turning the
prop DIRECT! That oughta keep you Engine Charlies
guessing until Cal comes through with the full story.
The evening programs, marshalled by EAA Vice
President Ray Scholler, were a welcome chance for Con-
vention goers to enjoy an extension of the day's activi-
ties . . . from the seated position! In addition to several
serious programs such as Phillips Petroleum and Jeppe-
sen/Sanderson's "Charts in the Airspace Structure",
David Scott's annual Washington Report, an address by
James Dow, Acting FAA Administrator and President
Paul Poberezny's "State of the Association" message,
there was a pleasing variety of pure entertainment
skits, musical interludes and aviation movies. Near
(Photo by Jack Cox)
Larry Haig's nearly finished American Eaglet.
week's end the awards programs took the greater part
of each evening. (The award winners, incidentally,
along with antiques, classics and warbirds are not cov-
ered in this article because each will be featured in sep-
arate articles and issuesof SPORT A VIATION in the com-
ing months.) Harold Best-Devereux lent his usual touch
of sophistication to the master of ceremonies duties.
Oshkosh '75 was, in retrospect, a super fly-in. There
were more aircraft on the field at one time than ever be-
fore and more people. They came from everywhere. Dave
Jameson's International Tent registered 337 persons
from 31 countries. 125 were from Australia alone. Two
Russians were there to experience sport aviation, Ameri-
can style. The great thing about Oshkosh, though, is
that it doesn't end when everyone packs up and heads
for home. That's just the beginning. All you folks fan
out over the world, show your slides and movies to scores
of others, tell about everything you saw and heard . . .
and for twelve months these seeds germinate, sprout
new ideas and grow into all sorts of new developments,
many of which will be at Oshkosh next year or the year
after to amaze and motivate us all over again. When he
reads this, Paul Poberezny will smile and think, "That's
exactly what I had in mind 23 years ago." Those of you
who worked so long and hard with him to make Oshkosh
'75 happen have every reason to share with Paul a warm
glow of satisfaction for a job superlatively done.
 VARIEZE...
FOR THE RECORD
By Jack Cox
O:30 IS A brutal hour in the
morning for anyone to be up and
about after a week of endless tramp-
ing up and down the aircraft display
lines at Oshkosh. Yet, a score or so
of us have summoned the strength
from somewhere and now find our-
selves huddled around this pale ap-
p a r i t i o n of an a i r p l a n e , i n t e n t l y
watching as Bill Turner and Art
Froehlich jiggle the weights right
and left along the scale slides and
call out:
"Left main 399.5 pounds."
"Right main, 357.25 pounds."
"Nose gear, 169.75 pounds."
Harold Best-Devereux, the NAA/
F.A.I. Official Observer for all that
hopefully will transpire this day,
jots down the numbers and after
some quick addition, almost solemn-
ly announces:
"That comes to 926.5 pounds,
Burt. No sweat for the record."
After a few slightly puzzled looks
and questions about how the weight
could vary so much from a similar
weigh-in two mornings before, the
chatter trails off into a "What th'
heck, we're still 'way below 1100
20 OCTOBER 1975
5:55 a.m. . . . take-off run on the record flight.
pounds", m u r m u r . Harold's crisp
British accent snaps everyone back
to the matter at hand. . .
"Now, gentlemen, will you please
step back - completely away from
the aircraft?"
As the rest of us back off a few
grudging steps, Harold strides for-
ward, reaches deep into the rear
cockpit of the Vari-Eze behind
the h u l k i n g fiber-glass a u x i l i a r y
fuel tank and starts the baro-
graph. Then he proceeds to tape
over the filler caps, affixing his
(Photo by Jack Cox)
initials to each with a flourish worthy
of his station . . . and the occasion.
Taking all this in with a slightly
bemused expression on his face is
pilot Dick Rutan . . . waiting calmly
in the front seat, already strapped in
and ready to go. Dick is the only one
in the crowd who really looks like he
is up to the occasion. Decked out in
a powder blue turtle neck pullover,
he is downright dapper as compared
to the rest of us who have the dis-
heveled appearance of a bunch of
sleepy heads who have just been
rousted out of bed . . . which, of
course, is exactly the case.
Draped over each of Dick's
shoulders are several stout strings,
each attached to some unseen object
behind his seat back plastic bags
containing a couple of Baby Ruth
candy bars, a package of cheese and
crackers, three pull-top cans con-
t a i n i n g Beenie-Weenies, chicken
gumbo and chocolate pudding, a
Chap Stick, Rollaids and some as-
pirin and a couple of plastic bottles
full of water laced with just a dash
of lemon juice, % of a gallon in all.
One string leads to a large, empty
plastic bottle.
Not exactly an Apollo life support
system, but simple, effective and,
most important, lightweight.
A short exchange of pleasantries
between Dick and Harold ends with
a groping with the canopy support
rod and a lowering and locking of
the plexiglass bubble through which,
if all goes well, Dick's only sensory
contact with the rest of us will be
possible for the next 12 to 14 hours
. . . except for intermittent use of his
battery powered Escort 110 radio.
With brother Dick properly and
officially encapsulated in the Vari-
Eze, Burt Rutan takes charge.
"O.K., let's have lots of hands
under the canard and the main wing
- anyplace except the control sur-
face on the canard - and s-l-o-w-l-y
ease forward off the scales and
down the ramps."
Instantly, every square inch of
under surface of the VariEze is cup-
ped in the palm of someone's hand
. . . attesting at once to the ol' EAA
can-do spirit and the advantages of
the "hard" skin of the foam and
fiber-glass construction method
employed in the radical little canard.
All together, now . . . lift!"
Effortlessly, the tiny bird, its pilot
and 279 pounds of gasoline are palm-
powered up, forward and gently
down on the taxiway . . . its first
"flight" of the day a total success.
Now Burt assumes the position at
the rear of the craft and addresses
the Monnett VW and Ted Hendrick-
son prop.
"Make it hot."
Flip . . . flip . . . flip. Come on, you
little Wolfsburg prima donna this
is no time for d r a m a t i c pauses!
Flip . . . flip . . . b-r-o-o-o-o-m!
(Photo by Lee Fray)
Official certification of the scales
by Vernon Erickson of the local
Weights and Measures office.
and John Monnett pulled out and
"O.K., just as a precaution let's
walk him out to the end of the run-
way. Keep the nosewheel light over
the bumps and tar strips."
The leading edges of the canard
and main wing lined with willing
EAAers like starlings on a power-
line, the rather odd looking entour-
age marches down the taxiway from
EAA's b l u e arch, on to r u n w a y
18/36 and heads north toward the
18 end. It's a funny looking sight
. . . for a few strides, all are in step,
then one and then another get out of
step, then all are in step again.
Reminds me of a company of raw
recruits at Boot Camp nearly 20
years ago. From the front all that
can be seen are two files of shoulder-
to-shoulder "troops" no airplane is
visible, just a white nose of some-
thing protruding between the two
halves of the front file, a kind of
silly round face with wide red lips
but no eyes. When the troops did a
column left on the runway, Burt
climbed aboard the VariViggen.
Now they have fired it up and are
taxiing along behind the VariEze,
preparing to accompany it on the
first lap of this attempt to break Ed
Lesher's World's Closed Course Dis-
tance Record of 1554.297 miles set
back in 1970.
As the end of the runway is near-
ed, I turn my car around and race
down towards the other end, trying
to guess about where the heavily
laden little canard will lift off. I
guestimate the area just north of
where the Florida Chapter's Lock-
heed Lodestar is parked as a likely
spot . . . based on what I had seen
on Saturday morning. Screeching to
a halt, wife Golda and I bound out
and start prefocusing our cameras
and wondering whether the red ball
that is the sun will lift up out of the
low stratus hanging over Lake Win-
nebago to zap our lens opening
settings . . . just as the VariEze
comes whistling by us.
SPORT AVIATION 21

From our vantage point of about
4500 feet down the runway, we can
hardly see the VariEze, so razor-like
is its head-on profile. We see the
"troops" move away from it and we
hear the growl of the Vari-Viggen's
Lycoming, but we hear nothing from
the VW and can detect no movement
from either aircraft.
More noise . . . and finally it
appears the VariViggen is ad-
vancing, but the VariEze still ap-
pears to be stationary. Then, you
can tell it has moved. The motion
seems lateral from this angle, how-
ever . . . and still no VW buzz. This
almost head-on angle and the dis-
tance are tremendously deceptive.
Suddenly, the angle widens to a
point where the VariEze seems to
wildly accelerate and now we are
frantically fumbling with the cam-
eras . . .
"My gos/i, /ze's going to /7as/i
right by before I can punch the
shutter!"
The rest of the take-off is tightly
framed in my camera's view finder.
Dick is really ripping now hold-
ing 'er down to build up speed. Just
as I snap off my first shot, the nose
gear is raised and on the second
click I see the mains clear the pave-
ment. Dick's Air Force training
makes him a believer in airspeed
above all else . . . he levels out just
after lift-off and accelerates in
ground effect right down to the end
22 OCTOBER 1975
(Photo by Dick Stouffer)
Dick Rutan, Burt Rutan and Harold
Best-Devereux check the barograph
to be sure the squiggly little line
tells all. It did.
of the runway. Although I don't see
it, I hear the VariViggen snarl by in
hot pursuit of the VariEze . . . futile
pursuit, it turns out, for as Dick
smoothly brings up the VariEze's
nose the rate of climb is far in excess
of what even the new long winged
VariViggen is capable. Turning in-
side the tiny swept-wing wonder as
it arcs around to its northeasterly
course gains little or nothing for Burt.
I can't believe it ... that little son-of-
a-gun is carrying over 126 pounds
more than its own empty weight,
propelled by a 1700cc VW and
the 150 hp VariViggen can't even
head him off at the pass!
Leveling off, Dick throttles back
to his programmed rpms and be-
gins cruising up the shore of Lake
Winnebago, heading for his turn
point at Menominee, Michigan. Only
then can the VariViggen catch up
and slide in under the VariEze for
a look-see to determine if all is well
in the engine compartment. In a
matter of moments, the VariEze is
just a speck, then nothing. The larger
VariViggen appears to be alone.
Finally, both have disappeared and
those of us on the ground drift back
toward the Control Center trailer to
sit out the expected hour and twenty-
five minute lapping of the Oshkosh/
Menominee course. If that VW con-
tinues to purr away, we can expect
to spot that unmistakable VariEze
profile overhead at about 7:20 or so.
The long waits between laps pro-
vided time for reflection upon the
events of the past few weeks and,
particularly, the last few days lead-
ing up to this Monday morning
record flight attempt. By all rights
that airplane should not be in the air
now . . . the engine should be on
another airplane and in another
city . . . and, at best, without the
unflagging assistance of scores of
EAAers, the VariEze would still be
sitting in one of the workshops with
oil drooling from its belly. The past
48 hours had been incredible . . . and
undoubtedly possible only at Osh-
kosh during Convention week.
The plan, as stated by Burt Rutan
in the July issue of SPORT AVIA-
TION, was to fly the VariEze non-
stop from Mojave to Oshkosh. Then
an assault would be made on the
Closed Course Distance Record for
aircraft in the F.A.I.'s Class C-la
Group I. This is the class for the
smallest of aircraft, those weighing
less than 500 kilograms or 1102
pounds. Most of the records in this
class belong to Ed Lesher and his
super efficient little homebuilt, the
Teal. It would not be an easy task to
take any of them away.
Strangely enough, however, this
saga did not start in Mojave . . . or
even in California. It started the
Saturday before Oshkosh over Elgin,
Illinois, just west of Chicago. John
Monnett had just circled over his
house in his Sonerai I to let wife
Betty know he would be home in a
few minutes. In quick succession he
experienced an engine stoppage, an
easy glide to a nearby street ad-
jacent to a golf course, a successful
touch down . . . and a nasty ground
loop after hooking the very last sign
post in his path. No personal in-
juries, other than to his pride when
he learned he had run out of fuel,
but the familiar little green racer was
out of it for Oshkosh '75 with crunch-
ed wingtips, main gear and aft fuse-
lage.
Then the scene shifts to Mojave on
the morning of Wednesday, July 30.
Burt and Carolyn Rutan had flown
east in the VariViggen a few days
before, leaving his brother Dick with
the taskl?) of flying the VariEze to
the EAA Fly-In at Oshkosh, hope-
fully in one big hop. The little bird
had nearly 100 hours of flying time
on it when Burt left and all manner
of flight testing, fuel consumption
tests, etc. had been accomplished.
All that was left was for Major (Lt.
Colonel by the time you are reading
this) Richard Rutan, USAF, Field
Maintenance Squadron Commander
of the 355th Tactical Fighter Wing
at Davis-Monthan AFB near Tucson,
to get away from his duties, get up
to Mojave and blast off on Wednes-
day. Flying non-stop to Oshkosh
would be the grand entrance of all
times for a new homebuilt design,
Burt and Dick had figured.
In the wee hours of morning,
Howard Ginn and other local EAA
types strapped Dick in and fired up
the 1834cc Barker VW . . . only to
have oil come gushing out of the
cowling. The start-up had ruptured
the oil cooler. A quick decision was
made to remove the cooler, plumb
the system "straight" and attempt
the flight anyway. This wasted a
precious hour or so but still left just
enough time to make Oshkosh by
sundown . . . if winds were favorable.
Taking off with nearly 50 gallons
aboard, Dick climbed to 7500 feet
and headed east, accompanied the
first 100 miles by Howard in his
T-18. The route to be flown was a
gentle curve out across the Sierras,
southern Nevada, through the heart
of Utah, clipping the corners of
Wyoming, Nebraska, South Dakota,
Minnesota and, finally, a dash across
the mid section of Wisconsin to Osh-
kosh. The course was selected part-
ly because it overflew major Inter-
state highways and partly because it
allowed some pressure system flying
that promised tailwinds.
Settling back in the semi-supine
and super-comfortable seat, Dick
could see nothing ahead except clear
sailing visibility was unlimited,
all the gauges were in the green and
he was indeed picking up a tailwind.
There was even time for a little
thought of things past . . . how he
had entered the Air Force in May of

(Photo by Dick Stoutfer)

Harold Best-Devereux points to
his seal on the fuselage tank.

SPORT AVIATION 23
 (Photo by Dick Stouffer)
David Scott supervises the weigh-in
for the first, unsuccessful record
attempt.

1958 as a navigator and after 7 years

of fingering computers and figuring
ETAs had been assigned to flight
training at Del Rio, Texas. Even
now, high above the Rockies, a little
swell of pride came from recalling
he was first in his class of 400
cadets at Del Rio . . . and that this
got him the thing he wanted most
in the world at the time assign-
ment as a fighter pilot. Only two F-
100 slots were awarded his class,
and one was his! After g u n n e r y
school at Luke, it was off to Phu Cat,
South Vietnam and combat in the
F-100. E v e n t u a l l y , he would vol-
unteer for a special assignment as
a "Super FAC", flying 104 success-
ful, low altitude missions over North
Vietnam. Opting for several addi-
tional tours, he and his F-100F
Commando Sabre would spend more
hours over the North than any other
combat pilot no one has challeng-
ed his claim to this day. And then
there was that 105th mission . . .
checking out a new pilot . . . hit by
ground fire . . . the race towards the
coast with the plane streaming
flaming jet fuel . . . punching out at
the last moment and the hours on
a life raft until the chopper arrived. the inventory . . . most impressive?
A ground speed check somewhere The F-Ill.
over Utah revealed that the tailwind About this time Lady Luck turned
was really picking up. Later checks her beneficent smile elsewhere.
showed that a full 45 minutes had Over Nebraska the tailwinds be-
been picked up wow! Call a pre- came headwinds and the oil temper-
selected FSS that Hurt will call ature began to rise. Over south-
later in the day to let him know that western Minnesota the oil temper-
ETA at Oshkosh will be about 20 ature and the oil pressure started
minutes before official sunset. What shooting up. The more he stared
luck! This called for another Life at that oil pressure guage, the more wouldn't you know it, the first per-
Saver from the package taped to it looked like a twitching F-100 sons to run out to greet him were
the side of the cockpit. guage that no longer seemed so long EAAers they're everywhere, you
Slipping back into a little rapture ago or very far away . . . and this know.
of the heights, Dick recalled a time there was no ejection seat or A check of the engine revealed
pleasant 4 year tour of duty in Eng- English tree. Down there there's nothing that could be seen, except
land following 'Nam . . . spoiled only only . . . an airport and a Holiday that most of the oil had been con-
by that day when he saw his F-100's Inn right beside the Interstate??? sumed. This would explain the rise in
oil pressure jerking back to zero in, Not one to question Providence, oil temperature, but what caused the
of all spots, the last stages of an Dick took advantage of his "gift" oil pressure to rise?? After replen-
instrument approach. Seconds later airport and shortly was rolling out on ishing the oil supply, a run-up show-
he was dangling in his chute harness the runway at Worthington, Minn- ed everything in the green again
from a substantial English tree. Next esota . . . after 8 hours and 50 min- . . . and left a nagging suspicion
came a tour at Wright Pat and the utes of non-stop, non-refueled flying, that in the rush to remove the oil
chance to fly almost everything in some 1500 miles out of Mojave. And cooler that morning, maybe the oil
24 OCTOBER 1975
had not been topped off before take
off. Better call Burt and give him the
bad news.
Burt, meanwhile, had been fol-
lowing the progress of the flight by
calling in to the FSS stations along
the route t h a t he and Dick had
agreed to use as "message drops".
Dick was hardly on the ground be-
fore Burt knew about it and shortly
the two were talking it all over by
phone. After hearing about the
puzzling oil pressure reading, Burt
agreed Dick had made the wise
decision, sparing himself and the
VariEze to fly again another day.
After a night's rest in that Holiday
Inn, Dick flew on to Oshkosh the
next morning . . . to the most spec-
tacular reception an aircraft has ever
received at an EAA fly-in. Several
PA announcements had been made
the previous day keeping everyone
informed of the VariEze's progress
as it winged its way across the con-
tinent, and Burt had talked briefly
at the evening program detailing the
problem with the oil pressure. An
announcement was made Thursday
morning when the tower reported
the VariEze entering the pattern (Photo by Dick Stoufler)
at Oshkosh and it appeared t h a t ently did not get the circulating ball Pre-dawn roll out of the VariEze for
everyone there was standing on system wound up to the stops al- the first record attempt.
the show line j u s t like at evening t h o u g h it had felt to him it was
air show time to witness the land- "down and locked." On touchdown,
ing on runway 18 at 8:40 a.m. There the little panel mounted crank start-
was no way to taxi in through such ed spinning wildly, slowly letting the
a multitude the tiny craft had to nose right down on the pavement.
be walked to its already roped off A layer or two of fiber-glass was
parking spot beside the VariViggen. ground off the nose gear leg and the
There it was to be totally surrounded bottom skin, but that was the extent
by huge crowds every minute of the of the damage. Repairs were made
daylight hours that it was on the by Gary Morris right at the aircraft's
ground. parking spot with a pair of scis- Adding to the last minute adren-
A thorough check was immediate- sors, a paint brush, a can of epoxy a l i n level was the fact that the
ly made of the engine and nothing resin and strips of glass cloth. By closed course was changed at the
could be found awry. After removing evening, 7EZ was pronounced ready eleventh hour. All week the weather
the long range fuel tank from the for the record attempt the follow- had been unseasonably hot for Wis-
rear cockpit, a test flight was made ing morning, Saturday, August 2. consin. Gulf moisture was being
with this writer serving as an inade- All that day frantic preparations pumped up the back side of a titanic
quate replacement for the weight were being made elsewhere on the high pressure area stalled in the east,
of 35 gallons of fuel. Again, no prob- field for the record attempt. Several resulting in a really bad haze con-
lems. With no controls in the rear weeks earlier, Burt had made appli- dition all over the mid-west. The
'pit, my only impressions of the Vari- cation to NAA, the U.S. F.A.I, af- original closed course was to have
Eze were strictly from a passenger's filiate, for the attempt. David Scott been from the Oshkosh Omni to the
point of view . . . perfectly normal had been designated as the official Burlington, Wisconsin Omni but
take-off and landing characteristics NAA observer . . . and he had much the rather featureless Wisconsin
no wild angles of attack or unusal to "observe" even before the first landscape would make Burlington
gyrations of any sort; the absence of prop was turned. A barograph had awfully hard to find groping through
propeller noise; no discernible wind to be smoked and sealed, scales had the atmospheric goop. The use of
noise over the moderate buzz of the to be certified, turn point observers omni could not be depended upon
VW; the ability of pilot and passen- on the other end of the closed because the VariEze's radio was
ger to converse at almost normal course had to be lined up, communi- powered only by a primary system
conversation levels; and very com- cation with the Oshkosh tower had consisting of an 8 amp gell cell and
f o r t a b l e s e a t i n g and tremendous to be coordinated, etc. Fortunately, a secondary system consisting of a
visibility. Bill Turner also became available 2 amp motorcycle battery. Only
On Friday Dick took the bird out at the conclusion of the very suc- intermittent use would be possible
for some more flying and on landing, cessful EAA Aviation Greats Day because the electronic instruments
had to go around to avoid a slow program and pitched in with the were also d r a w i n g off the power
plane rolling out long on the run- legwork. Harold Best-Devereux, supply. The Barker engine was
way. Cranking the nose gear up and who was an old hand at this sort of devoid of all but mags and a carb to
then right back down again for the thing, was there whenever he was keep it at a spare 138 pounds.
second landing attempt, he appar- needed. Starters and generators s i m p l y
SPORT AVIATION 25
meant less fuel, reasoned Burt. Be-
ing the Original Interstate/Railroad
/Coastline Chicken Flyer, I suggest-
ed a course I have often flown: up
the west shoreline of Lake Winne-
bago, over the freeway to the city
of Green Bay and up the west shore
of Green Bay to Menominee, Mich-
igan and return a 182 mile, no-
sweat navigation run, even in mar-
ginal visibility. This met with every-
one's approval . . . except now how
do we find a turn point observer
willing to be on duty for about 13
or 14 consecutive hours?
Ah, but this is EAA, fellows! It
just happens that a new Chapter,
number 535, has been formed in that
area, and its president, Jim La-
Malfa, is one of our fly-in photo-
graphers.
We page Jim and shortly he is on
the phone to Paul Schultz, Senior
Vice President of Enstrom Heli-
copters (and a long-time EAA mem-
ber). The Enstrom plant is located
right on the field . . . and the tri-
angle formed by Menominee's three
runways would make a perfect
turnpoint . . . and, sure, we will be
happy to help out. Almost sooner (Photo by Jack Cox)
done than said. Down and out in Green Bay . . .
temporarily. Dick checks the pump
can to see how much oil he had
remaining. This last minute addition
allowed him to make it back to the
Green Bay airport after the engine
dumped its normal oil supply. Dick
did a tremendous job of dead-stick-
ing the heavily laden little VariEze.
(Photo by Jack Cox)
Silhouetted against the first light of
dawn, Burt Rutan reaches for the
propeller to set the days events into
motion.

r^^S

nm^

I IL
 (Photo by Lee Fray)
John Monnett, kneeling, left, and
Mike Core, right, are laughing now,
but 12 hours later after working
straight through the night both
were beat. They installed John's
personal Sonerai I engine so a sec-
ong record attempt could be made.
Now, if the weather will cooperate
and yelled,
Saturday morning started at 4:30
A.M. for those of us involved in the
launch. A quick breakfast for some
of us, none for others, and it's off to
the airport . . . with one eye on the
somewhat low overcast, the first
since the fly-in started. The weather-
men say some scattered showers and
maybe a thunderbumper to fly around
before the day is done, but ceilings
should be VFR. The weighing, seal-
ing of the tanks and barograph, etc.,
proceed under the direction of David
Scott and, presently, the buzz of the
VW is causing heads to peep out
through tent flaps in the camp-
ground.
As Dick taxied out, Burt ran by
"Jump in the back of the VariVig-
gen and we'll pace him the first lap.
Be back on the ground here at 7:30."
I dashed for my camera and hop-
ped in behind Burt, who already had
the Lycoming turning. Taxiing out to
the end of 18, we lined up behind
and to the left of the VariEze and
followed him down the runway . . . at
a distance that left us some place to
go in case he had to abort. It was dif-
ficult to see much of the VariEze's
take-off from the rear 'pit, but it was
long and climb wasn't initiated until
a real head of steam had been built
up. We were already off and climb-
ing, but when Dick started a climb-
SPORT AVIATION 27
 ing turn back to the northeast, we
seemed to be settling as he zoomed
up. Burt kept yelling something
about how he couldn't catch up, that
we were at full throttle, etc. Also, he
was laughing a lot.
When Dick throttled back to 3075
rpms, we were gradually able to
catch up and finally pulled along-
side, indicating just over 130 mph.
We then slid up under the VariEze
for a look at the engine and were
greeted by a chilling sight . . . a
brown streak, at least two inches
wide, streaming back from the air in-
let all the way back to the prop hub.
Oil!
Some antimated radio conversa-
tion between Burt and Dick resulted
in the hopeful conclusion that per-
haps the oil was merely residual spil-
lage in the cowling because all the
instrument readings were comforta-
bly in the green. But we would keep
a close watch the remainder of the
lap to determine if the streak became
wider or darker.
On we speed, over Neenah, Men-
asha, past Appleton, over Kaukauna,
up U. S. 41 to Green Bay where we
can see Packer Stadium and wonder
if Bart Starr is already whipping his
charges into shape at this early hour.
As we speed up the shore of Green
Bay the overcast begins to break up
and by the time we are approaching
Menominee, shafts of sunlight are
creating luminous, shimmering pools
on the otherwise drab green surface
of the Bay.
Sweeping around the easily spot-
ted airport, we see Paul Schultz, Joe
Gypp and others spreading a white
sheet near the Enstrom helipad, in-
dicating a confirmation of our pass.
Burt has also received the good word
via Unicom.
Turn completed, we head south-
west toward Oshkosh. Sliding in un-
der the VariEze for perhaps the tenth
time, we can detect no change in the
size or color of that ugly streak on its
belly. As the landscape slides so rap-
idly beneath us, it is easy to believe
our assumption that the oil is spil-
lage . . . merely spillage.
Over the city of Green Bay, the
overcast becomes solid again and as
we proceed down towards the north
shore of Lake Winnebago the area
ahead of us darkens dramatically. B>
the time we are over Kaukauna and
Little Chute, we are in light rain and
the ceiling and ground fog that has
materialized from nowhere are omi-
nously close to what will be an ille-
gal merger for Burt and I in the Vari-
Viggen. We push on for a couple of
minutes, but when the near all-white
VariEze starts pulling momentary
disappearing acts on us, we know
we've been had. A quick call to tell
Dick to follow the dual lane road
28 OCTOBER 1975
south rather than following a coast-
line he sees to the west that's Lake
Butte Des Morts then Burt takes
full advantage of the Viggen's turn-
on-a-pin-head capability and we are
headed back to Green Bay airport.
Somehow Dick gropes his way
through to Wittman Field, gets con-
firmation on his turn and starts back
north behind us. One lap completed.
Burt and I race the rapidly advanc-
ing line of crud back to Green Bay's
Austin Straubel Field, land and dash
into the FSS to see what th' heck
has gotten the weather god's bowels
in such an uproar. About 15 minutes
later, I stepped outside into a light
sprinkle and was greeted by,
"Hey, where were you guys when
I needed you?"
To my utter astonishment, I turned
ing. No gaping hole in the case
to see Dick Rutan striding up the
walk.
"Weather?"
'No, just blew the engine about
20 miles north of here. Made it back
by pumping the extra oil we instal-
led last night. Dead slicked in here."
"Dead stick . . . with all that fuel
on board?"
"Had to, the oil pressure was
reading zilch. Thought you guys
would come running out to help . . .
had to push th' little beast in to the
ramp from out there in the middle of
the runway."
We walked back into the FSS,
turned a corner and confronted Burt.
"Thunderstruck" is a pretty good
adjective to describe the look on his
face when he saw Dick. Out again
into what had now become a light
shower of rain, we trudged out to the
VariEze and hunkered down to view
the oil soaked belly.
All the effort, all those people at
Oshkosh and Menominee who have
helped out . . . and here we stand
watching oil drip-dripping onto the
pavement.
"Well, the weather probably
would have zapped the flight any-
way."
With the downpour getting worse
by the minute, some kind gentleman
drove out and invited us to push the
VariEze into his hangar, which we
gratefully accepted. Pulling off the
cowling we find . . . absolutely noth-
where a rod has smashed its way out,
no ruptured hoses, nothing. More
probing leads to the conclusion that
the VW had spilled its oil out the
number 3 cylinder, but it was impos-
sible to say from what specific point
because the entire lower side was
covered with the stuff.
I suppose for some this would
have been sack cloth and ashes time,
but not so with Burt and Dick. Con-
versation immediately turned to
where and how they could get a new
engine and be ready to go MONDAY
MORNINGK!). With all the engines
at Oshkosh, there's bound to be one
that can be used, is the reasoning. It
can be installed tonight, test flown
tomorrow and be ready to go Mon-
day morning. . . . sure, now all I have
to do is run two hundred yards
through this rain to the terminal, call
Golda and tell her to start a search
for a basic VW try John Monnett
and, by the way, send someone after
me. Burt is calling his father who will
launch a trailer for the VariEze.
In your ear, adversity.
By various means, all of us got
back to Oshkosh during early after-
noon in my case, two old friends
from North Carolina, Swanson Poer
and Roger Jennings, drove my car to
pick me up since I had to get back
to work. Roger had made a stab at
flying up in his IFR Tailwind, but
when he attempted to file, the stack
up of clearances was so great that
driving was quicker. Everyone was
trying to get into Oshkosh that morn-
ing!
Golda had John Monnett waiting
for me when I walked in the door at
Press Headquarters. Sure, he had a
brand new engine in his booth, ready
to bolt on ... but it was brand new,
no run-in time, the mags would have
to be timed and it had a Posa injec-
tor carb. He had a better idea. An
hour or so later we caught up to Burt
who had finally managed to get the
VariViggen back to Wittman Field,
and right there in the middle of the
busy display building floor John laid
a deal on him that was impossible to
refuse.
"/'// send a couple of my friends
down to Chicago tonight, have them
remove the engine from my pranged
Sonerai, fly it back, and my crew
will work all night installing it in
the VariEze so you can start test fly-
ing tomorrow. With a new engine -
any new engine, you can't be sure
what you have for the first 20-25
hours. With my engine, I know what
you've got."
The Godfather couldn't have top-
ped that.
In late afternoon the VariEze ar-
rived on a trailer loaned by the
world's foremost airplane hauler,
Molt Taylor. Hurt's father and moth-
er, George and Irene Rutan, and his
Mojave sidekick Gary Morris had
done the honors. Bill Chomo had the
engine workshop ready for major
surgery and the Monnett crew had
scrubbed, laid out their tools and
were ready to operate. All they need-
ed was an engine.
After no little searching through
the vast EAA grounds and not infre-
quent lapses into the fringes of sheer
panic as darkness settled in, Sonerai
builders Charlie Terry of Long Is-
land who just happened to have
his Mooney on the field and Vance
Graebner were located and immedi-
ately dispatched to Du Page County
Airport to remove the engine from
John's bent bird. It was after mid-
night when they returned with the
vital organ John and Mike Core
would spend the remainder of the
night transplanting in the pallid
body of the VariEze. (It should be
pointed out that the Ted Barker en-
gine could not be repaired or re-
placed because although Ted was
present and had worked with Burt
since the arrival of the VariEze, he
had not brought another engine with
him from California.)
By sunup two very weary bug doc-
tors had completed their work and
were ready to look for some break-
fast and a couple of beds. Burt could
handle the final closure, cleanup and
bandaging. Throughout the morning
the Rutans and the Monnett crew
Bob Hughes, John's father, John,
Sr., and Gregg Erikson applied the
finishing touches. Finally, the mo-
ment of truth arrived. Considering the
drama of the past 24 hours, it was al-
most disappointing when the en-
gine simply fired right up and ran
like it was supposed to ... well, al-
most. It ran, but Burt was not happy
with the characteristics of the Posa
injector, so off with the cowling, off
with the Posa and on with the Bark-
er engine's float carburetor.. Whoops!
The intake plumbing doesn't fit ...
and it's Sunday. Probably the only
place in the U. S. that day with all
sorts of aircraft hoses and hardware
for sale was the EAA Fly-In. A scout-
ing party soon turned up the needed
bits and pieces and again the VW
was fired up ... this time to Burt's
satisfaction. Within 30 hours of
Dick's dead stick landing at Green
Bay, the VariEze was winging its
way around the fly-by pattern at
Oshkosh.
(Photo by Lee Fray)
Sunday . . . back together after the
engine change.
One last dollop of adrenalin re-
mained to be squeezed out of the sit-
uation . . . after landing, Burt eased
off the runway, came to a stop, shut
down and climbed out to inspect the
nose gear leg. The earlier fix had not
been enough a crack had devel-
oped. No big deal, however, as the
repair, including an additional wrap
with glass cloth, took only an hour
or so. Most of that was curing time.
At dusk all that could be done had
SPORT AVIATION 29

been done, so everyone involved
headed for bed. A 4:30 wake-up call
would be much harder to take this
time around. Come morning the
same cast of characters would greet
the rising sun, save for Dave Scott
who would have to leave for home
during the day. He had deferred to
Harold Best-Devereux as NAA/
F.A.I. Official Observer.
And that's how we came to where
we are . . . standing around or ab-
sently walking over to look at a cou-
ple of homebuilts, waiting, watching
for the VariEze to return. Then, fi-
nally, there it was . . . the VariVig-
gen. Can't see the VariEze yet, but
the "mothership" must be leading
it in. Yep, there it is! What a beauti-
ful sight!
After swinging wide around the
Oshkosh tower where Harold is
standing by to confirm the turn, Burt
peels off and enters the landing pat-
tern. Good sign! The VariEze must
be O.K. if Burt is letting him head
back for Menominee. In seconds the
razor has disappeared again to the
northeast.
When Burt and John taxi in, we
descend upon them for word on the
VariEze and they report that all
seems well. Now they join the ranks
of the watchers and waiters. We
busy ourselves with the statistics of
the first lap:
* Airborne at 5:55 A.M.
* Over Oshkosh Tower at 7:20, ac-
cording to Harold Best-Dever-
eux's watch an hour and 25
minutes to cover 182 miles.
That's 128.5 mph and includes the
climb-out from Wittman Field. Be-
fore landing, Burt has gotten fuel
consumption numbers from Dick by
radio and he seems concerned . . .
but he isn't saying much.
"We'll see how it looks on the end
of the next lap."
Lap two ended with Harold Best-
Devereux's, "Mark, 8:44." That was
one hour and 24 minutes 130 mph.
"Too fast," says Burt.
He uses the VariViggen's radio to
order a power reduction from 3075
rpms to 3050. His brow knits a little
deeper when he hears the fuel con-
sumption figure for lap two.
More waiting. My major diversion
is getting Dick Stouffer and Carl
Koeling set to launch our T-34 photo
plane to intercept Dick as he com-
pletes lap 3 and fly with him on lap
4, getting air-to-airs and shots of the
Menominee turn point. We have also
briefed Arv Olson and his co-horts
in the Communications Center so
they can alert everyone at the fly-in
when the VariEze zips over.
"Ladies and gentlemen, the Osh-
kosh Tower has just established ra-
dio contact with the VariEze. If you
will look to the northeast, you will
soon see this aircraft completing
its third lap."
That Arv is on the ball!
We all stand transfixed watch-
ing Carl make a near head-on gun-
nery run on the VariEze, passing un-
der, up and around to fall into for-
mation with it.
(Photo by Jack Cox)
Weigh-in for the record flight. It's
about 5:30 a.m. and a long, long day
lies ahead.
What th' . . . hey . . . look, the Vari-
Eze is turning back. No . . . No!
"Missed his verification!" yells
Burt.
Damn! The turn over the tower
had been a little too close in and des-
pite running out and leaning over the
rail, Harold simply had not been able
to see past the overhang of the roof
to spot the tiny VariEze. This time
the turn is wide and Harold is able
to verify. Only about 4 minutes are
lost, but Harold decides that he may
spare all of us possible cardiac arrest
if he moves his vantage point to the
Control Center and uses the tower
as a marking pylon on future laps.
With the extra turn around the
tower, lap 3 consumes one hour and
twenty-nine minutes 122 mph.
Still not bad. By the time we have
this figured out, the VariEze and the
T-34 have disappeared, well into
lap 4.
"Ladies and gentlemen, the Vari-
Eze is again approaching Oshkosh.
Pilot Dick Rutan is completing lap
4 and will be beginning lap 5. When
he passes over the Oshkosh Tower,
the VariEze will have passed the
halfway point toward breaking Ed
Lesher's record. 9 laps are required
to set a new mark." Arv is definitely
 (Photo by Dick Stouffer)
WE DID IT! Left to right, Paul and
Audrey Poberezny, Dick and Burt
Rutan, Harold Best-Devereux and
Bill Turner.
warming to the task.
"Mark 11:40." A one hour, 27 min-
ute lap 125.5 mph. Burt doesn't
look quite as worried over the fuel
situation.
"Mark 1:09." One hour, twenty-
nine minutes 122.5 mph. Funny,
the mid laps seem to be going past
faster than at the beginning. Com-
placency? . . . or is hunger dulling
the senses? It's been eight hours
now since breakfast.
"The VariEze is inbound again.
This will be the completion of lap 6.
At the turn, the VariEze will have
covered 1092 miles. This is the first
time a world's record has been at-
tempted at an EAA Fly-In. We invite
everyone to stick around this even-
ing to greet Dick Rutan when he
completes the flight." Now, that's
confidence for you.
Harold's "mark" had caught Dick
rounding the Oshkosh tower at 2:36
P.M. an hour and twenty-seven
minute time for lap 6. Same as lap
4. Obviously, wind is not a factor
today.
"Mark 4:07. Two more laps for the
record, gentlemen." Hmm, that's an
hour thirty-one 120 mph. A check
with Burt reveals that, yes, he did
slow Dick down again . . . to 2950
rpms . Fuel consumption?
"Yeah, it looks like we are burn-
ing a little more than we expected.
Don't think we will be able to go the
extra laps we planned. Running too
slow now . . . but the record looks
O.K. Know what? I don't think we
had the tanks completely full at
take-off. I couldn't believe the con-
sumption on the first lap, but it has
settled down some now."
So that's what was on his mind.
"Mark 5:37."
"Ladies and gentlemen, the Vari-
Eze has now completed lap 8 and
has started the record lap. If all goes
well, the aircraft will return over
Wittman Field at just after 7:00 p.m.
At that point Dick Rutan will have
flown 1638 miles, 83.7 miles farther
than Ed Lesher's 1970 record."
Decision time! While Arv Olson is
keeping the crowd informed over the
PA, Burt is busy taking data from
Dick via the VariViggen's radio
speed, fuel remaining, temperatures,
pressures the decision has to be
made now on trying lap 10 because
now the race is also with the sun.
The VariEze is not equipped with
lights and a tenth lap at the present
lap speeds would get Dick back
around 8:30 after official sunset.
Is there enough fuel left to speed
up?
The pressure is beginning to build
again. Lap 8 took an hour and a half
even . . . it sure seemed longer than
that: 121 mph. Gee, look at the peo-
ple who are beginning to gather
around the Comm Center . . . there's
Ed Lesher. Boy, wonder if he had to
go through all this getting his rec-
ords . . . and he's done it eight or
nine times! Ed is fresh from estab-
lishing a new record, himself. On
July 2 he flew his Teal nonstop from
St. Augustine to near Phoenix . . .
1835 miles, a new straight-line dis-
tance record. What a shame it
couldn't have ended at Oshkosh dur-
ing the fly-in so he could receive the
plaudits of all his fellow EAAers
something he so richly deserves. Ed
has closely followed the VariEze's
progress all through the day and
couldn't be more gracious about the
possibility of loosing one of his hard
earned marks. That's class.
Wonder if Paul Schultz and the
gang at Menominee are feeling the
strain, too? So close now! (What
we didn't know at the time was that
during the latter stages of the flight,
famed lawyer F. Lee Bailey, president
of Enstrom Helicopters, flew into
Menominee and witnessed one of
the VariEze's turns. He reportedly
was as amazed with the unusual pro-
file of the little bird as the rest of us.)
"He's coming in this time!", some-
body yells.
A dash to the Comm Center con-
firms it. Dick has decided to call it
quits at the end of lap 9 the fuel
remaining is such that 10 laps would
be slicing things too thin. There's a
technicality that has to be kept in
mind in these closed course record
attempts . . . you have to land back
at the same airport from which you
started, otherwise all goes down the
SPORT AVIATION 31

Matched pair? This candid shot was snapped shortly after the completion of the record flight. Dick,
left, is telling his wife, Geri, back in Tucson that he did it. Burt is telling John Monnett that his engine
now has 13 more hours running time than it did the previous day . . . and a little history to write up
in its log.
tubes. Dick has figured his fuel at
the turn at Menominee and has told
them via Unicom to call us regard-
ing his decision.
"Ladies and gentlemen, the Vari-
Eze will land at the conclusion of the
9th lap - setting a new world's rec-
ord. When the aircraft lands, every-
one is asked to stay back behind the
showline barriers. For the record to
be official, Harold Best-Devereux,
the official observer, must check the
fuel tank seals and remove the baro-
graph before the plane is disturbed."
Arv gives 'em the word.
I get Harold and his son, Igor, in
my car and drive out by the runway
to wait. It won't be long now . . . in
fact, a lot quicker than we realize,
because we can see the crowd look-
ing to the northeast. Thousands of
arms are pointing in that direction.
We are out of earshot of the field
speakers, so they must know some-
thing we don't. Dick must have speed-
ed up on the last half lap.
32 OCTOBER 1975
Sure enough, there he is. Harold's
"mark" comes at 6:58 p.m., officially
ending the course time. That is a
1:21 lap, the fastest of the day. Just
over 134 mph. We will let the tower
mark his official touchdown time
and figure his total time in the air
from that.
Just over 13 hours aloft is not
enough to cool off Dick's enthusiasm
. . . he has to do a high speed fly-by
before landing on 18! He says the
VariEze cockpit is the most comfor-
table he's ever sat i t . . . must be true.
(Photo by Jack cox)
This time around he has the nose
gear cranked down . . . hope it's
locked, Dick. That's it, he's down!
He's done it!
We'll celebrate later . . . now let's
pace him in to the EAA area taxi-
way and get him stopped before he
gets to the show line so Harold can
get the barograph. Wow! look at the
crowd. Everyone on Wittman Field
must be lined up, watching.
Dick taxis back up the side of the
runway and turns down the EAA ac-
cess. Harold is out of the car now
and is giving him the "cut" sign.
Dick brakes to a stop and is lifting
the canopy . . . and is greeted by a
resounding cheer from his fellow
EAAers. Harold gives him a fast
hand shake . . . wonder if he said,
 (Photo by Ted Koston)
Burt and Dick Rutan
"Jolly good," or some such English
expression?? . . . and proceeds to
dive into the rear cockpit for the bar-
ograph. Presently he emerges and
hoists it over his head like a trophy
won. More applause.
Paul and Audrey Poberezny step
in to congratulate Dick, then Burt,
his family and even wife, Carolyn,
released at last from her week-long
bondage in the Rutan booth in the
display building. Then the line
breaks and the VariEze is suddenly
swamped with people. It's a good
thing they are EAAers, for I'm sure
otherwise the tiny bird would be
broken to bits like a goal post by
the souvenier hunters of other
sports. As it is a few trophies are in-
deed taken. Dick pulls out his can of
chocolate pudding to show what pro-
visions he has left and immediately
it is requested by an admirer . . . who
also wants it autographed after the
prize is his. This starts a frantic
round of autograph signing by both
Dick and Burt.
Ah, fame may be fleeting, but it's
sweet while it lasts!
In the hours that followed, after
the admiring crowd had finally drift-
ed away, there came time to figure
out some of the significant numbers
all subject to final NAA/F.AI..
verification and approval, of course.
Dick was in the air a total of 13
hours 8 minutes and 45 seconds.
The tower officially had him down
at 7:03.45 C.D.T. The 9 lap course
distance was 1638 miles, which, of
course does not count the extra turn
around the Oshkosh tower at the end
of lap 3 or the "victory pass" at the
end of the flight. After some close
checking, Burt Rutan finally figured
that the VariEze had taken off with
46.5 gallons of fuel on board. 6.3
gallons remained when the flight was
completed, so 40.2 gallons were con-
sumed in the 13-plus hours. This fig-
ures to just over 3.1 gallons per hour
for the day's flying. One pint of oil
was used by the Monnett VW. The
average speed had been 125.5 mph.
These were tremendous figures for
any small airplane, but more impres-
sive when one reflects that the con-
struction of the aircraft was started
the last of January of this year and
that it did not fly for the first time
until May 21. The months and years
ahead w i l l see the effects of the
shock waves that are even now rip-
pling out through the aviation world.
We suspect they will be profound.
Certainly it can be said, no home-
built design . . . or factory design . . .
has made such a spectacular start
as the VariEze. It took a lot of help
from Burt's friends to get the first
record and he is grateful but to
Burt must go the credit for daring
to be different in the design of this
aircraft, by asking so much of it so
soon . . . in full view of so many peo-
ple.
Standing there in the last minutes
of daylight, I suddenly realized that
it was all over . . . Oshkosh '75 was
done. What a fitting climax to a fan-
tastic fly-in!
SPORT AVIATION 33
LETTERS . . .
(Continued Irom Page 5)
Dear Paul:
The article in the July SPORT AVIATION
about Jerry Kibler s Honda Civic powered
BD-5 was excellent. Not just because he
has offered the thousands of BD-5 builders
a viable alternative to the 2-cycle power-
plant, but because he clearly stated the ob-
vious technical advantages of watercooled
4-cycle engines over the present aircooled
standard. These advantages have always
been appreciated by people with knowledge
of engine design, but it takes a project like
Jerry's to present the possibilities to the
entire EAA membership.
There are several other light weight water-
cooled engines in the 60 to 150 hp range which
are excellent candidates for our aircraft if
they are modified with the skill Jerry applied
to the Civic. I believe we have just witnessed
the dawn of an era where watercooled en-
gines will become common in amateur built
aircraft.
Very truly yours.
Karl M. Hergenrother
58 Wolf Rock Rd.
Carlisle. MA 01741
Dear Mr. Poberezny:
Our family attended the EAA 1975 Conven-
tion at Oshkosh, Wisconsin. An injury to my
seven year old son prompts this letter. We
were staying in the campground and he was
burnt by a roasted marshmallow around nine
o'clock at night. We immediately took him
to the registration tent, which was close by.
seeking the First Aid tent for treatment only
to find out there was not so much as a prac-
tical nurse on the grounds. We were in-
structed to report directly to the hospital
within the city Fortunately the burn was not
severe but none the less required profes-
sional treatment and a tetnus shot.
I believe that the lack of medical personnel
on the campground itself is nothing but gross
neglect on your part. Mr. Poberezny. I also
feel that with a population of approximately
10.000 people in one designated area would
most definitely warrant a doctor if not a reg-
istered nurse on the premises on a twenty-
four hour basis
Accidents will always happen and when
there is a gathering of that many people
they are bound to.
You should take a personal interest in
this matter and see to it that there is an im-
provement made concerning this in the future.
Sincerely,
Mrs. Ned E. Molt
8922 Village Dr.
Fort Wayne. IN 46808
Dear Mrs. Mott:
Thank you very much for your letter of
August 18.
I was very sorry to learn of your son's mis-
hap. You stated that you went to a registra-
tion tent to seek assistance and advice. I
wonder if you could be a bit more specific
on this matter, as I don't know of any regis-
tration tent that would have had this infor-
mation. However, a great amount of work
was put into establishing a medical center,
which was centrally located in a large trailer
in the public area. During the Convention it
was visited by over 800 people, ranging from
requests for aspirins to some nine heart at-
tacks. Assistance was available on a twenty-
four hour basis with two doctors on call on
the field at all times and one on call off the
field at all times. At the medical center a medi-
cal technician and ambulance was on duty
twenty-four hours a day. Also, a medical tech-
nician was on duty at the Security office as
well as the Communications Trailer. A lot of
hard work and time has gone into trying to
serve the membership and we must pay great
tribute to the many volunteers in the medical
profession who were available before and
during the Convention.
Our plans call for an improved facility; a
small building to be constructed for 1976
34 OCTOBER 1975
that would even serve more adequately. We
have had a Red Cross facility for the past 20
years.
I am sorry that whoever you talked to gave
you improper information, but keep in mind
whoever you talked to was also an EAA volun-
teer. I appreciate your bringing this to our
attention.
My very best to you and Ned.
Sincerely, your friend
Paul H. Poberezny, President
Dear Sir:
I just wanted to take a minute and write
to you as to my reasons for not renewing
my membership in EAA I joined with the un-
derstanding I would be with a group of peo-
ple who would help and advise me in build-
ing my own aircraft. I now find that I do not
get help or advise unless I PAY SOMEONE
FOR THEIR HELP.
I have purchased a set of plans for a Vari-
Viggen and as I had some questions I took
it to our local chapter meeting and asked
some advise. I was given a cold shoulder
and left with the impression if I paid some-
one that I would get help and advise, yet when
they wanted my help for a breakfast or some
other project I am available to help them
but not in the future. My time is valuable,
too.
I also have a Taylorcraft that was wind
damaged and I asked one of the fellows that
was a teacher at a local college and wanted
to see if they would take the wing as a class
project (at my expense) to repair it I got a
no answer. And this will be my answer to any
help they might want from me. I will go to
any extreme to help a worthwhile organiza-
tion and have done so many times
I believe you had better change your
credo. I believe you have a good organiza-
tion but some of your Chapters are not liv-
ing up to the standards you wish to set.
Sincerely,
Carl Dinwiddie (EAA 86355)
1255 N. Mandalay
Ontario, CA 91764
Dear Audrey:
Just a short note to thank you for your as-
sistance in our securing the golf cart for
our paraplegic friend. Bill McEniry We
would also like to extend our thanks to Paul
for permission to use it with the flight line
pass. It certainly helped out lots
Bill Mac also wishes to extend his thanks
We got him around to all areas and the Con-
vention was the best yet.
Again, our thanks for the wonderful job
that you and Paul are doing.
Very truly yours,
W G. Berry
P 0. Box 1238
Gulfport. MS 39501
Dear Mr. Poberezny:
Last month I was in Oshkosh for your an-
nual convention and air show It was a very
impressive event. I would rank it with a Po-
laris missile shot off a nuclear submarine
and a newsman's tour of Cape Kennedy, both
events I covered for newspaper and maga-
zine articles.
In any event. I was at Oshkosh for an arti-
cle in the Veteran of Foreign Wars maga-
zine. I make no promises the article will be
published, but the magazine is definitely
interested.
Sincerely.
Reed C. Hildreth
6 Kove
Landfall Village
St. Paul. MN 55119
Dear Paul:
Just wanted to thank you and all the com-
mittees that made our 1975 Convention such
a success.
Our family makes the meet one of the two
times we get together. Four years at Rock-
ford and now every year at Oshkosh has
brought us many happy experiences.
Thanks, again, for months of labor to add
to the life of thousands of us EAA ers and
our friends.
Sincerely,
Lyle Loomis (EAA 26444)
Grace United Methodist Church
3012 S. Twyckenham Dr.
South Bend, IN 46614
Dear Mr. Poberezny:
First I must congratulate you on the most
spectacular exhibition (at Oshkosh) that I
have ever seen My cousin, John Schaf-
hausen a Warbird invited me to stay
with him there were my eyes opened!
Although I am not a pilot. I would like to be-
come a member of the EAA. Would you please
send the necessary information to me at the
above address.
My son is a pilot/instructor and our in-
terest is in the refurbishing of older air-
craft
Thanks from all of us for an excellent job.
Sincerely,
Joseph C Michael. Jr.
4825 Russell Ave., So.
Minneapolis, MN 55410
Dear Paul:
Concentrate less on your annual air show
and more on the membership. You have re-
peatedly inserted biting, critical comments
in your canned editorials to the effect that
you are carrying the entire world on your
back; that the membership just doesn't do
enough, doesn't correspond its wishes and
desires.
In my occupation as a systems analyst.
I have recently examined the actual costs of
generating, filing and mailing correspon-
dence. The cost per letter amounted to $6.18.
While I doubt the average member of the as-
sociation would pay even half that, the fact
is that a letter is more than the cost of pos-
tage. If you want to hear from the members
and really get your head out of the sand for
a change, try putting postage paid comment
mailers in SPORT AVIATION and running a
continuing survey for comment for which you
desire the membership to respond.
Stick in there. Paul. Just don't start tak-
ing yourself too seriously.
In friendship.
Bob Hoover
1875 Monte Vista Dr.
Vista. CA 92083
Dear EAA:
I saw the letter about prescription goggles
in the last issue of SPORT AVIATION and
thought I would give you the address of
someone who makes this item. I found it
in a publication that we receive in this busi-
ness.
The name and address is:
Ellie Taylor's Prescription Goggles
Box 5023
Santa Barbara. CA 93108
I have not used any goggles made by this
outfit and since it was in a motorcycle pub-
lication, they may not be able to help you.
However, most motorcycle goggles work
equally well as flight goggles so you shouldn't
have any real trouble especially since you
will probably be using the "old-fashioned"
type of glass lenses rather than the newer
ski type goggles. Anyway, good luck.
Sincerely.
Frederick J. Hmiel
EAA 14265 Lifetime
1225 Central Ave.
Albany. NY 12205
(Photo by Lee Fray)

t
'
t
. X.

F, v'>
 (Dick Stouf'er Photo)
The total population of Mini Macs
CUSTOM BUILT AIRCRAFT IN ATTENDANCE
REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER
designer Charlie McCarley's
prototype, foreground, and George
AEROSPORT
John Biggs. Vincentown. NJ
Harrison's open cockpit version.
N10JB Quail
N8274 Quail Joel H Johnson. Tulsa. OK Both are VW powered.
BABY ACE
N59A Baby Ace Jim McMahon. Cincinnati. OH
N76WR Baby Ace D Walter M Rozelle. Coeur d Alene. ID
N111VM Baby Ace Scott Boyer/Vincent Mainni.
Deshler. OH
N4566 Baby Ace Russ Hasenbaig. Baraboo. Wl
N7570U Baby Ace Clarence E Schreiber. Wauwatosa. Wl
N9050C baby Ace EAA Museum, Hales Corner. Wl
CF-VMN Baby Ace Kenneth R Rutledge. London. Ont . CAN
N1557 Corben Junior Alfred Nagel. Montello. Wl (Oshkosh Daily Northwestern Photo)
Jim Wright. Anderson. IN
N1797
N6539D
Jr Ace
Corben Junior Model E Paul Walter/Joe Walter.
"I Flew A Suzuki" says Don Stew-
Thiensville. Wl art's name tag. He broke both arms
and a leg in a motorcycle accident
BABY GREAT LAKES
N9GS Baby Great Lakes George Smith/David Smith. Ashland. KY earlier in the year, but the designer
N99LH Baby Great Lakes Lee Hamilton, Spokane, WA of the Headwind and the Foo Fight-
N181H Baby Great Lakes Dick Long/Harvey Swack. Fulton. NY
N962 Baby Great Lakes Gene Abernathy, Tiptonville. TN er wasn't about to miss Oshkosh.
N6754 Baby Great Lakes John Peel. Longview. WA You really can't keep a good man
Baby Great Lakes Richard H Boehmlce. Lansing. Ml
N9746
Lakes David HamrrvHarvey Swack.
down!
N11311 Baby Great
Cleveland. OH

BEDE AIRCRAFT
N20JT BD-4 John Thompson. Tucson. AZ
N126BD BD-4 Bob Nornson, Palmyra. NY
N162BD BD-4 Joe Gauthier. Cromwell. CN
N222HS BD-4 Hugo Schneider, Jackson. Ml
N325BD BD-4 Lloyd Brekke. Newton. KS
N406BD BD-4 T W Chun. Lebanon. IL
N464VB BD-4 Val Bernhardt, Fort Lauderdale. FL
N516BD BD-4 Jim Tinsman, Excelsior Springs, MO
N777LC BD-4 L Carstens. Excelsior Springs. MO
N8826 BD-4 Ralph Greene/Ed Dahl. Peoria. IL
N24872 BD-4 Edward Crump. Great Falls. MT
CF-BPM BD-4 Dave Barr. Shelburne. Ont , CAN
N27BC SD-SB Buddy Cottle Beaver. WV
N503BD BD-5B Les Serve.vBede Aircraft. Newton. KS
N746BD BD-5B Walt Liebfried. Acton. MA
N5BD BD-5J Corkey Fornof/Bede Aircraft. Newton. KS
N151BD BD-5J Bobby Bishop/Bede Aircraft. Newton. KS
N153BD BD-5J Debbie Gary/Bede Aircraft. Newton, KS
N177RB BD-5J Richard Bach. Winter Haven. FL

BOWERS
N7LK Fly Baby John R Fulton. Covington. IN
N437GR Fly Baby George Rotter. Oshkosh. Wl
N4516 Fly Baby Richard A Haase. Highland. IL
N4629T Fly Baby Ed Sampson/Roger Miller. Belview. MN
N4762 Fly Baby Harold Matteson. Greensburg. PA
N8084O Fly Baby Harold Otterback/James Otterback.
Madison. Wl
N 59356 Fly Baby Dean A Swope. Johnstown. PA
N 64388 Fly Baby Kenneth Scragg. Marmet. WV
CF-RXL Fly Baby G Welsh. Toronto. Ont . CAN
N 507 Fly Baby Biplane Dave Cronk. Schoolcraft. Ml
N75PA Namu II Pete Bowers. Seattle. WA

36 OCTOBER 1975.
BREEZY
N2AW Breezy Al White. Ft Wayne. IN w-.^^*i
N5AF Breezy Art Anthony. Two Harbors. MN
N15MB
N19CS
N32N
N59Y
Breezy
Breezy
Breezy
Breezy
Marc Brewer. Ft. Wayne. IN
Charlie Shivers. Birmingham. AL
Clayton Ziebarth. Sioux Falls, SD
Earl Vieaux Carl linger
1
Chicago Heights. IL
N79V Breezy Earl Vieaux/Jay Vieaux.
Chicago Heights. IL
N711LM Breezy Ray Lett. Lineville. AL
N726RA Breezy Scott Hartwig/Ralph Hartwig.
Rockford. IL
N2766 Breezy George Economos. Washington. DC

BUSHBV
N2AT Midget Mustang A C Thompson. Gary. IL
NSAC Midget Mustang L M Baron. Orange. CA
N9AA Midget Mustang Al Amsden. St. Paul. MN
N11DB Midget Mustang D C Bradley. Kansas Cily. MO
N14LB Midget Mustang Jim Butler. Norwalk. OH
N76C Mustang I W F Cassidy. Denver. CO
N121K Midget Mustang Herb Keim. Mt Carroll. IL
N190A Midget Mustang Jack White. Orangeville. CA
N73T Midget Mustang Jack Curry. Clarkston. WA
N76JS Mustang J A Slanish. Fayette City. PA
N 800 Midget Mustang Robert Carpenter. Kaiamazoo. Ml
N2226 Midget Mustang Ray Alien. Covina. CA
N3059 Midget Mustang Jim Hoak. Stockbndge. GA
N8710 Midget Mustang Richard Fry. Hickory Hills. IL
N9S16 Midget Mustang John Bower. Grand Island. NB
CF-FOW Midget Mustang R Affleck. Harrow, Ont.. CAN
N10AW Mustang II Alan D Weber, Oxnard. CA
N11AV Mustang II Al Velette. Chicago. IL
N11WR Mustang II William Renmnger. Jr., Tiffin. OH
N22RG Mustang II Robert F Grimm. So. Milwaukee. Wl
N44TA Mustang II David Thuss. Churchville. PA
N72PC Mustang II Paul Cox. Louisville. KY
N1117M Mustang II Robert Bushoy. Mmooka. IL
N3104 Mustang II C Ray Armstrong. Ft Atkmson, Wl
N5672 Mustang II Kent Paser. Denver, CO
N 9789 Mustang II Ken Lehmann. Denver, CO

CASSUTT
N40B Cassutt (mod ) David Bice. New Orleans. LA
N5RR Cassutt III-M Ron Anusiewicz. Northampton. MA
N12CL Cassutt Charles A Lemmond. Gushing. OK
N19L Cassutt Chuck Doyle/Larry Kinder. (Oshkosh Daily Northwestern Photo)
Farmington. MN
N40WD Cassutt W D Brown. Jr . Waco. TX President Paul with the key to the
N51JS Cassutt J Sheetz. Annapolis. MD city of Oshkosh. He was the first
N94HA Cassutt H A Hughes. Orion. IL
N94KH Cassutt Kerney E Rutland. Cincinnati. OH
person to be so honored. George
N429PM Cassutt PM-2 Pete Myers. Oak Lawn. IL Slingstock, president of the Osh-
N616J Cassutl Jerry Coughlm. BarabOO. Wl
kosh City Council, made the pre-
N1431 Cassutt Eldon McDaniel. Merrimac. Wl
N7133 Cassutt Virgil Locke. Jr . Londonderry. OH sentation.
CAVALIER
(Oshkosh Daily Northwestern Photo)
N63C Cavalier M W Lossmg. Ligonier. PA Feather merchants? Man-powered
N7131 Cavalier Larry Burton. Klamath Falls. OR flight enthusiasts? Last of the
CF-GOC Cavalier Fred Brumsma. Godench. Ont., CAN
CF-YHP Cavaher Bill Fleming. Vancouver. BC. CAN Mohicans? No, just a couple of T-
18 builders wearning their identi-
CHRIS TENA
N44ME Mini Coupe Jerry Johnson/Mel Ellis. Hillsboro. OR fication feathers so other T-18 en-
N8423 Mini Coupe Ron Dixon. Longview. WA thusiasts could spot them and ask
questions.

SPORT AVIATION 37
 (Lee Hray Pnotuj
Richard Bach and his BD-5J.

(Lee Fray Photo)

Pete Bowers and his latest design, the Namu II.

38 OCTOBER 1975
COUGAR DERJACER
N126V Couga Ben Schiek. Macomb. IL N131S Der Jager Bill W Salyer. Waterloo. IA
N315H Couga Mack Weston. Baxter Springs. KS N1007 Der Jager Ray Fulwiier. Algoma. Wl
N1046Z Couga Richard Van Linder/Gene Bell. Scotts. Ml
N3538 Couga Bill Scarboro. Indian Harbor. FL EVANS
N6348T Couga Ross Murdock. So Bend. IN N4SD VP-1 Wayne DeSotel. Postville. IA
N6501 Couga Bud Phillips. Red Bluff. CA N11VP VP-1 Bill Lloyd. Noblesviile. IN
N6801D Couga Paul O Hanson. Albert Lea. MN N17BL VP-1 Ted Stone/EAA Museum.
N9676Z Couga Dix Mackey. Corona. CA Hales Corner. Wl
N88DS VP-1 Al Sharp. Boulder CO
D'APUZZO N3217 VP-1 Vie Zmn. Noblesviile. IN
N112JF Senior Aero Sport John Driscoll. Whitehouse Station. NJ N3875 VP-1 Ron HarveyGerome Oke. Hortonville. Wl
N300PJ PJ-260 Gene Hood/W C Yarbrough. N3993 VP-1 Gerald Vaughan. Liberty. MO
Tullahoma. TN NS989 VP-1 K Winship. Ouincy. IL
N705AP PJ-260 Alfred L Pfouts. Canton. OH N12041 VP-1 Richard Doyle. Mt Prospect. IL
N9911 PJ-260 D A Cargill. Bloomfield Hills. Ml CF-VKS VP-1 George Kowalenko. Etobicoke. Ont .
N35250 PJ-260 Charles Selge. Tallmadge. OH CAN
N4030B PJ-295 Ed Mahler. Pittstown. NJ N3TD VP-2 Tammy Doane. Sebring. FL
N60BH VP-2 Bill Hobbs. Baltimore. MD
DA VIS N300RB VP-2 Dick Bohls. Olathe. KS
N808F DA-2A Steve Fenton. Odessa. TX N90873 VP-2 Leon C Gray. Mahtomedi. MN
N6771 DA-2A Harrnon Lange. Merrill. Wl
CF-APH DA-2A Herb Spilker. Dundas. Ont. CAN
N57994 DA-5 Leon Davis/Harold Oavis. Stanton. TX

(Lee Fray Photo)

Jim Osborne's Acroduster. It is being flown in aerobatic
competition by Cindy Rucker . . . who designed the
paint scheme.

<* I (Photo by Dick Stoutter)

Dave Yeoman's Scooter.

SPORT AVIATION 39
 (Oshkosh Daily Northwestern Photo)
Aviation Greats Blanche Noyes,
left, and Edna Gardner Whyte.

(Lee Fray Photo)

A small slice of Oshkosh '75 as
seen from the FAA tower.

40 OCTOBER 1975
FLAGLOR
N88DY Scooter Dave Yeoman. Toddville. IA
N3505 Scooter Richard Hanselman. Neenah. Wl

HEINTZ
CF-EYC Zenith Chris Heintz. Richmond Hill. Ont . CAN
C-GNYM Mono Z G Boudreau. Bolton. Ont . CAN

JODEL
N1314 D-11 Norman Buehler. Scott City, KS
N9161R D-11 Leslie C Boettcher. Tomahawk. Wl
CF-PBC 0-11 Ed Johansik. Ancaster. Ont . CAN
N8'07 F-9 Wade Roe. Belle Vernon. PA
N45I9 F-10 Marland Halzahn, Amigo. Wl
N23771 F-11 Hal Carlson. Grayling. Ml
N30P F-12 F C Peck. Albany. NY

K ft S AIRCRAFT
N501JB Jungster I Bob Sweeney. Pennington. NJ
N390I Jungster Amma Miller. Wmston-Salem. NC

MINI MAC
N152CM Mini Mac C E McCariey. Hueytown. AL
N75GH Mini Mac George Harrison. Birmingham. AL

MONNETT
N9WX Sonerai I Robert Hughes. Aurora. IL
N14CT Sonerai I Charles Terry. Kings Park NY
N5794 Sonerai I Vance Graeber. Elgin. IL
N8965 Sonerai I John Hotseiler. Indianapolis. IN
N2MX Sonerai IP John Monnett. Elgin. IL
N4ML Sonerai II Mel Lamb. Mernllville. IN (Lee Fray Photo)
N12MX Sonerai II John Monnett. Elgin. IL
Dick VanGrunsven^ RV-5.
MONO
N5544 Mong Sport Dave Wiliyard. Caledonia. Ml
N 6384 Mong Sport Bernard Meacham. E Ellsworth. Wl

PAZMANY
N72KA PL-2 Kenneth E Arnold. Kansas City. MO
N75DT PL-2 David Thomas. Neenah, Wl
N14922 PL-4A Frank Roncelli. Granada Hills. CA

PIEL
N7NT Beryl Gary Taylor/Norman Taylor. Ontario. OR
N4RL Dtamant Ray Latham. Lunenburg. MA
CF-YOH Diama.it Eric Glew. Toronto. Ont . CAN
N4702 Emerajde Ralph Bowles. Ithaca. NY
N8284 Emeraude Robert Kaiser. So Miami. FL
CF-BYR Emeraude Vern Glass. Winnipeg. Mani . CAN
CF-TWA Emeraude Terence Algeo. Winnipeg. Mani . CAN
CF-WIB Emeraude D Moore. Hamilton, Ont . CAN
CF-XOZ Emeraude Glen Zwicker. Dartmouth. NS. CAN

PIETENPOL
N23OB Air Camper Zara H Royal. Medina. NY
N180DE Air Camper Doug Rohde. Manitowoc. Wl
N899H Air Camper Edward Sampson/Forrest Lovley.
Belview. MN
N3148 Air Camper N L Lewis/EAA Chapter 148.
Fredencksburg. OH
N3513 Air Camper Allan Wise. Orlando. FL
N 4 568 Air Camper W C Weisenbach. Cleveland. OH
N 598 7 Air Camper Duane Duea. Rosemount. MN
N6235 Air Camper Bill Schwartz. Columbia. MD
N6350 Air Camper Dale Sees. Kirksviile. MO
N7533U Air Camper Vitaiis Kapier'B. H Pietenpoi.
Spring Valley. MN
N 7738 Air Camper Emmor K Porter. Brownsville. PA
N12937 Air Camper Forrest Lovley. Apple Valley. MN
CF-UKA Air Camper W James Armstrong. Brussels. Ont..
CAN

PITTS SPECIAL
N1ES Pitts Special S-1 Earl Sanford. Omaha. NB
N2DF Pitts Special S-1 Richard Fields. Fairvax. VA
N2DJ Pitts Special S-1 Delmo Johnson. Dallas. TX
N2JM Pitts Special S-1 Jim McKinstry. Longmont. CO
N2MA Pitts Special S-1 G V Presson. Miami Springs. FL
N3DR Pitts Special David A. RoweM. Saranac Lake. NY
N3HD Pitts Special S-1 Pete Jensen. Woodstock. IL
N5DD Pitts Special Wm Cumberland/R J McCormick.
Woodbine. MD
N5HH Pitts Special S-1 Henry Haigh. Howell. Ml
N5JB Pitts Special S-1C James A Barney. Necedah. Wl
N6RD Pitts Special S-1S Nathan Davis. Kokomo. IN
N7EH Pitts Special S-1 Eom Harvey. Seabrook. TX
N7HB Pitts Special S-1 Henry Burden. Friday Harbor. WA
N8JS Pitts Special Jim Sandberg. Brooklyn Center. MN
N9J Pitts Special Gene Soucy. Burlington. Wl
N9WT Pitts Special S-1 Walt Tubb. Scottsdale AZ
N10AJ Pitts Special S-1 Bill Oprendek. Reston. VA
N110E Pitts Special Ron Edwards. Kansas City. MO
N11RG Pitts Special Bob Grieger. Roselle. IL
N12OK Pitts Special Dave Kahn. Northridge. CA
N17KL Pitts Special S-1C Earl Adams. Rosemount MN
N18FW Pitts Special Fred Weaver. Medtord NJ
N20BL Pitts Special Blame Laux. Kansas City. MO
N40SV Pitts Special Sanford Vaughn. Chillicothe. OH
N44GP Pitts Special S-1 C G Parramore. Acworth. GA
N51AC Pitts Special Marvin Tiedens/Jerry Vllendre. Hugo. MN
N55BT Pitts Special S-1 Bill Thomas. Miami. FL (Lee Fray Photo)
N58J Pitts Special Tom Poberezny. Greenfield. Wl Free beer? Ya-a-a-!
SPORT AVIATION 41
^^^^^y)M^^^^^a^^^MHlMMflri&

(Lee Fray Photo)

1975 Dr. August Raspet Award winner, M. B. "Molt" Taylor, Longview, Washington and his Limbach
powered MinilMP.

N63CK Pitts Special C M Kay. Arlington. TX N5931 Pitts Special Dwayne Trovillion. Fenton. Ml
N69BM Pitts Special S-1 Ben Morphew. TexarKana. TX N6160 Pitts Special S-1 William Patchett. Warrenton. VA
N69CM Pitts Special S-1 Randall Melton, Boulder. CO N6752 Pitts Special George Olson, Lexington. KY
N73D Pitts Special S-1C John M Wood. Hamburg. PA N7136 Pitts Special S-1 Frank Hancock. Jonesboro. GA
N87V Pitts Special S-1 T T Collier. Columbia. KS N7167 Pitts Special Henry Ward. Dallas. PA
N88RE Pitts Special R E Carmichael. Roanoke. TX N7513U Pitts Special Bill Witt. Minneapolis. MN
N88TF Pitts Special S-1 Clint McHenry. Boca Raton. FL N9176 Pitts Special S-1 Don Taylor. Hampshire. IL
N113A Pitts Special S-1 Bob O'Dell. Huntsville. AL CF-AZJ Pitts Special Frank Jenkinson. West Hill. Ont . CAN
N266Y Pitts Special S-1 Clark Everest. Boulder. CO C-GEAA Pitts Special S-1C C W Evans. London. Ont . CAN
N311JL Pitts Special Bill Lacey/Jim Lacey. Ft Bragg. NC CF-TRH Pitts Special S-1 Gerry Younger. Gelph. Ont. CAN
N314Y Pitts Special Bill Gommel. New Britain. PA CF-UWQ Pitts Special S-1 Jay Hunt, unionville. Ont, CAN
N321RG Pitts Specia Russ Goad. Evansville. IN
N442X Pitts Specia Charlie Hillard, Ft. Worth. TX POBEREZNY
N561K Pitts Specia S-1 John D Gardner. Pontiac. Ml N23GB EAA Biplane Gene Bell. Schoolcraft. Ml
N714H Pitts Specia S-1 Bob Davis. Woodstock. IL N3541 EAA Biplane Jim Salyer/Bill Salver. Cedar Falls. IA
N751BF Pitts Specia B G Foster. Evansville. IN N1AC EAA Acro Sport EAA Museum. Hales Corners. Wl
N2280 Pitts Specia Joe Fife. McMurry, PA N6AS EAA Acro Sport Dorothy Aiksnoras/EAA Museum.
N3333N Pitts Specia S-1 Sam Burgess. Honolulu. HI Hales Corner. Wl
N3571 Pitts Specia S-1 F J Moynahan. College Park. GA N21WC EAA Acro Sport W R Curd. Kansas City. MO
N3661 Pitts Specia Earl R Alien. Chatsworth. CA NSAC EAA Super Acro Sport EAA Museum. Hales Corner. Wl
N5311 Pins Specia Frank Howerton. Independence. MO N9PH Pober Pixie EAA Museum. Hales Corner. Wl

(Lee Fray Photo)

Warren Eding of St. Louis and his magnificent Taylor Coot A.

42 OCTOBER 1975
 (Photo by Jack Cox)
Chris Heintz's two designs, the new Mono Z, foreground, and the popular Zenith.

(Jack Scholler Photo)

ry Shepard, bottom, and Larry Kingry had everyone holding his breath as they did canopy-to-
iopy loops and rolls in their Waco Meteors.

RAND SMITH
N21A KR-1 George Andrew. Milwaukee. Wl N41W Miniplane Bud E Wielt. Kansas City. MO
N21RG KR-1 Robert F Grimm. So Milwaukee Wl N187A Mmiplane Cody Godwin. Austin. TX
N1436 KR-1 Ken Rand. Huntington Beach. CA N208A Miniplane R Morns'BiM Rauter. Ehzabethtown. KY
N5552 KR-1 Fred Keller. Anchorage. AK N412T Miniplane Norman Taylor. Ontario. OR
N4KR KR-2 Ken Rand. Huntington Beach. CA N671M Miniplane Connie Marsh. Lovettsviiie. VA
N100MW KR-2 George Gibbons/Wicks Organ Co . N1776W Miniplane J J Wemckowski. Park Ridge. IL
Highland. IL N2017 Miniplane John Norcross. Bushnell. IL
N 10055 Miniplane J B Mock. Flemington. NJ
RUTAN N12312 Miniplane Very Reller. Sun Prairie. Wl
N27VV Vari-Viggen Burl Rutan. Mojave. CA
N7EZ Vari-Eze Dick Rutan/Burt Rutan. Mojave. CA S MYTH
N28Z Sidewinder Jerry Smyth. Huntington. IN
N3004 Sidewinder George Raicos. Charleroi. PA

SPORT AVIATION 43
 (Ted Korton Photo)
For years Vince Mariani of Findlay,
Ohio has been winning awards for
his beautiful Waco VKS-7 now he
turns up with this slick Baby Ace
and cops the Baby Ace Award spon-
sored by Paul Poberezny.

(Oshkosh Daily Northwestern Photo)

(Ted Koston Photo)

One of many beautiful Steen Sky-
bolts at Oshkosh '75. This one was
built by Charles Alien of Onalaska,
Wisconsin. How about a construc-
tion article from one of you Sky-
bolt builders?
44 OCTOBER 1975
 (Lee Fray Photo)
New EAA Directors. Paul Poberezny,
left, welcomes Herb Cunningham
while Ron Scott, right, gives the
same treatment to Dave Yeoman.

SPEZIO
N60WE Tuhoier W Edwards. Northampton. MA
N140P Tuholer Ken Patsch. Sandusky. OH
N 1603 Sporl R. P Seven. Baton Rouge, LA
CF-BWC Tuholer Massey Asadoonan. Oshawa. Ont.. CAN

STITS
N4696 Flutterbug James MeMmger. Lake Bluff. IL
N7648B Flutterbug Paul Crank. Pekm IL
N 90833 Flulterbug James Hagen. Black River Falls. Wl
N8K Playboy Bill Turner/EAA Museum.
Hales Corners. Wl
N38K Playboy Edward C Sawyer. Miami. FL
N62Y Playboy Walt Fritz Indianapolis. IN
N174D Playboy M L Dedecker. Round Lake. IL
N 392 Playboy Bernie Brandt. Redford. Ml
N471J Playboy W C. Sisk. Evansville. IN
NI1992 Playboy Doyle Van Essen. Prairie City. IA
N31AM Playmate Al McElray. Zion IL
N1052A Playmate Ray Sheffield. Grand Haven. Ml
N6515 Playmate Henry C Balcer. Jefferson City. MO
N 7042 Playmate Betty Barker. Mendota. IL
N3253H Skycoupe Hal Wadleigh. Greensourg. IN
N4667T Skycoupe Lavon Hall. Lancaster. Wl

STOLP
N64HW Starduste Too H M Woodrow. Belleville. IL
N7X Starduste Too Wil Neubert. Long Beach CA
N108T Starduste Too Edgar E Thomas. Jr. La Jolla. CA
N10JH Starduste Too Jim Hayden. Houston. TX
N12DP Starduste Too D P Pfundheller. Stoughton. Wl
N13FP Starduste Too F. J Psota. Arlington Heights. IL
N13HX Slarduste Too Phil Hax. Wallingford. CT
N33MH Starduste Too Earl Hoover/Jim Maris. Lafayette. IN
(Lee Fray Photo)
NSOJB Starduste Too John DeWeese/John Batten. Racine. Wl The first plans-built Pazmany PL-4
N69JY Starduste Too Jim Young. Culver City. CA to fly built by Frank Roncelli of
N84CB Starduste Too Clyde Bourgeois Santa Barbara. CA
N211GW Starduste Too George Wright. Grand Rapids. Ml Granada Hills. California. Powered
N271RW Starduste Too R G Werner. Boca Raton FL by a Continental C-85.
N 1468 Starduste Too Lee Dorrance. Irvme. CA
N1969S Starduste TOO John C Mornssey. Ft. Leavenworth, KS
N2369 Starduster Too Don Bates. Kansas City. MO
N3556 Starduster Too Don Corning. Fond du Lac. Wl
N3949 Starduste Too Don Narde. Horseheads. NY
N9738 Starduste Too Ron Reimer Odessa. TX
N 14658 Starduste Too James Hill. Lansing. Ml
N30110 Starduste Too Al Pietsch. Mmot. ND
CF-AND Starduste Too Joseph DePippo. Weston. Ont . CAN
N10SD Starlet Stan Derrick. Stockton. CA
N9LS V-Star Bill Clark. State College. PA
N15XX V-Star Gerald McGmnis. Orland Park. IL
N181J Acroduster I Cindy Rucker/Stolp Starduster Corp..
Van Nuys. CA

SPORT AVIATION 45
 STEEN
N1HW Skyboll Hale Wallace. Johnson City. NY
N1UU Skyboll Dick Blair, Vincentown, NJ
N2TW Skyboll Terry Ward. Houston. TX
N3GN Skybolt Gene Nelson. Tucson. AZ
N6OB Skybolt Don Beneteau. Taylor. Ml (Dick Sloufter Photo)
N6JJ Skyboll Jim Jackson. Dallas. TX Aviation Greats. Front row, left to right: Jack Rose, Karl
N8FP Skyboll Fred Passonno. Clearwater. FL
N8LW Skybolt Laurence E Whoiers. Tucson, AZ White, Ole Fahlin, Bob Granville, Clayton Bruckner,
N9UF Skybolt John Frebert. Woodbine. MD Matty Laird, Ftuss Brinkley, C. G. Taylor, Fred Weick,
N11NN Skybolt Lamar Steen. Brighton, CO
N12DG Skybolt H D Gano. Pensacola. FL Bill Ong, Grace Harris, Bernie Pietenpol. Back row, left
N13CD Skybolt Dennis Jones. Downers Grove. IL to right: Roger Don Rae, Fish Salmon, Eldon Cessna,
N13JJ Skybolt John W. Ostergren. Jr .
Mechamcsvilie. VA
Howard Morey, Tony LeVier, Steve Wittman, Martin
N17RH Skybolt Roy Hill. Buckley. WA Jensen, Ed Granville, T. Claude Ryan, Jim Church and
N46J Skybolt Jack Reeves. Lubbock. TX Vernon Payne. Missing when this photo was taken were
N50BW Skybolt Ben Watson. Brighton. CO
N73J Skybolt Jerry Merchant. Viriton. IA Art Davis, Woody Edmondson, Eddie Fisher, Ray Hegy,
N77SG Skybolt Joe San George. Dunkirk. NY Mike Murphy, Harold Neumann, Bill Sweet, Blanche
N111PG Skybolt Gary Thompson. Racine. Wl
N111PJ Skybolt Paul D Johnson. Riverton, WY Noyes, Tom Towle, Sinnie Sinclair, Len Povey, Edna
N849CA Skybolt Charles Alien. Onalaska. Wl Gardner Whyte and Elrey Jeppesen.

(Lee Fray Photo)

Green is becoming increasingly
popular on homebuilts as evidenced
by this beautiful Starduster Too by
Doug Pfundheller of Stoughton,
Wisconsin.

46 OCTOBER 1975
 w
y
HilllMMtt

(Dick Stouffer Photo)

The Kraft Super Fli.
(Dick Stoufter Photo)
Two of five RV-3s at Oshkosh '75. Dick VanGrunsven,
foreground, and Art Chard of Bronson, Michigan in
N27RV. Art's RV-3 was the first plans-built version to
fly-

N7RV
TAYLOR
N2531 Monoplane Bob Ladd. Milwaukee. Wl
N 8981 Monoplane Tyrone P Reed. Sun Prairie, Wl
N14J Tiich J. L. Miller. Kansas City. MO

MOLT TAYLOR
N1070 Coot-A W J Edmg. St Louis. MO
N2MB Mini IMP Molt Taylor. Longview. WA

TEENIE
N8MD Teenie Two Max Dauer. Toledo. OH
N16AS Teenie Two Art Swango. Wabash, IN
N6054 Teenie Two W R Snavely. Winter Park, FL

THORP
N5GL T-18 Gayle Lecount. Georgetown. IL
N7JA T-18 John D Austin. Midland. TX
N8RK T-18 Ron Kuyoth. Toledo. OH
N11BD T-18 Robert M Dial. Blumfieid Hills. Ml
N11RW T-18 Dick Walen. Sylvania. OH
N18TM T- 18 Tom Miller. Mesquite. TX
N18TT T-18 B C Roemer. Manitowish Waters. Wl
N35GW T-18 George Watson Warren. Ml
N77KK T-18 Ken Knowles. Rancho Paios Verdes. CA
N104X T- 18 Oliver Smith. Downey. CA
N118EK T-18 Ed Kempkey. Napa. CA
N139G T-18 R. Griffith. Hampshire. IL
N199S T-18 G S Clardy. Dallas TX
N249R T-18 Jim Roberts. Granada Hills. CA
N338Q T-18 W A Oliver. Berkley. Ml
N353N T-18 Howard Cu'berson. Newbury Park. CA
N600HH T-18 Howard Henderson. Kirkwood. MO (Dick Stouffer Photo)
N91 1 T-18 Bernard Thalman. Wilmetle. IL
N1488 T-18 R B Colhson. Norfolk. NB The Miniplane rolls on ... this one
N2377 T-18 Bob Young. Oakwood. IL is taxied through the rain at Osh-
N 24 33 T-18 Loren Huston. Anderson IN
N2443 T-18 David Spnngman. Tomah. Wl kosh by owner Cody Godwin of
N2721 T-18 Jim Laney. Springfield. MO Austin, Texas.
N3706 T-18 Charles Shuster. Parkridge. IL
N4784G T-18 B John Shinn. Ormond Beach. FL
N 88 18 T- 18 Ed Arvidson. Morton Grove. IL
N8952 T-18 Earl Ody San Pedro. CA
N9379 T-18 George Leider Lakewood. CA
NI1101 T-18 Nick Seraphmoff. Warren. Ml
N18117 T-18 Ron Zimmerman. Minneapolis. MN
N25002 T-18 Norm Spiilman. Topeka. KS
N96752 T-18 Bill Warwick. Torrance. CA (Dick Stouffer Photo)
W A.R.'s second replica, the Corsair.

48 OCTOBER 1975
 (Dick Stouffer Photo)
A special paddock was set aside this year for manu-
facturers to display their new aircraft. Almost all light
plane companies, large and small, were represented.
The Lockheed 12A in the foreground belongs to Art
Scholl who used it as a focal point for the showing of
his movie "North To Canada" in the big tent just under
the helicopter's skid.

(Dick Stouffer Photo)

Fran Kadonsky brings his Bell in for a landing on the
helicopter pad. This helicopter is used by Paul Poberez-
ny and a few other fly-in staffers to keep tabs on various
operations around the sprawling fly-in complex.

CENTER SPREAD PHOTOS:

Aerial Shot By Dick Stouffer
Ground Shots By Jack Cox

SPORT AVIATION 49
 (Oshkosh Daily Northwestern Photo)
TURNER
Oshkosh 75 ... from the new camp-
N24RR T-40 Bob Ridihalgh. Oeiwem. IA ground looking northeastward
N585N T-40A Eugene Darst. Beaumont. TX
toward the FAA tower.
VAN GRUNSVEN N7W Tailwmd Lyle Keipinger. Corona. CA
N2JV Van s RV-3 J Van Grunsven. Federal Way. WA N19EW Tailwmd Gil Haliquist.'Eldon Wheeler. Mesa. AZ
N17RV Van s RV-3 Dick Van Grunsven. Beaverton. OR N27SW Tailwmd Steve Wittman. Oshkosh. Wl
N27RV Van s RV-3 Art Chard. Bronson. Ml Tailwmd Ron Much. Columbia. IL
N64RH
N55TD Van s RV-3 Mark Schroeder/Tony Duci. Phoenix. AZ N77GE Tailwmd E Gail Eckstem. Solvang. CA
CG-BRU Van s RV-3 W Pomeroy. Norval. Ont . CAN N111RJ Tailwmd Roger A Jennings. Greensboro. NC
N117A Tailwmd Arden H|elle. Oakfield. Wl
VOLMER N 1 50H P Ta Iwmd Al Lowe. St Louis. MO
N5591 Sportsman Bernard Gross. Flushing. NY N191L Ta Iwmd Rex La Breche. Burbank. CA
N9471 Sportsman R W Brown. Mound. MN N201T Ta Iwmd Jack Woiahn. Oshkosh. Wl
N3I2S Ta Iwmd Dale Shaler. Churchviile. PA
WITTMAN N370Y Ta Iwmd Jim Stanton. Canastota. NY
N1KK Tailwmd J N Kirby, Westmorland. TN Ta Iwind Steve Wittman. Oshkosh. Wl
N374
N4JB Tailwmd John Benjamin. Lancaster. PA N374D Ta Iwmd Wallace Carlberg. Minneapolis. MN
52 OCTOBER 1975
 N545L Tailvvmd Neal LaFrance. Wichita. KS
N831 Tailwind Herb Robbins. Los Gatos. CA
N1041Z Tailwmd Dale Johnson. Midland. Ml
N 1731 Tailwind W H Frank. Lanark. IL
N 464 5 Tailwind Jim OwRn. Danville. IL
Nt>566 Tailwirtd Chuck Wiilord. Tucson. AZ
N7502U Tailwind Dill Horton Oweitsboro. KY
Cf fOk Tailwind Richard Eaves, I ondon. Ont. CAN
G-BDBD lailwmd Harold Best-Dev*reu
Wulwyn Garden. England
N832S9 Wittman VW Steve Wittman. Oshkosh. Wl
N 1 B26C Buttercup Steve Wittman. Oshkosh. Wl

ADDITIONAL BIPLANES
N3TL Knight Twister Thomas M Love. Annapolis. MD
N10SM Super Sperry Messenger Ray Parker. Denver. CO
N183 Lane Depr "Flycycle ' Dick Lang. Fulton. NY
N217U Little Toot Paul A deTamble, St Joseph. Ml
N240Y Scrappy Mike Osbom. Greeley. CO
N602CB Willie II C B Cunmngham. Wagoner. OK
N3793G Duncan Sport Eugene R Soper, Athol. ID (Die* Stouffer Photo)
N 82 79 Hatz Biplane James E Dutton/Dudley Kelly. A. Mangos of Williamson, N.Y. flew all the way to Osh-
Lexington. KY
N9360 Chuparosa Ray Hegy. Marfa. TX kosh in his S.E.5A in search of the Baron . . . at least
N38225 Merkel Mark n Ed Merkel. Wichita. KS that's what we understand these replica builders tell
CF-ASO Denien Sparrowhawk Doug Leavens. Kmt, Ont, CAN
their wives.

(Ted Koston Photo)

imiliar faces at Oshkosh '75.
arold Best-Devereux's newly ac-
lired Tailwind and Ed Lesher's
ial. Harold bought the green and
lite Tailwind from Joe Hamilton
Rockford, Illinois.

(Dick Stouffer Photo)

Last year, Vern Oldershaw (EAA 32686) of Bakers-
'ield, California had his engine and retractable propel-
er for his powered sailplane on display. This year he
eturned with the rig installed. The engine is a 433cc
/amaha and the beautiful sailplane is his own design,
:he 0-3. All week Vern stood out in the hot sun deploy-
ng the prop mast, starting and running the engine,
stopping it and retracting the mast . . . over and over
again. Several flights had been made prior to Oshkosh,
Dut restrictions brought on by the modification to the
jowered configuration had not been flown off. A very
ngenious piece of work.

SPORT AVIATION 53
 (Dick Stouffer Photo)
Looking south down the first 10 or 15 acres of homebuilts.

ADDITIONAL MID-WING
ADDITIONAL LOW WING George Pereira Sacramento. CA
N5PK Super Fh Paul White/Phil Kratt. Vista. CA N3GP Osprey-2
N11EP E & P Special Edward Pruitt. Flint. Ml
N12BS Saterimer Robert Sater San Pedro. CA
N889 Sharps SA-1 John Palmen. Manasquan. NJ
N503 Bell FW-1 Warren V Bell. Spokane. WA
N2148C Cliff Midwing Otis Smith. Bethel. MN
N520BJ BJ-520 B F Brokow. Leesburg. FL
N4219C Teal Edgar Lesher. Ann Arbor, Ml
N555A Dyke Delia John Dyke Fairborn. OH
N31549 Formula Vee Stan Wood. Riverview. FL
N1111V Skeeter Leonard Eaves. Oklahoma City. OK
N4183S POO-2 Wayne Ison. Elkhart. IN
N 1672 Messersnipe Sean Sweeney/Raoul Messier.
371 cu in racer Bill Falck/'Chapter 474. Warwick. NY
Scottsdale. AZ
N2182 Fournier Erwm w Mueller. Buffalo. NY
N2561 Richards-Judy Special Bud Judy. Richardson. TX
N3152 Bock 2 John Bock. Long Beach. CA
ADDITIONAL HIGH WING
N4768T Sky Hopper Shmn Beverage. Peru. IN Dick Wagner. Lyons. Wl
N3WA CUBy
N6313D Sweet Patootie Ed Holfman. Tarpon Springs. FL
N11GH Hast Wooden Baby George Hast. Champaign. IL
N7873 Der Flederrnaus Al Schubert. Gaiesvilie. Wl John Frilmg. Lombard. IL
N12JF Sumpnthr
N8381 Eaglet George Ramin. Houston. TX
N111DA Spencer Air Car P. H. Spencer/D Anderson.
C-FCYB Hauscat Yvan Bougie. Vaileyfieid. Que . CAN
Sun valley CA
54 OCTOBER 1975
 (Lee Fray Photo)
Buddy Cottle of Beckley, West Virginia and his Hirth powered BD-5 the first non-factory version to
fly at Oshkosh.
N847Z VS-1 James Vidervol. Cleveland. OH
N 1879 Ol Ironsides Ron Scott. Waukesha. Wl
N 194 9 Ganagobie Jo Ann Neii. Grand Rapids. Ml
N3844 Grega GN-1 Allan Hostrawser. Black River Falls. Wl
N4625T Mercury One Irv Winer. Minneapolis. MN
N5682 List Doohickey James List. Granville. IA
N6769 Bakeng Duce John Thomas. Manton. CA
N8866 Durl-E-Aire Jayne Schiek. Macomb. IL
N9190 H & H Special Dick Halpin/Tom Huf. Hatboro. PA
N29717 Woody Pusher Rex Coopender. Hacienda Heights. CA
CF-ZWX Warner 103 Jack C. Warner. Edmonton. AID . CAN

REPLICAS ANTIQUE
N21KL Buecker Jungmeister Ken Larsen. Dallas. TX
N103N Buecker Jungmeister John Nyquist. Dallas. TX
N255Y Brown B-2 Racer Bill Turner. Belmont. CA
N1911D Curtiss Pusher Dale Crites. Waukesha. Wl
N1912G 1912 Bellanca Replica Mike Murphy. Oak Lawn. IL
N6162 1908 Demoiselle (Barndoor I) E Adkisson. Atwood IL

REPLICAS- WARBIRD
N9841 SESA A Maugos. Williamson. NY
N18828 W A R FW-190 Jerry Greenameyer/WAR Aircraft
Rephcas. Santa Paula. CA

SAILPLANES (POWERED)
N2560B Oldershaw-03 Renegade Vern Oldershaw. Bakersfield. CA
American Eaglet Larry Haig. Muskegon. Ml
Buzzer Ultra-Light Walter Haufe. Neenah. Wl

SAILPLANES AND HANG GLIDERS (Dick Stouffer Photo)

N10LP Laister LP 49 Kevin and Cal Knsten. Miami. FL
N6855 HP-18 R E Schreder. Bryan. OH A couple of Texas T-18s on the Thorp line. N18TM be-
N7772S Schweizer 2-33 Bill King/Silent Wings. Inc.. longs to Tom Miller of Mesquite and N199S answers to
Milwaukee. Wl
Rogallo Hang Glider Steve Oravecz. Sylvania. OH G. S. Clardy of Dallas. 32 T-18s were registered at Osh-
kosh '75.
SPORT AVIATION 55
 (Dick Stouffer Photo)
George Andrew of Milwaukee modi-
(Ted Koston Photo) fied his KR-1 to resemble a P-51. It
Home is where you park your Flut- was successfully test flown Septem-
terbug. ber 6.

SPECIAL AIRCRAFT IN ATTENDANCE N5139X Citabria C R Santord. Kansas City. MO

REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER N5220X Citabria Asher Nesm. Westfield. MA
N5277X Citabria Robert C Taylor. Madison. Wl
BELLANCA N8568V Citabria Jim Carrol). Solana Beach. CA
Kent Arrowsmith. Tucker. GA N9168L Citabria Jon Moore. Lake Park, FL
N22KA Citabria
N361AC Citabria Leslie Woodward. San Diego. CA N4PM Decathlon Pete Myers, Oak Lawn. IL
N2880G Citabria Gary Bernstein. St Louis. MO N8550V Decathlon David Harden. Oklahoma City. OK
N5115T Citabria Carl Vogel III. Carmichael. CA N 8560 Decathlon Bob Taylor. Woodland Hills. CA

56 OCTOBER 1975
 (Ted Koston Photo)
Dave Cronk of Schoolcraft, Michigan showed up at Osh- (Lee Fray Photo)
kosh with this version of a Fly-Baby Biplane . . . in search Welding is still one of the most
of the S.E. 5s that have been showing up for the past few popular workshops at Oshkosh as
years. demonstrated by Lloyd Tholl.

Alaskan EAAers, left to right, Dave Daly, Marty Hettinga, Fred Keller and Lloyd Lowther.
3500 MILES TO OSHKOSH!
Jack Cox
A few months back I wrote an article which saluted
the efforts of our fellow members who fly little low pow-
ered aircraft to Oshkosh . . . aircraft that were not neces-
sarily designed for serious cross country work. This year
another marvelous example of perseverance surfaced,
one that is going to be hard to top in the years to come.
Remember the sharp little KR-1 built by Fred Kel-
ler (EAA 77940) and trucked to the 1973 Oshkosh Fly-
In from his home in Anchorage, Alaska? (See January
1974 SPORT AVIATION). Well, this year he flew it to
Oshkosh . . . 3500 miles in four days! This remarkable
flight involved 28 hours of flying time at an indicated
140 mph. Fuel consumption averaged 3% gallons per
hour and l/i quart of oil was used on the entire trip. Out-
side air temperatures ranged from a low of 38 near
Northway, Alaska, where Fred saw his breath conden-
sing on the canopy, to 102 at Minot, North Dakota . . .
and, no, the Dynel skin did not develop any cracks.
Fred and his Revmaster VW powered KR-1 were ac-
companied by three friends in a Cessna 210. Pilot Dave
Daly and passengers Marty Hettinga and Lloyd Lother
lugged along at 40% power to stay back with Fred and
had to change lower plugs at Edmonton, Alberta, but,
otherwise, the trip proceeded without incident. 15 stops,
including touchdown at Oshkosh, were made along the
58 OCTOBER 1975
(Lee Fray Photo)
way. The KR-1 was carrying 13 gallons of fuel, including
that of a newly installed 4'/^ gallon wing tank (trans-
ferred by a hand actuated Kohler fuel pump), but 3500
miles is a heck of a long way. A couple of times, fuel had
to be siphoned from the Cessna to tide the little bird over
to the next airport with pumps. The 210 served other
purposes, also. At Whitehorse, no tie down rings were
available, so the KR-1 was pushed under the wing of
the mothership, nose toward the fuselage, and the tail
was tied to the Cessna's wing tiedown ring, the nose to
the main gear leg.
Despite the already considerable length and dura-
tion of the trip to the EAA Fly-In, Fred intended to go
even further to his parent's home in Kentucky. He
gave it a try but was thwarted by weather at Indian-
apolis.
Now, get out your atlas and trace Fred's route to
Oshkosh. You will note he had to divert northward at
the start . . . this was to avoid bad weather. Here we go:
(1) Anchorage to Talkeetna, (2) to Big Delta, (3) to North-
way, (4) to Whitehorse, (5) to Watson Lake, (6) to Ft.
Nelson, (7) to Ft. St. John, (8) to Grand Prairie, (9) to
Edmonton, (10) to Saskatoon, (11) to Regina, (12) to
Minot, (13) to Alexandria, Minnesota, (14) to Wisconsin
Rapids, and (15) to Oshkosh. Quite a ride behind a VW,
eh?
I've titled this piece "3500 Miles to Oshkosh!" . . .
perhaps a truer measure of Fred Keller's accomplish-
ment would have been reflected in the title "7000 Miles
to Anchorage!".
 SiV

(Photo by Dick Stoutfer)

Jerry Greenameyer in W.A.R.'s super realistic little Fw.190. It is now powered by a Continental 0-200.

N8698V Decathlon Wesley Todd. Oconomowoc. Wl N1235 Pitts Special S-1S L Worrell. Brunswick. OH
N8751V Decathlon John McKeever Lynn Haven. FL N6198 Pitts Special S-1S Tony Perner. Wantagh. NY
N36139 Decathlon James Batterman, Cedarburg. Wl N8032 Pitts Special S-1S James Rossi. Northndge. CA
N57463 Decathlon Bob Smith, Mondamm. IA N8ED Pitts Special S-2A Ed Cymbal. Barnngton. IL
N88048 Decathlon Tom Close. San Diego. CA N16PS Pitts Special S-2A Glenn Giere. New York. NY
N88467 Decathlon Gene Beggs. Midland. TX N23RK Pitts Special S-2A Otto Runkel. Watertown. Wl
N88637 Decathlon Mike Green, Plantation. FL N27PS Pitts Special S-2A Len Shattuck. Maxwell AFB. AL
N29MC Pitts Special S-2 Marion Cole. Shreveport, LA
PIPER N31A Pitts Special S-2A Paul Warsaw. Davey. FL
N6620H Clipped Wing Cub Giles Henderson. Charleston. IL N56PS Pitts Special S-2A Ken Nicholas. Boulder. CO
NS1565 Clipped Wing Cub Dennis E. Houdek. Brighton. Ml N69KW Pitts Special S-2A K Weeks. Miami. FL
N70628 Clipped Wing Cub Don DeWitt. Mt. Prospect. IL N8026 Pitts Special S-2A Dan Gray. Santa Paula. CA
N8028 Pitts Special S-2S Dan McGarry. Olympia Fields. IL
PITTS N8029 Pitts Special S-2 Don Rhynalds. Catlott. VA
N7JB Pitts Special S-1S Jim Butler. Salt Lake City. UT N80004 Pitts Special S-2A Tom Collier. Decatur. GA
N11GC Pitts Special S-1S George Compton, Kent. WA N80016 Pitts Special S-2A W W Haynie. Butler. MO
N11PJ Pitts Special S-1S Michael Ryer. Boulder. CO N80039 Pitts Special S-2A James Hamm. Jackson. TN
N12JK Pitts Special S-IS Alan Bush. Miami, FL
N21RK Pitts Special S-1S R V Koscal. Madison. Wl TAYLORCRAFT
N31SP Pitts Special S-1S Steve Poleskie. Ithaca. NY N5WR Clipped Wing Wayne Reicner. Dubuque. IA
N46CC Pitts Special S-1S Tom Bishop. Hurst. TX N1776B Modified J D Gathright. Richardson. TX
N66JS Pitts Special S-1S Jerry Spear. Centralia. IL N2I292 Clipped Wing Duane Cole, Burleson TX
N371WS Pitts Special S-1S John Lillberg. Riviera Beach. FL N26659 Modified Bill McCollough. Leveliand. TX
N1115M Pitts Special S-IS Olin Pash. Harlan. IA N9660S Modified Michael Swick. LewisviMe. TX

SPORT AVIATION 59
MISCELLANEOUS
N13LS Acrostar Lew Shaw. Dallas. TX
N58733 Boeing/Stearman A75N1 William McBride. Rochester. Ml
N1947G Buecker Jungman 131 Doug Dodge. Bay City. Ml
N20GM CAP 10 Daniel Hehgom. Billings. NY
N77452 Cessna 140 (experimental) Ted Hendrickson. Snohomish. WA
N2365G Cessna 182 ( C A P) Tom Atkinson. Las Vegas. NV
N70W Chipmunk Doug Warren. Big Spring. TX
N1BOGR Great Lakes Sandi Pierce. Avon Park. FL
N74166 Interceptor 400 Peter P Luce. Boulder. CO
N38904 Monocoupe 90A (modified) Harold Neumann. Leawood. KS
N730W Waco Meteor Larry Kingery. Sparta. NJ

ROTORCRAFT IN ATTENDANCE
REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER

BENSEN
Gyrocopter R Fitzpatnck. Custer Park. IL
N21RN Gyrocopter Raymond Enutt. J r . Huntsville. TX
N69FU Gyrocopter Eugene Baum Brooklyn. NY
N72RW Gyrocopter Roger Wood. Cincinnati. OH
N201RK Gyrocopter Max Lanbee. Camden. NY
N1802 Gyrocopter Herb Krause. St Paul. MN
N 2303 B8M Ken Brock. Anaheim. CA
N2522 Gyrocopter Russ Jansen. Riddott, IL
N 3384 Gyrocopter Leon Spence. Orlando. FL
N3746 Gyrocopter Carl Schneider. Ft Madison. IA
N 3891 Gyrocopter Ron Menzie. Ashaway. Rl
NS997 Gyrocopter E A Van Hoten. Orlando. FL
N 63 98 B8 Dick Gooch. Rock Island. IL
N6661 Gyrocopter Dick Wundelich. Lockport. IL
N8137V Gyrocopter Samuel R Johnston. Greensburg. PA
N8212 Gyrocopter B8M Clyde Gordon. Weekapaug. Rl
N8330 Gyrocopter Bob Tozer. Brookhn Park. MN
N9375 Gyrocopter Tom Miller, Cincinnati, OH
N 9647 Gyrocopter Terry Cory. New Castle. IN
N9871 Gyrocopter George Chariet. Clinton. LA
N30082 Gyrocopter Tom Angelos. Bloomington. IL
Gyroglider Francis W Bakula. St Paul. MN (UiCK btoutler rtioto;
Auto-Gyro John Mattson, Eau Claire. Wl
"Neither rain nor. . . !"
SCORPION
Scorpion n Norm Hamilton. Hemlock, Ml
N 5886 Scorpion II B J Schramm. Tempe. AZ
N3273 Scorpion G-1 George Spadie, Louisville. KY
(Lee Fray Photo)
MISCELLANEOUS
N1822 Barnett J3M J. Eich. Alhambra. CA
Dick Gooch of Rock Island, Illi-
N6154S Air and Space 18A William Bruggman, Minneapolis. MN nois has built a really sharp "cabin"
N4011G Bell Jet Ranger 206 T Duke. Charlevoix, Ml
Bruce Tim. Camanllo, CA
for his Bensen.
N47088 Gyrocoptei

60 OCTOBER 1975
 V.
\ _
(Dick Stouffer Photo)
Cockpit of George Pereira's Osprey
2, winner of the Mechanix Illustrat-
ed Award for outstanding workman-
ship.

(Jack Cox Photo)

George Charlet of Clinton, Louisi-
ana checks out the pre-rotator en-
gine on his Bensen before another
flight from the rotary wing runway
at Oshkosh.

( f ' v .-/. ;-*

SPORT AVIATION 61
 n

(Lee Fray Photo)

Grand Champion Rotorcraft, a Scorpion helicopter built and flown by George Spadie of Louisville,
Kentucky.

(Jack Cox Photo)

A modified Air and Space 18A
owned by William Bruggman of
Minneapolis caught in the first in-
stant of a "jump take-off". Notice
the camerman in the rear seat.

(Photo by Jack Cox)

Homer Bell of Miamisburg, Ohio demonstrates his Scorpion II.
62 OCTOBER 1975
 (Photo by Lee Fray)

By James R. Young (EAA 55981)

6410 Green Valley Cr., No. 126
Culver City, California 90230

INTRODUCTION
rr
B IG RED", AS the sleek creation of Dr. Jim
Young is known, was Skelton in form when I first saw it
about twenty months ago. It has been a thrill to me to
watch the airplane evolve out of a combination of parts,
and effort. The care to detail, and meticulous workman-
ship is evident at every turn. The countless mock-ups of
installations to come, and positioning of assemblies
paid off in the finalization of an airplane that is a joy to
behold. The engine and propeller combination has a
sound all its own, and sends tingles through me when I
hear it down wind, or during a "fly by". On an abrupt
pull up, the wing wires sing their own tune.
I was proud with him after first flight, and was
pleased that other people have appreciated this fine
effort by awarding Grand Champion trophies at Corona
and Watsonville, California, fly-ins, and topping them
off with the big one at Oshkosh '75.
I salute Dr. Jim Young, and "Big Red" N69JY.
Ted Brownell, President
EAA Chapter 7

SPORT AVIATION 63
 BIG RED
Sometime in the morning of August 11, 1970, a tired
looking World Airways streteh-8 deplaned several lines
of rumpled and saddle-sore GIs after a nineteen hour
flight from Seattle. Despite the effect of jet-lag and cold
box lunches, adrenalin ran high as the first view of con-
crete revetments, emergency bunkers, and camouflaged
fighters of Cam Ranh Bay, RVN came into view. Nine-
teen hours and seemingly a different world away as the
wide eyed troops moved into the aerialport depot. In
Seattle it had been polished vinyl floors, plastic chairs,
taxi cabs, wet-eyed wives and piles of duffle bags. Now
the concrete and plywood floors were dirty; here and
there Vietnamese slept on bamboo mats; soldiers
slouched on wooden benches in worn fatigues; and there
were knots of Army Special Forces and the tougher look-
ing Navy SEALs. Among the troops viewing all of this (Photo Courtesy Jim Young)
for the first time was a young Captain shouldering a The author with military haircut, a big smile and a box
nine foot long, ten inch wide cardboard tube that was full of completed, cadmium plated and baked fittings
surely nothing less than a rocket launcher or anti-tank for the Starduster Too wings.
gun. No one would believe me when I explained that it
was steel tubing for my homebuilt airplane!!!
The first glimmer of this insanity . . . I mean, aren't
airplanes hatched by a giant Piper-Cessna bird some-
where up in the mountains . . . began six months earlier.
In the spring of 1970 I was interning at the U.S.A.F.
Medical Center, Wright-Patterson AFB, Dayton, Ohio.
Our schedule was pretty busy so at the first sign of a
break in the work I tried to sample some of the Ohio
countryside. To a Los Angeles cityboy spring and au-
tumn take on a new meaning when there really are four
distinct seasons. On my way out of the city that spring
day, a turn in the freeway revealed a scene out of the
past: a quiet river with floatplanes next to a grass run-
way lined with old biplanes. This picture demanded
investigation, so twenty minutes of wrong streets
led me to South Dayton Field and the home of many
beautiful Wacos.
I can honestly say that seeing those old biplanes was
the first time I had associated romance and beauty with
an airplane. Like everyone I had my share of trips with
the airlines and I had ridden in many different standard
category aircraft as a part of four years and several
hundred sport-parachute jumps. But none of these other
airplanes had ever made me smile spontaneously and
walk over to say, "Hi", as I would to an old friend.
After hanging around and asking a few questions I
managed to meet the airport manager and then his son
who for five dollars pocket money took me around the
patch in something called a UPF-7. At my urging he
threw in a roll and then a loop; as we came down the
backside of the loop I was staring at a big tree in the
middle of a green field and . . . I was hooked for good.
Back on the ground my enthusiasm for biplanes was
very obvious and someone suggested that I attend a
fly-in the following weekend in a neighboring town. I
did and realized that airplanes are built, not hatched, (Photo Courtesy Jim Young)
and it doesn't necessarily take a factory of people either. A study in concentration as the author gang drills a
The idea of building my own biplane seemed insur-
series of fittings.
mountable at first but everyone I met was very en-
couraging. One person in particular suggested that I license. But then I always seem to come in the back
look up a friend who was building a two place biplane door.
called a Starduster Too. I did and for several evenings of About this time my internship was coming to a close
the following weeks I pestered Carroll Thorne of Van- and I was waiting for the Air Force to send me off to
dalia, Ohio with silly questions and drank gallons of his Europe for a tour of frauleins, Porsches, dunkles bier,
wife's coffee. Before I knew it I had ordered a set of and alpine skiing. You guessed it, I'm single!! But with
plans for my own Starduster Too. I'm sure people all the divine wisdom that directs government agen-
thought I was crazy to be building an airplane when cies, I was assigned to Viet Nam instead. And this is
until this time I'd never thought of getting a pilot's where we came in.
64 OCTOBER 1975
 In retrospect, I realize that year overseas was the
most important step of my entire project. I learned how
to weld from a Chief Master Sargeant (they really run the
Air Force, you know!) and even made a sack full of
fittings, but that was a drop in the bucket. The real value
was in being forced to think and ponder the entire pro-
ject for one year before I could cut, fit, glue, and weld
for real!! And this is my strongest piece of advice to
other builders: thoroughly preplan your project!
For months I walked through the pages of plans for
the Starduster Too until I was friends with every nut,
bolt and fitting. Not being a draftsman or engineer, it
was slow at first, but with enough puzzling and time
each squiggle told its story. After a while it was possible
to mentally conjure up a composite view of the entire
airplane and then dissect any portion to its basic ele-
ments. Then came the preplanning of technique and
procedure for fabrication of all the elements. There's
always the easy and the hard way to fabricate a part and
I was determined to make my mistakes in my head and
not with expensive materials.
While I was doing this planning I was also trying to
learn something about flying. I read Jonathan Living-
ston Seagull, but it didn't tell me much about basic
technique, so I read Langewische, then the Sanderson
ground school for the private pilot, and finally Kershner
twice. Through all of this the dream image of my ideal
Starduster began to take form. I wanted a comfortable
and relatively fast cross-country biplane, one which was
moderately competitive acrobatically, and also fully
instrumentated for those days in Los Angeles when the
ceilings are 1200 feet, tops 2200 'til 1:00 in the aRer-
noon. And, of course, there would be some changes in
its lines to please my own eye.
By the end of my one year tour "over there" I sin-
(Photo by Jim Young)
cerely felt I knew the plans, my intended modifications
Wing panels, centersection, ailerons and tail surfaces
and their repercussions throughout the design, and had
prepared an efficient construction sequence for the pro- stacked and awaiting final assembly while the fuselage
is being built.
ject. Once again I'll say that I think this preplanning
phase is critical to a happy and efficient project and
especially one that will turn out as the builder originally
intended back in the daydreaming phase.
My assignment stateside in the fall of 1971 was my
next big break for I was sent to March AFB, ten miles
from Flabob Airport! After finding an apartment, open-
ing my shave kit, and tossing around a few dirty socks
so this bachelor would feel comfortable, I drove over to
Flabob. After snooping around in different hangars I
saw a building on the edge of the airport with the name
"Glenn Beets" across the roof. This rang a bell for Glenn
was responsible for much of the workmanship on the
first two Starduster prototypes and was now fabricating
custom Starduster elements for other builders.
During the following weeks I pushed a broom around
Glenn's hangar, filed on fittings, etc., and finally talked
him into letting me borrow a table and use his tools to
build my wings. In the weeks and months to follow there
were many bull sessions over coffee at Mary's Cafe and
Tiffany's Restaurant. The principals in these conversa- (Photo Courtesy Jim Young)
tions were such notables as Lou Stolp, Clayton Stephens Jim Young installing the engine baffling. The fabric
(Stephen's Akro), Ed Marquardt (Marquardt's Charger), covered internal aluminum panels are exposed to exam-
Ray Stits (too many designs to list), Morgan Schrack ination and the instrument plumbing being routed
(Acroduster II), Art Scholl, Frank Boyce (engineer and down the left side is in view.
draftsman for Starduster series aircraft and Glenn Beets'
Special), and, of course, Glenn Beets. When you're a
rookie around people like that, you do alot of listening and the aileron leading edges modified to create a modi-
and learning, and speak only when your foot's stepped fied Frise effect to counter adverse yaw. The root fittings
on!! were strengthened and root tie-in bolts increased in
The weeks and months of that period from September diameter to create greater cross-sectional resistance to
through June blended into sameness as every minute fitting elongation. The control system was modified to
away from the base was spent at Glenn's hangar. The allow the use of bearings throughout, eliminating all
wings went together smoothly. The ailerons were en- bushings. This included substituting bearings in the
largd twenty-five percent, the aileron hinge axis lowered aileron hinges using pillow block bearings about the
SPORT AVIATION 65

torque tube. The outboard portion of the drag/antidrag
truss on the lower right panel was modified to allow
installation of the nav antennae within the wing. A
mathematically designed jig which allowed for spring-
back in the tip bow tubing was used to create four
identical tip bows. All wing fittings and tubing were
cadmium plated and baked to mil. specs, before instal-
lation. At this point the preplanning work shone through
as I was able to anticipate the placement of later fairings
and cover plates with plywood attach plates on the
wings. Four coats of spar varnish finished the wings for
precover inspection, and I was ready to go on the lead-
ing edges. I never liked the appearance of lap joints in
most leading edges with the ultimate split in the fabric
at the juncture so I had a set of custom rolled full length
single piece leading edges formed by Laister Sailplane.
They adapted beautifully and looked great. The leading
edge in the tip bow area was formed out of polyurethane
66 OCTOBER 1975
(Photo by Lee Fray)
foam, dynel fabric, and epoxy resin. Now I know some
old pros are chuckling as they read this and they are
right, for when I took the panels outside while cleaning
up, the leading edges expanded and "oil canned" badly
in the heat of the sun!!
Well, I'm not a drinking man but that sure was alot
of work down the drain! I pulled the aluminum off and
in the following month redid the leading edges in foam,
dynel, and epoxy resin. Now no oil canning, nor lap
joints, and the gain in individual panel weight was only
two to three pounds. In June of 1972 the Air Force
closed the gates at March AFB behind me for the last
time, so along with my suitcase of dirty socks I moved
my wings to Compton Airport in the heart of Los
Angeles. This well manicured airport is owned and
operated by Los Angeles County and many of the hangars
are the site of projects in progress.
 The second and third years of my project were spent
in hangar G-4 at Compton. During those two years there
were countless evenings after work and many long week-
ends, in fact my log tells me that I averaged over forty-
one hours a week. Monday night was regularly an all
nighter and Tuesday morning a run to Aircraft Spruce
and Specialty for parts. Meals were at the local restau-
rant and the waitresses were all known by first name.
Many wrenches were thrown, countless words said, tires
were kicked, and more than once a passerby with five
dollars could have had himself an airplane. Four girl
friends got tired of Friday nights oiling down the fuse-
lage and walked, so long!! My car got dirty and stayed
dirty, many patients waited while I sat in my office
doodling and the girls humored their eccentric doctor.
There were scraped knuckles, cut hands, dirty finger-
nails, singed hair, metal chips in the eye, ad infintum.
The fuselage tubing was increased in size as well
as wall thickness from that indicated on the plans to
accommodate the big engine. Electrical, pitot static air,
and fuel lines from the centersection tank were routed
inside the cabane struts. The gear was rotated aft three
inches and a special engine mount was built up and
stress analyzed; a secondary luggage bay designed for a
tent, two sleeping bags, and two air mattresses was
fabricated below the turtledeck. Position lights and an
anticollision light system were installed for VFR night
work, an electric elevator trim system was incorporated
into the empennage area. The fuel tanks were modified
so as to have their filler caps flush with the cowling line,
and, of course, the standoffs were all looked at very
closely to insure the final lines of the fuselage being
comfortable to my eye.
The engine is a modified IO-540-K1A5 but the word
modified should be used lightly as I didn't wish to dis-
turb the TBO. The engine was obtained in run-out con-
dition from a Salt Lake City FBO where coupled to a
Cherokee Six-300 it had been used in a charter operation.
The rebuilding was performed by Lynn Cooler of Lynn's
Aircraft Engines, Long Beach, California who is recog-
nized as the best opposed engine man in Southern
California. Lynn balanced the engine, polished the in-
take and exhaust ports, and modified the valves. This
complimented by a ram induction system, an increase in
RPM range, and a tuned extractor exhaust system by
Hank Young of Thorley Headers made a super engine.
This package of 350 horsepower was combined with a
special made polished three bladed prop by Hartzell,
Inc.
The interior was executed in black naugahyde, red
and black carpeting, polished stainless steel heel plates,
multihued red fabric arm rests, with Brazilian rosewood
grips and accent pieces throughout. The primary instru-
ment panel has as its center a basic instrument T of air-
speed, sensitive altimeter, D.G., artificial horizon, and
remote VOR/Loc head; the other expected engine and
flight instruments are grouped to both sides along with
the electrical switches, annunciator panel, and fuses.
The pedestal panel beneath the main panel has a King
720 transceiver, transponder, marker beacon display, and
Flight Guide/map case. Beneath the seat frame in the
rear cockpit is a Sony TC-20 stereo cassette tape player
which is integral with the intercom communications
system. The front cockpit has VFR instruments, full
treatment with upholstery, and complete controls with
the exception of brakes.
"Big Red" is finished out with root fairings on the
lower main panels and horizontal stabilizer, fairings top
and bottom for the I struts, and fairings about the junc-
ture of the wheel pants and gear leg fairings. The ailer-
ons have gap seals along their top surface, and the
primary flying/landings wires are damped by a polished
aluminum javelin. The aileron interconnect tubes and all
the exposed fittings are chrome plated and baked to mil.
specs. The paint scheme final result was worked out
through a thousand revisions and renderings during the
three years of construction. The finish is Dupont Dulux
enamel but the essence of the mirror finish is elbow
grease. The wings were sanded no less than six times
during the thirty coat non-tautening nitrate dope build-
up, and this isn't counting the sandings during the
covering process and initial brush coats. For the test
flight period the dope was sealed with a coating of
Dupont Dulux silver enamel. This prevented any oil or
grease from penetrating the dope and interfering with
the enamel adhesion later. The application of the final
red, white and blue paint scheme took thirty days of
painting, curing 'time, taping, spraying, back taping
and spraying again. And finally to point, the finish has
been hand rubbed with wet, then dry turkish towels
every week for one year.
During these three years of construction a little voice
kept saying, "Better learn to fly, stupid!" but it's always
easier to procrastinate and spend those valuable free
hours in the shop. But I did manage to log about 150
hours with three different flight schools and picked up
my private and commercial ratings. Still this was all
"nose dragger" experience and I kept hearing horror
stories about ground-looping on my first landing and
rolling my taildragger up in a ball. So just before pack-
ing "Big Red" up and moving out to the test field, I put
together about ten hours in a Citabria and Decathelon.
I still didn't feel very confident though, so a friend, Dan
Carey, who is a very experienced Starduster Too pilot
borrowed a Starduster Too and coaxed me through
several take offs and landings at Compton until he was
satisified with my performance.
Two weeks later on October 7, 1974, and, to the day,
exactly three years from the start of this project, "Big
Red" was rolled onto the ramp at Chino Airport. Dan
Carey was at the controls as "Big Red" taxied out to the
active. I followed in another Starduster as observer
plane and "Big Red" looked awfully good to me from
where I sat as we moved to the runup area. The runup
went smoothly but Dan shut the IO-540-K down com-
plaining of cramped muscles in his legs from trying to
hold the big engine back during taxi and run-up. After
a rest we restarted and Dan moved onto the active for
the first test: a take-off, short flight, and landing on the
6000 foot runway. This was accomplished in two blinks
of an eye and soon he was taxiing back. This time we
both moved onto the active for take-off, and a couple
moments later off my left wing as we climbed out my
mistress of three years was looking fantastic!!
Dan soon transitioned me to "Big Red" and in the
months to follow as the hours were accumulated we
began to grow together. If time and space allowed I'd
like to tell a hundred experiences; such as our first spin
and the groping and finding our way into aerobatics;
that first landing on a strange 2000 foot runway on top
of a hill with a forty-five degree crosswind; the beauty
of super slow rolls about the setting sun over the ocean
with Neil Diamond in the headphones; our first night
landings; the champagne glass raised in salute by the
fantail skipper as we cruised by his yacht; the crowds
and compliments at fly-ins where hundreds of new
friends were made; my introduction to the mutual re-
spect and camaraderie of competitive aerobatic pilots;
the first "low approach" by a beach nudist colony; the
roll by a J-3 Cub and frolicking with a gaggle of PT-22's
on the way home from a fly-in; and the salute from a
707 Captain as he yielded the active to "Big Red" for the
benefit of his passengers and asked if I'd like to trade
mounts for the day!
I know I could go on for hours and then some, but
my pen hand is weary and this article will give Jack Cox
SPORT AVIATION 67
 a fit with its length anyway. So I will end this with a
salute to all of my friends whom I've met or will meet
in the EAA and IAC; a sincere thank you for all of the
kind words spoken of "Big Red"; and a word of en-
couragement to every builder who may be in a slump
. . . keep with it, don't stop, it's really going to be worth
every scraped knuckle and long evening spent in the
shop!
SPECIFICATIONS
Aircraa . . . . . . . Starduster Too, "Big Red", N69JY
Builder . . . . . . Jim Young, Culver City, California
Construction Time . . . . Three years 6000 Hours
Cost . . . . . . . . . . . . . . . . . . I don't dare add it all up!!
Engine . . . . . . . . . . . 82" dia. three bladed, polished
Hartzell, special manufact.
Prop . . . . . . . . . . . Lycoming IO-540-K1A5 modified
Fuel . . . . . . . . . . 100/130 octane, 40 gallons useable
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . 1580 lbs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . 2300 lbs.
Max. sea level ROC . . . . . . . . . . 3100 fpm sustained
Cruise Climb . . . . . 1800 fpm at 110 mph indicated
Cruise Speed . . . . . . . . . . . . 65% power, 5000 feet
175 mph at 13 gph
Range . . . . . . . . . . . . . . . . . . . 400 miles with reserve
Fully aerobatic with VFR night and IFR instrumentation

nUUDRDS 1975

(Jack Scholler Photo) (Jack Scholler Photo) (Jack Scholler Photo)

Lloyd Brekke receiving one of the Dr. Jim Young accepts the Grand Bob Ladd, right, presents the Spirit
several trophies for his beautiful Champion Custom Built award for of EAA Award to Dale Crites of Wau-
BD-4. his Starduster Too, "Big Red". kesha, Wisconsin.

General Chairman
Bob Ladd. Milwaukee, Wisconsin

Judges Committee Judges Committee Judge* Committee

Custom Built Aircraft Antique Aircraft Clattlc Aircraft

Roger Davenport. Hubertus. Wisconsin
Chairman
Lee Williams. Springfield. Illinois
Dave Knaup. Brookfield, Wisconsin
Herb Combs. Bedford. Indiana
Paul McReynolds. Memphis. Tennessee
Marvm VandenHeuvel, Milwaukee. Wisconsin
Cliff Gould, Milwaukee. Wisconsin
Don Pietsch. Slinger. Wisconsin
Bill Spurgeon. Indianapolis. Indiana
John Beetham, Indianapolis, Indiana
68 OCTOBER 1975
Evander Britt. Lumberton. North Carolina -
Chairman
Pete Covington, Spencer. Virginia
Claude Gray. Northridge. California
Dale Gustafson. Indianapolis. Indiana
Paul Hopkins. Hialeah. Florida
Al Kelch, Mequon, Wisconsin
Hank Palmer, St. Petersburg, Florida
H H "Dusty" Rhodes, Englewood. Colorado
Doug Rounds. Zebulon. Georgia
Rod Spanier. Riviera Beach. Florida
Jim German, Mansfield, Ohio Co-Chairman
Morion Lester, Martinsville, Virginia -
Co-Chairman
Maurice Clavel. Wauchula, Florida
John Engles, Lakeland. Florida
Roger Jennings. Greensboro. North Carolina
John Parish, Tullahoma, Tennessee
Swenson Poer. Jr.. Greensboro. North Carolina
Brad Thomas. Pilot Mountain, North Carolina
Duffy Thompson, Lakeland. Florida
John Turgyan, Trenton. New Jersey
W. C. 'Dub' Yarbrough, Tullahoma. Tennessee
 (Jack Scholler Photo)
Molt Taylor, left, receives the August
Raspet Award from EAA President
Paul Poberezny.
George York, Mansfield, Ohio
Dale Wolford, Ashland, Ohio
John Womack. lola. Kansas
Judges Committee
Special Aircraft
Leonard Tanner. North Granby. Connecticut
- Warbirds of America
Bob Fitzpatrick. Custer Park. Illinois -
Rotorcraft Chairman
Orend Champion Award*
GRAND CHAMPION CUSTOM BUILT
Jim Young, Culver City. California for his
Starduster II - N69JY. Sponsor: Beech
Aircraft Corporation
FORMER GRAND CHAMPION
L. L. "Jim" Butler. Norwalk, Ohio for his
Butler Midget Mustang - N14LB. Sponsor:
EAA Chapter 166. Hartford. Conn
GRAND CHAMPION ANTIQUE
Ed Wegner, Plymouth. Wisconsin for his
1928 American Eagle - NC7310 Sponsor:
EAA
GRAND CHAMPION CLASSIC
Jim Mankins. Corona. California for his
Stinson 108-2 - N971J. Sponsor: EAA
GRAND CHAMPION ROTORCRAFT
George Spadie. Louisville, Kentucky for
his Scorpion I - N3273. Sponsor: EAA
GRAND CHAMPION WARBIRD
Preston Parish, Hickory Corners. Minne-
sota for his Grumman/GM FM-2 Wildcat
- N1PP. Sponsor: Warbirds of America
Special Award*
DR. AUGUST RASPET AWARD
M. B. "Molt" Taylor, Longview. Washing-
ton. Sponsor: EAA
GEORGE GRUENBERGER MEMORIAL
AWARD
L. "Lu" Sunderland. Apalachian. New York.
Sponsor: EAA Chapter 18, Milwaukee.
Wisconsin
STAN DZIK MEMORIAL AWARD
David E. Carr. Beaverton, Oregon for Out-
standing Design Contribution - Carr Twin
Sponsor: Daryl Dzik
MICHAEL SEYMOUR MEMORIAL AWARD
Virgil Locke. Jr., Londonderry, Ohio for
Best Cassutt - N7133. Sponsor: William
Seymour Family
SPIRIT OF EAA AWARD
Dale Crites. Waukesha. Wisconsin. Soon-
(Jack Scholler Photo)
Ed Wegner, right, is congratulated
by Evander Britt for winning the
Grand Champion Antique award
for his American Eagle. Claude Gray,
left, and Antique/Classic Division
President Buck Hilbert look on.
sor: Stanley Homes, inc.. Milwaukee. Wis-
consin
JOHN LIVINGSTON MEMORIAL AWARD
David E Carr. Beaverton. Oregon Spon-
sor: EAA Chapter 227. Waterloo. Iowa
TELEDYNE/CONTINENTAL MOTORS
SCHOLARSHIP AWARD
Donald C. Howe, Wichita. Kansas Sponsor:
Teledyne/Continental Motors
DEWEY BRYAN YOUTH ACHIEVEMENT
AWARD
William "Mike" Baker. Bartlett, Illinois.
Sponsor: EAA Chapter 384. Ann Arbor.
Michigan
AIR FORCE ASSOCIATION AWARD
The Experimental A i r c r a f t Association.
Sponsor: State of Wisconsin Air Force
Association
BEST SOLO ITEM IN STAGE SHOW - MARTY
HAEDTLER MEMORIAL AWARD
Claudia Grieco. Las Vegas. Nevada. Spon-
sor: Harold Best-Devereux
Ml AWARD - BABY ACE ANNIVERSARY
Paul H. Poberezny. Hales Corners. Wis-
consin. Sponsor: Mechanix Illustrated
BREEZY AWARD
Carl Unger. Chicago. Illinois for Introduc-
tion of Breezy to the EAA Membership.
Sponsor: Charlie Shivers. Sue Shivers
and Karen Shivers
OUTSTANDING SERVICE AWARD
Elmer Erickson, Omro, Wisconsin. Spon-
sor: EAA
Custom Built Aircraft Awards
OUTSTANDING NEW DESIGN AWARD
Burt Rutan. Mojave. California for his
VariEze - N7EZ. Sponsor: Bellanca Air-
craft Corporation
OUTSTANDING WORKMANSHIP
George Pereira. Sacramento. California for
his Osprey 2 - N3GP. Sponsor: Mechanix
Illustrated
1ST OF CLASS - ALL WOOD
CONSTRUCTION
Larry Burton, Klamath Falls, Oregon for
his Cavalier - N7131. Sponsor: Aircraft
Spruce and Specialty Co.
(Jack Scholler Photo)
Burt Rutan accepts the Outstand-
ing New Design Award for his spec-
tacular VariEze.
1ST OF CLASS - ALL METAL
Ed Merkel. Wichita. Kansas for his Merkel
Mark II - N38225. Sponsor: Russ Bayse
Memorial Award, Ms. R. M. Tweedie
1ST OF CLASS - MIXED CONSTRUCTION
Don Bates. Kansas City. Missouri for his
Starduster Too - N2369. Sponsor: EAA
BEST AUTO POWERED HOMEBUILT
Bernie Pietenpol. Spring Valley, Minnesota
for his Aircamper - N7533V. Sponsor: Joe
Durham
BEST INSTRUMENT PANEL/INTERIOR
LAYOUT
Lloyd Brekke, Newton. Kansas for his BD-4
- N325BD Sponsor: Joe Durham
OUTSTANDING PAINT AND DESIGN
Lloyd Brekke. Newton, Kansas for his BD-4
- N325BD. Sponsor: Stits Aircraft Coatings
OUTSTANDING CHAPTER PROJECT
EAA Chapter 148. Fredericksburg. Ohio for
Pietenpol Aircamper - N3148. Sponsor:
EAA
OUTSTANDING AMPHIBIAN
George Pereira. Sacramento. California
for his Osprey 2 - N3GP Sponsor: The
Amalga Corporation
BEST SINGLE PLACE STARDUSTER
H. M. Woodrow. Belleville. Illinois for his
Starduster SA100 - N64HW Sponsor:
Stolp Starduster Corporation
BEST TWO PLACE STARDUSTER
Edgar Thomas, Jr.. La Jolla. California for
his Starduster Too - N10BT Sponsor:
Stolp Starduster Corporation
BEST TAILWIND
Wallace Carlberg, Minneapolis. Minnesota
for his Tailwind - N374D. Sponsor: Steve
Wittman
BEST EAA BIPLANE
J B Cavalier. Ligonier, Pennsylvania for
his EAA Biplane - N63C. Sponsor: EAA
BEST RV-3
William Pomeroy, Norval. Ontario for his
Van Grunsven RV-3 - C-GBRV. Sponsor:
Van's Aircraft
BABY ACE AWARD - 1ST PLACE
Vincent Mariani, Findlay. Ohio for his Baby
Ace - N111VM. Sponsor: Paul Poberezny
BABY ACE AWARD - 2ND PLACE
George Hast. Champaign. Illinois for
his Baby Ace - N11GH. Sponsor: Paul
Poberezny
SPORT AVIATION 69
BABY ACE AWARD - 3RD PLACE
Clarence Schreiber, Wauwatosa. Wiscon-
sin for his Baby Ace - N7570U. Sponsor:
Paul Poberezny
BEST CONTINENTAL ENGINE
INSTALLATION
Don Bates, Kansas City, Missouri for his
Starduster Too - N2369. Sponsor: Tele-
dyne/Continental Motors
BEST RAZORBACK COVERING ON A
CUSTOM BUILT AIRCRAFT
Hale Wallace, Johnson City, New York for
his Steen Skybolt - N1HW. Sponsor:
Razorback Fabrics
BEST CANADIAN HOMEBUILT IN
ATTENDANCE
William Pomeroy. Norval, Ontario for his
RV-3 - C-GBRV. Sponsor: EAA Chapter
305. Dartmouth. Nova Scotia
FIRST V4 SCALE Fw-190
Ron Kitchen. Carson City, Nevada for
Fw-190 - N190KA. Sponsor: Replica Fight-
ers of America
FIRST K SCALE Fw-190
Warren Eberspacher. Santa Paula. Cali-
fornia for Fw-190, N18828 Sponsor:
Replica Fighters of America
MOST UNIQUE COMBINATION -
MAN AND MACHINE
Mike Murphy, Oak Lawn, Illinois for his
1912 Bellanca replica - N1912G, Sponsor:
EAA Chapter 133. Ft Lauderdale, Florida
BEST ACRO SPORT
W. R. Curd. Kansas City, Missouri for Acro
Sport - N21WC Sponsor: Wag Aero. Inc
BEST SKYBOLT
Hale Wallace, Johnson City, New York for
Steen Skybolt - N1HW. Sponsor: Steen
Aero Lab. Inc.
BEST ALL-AROUND UNMODIFIED
PITTS AIRCRAFT
Clint McHenry. Boca Raton. Florida for
his Pitts Special - N88TF Sponsor: Avia-
tion Supply Company
BEST ALL-AROUND FINISH ON PITTS
AIRCRAFT
Bill Oprendeck. Reston. Virginia for his
Pitts Special - N10AJ. Sponsor: Randolph
Products
MOST ORIGINAL PAINT DESIGN ON A
CUSTOM AIRCRAFT
George Compton. Kent, Washington for
his Pitts Special - N11GC Sponsor:
Randolph Products
OUTSTANDING WORKMANSHIP USING
GERDES PRODUCTS
Norman Taylor. Ontario, Oregon for his
Miniplane - N412T Sponsor: Gerdes
Products Co.
BEST MIDGET MUSTANG
Jack Curry. Clarkson, Washington for his
Midget Mustang - N73T. Sponsor Bush-
by Aircraft Company
BEST MUSTANG II
William Renninger, Tiffin, Ohio for his Mus-
tang II - N11WR. Sponsor: Bushby Air-
craft Company
BEST BABY GREAT LAKES
Lee Hamilton, Spokane. Washington for
his Baby Great Lakes - N99LH Sponsor:
Harvey Swack
CONSTRUCTION EXCELLENCE
W. "Dub" Yarbrough. Tullahoma. Tennes-
see for his PJ-260 - N300PJ. Sponsor:
Nick D'Apuzzo
BEST COOT AMPHIBIAN
Warren Eding. St Louis. Missouri for his
Coot A - N107D. Sponsor: Molt Taylor
70 OCTOBER 1975
BEST IN CLASS - CANADIAN WAR
REPLICA
Yvan Bougie. Valleyfield. Quebec for his
Hauscat - C-FCYB Sponsor: B & F Air-
craft Supply
BEST IN CLASS - MODEL A
Forrest Lovley, Apple Valley. Minnesota
for Pietenpol Aircamper - N12937. Spon-
sor: B & F Aircraft Supply
BEST IN CLASS - AEROBATIC
Phil Kraft. Vista. California for his Super
Fli - N5PK Sponsor: B & F Aircraft Supply
SPECIAL AWARD - AIRSHIP ERA
Ray Parker. Denver. Colorado for his Super
Sperry Messenger - N10SM. Sponsor: B
& F Aircraft Supply
HCIAL AWARD
Vern Oldershaw, Bakersfield. California
for his Renegade (powered sailplane) -
N2560B. Sponsor: B 4 F Aircraft Supply
BEST IN CLASS - VW POWER
C. E. McCarley. Hueytown. Alabama for
his Mini Mac - N152CM. Sponsor: B & F
Aircraft Supply
Antique Aircraft Awards
RESERVE GRAND CHAMPION
Al Nagel and Ken Gatzke. Montello, Wis-
consin for their Rearwin Sportster -
N-20723 Sponsor EAA
JUDGE'S CHOICE
Jim Ardy, Phoenix. Arizona for his 1936
Stearman PT-13 (Ser. No. 1) - N75001
Sponsor: EAA
AWARD OF MERIT
John Innis, Culver City. California for his
1936 Porterfield - N17029. Sponsor: EAA
1903-1912 CHAMPION - WRIGHT
BROTHERS ERA
Dale Crites. Waukesha. Wisconsin for
his 1911 Curtiss Pusher. Sponsor: EAA
1912-1922 CHAMPION - WORLD WAR I ERA
Not Awarded
1923-1932 CHAMPION / GOLDEN AGE ERA
Dean and Dale Crites for their 1929 Waco
ASO - N6930. Sponsor: EAA
GOLDEN AGE - OUTSTANDING BIPLANE
Mike and Pete Heins, Dayton, Ohio for their
1930 Waco CRG - N600Y Sponsor: EAA
Antique-Classic Division
GOLDEN AGE - OUTSTANDING
MONOPLANE
Gene Morris. Dundee. Illinois for his 1931
American Eaglet - N5489 Sponsor: EAA
Antique-Classic Division
GOLDEN AGE - OUTSTANDING CLOSED
CABIN
R. F. Johansson. St Charles. Missouri for
his 1931 Waco QDC - NC11470 Sponsor:
EAA Antique-Classic Division
1932-1938 CHAMPION - SILVER AGE ERA
J C Weber, Barrington. Illinois for his 1935
Waco CUC - NC14625 Sponsor: EAA
SILVER AGE - OUTSTANDING BIPLANE
Stan Gomoll. Minneapolis. Minnesota for
his 1936 Waco EQC-6 - N16591. Sponsor:
EAA Antique-Classic Division
SILVER AGE - OUTSTANDING MONOPLANE
Mel Heflinger. Los Angeles. California for
his 1938 Harlow PJ-C-2 - N18978. Spon-
sor: EAA Antique-Classic Division
SILVER AGE - OUTSTANDING CLOSED
CABIN
Dr. R C Wicker, Atlanta. Georgia for his
1936 Cessna C-34 Airmaster - N16403
Sponsor: EAA Antique-Classic Division
SILVER AGE - OUTSTANDING OPEN
COCKPIT
Jack Schnaubelt, Elgin, Illinois for his 1933
Fairchild 22 - NC14768 Sponsor: EAA
Antique-Classic Division
1938-1941 PRE WORLD WAR II ERA
CHAMPION
George Mennen, Bernardsville. New Jer-
sey for his 1940 Spartan Executive - N34SE.
Sponsor: EAA
PRE-WW II - OUTSTANDING BIPLANE
Vince Mariani. Findlay. Ohio for his 1941
Waco VKS-7F - N31653 Sponsor: EAA
Antique-Classic Division
PRE-WW II - OUTSTANDING MONOPLANE
Dr. J T. Patterson. Louisville, Kentucky for
his 1938 Spartan Executive - NC17615.
Sponsor: EAA Antique-Classic Division
PRE-WW II - OUTSTANDING CLOSED
CABIN
Bill Nutting, Menlo Park, California for his
1941 Waco SRE - NC1252W Sponsor:
EAA Antique-Classic Division
PRE-WW II - OUTSTANDING TRAINING
AIRCRAFT
Koerner Aviation, Kankakee, Illinois for
its 1941 Stearman - N61511 Sponsor:
EAA Antique-Classic Division
PRE-WW II - OUTSTANDING OPEN
COCKPIT
Dan Wine and Mike Smiley. Denver. Col-
orado for their 1941 Navy N3N-3 - N2896.
Sponsor: EAA Antique-Classic Division
WORLD WAR II ERA CHAMPION
John Turgyan. Trenton, New Jersey for
his 1943 Howard DGA-1SP - NC95462
Sponsor: EAA
WW II ERA - OUTSTANDING TRANSPORT
Geren and Omdorff, Dallas, Texas for their
1943 Howard DGA-15P - N1335M Spon-
sor: EAA Antique-Classic Division
WW II ERA - OUTSTANDING BIPLANE
TRAINER
Charlotte Parish. Tullahoma. Tennessee
for her Stearman N2S-5 - N44JP Sponsor
EAA Antique-Classic Division
WW II ERA - OUTSTANDING MONOPLANE
TRAINER
Mark and Matt Macario. Malvern. Pennsyl-
vania for their 1942 Ryan PT-22 - N46805
Sponsor: EAA Antique-Classic Division
WW II ERA - OUTSTANDING LIAISON
Gene O'Neil. Spirit Lake. Iowa for his
Piper L-4 - N43518. Sponsor: EAA Antique-
Classic Division
WW II ERA - BEST CANADIAN AIRCRAFT
Fr John MacGillivray. Ottawa, Canada for
his 1935 Miles Hawk M2-W - CF-NXT
Sponsor: EAA
OUTSTANDING AERONCA
Tom Trainor, Royal Oaks. Michigan for
his 1939 Aeronca K - NC2233 Sponsor:
EAA
OUTSTANDING DART
Art Bishop. Norton, Ohio for his 1946 Dart
GC - NC31697. Sponsor: EAA
OUTSTANDING FAIRCHILD
Tom Leonhardt and Dick Buck. Lamberts-
ville. Michigan for their 1946 Fairchild
F-24R46 - N77661 Sponsor EAA
OUTSTANDING CESSNA
Ken Coe. Pleasanton. California for his
1940 Cessna C-165 Airmaster - NC237
Sponsor: EAA
OUTSTANDING STAGGERWING
Robert Fergus, Columbus, Ohio for his
1946 Beechcraft G-17S. N6RF Sponsor:
EAA
OUTSTANDING MEYERS
E. C. Stewart. Tullahoma. Tennessee for
his 1943 Meyers OTW - N34341. Sponsor:
EAA
OUTSTANDING MONOCOUPE
John McCulloch. Fairfax. Virginia for his
1941 Monocoupe 110 Special - N36Y.
Sponsor: EAA
OUTSTANDING PIPER
Steve Boronstein, Columbus, Ohio for
his 1940 Piper J-3 N30503. Sponsor:
EAA
OUTSTANDING WACO
G M. Miller and N R. Sawwell, Dayton,
Ohio for their 1941 Waco UPF-7 - NC32077.
Sponsor: EAA
OUTSTANDING SPARTAN
Pat Hartness. Greenville. South Carolina
for his 1938 Spartan Executive - N13PH.
Sponsor: EAA
OUTSTANDING REARWIN
Jim Wilson, San Antonio. Texas for his
1939 Rearwin Sportster - N21977. Spon-
sor: EAA
OUTSTANDING HARLOW
Ron Boyce. Farmington, New Mexico for
his 1940 Harlow - N3947B Sponsor: EAA
OUTSTANDING PORTERFIELD
Bill Gore. St. Louis. Missouri for his 1941
Porterfield - NC34706 Sponsor: EAA
OUTSTANDING RYAN
Da no Toffenetti. Winnetka, Illinois for his
1937 Ryan STA - NC17361. Sponsor: EAA
BEST WW I REPLICA
A. Mangos. Williamson, New York for his
SE-5A - N9841. Sponsor: Harold Best-
Devereux
BEST "LITTLE ROUND ENGINE" AIRCRAFT
Gene Morris, Dundee. Illinois for his Ameri-
can Eaglet - N548Y. Sponsor: Ken and
Shirley Williams
Classic Aircraft Awards
RESERVE GRAND CHAMPION
Edmond Gorny. Livermore, California for
his Swift GC-1B - N2459B. Sponsor: EAA
BEST CLASS I CLASSIC (UNDER 100 H.P.)
Dutch Bradford, Lima. Ohio for his Cessna
140 - N89728. Sponsor: EAA
BEST CLASS II CLASSIC (101-164 h.p.)
Charlie Harman. Phoenix. Arizona for his
Stinson 108-1. N8626K. Sponsor: EAA
BEST CLASS III CLASSIC (165 h.p. and up)
Scott Twitchwell. Berkely, California for
his Bellanca Cruisemaster. N506A Spon-
sor: EAA
BEST ORIGINAL RESTORATION
Mark Holliday. Hastings. Minnesota for his
Swift GC1A. N80760 Sponsor: EAA
BEST CUSTOM RESTORATION
Don Freitag, Summerville. South Carolina,
for his Aeronca Champion. N2215E Spon-
sor: EAA
BEST AERONCA CHAMPION
Melvin Hill. Danville. Illinois for his Aeronca
Champion. N83633. Sponsor: EAA
BEST POST-WAR AERONCA (other than
7AC)
Clifford Wadsworth Lapel. Indiana for his
Aeronca Chief. N9820E. Sponsor: EAA
BEST BEECH BONANZA
Simmie Sanders. Knoxville. Tennessee for
his Beech Model 35. N3150V. Sponsor
EAA
BEST BELLANCA
Dan Cullman. Sacramento, California for
his Bellanca. N86881 Sponsor EAA
BEST CESSNA 120/140
Don and Pat Backstrand for their Cessna
140, N89230. Sponsor: EAA
BEST CESSNA 170
Steven Wilson, Arlington. Washington for
his Cessna 170 - N3945V. Sponsor: EAA
BEST CESSNA 190/195
Joe Kikel, Geneva, Ohio for his Cessna
195 - N9344A. Sponsor: EAA
BEST ERCOUPE
Ken and Fran Heath, Tulsa, Oklahoma for
their Ercoupe - N2522H. Sponsor: Uni-
vair Aircraft Corporation
BEST LUSCOMBE
Harvey Richey. Waco, Texas for his Lus-
combe - N2522K. Sponsor: EAA
BEST NAVION
R. Matt. McHenry. Illinois for his Ryan
Navion - N437M. Sponsor: EAA
BEST PIPER J-3
EAA Chapter 291. Sioux City. Iowa for their
Piper J-3 - N7436H. Sponsor: EAA
BEST POST WAR PIPER (OTHER THAN J-3)
P Cashmere. Addison, Illinois for Piper
Clipper - N5335H. Sponsor: EAA
BEST STINSON
Ron Kramer, Pella. Iowa for his Stinson
108-2 - N8074K Sponsor: Univair Air-
craft Corporation
BEST SWIFT
Bob and Pauline Genung, Indianapolis,
Indiana for their Swift GC1B - N3399K
Sponsor: Univair Aircraft Corporation
BEST TAYLORCRAFT
William Knight. Kent Joranlien and Edwin
Disch. Brodhead. Wisconsin for their
Taylorcraft BC-12D - N68773. Sponsor:
EAA
BEST LIMITED PRODUCTION CLASSIC
Charlie Nelson. Athens. Tennessee for
his Buckaroo T-35 - N68773. Sponsor:
EAA
CLASSIC WORKMANSHIP AWARD
P Cashmere. Addison. Illinois for Piper
PA-16 Clipper - N5335H. Sponsor: EAA
BEST RAZORBACK COVERING
P. Cashmere. Addison. Illinois for Piper
PA-16 Clipper - N5335H. Sponsor: Razor-
back Fabrics
BEST CLASSIC AVIONICS
Geoff Fickling, Miami. Florida for his Beech
Bonanza - N8635A. Sponsor: Radio Sys-
tems Technology
MOST AUTHENTIC SKYRANGER
B. Snyder. McGraw, New York for Sky-
ranger - N73810. Sponsor: SPARS
AL WILLIAMS OUTSTANDING ERCOUPE
AWARD
Ken and Fran Heath, Tulsa. Oklahoma for
Ercoupe - N2522H.
Rotorcraft Award*
1ST PLACE - MAN AND MACHINE
John Gadeikis. Burlington, Wisconsin -
Scorpion I. N62310. Sponsor: EAA
2ND PLACE - MAN AND MACHINE
Homer Bell. Miamisburg, Ohio - Scorpion
II. N17HB Sponsor: EAA
3RD PLACE - MAN AND MACHINE
Roger Wood. Cmcinatti. Ohio - Bensen
B8M. N72RW Sponsor: EAA
BEST WORKMANSHIP - UNDER
CONSTRUCTION
Dick Gooch. Rock Island. Illinois for Ben-
sen B8M, N6398. Sponsor: EAA
BEST ORIGINAL ROTORCRAFT DESIGN
Ray Nutt, Huntsville. Texas for Pterosaur
#5. N21RN. Sponsor: EAA
Warbird Awards
RESERVE GRAND CHAMPION
John Ellis III. Delton. Michigan for T-28 -
N100JE. Sponsor: Warbirds of America
PUBLIC CHOICE
John Schafhausen. Spokane. Washington
for his P-51 - N921. Sponsor: Warbirds
of America
JUDGE'S CHOICE
Don Whittington. N. Palm Beach. Florida
for his Douglas A-26 - N26WB. Sponsor:
Warbirds of America
MOST UNUSUAL
M. L. Miller, La Porte. Texas for Cessna
OE2 - N101GC. Sponsor: Warbirds of
America
BEST P-51
Don Plumb. Windsor, Ontario for his P-51 -
N10FF. Sponsor: Warbirds of America
BEST AT-6/SNJ
Joseph Dulvick. Lake Orion, Michigan for
N6FD. Sponsor: Warbirds of America
BEST MILITARY CLASSIC
Paul Pfoutz. W. Alexandria, Ohio for his
BT-13 - N67789. Sponsor: Warbirds of
America
RARE WARBIRD AWARD
Robert Townsend. Garden City, Kansas
for his Piper L-4 - N33561. Sponsor:
Warbirds of America
SERVICE TO WARBIRDS AWARD
Donald Hoover. Fred Webster and George
Meltzer Sponsor: Warbirds of America
AWARD OF MERIT
Chuck McWilliams. James Vernon and
Norman Chrive Sponsor: Warbirds of
America
MOST IMPROVED WARBIRD
Jerry Walbrun. King of Prussia. Pennsyl-
vania for his T-6 - N3687F. Sponsor:
Warbirds of America
Contest Awards
PAZMANY EFFICIENCY CONTEST
1ST PLACE Glen Cawley. Buckley. Wash-
ington - Stinson SR-9C - N18406. Spon-
sor: EAA
2ND PLACE Eric Glew, Toronto. Ontario
- Diamant - CF-YQH. Sponsor: EAA
3RD PLACE Les Berven/Bede Aircraft,
Newton, Kansas - BD-5 - N503BD. Spon-
sor: EAA
SOUND EVALUATION TEST
1ST PLACE Earl Adkisson. Atwood, Illi-
nois - 1908 Demoiselle (replica) - N6162.
Sponsor: EAA
2ND PLACE Russ Hasenbalg. Baraboo.
Wisconsin - Baby Ace - N4566. Sponsor:
EAA
3RD PLACE Terry Volante. Euclid. Ohio -
Luscombe 8A - N71348 Sponsor: EAA
EAA SCHOLARSHIP AWARDS
Steve Madsen. Minooka, Illinois
Gary Alan Shunk, Lemon Grove. California
John Maxfield. Dearborn. Michigan
EAA APPRECIATION AWARD
Lou Michelin. Oshkosh, Wisconsin
OUTSTANDING ACHIEVEMENT IN AVIATION
EDUCATION FOR 1975
Dr Charles Thomas, University of Wis-
consin - Stout State. Menomonie, Wis-
consin
EAA Major Achievement Awards
Dallas Alldredge. Waterloo. Iowa - Chapter 227
Myron Ihde, Monona, Iowa - Chapter 368
John A. Thompson. Tucson. Arizona - Chap-
ter 81
Fred E. Ennis, Salisbury, Maryland - Chapter
532
Val Bernhardt. Ft. Lauderdale. Florida - Chap-
ter 133
Helen Moore, Holcomb. New York - Chapter
504
Bradley Davenport, Broomfield. Colorado -
Chapter 43
SPORT AVIATION 71
Harold Bulmahn. Waco. Texas - Chapter 59
Rosemary Haus. Coraopolis. Pennsylvania -
Chapter 68
James List. Granville. Iowa - Chapter 291
Prld*nt' Awards
Bob Burbick. Sun City. Arizona
Verne Jobst. McHenry. Illinois
Sam Burgess. Honolulu. Hawaii
Ralph Borden. Ramona, California
Eduardo C Escallon, Merritt Island, Florida
Orrick and Bernice Howard, Kenosha. Wis-
consin
Charles T Vogelsong. Dillsburg. Pennsylvania
S*rvlc to EAA Award*
John Redmond. Baton Rouge. Louisiana
Peter James. Scarborough, Ontario, Canada
Richard Klockner. Volant. Pennsylvania
Joseph J. Wieger, Yardley, Pennsylvania
Alvin Schubert, Qalesville. Wisconsin
Robert Hammer, Kirkland. Washington
Cletus Brow. Hobbs. New Mexico
Jenny Dyke. Fairborn. Ohio
James Holmes, Hazen. Arkansas
Mr and Mrs Fred Goldstone. Grafton, North
Dakota
Mike Springett. Cambridge, England
Rev Charles W. Conaster, Sunburst, Montana
Jack Winthrop, Dallas, Texas
Liz Winthrop. Dallas, Texas
Dave Hamilton. Anderson, Indiana
Bill Nolan, Jonesboro, Arkansas
Richard Cavin. Dallas Texas
Art Anthony, Two Harbors. Minnesota
Bryan Christianson, Gwinn. Michigan
Clarence R Cottle. Jr.. Beaver. West Virginia
Al Main, Sioux Falls. South Dakota
Edward Schultheiss. Abingdon. Illinois
D Paul Hopkins. Hialeah. Florida
Roy Sweatman, Harborcreek. Pennsylvania
George 0 Bettridge. Salt Lake City. Utah
James Campbell. Versailles. Ohio
Rudy Frasca, Champaign, Illinois
David Engleman, 0 Fallen. Illinois
Lloyd Toll, Hazen, Arkansas
Gary L. Richmond. Holt. Michigan
EAA Chapter 64. Madison/St. Clair Counties.
Illinois
EAA Chapter 71, Bakersfield. California
EAA Chapter 78. Philadelphia. Pennsylvania
EAA Chapter 84, Everett. Washington
EAA Chapter 85. Vancouver, B.C.. Canada
EAA Chapter 103. Boise. Idaho
EAA Chapter 122. Harrisburg. Pennsylvania
EAA Chapter 124 Santa Rosa. California
EAA Chapter 133. Ft. Lauderdale, Florida
EAA Chapter 135. Des Moines. Iowa
EAA Chapter 160, Erie, Pennsylvania
EAA Chapter 166. Hartford. Connecticut
EAA Chapter 188. Fitchburg, Massachusetts
EAA Chapter 189. Scarborough. Ontario.
Canada
EAA Chapter 194, Pontiac. Michigan
EAA Chapter 210, Western Reserve, Ohio
EAA Chapter 227, Waterloo. Iowa
EAA Chapter 244. Baton Rouge. Louisiana
EAA Chapter 291. Sioux City. Iowa
EAA Chapter 303. Santa Paula, California
EAA Chapter 305, Dartmouth. Nova Scotia,
Canada
EAA Chapter 310. West Penn. Ohio
EAA Chapter 320. Watertown. Wisconsin
EAA Chapter 321, Reading, Pennsylvania
EAA Chapter 325. Cleveland. Ohio
EAA Chapter 350, Monmouth. Illinois
EAA Chapter 384. Brighton, Michigan
EAA Chapter 390, Fredencksburg,
Pennsylvania
EAA Chapter 391, Pasco, Washington
EAA Chapter 416. Mobile, Alabama
EAA Chapter 429, Jefferson City. Missouri
EAA Chapter 437. Jonesboro, Arkansas
EAA Chapter 438, Plamview. Texas
EAA Chapter 453. Cape Girardeau. Missouri
EAA Chapter 486. Weedsport. New York
EAA Chapter 521. Kamloops. B.C.. Canada
EAA Chapter 531. North Jackson. Ohio
EAA Chapter 532. Salisbury. Maryland
EAA Chapter 534. Leesburg. Florida
Gerdes Products. Vandalia. Illinois
Al Kelch, Mequon. Wisconsin
Mechanix Illustrated. New York. New York
Metal Masters. San Diego. California
Morgan Jewelers. Theinsville, Wisconsin
Paul H. Poberezny. Hales Corners. Wisconsin
Radio Systems Technology. San Diego,
California
Razorback Fabrics. Manilla. Arkansas
Randolph Products Co.. Carlstadt. New Jersey
Redfern & Son. Tekoa. Washington
Replica Fighters of America, Berea, Ohio
Rockwell International, Oshkosh, Wisconsin
Alfred Rosenhan. Salt Lake City. Utah
Roper Whitney. Rockford. Illinois
Scot-Air, Cedar Rapids. Iowa
William Seymour Family. Chesterland. Ohio
Charlie, Sue and Karen Shivers.
Birmingham. Alabama
Society for the Preservation & Restoration of
Skyrangers
Stanley Homes. Inc . Milwaukee. Wisconsin
Steen Aero Lab. Inc., Brighton. Colorado
Stits Aircraft Coatings. Riverside. California
Stolp Starduster Corporation. Riverside.
California
Harvey Swack. Gates Mills. Ohio
Mrs John Taylor, Essex. England
Molt Taylor. Longview, Washington
Teledyne/Continental Motors. Mobile, Alabama
Frank W Tomenga. Blue Bell. Pennsylvania
Mrs R. M. Tweedie, San Jose, California
Twin Disc. Racine, Wisconsin
Univair Aircraft Corporation, Aurora. Colorado
Flight Line Aircraft Supply. Hobart. Indiana
Van s Aircraft. Beaverton, Oregon
Wag-Aero, Inc., Lyons, Wisconsin
Wicks Aircraft, Highland. Illinois
Wil Neubert Aircraft Supply. Long Beach.
California
Ken and Shirley Williams. Portage, Wisconsin
Steve Wittman. Oshkosh, Wisconsin
Woodward Governor Company, Rockford.
Illinois

AWARDS PROGRAM CONTRIBUTORS

Aeronca. Inc.. Middletown. Ohio
Air Force Association of Wisconsin
Aircraft Spruce & Specialty Co .
Fullerton. California
The Amalga Corporation, Menomonee Falls.
Wisconsin
Aviation Supply Company, Tampa, Florida
B & F Aircraft Supply. Oak Lawn. Illinois
Bass Aviation, Toms River. New Jersey
Beech Aircraft Corporation. Wichita. Kansas
Bellanca Aircraft Corporation.
Alexandria. Minnesota
Bendix Electrical Components Division.
Sidney. New York
Dr. Igor Bensen. Raleigh. North Carolina
Bergstrom Paper Company.
Neenah. Wisconsin
Harold Best-Devereux, Herts, England
Bushby Aircraft, Minooka, Illinois
Cessna Aircraft. Wichita. Kansas
Nicholas E D'Apuzzo, Blue Bell. Pennsylvania
Joe Durham. Okeene. Oklahoma
Daryl Dzik. Milwaukee. Wisconsin
Experimental Aircraft Association,
Franklin. Wisconsin
EAA Chapter 4. Washington. D. C
EAA Chapter 6. Mableton. Georgia
EAA Chapter 13. Detroit, Michigan
EAA Chapter 18. Milwaukee. Wisconsin
EAA Chapter 22. Rockford, Illinois
EAA Chapter 23. Salt Lake City. Utah
EAA Chapter 28, Phoenix. Arizona
EAA Chapter 49. Lancaster. California
EAA Chapter 50. Sandusky, Ohio
EAA Chapter 51. Middletown. Rhode Island
EAA Chapter 55. Lansing. Michigan (Photo by Jack Scholler)
EAA Chapter 56, Sudbury. Ontario, Canada
EAA Chapter 60. Janesville/Beloit. Wisconsin
Morton Lester, left, presents Charlie Nelson, president
EAA Chapter 62. Santa Clara Valley. California of the Swift Club, with an award for his Temco Bucka-
72 OCTOBER 1975 roo.
 THE BATTERY . . .
AND
WHAT TO DO ABOUT IT
OU DONT HAVE to try to justi-
fy something if you really want it.
Still, many builders find it diffi-
cult to decide whether or not an
electrical system is justified for
their particular project.
Sometimes this decision is easy
to make. For instance, engines like
the Continental A-65, the C-85-8,
and the VW do not, ordinarily, have
provisions for the installation of an
electrical system as there is no place
to hang a generator or starter. If
your airplane is to have one of these
engines, you will have undoubtedly,
already concluded that you will not
install a battery and you will rely,
instead, on the hand prop system.
However, the fact that a particular
engine is manufactured without
pads for the mounting of accessor-
ies, does not always deter home-
builders. There are homebuilts
with VW engines, for example,
modified to accommodate a starter
and generator. Nevertheless, if the
installed engine is one of the smal-
ler basic powerplants, you would
normally have to be content with-
out an electric start capability.
It should be acknowledged, though,
that many homebuilts are flying
which could have been equipped with
an electric start capability but their
builders had decided against such
an installation.
An electric start system ordinarily
includes a battery, battery case, a
relay and/or battery connector, vol-
tage regulator, generator or alter-
nator, starter, master switch, bat-
tery cables and some additional wir-
ing. All of these items cost the builder
extra cash . . . possibly in excess of
a couple hundred pre-inflation U.S.
dollars. In addition, the complexity
of the installation for the added
electrical capability means con-
struction time will probably be
dragged out another month, per-
haps more, as shopping and search-
ing for the required parts and ma-
terials will take time. Certainly not
the least important consequence is
the effect of the added weight of the
electric system on a homebuilt's per-
formance. A full electrical system,
built around a standard aircraft
storage battery weighing about 21
pounds (that's right, 21 pounds), will
By Antoni (Tony) Bingelis
EAA Designee Program Advisor
undoubtedly add at least 50 pounds
to an engine installation such as
for the Continental C-85. (Battery
21#/starter 16#/generator 9.75#, regu-
lator, battery box, solenoid, switch,
wiring, etc., easily adds another 4
plus pounds).
This being the case, how does one
decide whether or not an electrical
system can be justified for a home-
built?
More arguments, it seems, can be
made against the installation of an
electrical system than for it. Never-
theless, one big argument for it
does carry tremendous clout . . .
SAFETY. Obviously, the principle
purpose of the electrical system in
a homebuilt will be to supply the
electrical energy required to start
the engine. The danger of hand prop-
ping is eliminated.
In the more sophisticated home-
built, the battery must also be relied
upon to operate all of the electrical
equipment, like radios, fuel gauges,
flaps, navigation lights, and what-
ever other goodies strike the build-
er's fancy, during low engine speeds,
and in the event the generator (al-
ternator) or engine fails. Of course,
during normal engine operations, the
battery just goes along for a free
ride as the engine driven generator
is continuously working to furnish
the electrical energy for operating
all electrical units.
You will probably be quick to
point out that when consideration
is given to installing a battery for
the sole purpose of providing an
electric start capability, the at-
tractiveness of that feature dimin-
ishes after the added weight of the
storage battery and of its support
systems is likewise considered. It
is no wonder, you say, that the build-
ers of small aircraft like the Cas-
sutt and the Pitts forego the "lux-
ury" of a battery installation.
True, but don't be too quick to
j u m p to conclusions. The electric
start capability a battery provides
to the safety of your aircraft opera-
tion cannot be measured in cost or
weight alone. Or for that matter, as
THE
SPORTPLANE
BUILDER
8509 Greenflint Lane
Austin, Texas 78759
an undesirable tradeoff for a little
better rate of climb in some cases.
Not only is the electric starter one
very nice luxury, and something of a
status symbol . . . it is, literally, a
life saver! There is no doubt about
this. Statistics show that your air-
craft would be much safer with the
electric start capability the battery
provides.
BATTERY LOCATION
The battery is heavy, bulky and
the biggest problem it creates is in
finding a suitable location for it.
After all, a 21 pound object cannot
be placed just anywhere in a small
aircraft without having a considera-
ble effect on the weight and balance.
This could be desirable since the
battery can be used as a weight in
controlling or correcting the CG
location.
Three locations are frequently
used for battery installations in
homebuilts.
1. A Firewall location:
Whenever the CG adjustment
is not a factor, the battery
should, by all means, be lo-
cated with consideration for
its electrical load and opera-
tional requirements. That is
to say, because of the high
ampere load imposed when
starting the engine, a loca-
tion for the battery fairly close
to the starter permits the sys-
tem to get by on a lower am-
pere capacity. The firewall lo-
cation allows easy access to the
battery for inspection and ser-
vicing. The battery cables are
short and effective. One diffi-
culty this location presents in
single seaters is the lack of
space on the firewall for a bat-
tery. This is particularly true
where a short engine mount is
used. Another drawback is the
detrimental effect of heat on the
battery when poorly positioned.
2. A Cockpit Location:
The least desirable location for
a battery is in the cockpit area
SPORT AVIATION 73
 . . . most usually between the
pilot's feet or behind something
builders call a console. A cock-
pit location is not the best but
it is often the only choice in a
single sealer because of space
limitations and CG considera-
tions. Effective venting of a
battery so located is essential.
The routine inspection of the
battery may be difficult to ac-
complish in this location. But
there is one advantage worth
noting. The battery will, ordi-
narily, have little or no effect
on the CG.
3. The Aft Fuselage Location:
A location someplace behind the
seat aft of the cabin is quite
common for both factory built
and homebuilt aircraft. This
location is frequently a compro-
mise to weight and balance as
well as space requirements. A
battery buried someplace in
the dark depths of the fuselage
is often not very accessible. The
battery in such an installation
is likely to receive less atten-
tion than would one at other
locations. The act of inspect-
ing the battery becomes diffi-
cult, under the circumstances,
and servicing it is likewise awk-
ward. Battery leads being much
longer have to be of a heavier
size to carry the electrical load
effectively.
Locating the battery in this aft
location could dangerously ag-
grevate a tail heavy condition.
On the other hand, with bigger
engines being installed these
days, an aft battery location
might provide just the right
corrective moment needed.
THE BATTERY BOX
Unlike the auto installation where
the storage battery is held in place on
a rack by means of a couple of long
bolts, aircraft installations utilize
a battery box which is secured to the
aircraft structure. The battery, there-
fore, obtains its security by being
fully enclosed in this container. So,
before you can even install a battery,
you must obtain or fabricate a battery
case for it ... find a good location
for it ... and devise a means for se-
curing it in place.
These are some of the few extra
complications stemming from your
decision to have a battery on board.
A durable battery case bent-up
from a single sheet of aluminum and
riveted together is easy to make. As
a matter of fact, making a battery
box is a good exercise in sheet metal
work and might convince some build-
ers that the next project should be
an all metal one.
74 OCTOBER 1975
A bicycle valve stem "salvaged
from some kid's bike" makes an ex-
cellent fitting for the attachment of
the vent hoses. Ideally, a battery
case is equipped with two such vent
nipples. One connection near the
top is used to vent the battery through
a small plastic or rubber hose to some
point in the slipstream where it is
exposed to ram air pressure. The
other vent nipple is in the bottom
area of the box and simply serves as
a drain sump outlet which, likewise,
is connected by tubing routed to some
overboard location. Remember,
fumes or spillage draining out of this
hose is corrosive and must be con-
ducted away from fabric and metal
parts of the aircraft. This dual vent-
ing arrangement of the battery box
is especially recommended if the
battery must be located inside the
fuselage.
THE NEW BATTERY
You can, if you like, use almost
any battery in your homebuilt pro-
vided it has enough capacity to crank
the engine. The primary difference
between the auto 12 volt storage bat-
tery and an aircraft battery is that
the aircraft battery has nonspill fil-
ler caps. These large plastic caps are
hollow with a bell shaped lead weight
inside them that "drops down" with-
in the cap closing the vent anytime
the aircraft is inverted and also seals
the vent under negative G forces. See
Figure 1. Of course, if you can
scrounge a set of vented caps you
could put them in any other battery
you obtain. The vented caps for the
battery are essential if the aircraft
is semi-aerobatic and may be flown
through unusual maneuvers.
A couple of years ago, Bill Flem-
ing, EAA Designee #194, (Van-
couver, Canada) informed me of what
might be a good substitute battery
manufactured by Delco for use in
snowmobiles. It was similar to an
aircraft-type in that it featured non-
spill vented caps. He said that its di-
mensions were the same as that of
the standard small aircraft battery
and it had a capacity of 35 amperes.
The price in Canada, at the time, was
about $24 vs the $40 to $50 for simi-
lar aircraft batteries of lesser capaci-
ty (25 ampere hours). Bill uses the
battery in his Lye 0-290 powered
bird and has had no complaints.
A new dry charged battery, after
purchase may be kept indefinitely
if it is not immediately put into ser-
vice by adding the electrolyte. Fol-
low the directions received with the
electrolyte and be careful. Once a
battery is so activated no additional
electrolyte should be added to it
while the battery remains in service.
If the electrolyte level falls below
the normal while in use, add only dis-
tilled water to bring it back up to the
proper level. The dry charged bat-
tery will be ready for operation with-
in minutes after the electrolyte has
been added. If the battery will re-
main idle while you work some more
on the airplane, you had better
charge the battery in accordance
with the manufacturer's recommen-
dations.
The electrolyte (sulfuric acid) will
burn you if it comes in contact ac-
cidentally with any part of your body,
so be sure you have a plentiful sup-
ply of clean water around for im-
mediate washing of the affected
area. Acid splashed on clothes makes
nice "free-form'' unwanted holes in
them.
Keep the battery cables as short
as practical without imposing an un-
due pull on the battery terminals.
Such a strain on the terminals, cou-
pled with engine vibration can cause
the posts to part company with the
battery. Anchor cables wherever they
come in contact with the aircraft
structure. This will prevent chafing
of the cables.
NEVER connect or disconnect the
battery while the circuit is loaded.
Arcing at the connections is apt to
occur. If at the same time, the filler
caps happen to be removed, sparks
may ignite the gases from the cells.
So, make sure the master switch is
OFF before messing with the bat-
tery.
It is advisable to always remove
the ground cable first when dis-
connecting a battery. This precau-
tion prevents an accidental short-
ing of the battery to the airframe by
tools, wrist watch or whatever metal
objects might get in the way. Dis-
connect the positive terminal last.
On reinstalling a battery, reverse
the procedure and secure the positive
cable first.
To insure maximum electrical ef-
ficiency, the cable ends and the bat-
tery posts must be brightened up
with emery cloth before hook-up (the
lock washer goes on first and then
the plain washer . . . next to the wing
nut). After the cables are tightened,
coat the cable ends and battery ter-
minals with Vasolene or lubricat-
ing grease.
Should you spill any electrolyte
on the external parts of the batter>
or any place nearby, neutralize its
corrosive effects by applying com-
mon baking soda (sodium bicar-
bonate) mixed with water . . . about
3 tablespoons to a glass of water.
Formula is not critical. (Soda pop,
coke, 7-up, etc., is OK but leaves
things a bit sticky unless rinsed.)
Don't allow any of the mixture to
run into the battery as it will neu-
tralize the battery's chemical solu-
tion. Continue to add the soda solu-
tion to the area being cleaned with a
brush until all bubbling has ceased.
Complete the process by rinsing the
area with clean water and wiping it
dry.

MAINTENANCE AND INSPECTION

Prevent corrosion from t a k i n g
place in hard to reach places like
the metal seams of the battery box
and at the bracket attachments. One
of the lubricant corrosion inhibiting
sprays such as WD-40 has an excel-
lent penetrating characteristic that .VENT

is effective as an anti-corrosion treat-

ment if applied periodically.
If you fly the airplane weekly for
an average flight time of at least 30
minutes, your aircraft battery should
remain in a good state of charge and
should serve you well for at least 5
years. About once a month you should BATTERY ELECTROLYTE
check the level of the electrolyte in OASES
each of the cells. The level should not LEAD WEIGHT
be too high in the cell but it should (SEATED)
LEAD WEIGHT
at least cover the plates. The "water
level", if maintained about %" above (NOT SEATED

the internal baffle plates would be

just about right. There is a need to
check the water level in the battery
more often in hot weather than in the BATTERY - INVERTED FLIGHT
cold winter days. If water needs to BATTERY UPRIGHT
be added, you need not use distilled
water unless your tap water is too
hard and would be unsuitable for
NON SPILL VENTED BATTERY CAP
use in the battery. It is usually a
simple matter to collect rain water
in some plastic containers and save FIGURE I.
it for future use in your batteries.
It does take a deliberate effort to
achieve that goal, however.
(Jack Cox Photo)
Some batteries fail because of elec-
Bob Fitzpatrick, Chairman of Ro-
trical problems or neglect, but it is
tary Wing flight line safety at Osh-
quite probable that yours will serve
you well until it gives up from old kosh, acts as Dick Wunderlich's
age. chock while adjustments are made
to the brain bucket.

DESIGNEE NEWSLETTER
SUBSCRIPTIONS

In addition to Tony Bingelis'

monthly column, The Desig-
nee Corner, EAA Headquar-
ters publishes a monthly Des-
ignee Newsletter containing
even more "How To" material,
a compendium of the previous
month's Designee inspections
and a summary of all homebuilt
accidents occurring around the
nation the previous 30 days.
Any EAA member can sub-
scribe to the Designee News-
letter for $7.00 per year. Make
your check payable to:
EAA
P. O. Box 229
Hales Corners, Wise. 53130
 HEADQUARTERS COMMENT
THE BIENNIAL FLIGHT REVIEW
I N JANUARY THIS year, Secretary of Transporta-
tion Claude S. Brinegar created a Task Force to examine
the FAA's safety mission and report back to him on how
the FAA could better accomplish that mission. On April
30, the Task Force submitted their recommendations
to the new Secretary, William T. Coleman, Jr. These
recommendations were subsequently transmitted to
James E. Dow, Acting Administrator of FAA with the
instructions that they be implemented within 45 days.
The report containing 19 points in all dealt with
many aspects of FAA's responsibilities, its management
of existing programs, rule-making procedures, and its
method of delegating responsibilities. Many aspects of
this report were given wide publicity in the aviation
press. However, one that involved EAA almost immedi-
ately was Point 6: "FAA must develop more specific
guidelines for the conduct and content of biennial flight
reviews in consultation with the general aviation com-
munity, and should consider centralizing compliance
records."
As a result of Point 6, FAA subsequently initiated a
consultative planning process with the general aviation
associations on the biennial flight review program. This
process consisted of a series of three meetings at FAA
Headquarters in Washington, D. C. Other than EAA, the
Aircraft Owners and Pilots Association, the National
Aviation Trades Association, the National Pilots As-
sociation, the General Aviation Manufacturers Associa-
tion, the National Association of Flight Instructors,
and FAA representatives participated in the meetings.
The meetings were initially organized by Bernard A.
Geier, Acting Chief of the General Aviation Division,
Flight Standards Service. However, it should be pointed
out that the meetings were not run by FAA they sat
in as advisers and provided much-needed expertise. The
meetings actually took place on June 11, July 1, and
August 26. At the first meeting, EAA was represented
by David Scott, EAA's Washington Representative. At
subsequent meetings, both David Scott and this writer
participated.
The first meeting was largely conceptual in nature.
It was at this meeting that David Scott presented his
paper on some of EAA's observations on the overall
biennial flight review program (BFR). This statement
was printed in full in David's "Washington Report" in
the August 1975 SPORT AVIATION. This paper reflected
EAA's official position on the BFR and its weaknesses.
Unfortunately, this ad hoc committee's role as it de-
veloped was not to deal with the overall concept of the
BFR and whether or not it was needed at all, but rather
to further improve and standardize the existing program.
It was determined at this initial meeting that standard-
76 OCTOBER 1975
By Mike Heuer
ization of the BFR was badly needed, but this standard-
ization must not assume the form of regulation, as this
would drastically alter the BFR concept, i.e. it is not
supposed to be a "check ride". It was determined by the
committee that guidelines would be drawn up by the
committee and these subsequently distributed to associ-
ation members. The FAA agreed to distribute the infor-
mation in the form of an Advisory Circular, through their
normal channels. Even though EAA believes that the
BFR is an unnecessary and expensive program, it elected
to participate in these meetings so as to work within the
system and help see improvements made in what has
become a well-established procedure.
At the second meeting, on July 1, the committee
learned that FAA had decided that one part of Point 6
was not practical. FAA told DOT that keeping records
to insure compliance with the BFR was not feasible at
this time, and the present system of logbook entries now
required would remain.
One of my concerns in EAA's participation in these
meetings was whether we were helping create the foun-
dations for future regulatory action. It is EAA policy
that less not more regulation is needed. FAA repre-
sentatives assured us at these meetings that no such
regulatory action was contemplated nor desired.
One interesting observation that was aired at the
meetings by other association representatives and
which we would appreciate your comments on is that
"95^ of the pilots surveyed supported the BFR and wel-
comed the opportunity to take a review with an instruc-
tor." We would like your comments on that statement.
At the July 1 meeting an outline for BFR guidelines
was drawn up and it was agreed that Bill Reynard, Execu-
tive Director of the National Association of Flight In-
structors would be responsible for assimilating com-
ments on the outline and preparing a draft. Bill did an
excellent job and this draft was subsequently reviewed
and finalized at the August 26 meeting.
The guidelines were broken down into six phases: (1)
Introduction and explanation of the BFR; (2) Pilot pro-
file (review of pilot background); (3) Review of applica-
ble rules and procedures; (4) Pre-flight procedures re-
view; (5) Basic flight review; (6) Post flight discussion
and recommendations.
During part 1, the instructor is to make clear what
the purpose of the BFR is and the philosophy behind it.
He should emphasize that it is not a "test" but rather a
review of skills and procedures which may be helpful. It
is determined at this point whether dual instruction will
be a part of the review. It should be thoroughly under-
stood by the pilot at this point exactly what the BFR is
for.
During part 2, the instructor reviews the pilot's log-
book and his background and experience. This gives the
instructor an idea of what kind of pilot he is dealing with
and what sort of proficiency level he should reasonably
expect. This also provides an opportunity for him to de-
termine that all necessary paperwork is in order. It is
during this phase that the instructor can determine the
character of the oral and flight review, according to the
pilot being reviewed. It is obvious that no two BFRs will
be the same and they should be designed during this
phase of the review. Also, the instructor can suggest
regulations to read, books to review, and manuals and
charts to obtain, if necessary.
Part 3, the review of applicable rules and procedures,
is simply that. For the most part, it would deal with ap-
plicable parts of FAR 91, general operating and flight
rules, depending on what the pilot needed. It would be
discussional and could bring the pilot up-to-date on re-
cent changes in operating procedures.
Part 4 would deal with all activities which a prudent
pilot would normally be expected to engage in before he
actually starts the engine of the aircraft. Such things
as obtaining weather, filing flight plans, aircraft pre-
flight, weight and balance, fuel requirements, and what-
ever else is appropriate, would be reviewed. This phase
would recognize the degree of flight planning required.
Part 5 the basic flight review is the heart of the
BFR. During this flight portion, attention should be paid
to maneuvers which have to deal with safety of flight,
rather than training exercises. A thorough review of
stalls, slow flight, various types of landing approaches,
forced landings, and related maneuvers would be in or-
der. Above all, however, this phase should not be too
long and only as much as the pilot needs. In other words,
the review should be accomplished in minimum time.
The flight operations aspect should be evaluated on the
total, overall performance of the pilot. The basic flight
portion should not exceed one and one-half hours in
length.
Part 6 maybe the most important part would be
a review of the flight and discussion of weak areas. The
instructor should give the pilot an honest and clear ap-
praisal of his flying skills. This discussion should be
positive and helpful. The instructor would make the
logbook entry at this time, if the pilot's performance
was acceptable.
It is our hope that these guidelines will improve the
BFR program and reduce the number of people and com-
panies taking advantage of the FAA requirement for a
BFR to set up elaborate training programs. Certainly,
greater and greater expense in flying is the last thing
that we need especially if pilots are to maintain that
much-needed flying proficiency only acquired by fre-
quently flying.

(i.e.: landing gear, main spars, etc.) of mat as the primary material for
don't read any further. This article

Fiber-
will be devoted solely to non-struc-
tural applications, using methods
and tools feasible for the typical
homebuilder. The use of fiber-glass
cloth and polyester resin w i l l be
constructing any aircraft part. Mat
is like a sponge and will absorb a
considerable amount of resin much
more than is required to properly wet
the fibers. This results in an overly
heavy part and excessive cost for the

Glass
covered most thoroughly.
Four types of fiber-glass exist:
The glass fibers can be chopped up
and formed into a sheet called "fiber-
glass mat"; the fibers can be woven
to form a long filament or thread; the
resin. In addition, fiber-glass is most
flexible when the minimum required
resin is used. Excessive resin makes
the part more brittle and more sus-
ceptible to cracking.
The fiber-glass thread or filament

For
threads can be woven together to form
fiber-glass cloth; and the cloth can be
pre-impregnated by the manufactur-
er (called pre-pregs). As with cotton
and other conventional materials,
the mat, thread and cloth have vary-
ing applications. All of the above
is generally not used in non-struc-
tural applications as the job can be
more conveniently accomplished
using fiber-glass cloth.
Fiber-glass cloth, in the 1.8 to 7
ounce range, is the most used form
of glass for the homebuilder. It is

aircraft
By Larry Schubert (EAA 40030)
236 S. Florence
Wichita, Kansas 67209
(Reprinted from "The Homebuilder"
Newsletter of Chapter 88, Wichita)
W ITH THE ADVENT of the KR
and WAR series of airplanes, the
fiber-glass medium of airplane con-
struction has raised considerable in-
terest. As nobody else has taken a
crack at this subject, I thought I
would give it a try. First, if you are
expecting to see structural applica-
tions of fiber-glass in this article
forms come in varying thicknesses
and thread diameters. Both mat and
cloth thicknesses are defined by
weight (i.e.: 3-ounce glass, 7 ounce
glass, etc.)
The fiber-glass mat is quite heavy
w h e n saturated w i t h resin. It is
quite rigid; however, its strength-
to-weight is considerably lower than
using fiber-glass cloth and resin.
Usually, mat is used when making
fiber-glass molds to provide rigidity
to the mold. Weight isn't important
as the mold doesn't fly. Commercial-
ly, cowlings and wheel fairings are
sometimes constructed of mat. The
result is a rigid shell which doesn't
show a fiber-glass cloth weave; how-
ever, a weight penalty is paid. As the
commercial people can hold the
amount of resin used to a bare mini-
mum, their finished product won't
weigh nearly as much as a part con-
structed by the typical homebuilder.
For this reason, I discourage the use
available in v a r y i n g weights; it
shapes quite easily to compound
curves, it is easily impregnated with
resin, it doesn't absorb an excessive
amount of resin, it can be laminated
into as many layers as required, it's
quite flexible (a mixed blessing) and
it provides the best strength to weight
ratio. After final finishing, the weave
of the cloth is visible; if this is ob-
jectionable, the part can be covered
with a gel coat or surface coat.
The fourth type of fiber-glass is a
cloth which has been previously im-
pregnated with a resin. These are
commonly referred to as "pre pregs".
I doubt these will ever be very popu-
lar with the homebuilder in non-
structural uses.
Now, let's look at resins; basically
there are two different types: poly-
ester resin and epoxy resin. All res-
ins are a two part mix using a base
material and a catalyst to cure the
resin. The mixing ratios are differ-
SPORT AVIATION 77
ent for various resins, so read the di- be dewaxed first or use a resin which micro-balloons do not effect the phy-
rections carefully (particularly when does not have this disadvantage. If sical properties of the polyester resin.
using epoxies). When working with the wax is not removed, the bond be- Castings can be made from the
any resin, always wash hands thor- tween layers is weak and the part can micro-balloons and polyester which
oughly before eating, smoking, etc. delaminate. In any case, if the part is work quite well. The resulting cast-
The polyester resin, to my way of constructed of a continuous layup, ing can be drilled and sanded as re-
thinking, should be the first choice where the first layer doesn't cure quired. They are, however, fairly
of the homebuilder unless a special until the last layer is added, the wax brittle and definitely non-structural.
quality is required which can be bet- secretion is not a problem. A point to remember when work-
ter attained with an epoxy resin. Polyester resin can be used over ing with polyester and epoxy resins:
Polyester resin is polyester resin. urethane foam; however, it cannot epoxy resin can be laid up over poly-
There are no different types for dif- be used over STYROFOAM (white ester resin without a decrease in
ferent applications. This makes it foam) as the foam will be destroyed. bond strength between the two res-
simpler to use. The resin is quite thin Tools used for application, (acid ins; however, polyester cannot be
allowing easy penetration, cost is less brush, paint brushes, etc.) can be used over epoxy if a satisfactory bond
than an epoxy resin, mixing ratio cleaned by washing in lacquer thin- is desired.
isn't critical and it's less hazardous ner. Naturally, the tools must be Epoxy resins are available in as
to work with. cleaned before the cure begins or the many types as colors in the rainbow.
Polyester resin can be used at any tools are lost. Acetone can be used Each has its own particular advan-
temperature which might be found as long as the tools are never removed tages and disadvantages. The basic
in the workshop. However, I would from the acetone until immediately advantages of epoxy resins over
suggest an ambient temperature before the next job. Due to the fire polyester resin are: they can be laid
range of 45 to 90 degrees Fahrenheit. hazard of an open container of ace- up directly over STYROFOAM (white
The lower the temperature, the tone, I recommend only lacquer thin- foam), they are structurally stronger
slower the cure; the higher the tem- ner be used. than polyester resin and they do not
perature, the faster the cure. The One of polyester's advantages pre- lose strength and rigidity as readily
curing rate for any ambient tempera- viously mentioned was that it was when subjected to heat. Some of the
ture can be "adjusted" by varying thin (low viscosity). This allows easy disadvantages are: higher cost, con-
the amount of methyl ethyl ketone penetration; however, if a vertical fusion in deciding which epoxy to use,
peroxide (MEK) catalyst used. The surface is being worked, the resin more hazardous to work with than
smaller the amount of MEK used, can run or sag as occurs with paint. polyester resin, mixing ratio should
the slower the cure; conversely, the The resin viscosity can be increased not be "adjusted" to compensate for
larger the amount of MEK used, the to the required degree by using a ambient temperature or to speed up
faster the cure. The curing of the t h i c k e n i n g agent such as Cabosil the cure and generally, a layup using
resin by the MEK is a chemical reac- (isentropic thickener). The addition epoxy resin will be heavier than using
tion. As with all chemical reactions, of the thickening agent does not effect polyester due to the increased vis-
heat is produced; therefore, when the physical properties of the resin cosity of the epoxy.
attempting a "hot" mix of MEK, don't other than to increase its viscosity. Let's look at m a k i n g an upper
overdo it. At first, the resin will ap- After laying up the glass and the pressure-type cowling for an airplane.
pear to be curing at a satisfactory cure is complete, there are probably In flight, the air pressure inside the
rate, then the resin temperature will low spots and surface irregularities cowl will attempt to "bow up" the
increase due to the chemical reac- which would be desirable to remove. cowling. When, the engine heat is
tion which has the same effect as This can be done using a filler. Coats taken into consideration, the use of
raising the ambient temperature; this of polyester resin can be added; how- a high temperature laminating epoxy
will increase the rate of the chemical ever, as a filler, it is relatively heavy resin appears to be the best choice.
reaction which has the same effect as and hard to sand. Automotive body Now, as if that epoxy didn't have
raising the ambient temperature. filler (Hondo, White Streak, Black enough descriptive adjectives, there
This "cat chasing its tail" will pro- Magic, etc.) may be used; however, are room cure and oven cure types of
gress faster and faster u n t i l the most of these are a polyester material high temperature laminating epoxy
chemical reaction is complete. If a so are also relatively heavy and hard resins. Your choice will probably de-
REALLY hot mix was used, the resin to sand. The best filler I've found to pend upon the material your mold is
temperature will exceed the burning date is to mix polyester resin with made from and whether your wife will
temperature of the resin. If you sus- micro-balloons. allow you to smell up her oven while
pect the temperature is getting too Micro-balloons appear to be minia- you are curing your prized cowling!
high, it can be slowed by spreading ture balloons made of phenolic. They
the resin over a large surface or are about the consistency of wheat
throwing ice, snow, etc. on it. flour and are extremely light (about
When laying up large or compli- 2 pounds per gallon). The mixing ratio
cated parts which require a fairly is as little or as many micro-balloons
long working time, the curing time as you wish to use. Eventually, the
can be reduced by mixing the resin resin will become saturated with the
and making the layup in a cold area micro balloons and they will not re-
(outside in the winter); after the main in suspension. I usually use a
layup is complete, bring the part to mix of 1 part micro-balloons to 1
a warm area which will accelerate part of resin by volume. The more
the cure. micro-balloons used, the lighter the
A word of caution regarding lay- filler and the easier it is to sand. As
ups: Some polyester resins secrete a long as the resin doesn't become
wax to the surface during the final super-saturated w i t h the micro-
stages of the curing process. If suc- balloons, the filler won't crack and
cessive layers of cloth are added to fall out as sometimes occurs with
an already cured part, the part must automotive fillers. As with Cabosil,
78 OCTOBER 1975
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in Sl'OKT AVIA- OCTOBER 11-12 WILLIAMSBURG, VIRGINIA Colonial Fly-In/
Festival sponsored by EAA Chapter 156. All "flying machines' wel-
TION must be in EAA Headquarters office by the 5th of
come. Free breakfast and no registration fees for pilots. Contact
the month preceding publication date. Tom Madre. Box 2103. Poquoson, Va. 23662.

OCTOBER 20-26 SHERMAN-DENISON. TEXAS 1975 National Aero-

OCTOBER 9-12 HARLINGEN. TEXAS Confederate Air Force An-
nual Air Show featuring Bob Hoover, Art Scholl, the Red Devils.
Golden Knights. Silver Eagles. Demonstrations of WW II Confeder-
ate Air Force aircraft Contact AIRSHO '75, P. O. Box 645. Harlingen,
TX 78550.
OCTOBER 11-12 CLAXTON. GEORGIA 6th Annual VW Powered
Aircraft Fly-In Contests, races, forums, awards. All homebuilts
welcome "Bean Banquet Saturday. Camping Contact Merle Mil-
ler. Box 8, Claxton. Ga. 30417 (912) 739-1930.
OCTOBER 10-12 TAHLEQUAH. OKLAHOMA 18th Annual Tulsa
AAA-EAA-IAC Fly-In. Contact Calvin G Bass, P. O Box 4409, Tulsa,
Okl. 74104.
batic Championships and Air Show. Sponsored by Sherman Jay-
cees. Grayson County Airport. Contact Ken Baucom, President.
Sherman Jaycees, Sherman. TX
NOVEMBER 10 FAIRVIEW, OKLAHOMA Fly-Lady Derby. Inter-
city 3 point race for proficiency Free Fly-In Breakfast on the 11th.
Contact Joe Durham, Publicity Director. Fairview Flight Club, Fair-
view. Okla.
JANUARY 19-25 LAKELAND. FLORIDA 2nd Annual Mid-Winter
Sun 'n Fun Fly-In. Contact Martin Jones. 1061 New Tampa Hwy.,
Lakeland. Fla (813) 682-0204
JULY 31 - AUGUST 8 OSHKOSH, WISCONSIN 24th Annual EAA
International Fly-In Convention. Start making your plans NOWI

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clearly indicate address chances etc on the deposit Stinson 1083 Serin
Stilts Playmate
. . . . . . . . . . . . . . 19302
. . . . . . . . . . . . . . . . . . . 150.42
TIME TESTED - PROVEN QUALITY
slip (These two documents will furnish us all the data No adhesives, sealers, irons or other gimmicks not
we need to make your checks compatible with your Tailwind ............ . . 131.88
Taylorcraft. All Series 243.75 to be confused with other coverings. Razorback is
bank's computer, and Amer. Bank Ass'n specs.) On 100% glass cloth especially pre-treated to give
gift orders, send your check and mark his check VOID Partial & Other Kits available upon Request you the best money can buy. Tautening by use of
Start Using Plane Checks Now! Prices F. 0 6 Manila. Arkansas C.A.B. dope. No STC necessary. Fully F. A. A. and
Military aproved. Compare! Then choose the number
Identity Check Co. Box 149 D Park Ridge. III. 60068 Each Kit consists of sufficient Glass Cloth. Glass one covering.
Reinforcing Tape and Glass Finishing Tape required
r 300V65C 6CO$1125 900SIS 75 for each respective aircraft. Complete Installation
Instructions and Decals included in each kit.
Deposit slips, reg-stcf and chec^Dooh covcf ate included moth every o-rjo-
C PIPER Assortment I.* CESSNA AtMrtmont D BEECH Assortment
DOPES AND THINNERS
n Cheroke* ' Hawk ' Sundowner 54 GAL.
D Arrow i 210 Onlurion } V Bonanza GAL 5 GAL DRUM
LJ Twin Comanche !! 310 G Baron CONTROL SURFACES C A B . Clear Dope $5.63 $5.31 $5.13
. : 80 3 ] Mooney
T! TWA 747 United DC-10 Eastern L 1011 DC-3 (C-47) BEECH 18 (C 45) C.A.B. Thinner 3.93 3 62 3.43
C Continental DC 10 ; ; Welted DC 10 ' Anwrtcjn OC-10 Elevator $417.00 Elevator $27500 C.A.B. White 8.13
Aileron 496.00 Aileron 210.00 Retirder . 5.89 5.58 5.39
______ "No-Fuss" self mailing envelopesot $1 80 per 100 Rudder 456.00 Flap . 195.00 Non Tautening Dope . 5.29
C 1000 Checks from ycuf B4W photograph $&0 00 Rudder 180.00 Dope Softner . 8.25
D 1000 Cks your "N" number any Current production place $70
Nitrate Clear Dope 8.00
Fresh Razorback Cover with 12 coats C.A.B. dope Nitrate Thinner 3.94 3 . 6 3 3.44
(101
Finished thru silver. Exchange-outright - FAA 337 - Aluminum Paste $3.13. All Dopes and conform
Satisfaction guaranteed. Write or call: to MIL Specs

RAZORBACK 1FABRICS, INC.

Wt irup v* ut*d P P. O. Box 217 - Manila. Ark ansas 72442 (SOD 561-4447
OrftrM during In* IUV

SPORT AVIATION 79
 aviation supply co.
COOPER 2149 E PR ATT BOULEVARD
ELK GROVE VILLAGE. ILL 600O7
AREA CODE 312/439 2050

Your No. 1 Supplier

of Aviation Products
Specializing in Recovery Materials and
Supplies for Classic, Antique, Homebuilt
and Standard Category Aircraft.
Immediate delivery from the country's largest stock of
Grade "A", Ceconite and Dacron Fabrics. Tapes, and
Recovery Envelopes Time-Tested and Proven Super-
Flite Finishes and the revolutionary Super Shield Process.
Super Shield Process Recovering and Finishing System
for Ceconite and Poly-Fibers (Dacron). . Most Outstanding
Finishing Achievement in the Last Ten Years.
Great Labor Savings Six Coat Application!
LENGTH Lightweight Less Coats!
SPAM
EMU V WEIGHT High Gloss Finish No Visible Fabric Grain!
GROSS WEIGHT
ENGINE Positive Adhesion Will Not Peel or Crack, Ultra Flexible!
Base Primer No Odor, Fireproof, Water Clean-up!
Aero Acrylic Color Coats Use over Fabric, Metal and
Plastic Alike for Uniform Finish!
FREE INFORMATION Free Catalog For complete information, send for our latest
(Send tumpd. wll *ddi*u*d nlop*i

RAND/ROBINSON ENG., INC Aircraft Parts and Supplies Catalog for the Amateur and
6171 CORNELL DRIVE Professional Builder. Includes technical information and
HUNTINGTON BEACH. CA 92647
procedure manual.
Specialized Quote Service:
DETAILED PUNS t INSTRUCTIONS '45.00 Be sure to write or phone us for dope and
Conduction K.n alto *>UtJt* fabric material requirements for your
specific aircraft Advise name, year,
model and serial number of aircraft and
type of fabric you wish to use.
For immediate reply, address attn: SuperFlite Division

THE NEW EAA ACRO SPORT - A SPORT BIPLANE FOR EVERYONE!

aero 22 BIG SHEETS OF BEAUTIFULLY DRAWN

PLANS THAT CONTAIN:
NEARLY 100 ISOMETRIC DRAWINGS.
PHOTOS, AND "EXPLODED" VIEWS.
COMPLETE PARTS AND MATERIALS
LIST.
INVERTED FUEL SYSTEM DIAGRAM
FULL SIZE RIB DRAWINGS
METAL OR PLYWOOD TURTLE-BACK
COMPLETE CONTROL SYSTEM AND
LANDING GEAR DRAWINGS.
PROFUSELY ILLUSTRATED BUILDER'S
MANUAL.

NOW AVAILABLE

ACRO SPORT PLANS Super Acro Sport

Wing Drawings $15.00

Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 EAA AIR MUSEUM FOUNDATION

COMPLETE PLANS Box 229
and Builder's Manual . . . . $60.00 Hales Corners, Wisconsin 53130

80 OCTOBER 1975
^--\ ^^ ^^ ^^ ^

^^^* *^^Jl id

SPORT TRAINER

FOR
SAFETY

The CUBy - A New Dimension In

Amateur Built Aircraft plus
A PROVEN DESIGN Available in kit f o r m w i t h many preformed and pre-
welded components, providing ease of construction and assembling. BEAUTY
Send for FREE information packet showing photos and 3-view
illustrations plus complete list of assembly kits and accessories
available.
Builder Assembly drawings available for $65.

WAG-AERO, INC.
Box 181, North Road,Lyons, Wise. 53148

Specify

SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $7.50
v Flight Proven"1
Durable AIRCRAFT FINISHES
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are for Executive, General
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
and Agricultural
ing this offer to clear out badly needed storage space. Take advantage of this
offer while the issues last. This offer is for issues up to and including December.
Aircraft...
1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less
than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973,
POLYURETHANE
1974 and 1975. Back Issues Available are the following . . . BUTYRATE NITRATE
1960 - July, September, October, November ACRYLIC EPOXY
1961 - July, August, October ENAMELS PRIMERS
1962 - May, June
1963 September, October, November, December
1964 January, February, March, April, May, June, July, Sept., Oct.. Nov., Dec.
1965 - January, February. March, April, May. June, July, Sept., Oct.. Nov. Contact Randolph Products
1966 - May, June. September, October, November. December
1967 - March, May, July, September, October, November, December
Company, for name of
1968 - January, February, March, April, May, July, August, Sept., Oct.. Nov., Dec. nearest distributor.
1969 - January, February, March, April, May, June, July, August, Sept., Oct.,Nov.. Dec.
1970 - January, February, March. April, May, June. July, Aug., Sept., Oct., Nov., Dec.
1971 - January, February, March, April, May, June, July, Sept., Oct., Nov., Dec.
1972 - January, August, September, October, November, December
1973 - July, August, September, October, November
1974 - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - January, February, March, April, May, June, July, August, September
P.O. BOX 67
Make check or money orders payable to CARLSTAOT N. J. 07072
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. ,,./N. J.-201-438.37UO
/ M Y -212-279 3254
P. O. BOX 229
HALES CORNERS, WISCONSIN 53130
SPORT AVIATION 81
 MONARCH ULTRALIGHT
BARKER SAILPLANE
VW Engines - Parts - Fittings
Ted Barker plans and kits
Experimental Engines
Palomar Airport Bldg. SE
Carlsbad, California 92008 information
Telephone (714) 729-9468 ot 729-9033
pack. . . . . .$2.00
ALL NEW (including case)
HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
CONVERSION PLANS MARSKE AIRCRAFT CORP.
by TED BARKER (VW) $5.00 130 Crest wood Dr.
INFORMATION PACK Michigan City,
AND CATALOG $1.00 Indiana 46360

OWN ANY AIRCRAFT ! !

SWAGE-IT
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
ft '. 12 for SI. y,, . 10 lot Jl
. 20c ea >;,". 25c e>
y^'. 50c ca . 75c ea
Stainless Steel Thimbles:
) AN 100 C3 (',. & ,V> 8 1o' *1:
' AN 100 C4 ('/,-) 6 for $1;
AN 100 C5 <V> 20c ea
AN 100 C6 IV,"I 30c ea.______
Galvanized Cable MIL-W-1S1U:
7i7. I;,", licit ; V . Heft :
719, '/.". 19cft ; Hi". 2 1 c f t ;
K,". 2 5 c f t
Send check or M O with order
Calif, residents add 6% Sales Tax
Orders postpaid in U.S.A. Foreign Orders Add 10%
#2
"SWAGE-IT"* TOOLS
unique puichasing and operating methods give every average
#2 fir V. %" I W
Nicipress Oval Sleeves $12.50
#3 for Vfc". &", K4" and V*"
Nicopress Ovil Sleeves $27.50
Tlihtenlnf belts applies swaging pres-
sure. Will held full rated strength el
cable. 'trademark
13th Year Nationally Advertised
S & F TOOL CO.
= E-B 1546 Costa Mesa, Calif. I2S26
Now, every pilot, not just those with money to burncan
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is being done more and more, every day, by thousands. Gen-
eral aviation is booming and so is the need for aircraft. New,
pilot the chance to own the aircraft of his choice and make
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every pilotnot just the ones in a "tax bracket". Get the facts
today by sending for this simple, brief, and proven system of
aircraft purchase, operation, and ownership. Provides all the
info you need to analyze the economics of any aircraft pur-
chase. Shows you step by step how to end up owning your
own plane for no cash down and no monthly payments. A prov-
en system in use by thousands. Send $3.50 (fully refundable)
to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
90803

NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS

AIRCRAFT ELECTRICAL
SYSTEM NOT REQUIRED
All new manufacture, low
, cost, lightweight instru-
ments for homebuilts; 98%
/ . accuracy, dust and mois-
ture proof, lighted, 2VV
and JVa" standard sizes.
Sand For Fraa Brochure

ENGINES

2CM)HP Lye. IQ.360 1800TT ... J249S.

HOMEBUILDERS AT A PRICE ALL CAN AFFORD
15 COMPLETE
Complete One Stop Shop For Your Aircraft Prepaid
Engine And Needs Made for us by an FAA Approved
Manufacturer
6 Times FAA Requirement
Flashes 52-62 Times per Minute
Excellent Haze Penetration
LYCOMING 125 HP TO 260 HP
Hemispherical Coverage
weighs only 12 ounces
CONTINENTAL A-65's TO 0-200's Two year Guarantee
STICK GRIPS
Completely remanufactured engines plus high
and low time engines. (91 aircraft engines built
in 1974. 41 this year to date).
NEW ENLARGED CATALOG
Send $1.00 Refundable First Order.
300HP Ranter w/mags . . . . 395.
1VWMP Lyc. 0-435 ............. 495.
liOMP Lyc. 1635TT . . . . . . . . . . . 2250.
179HP Ranger On a PT19 Mount... .
. . . . . . . . . . . . . . . . . . . . . . . . . . . 395.
1SOHP Lyc. 0-320. 1944TT . . . . . . 1595.
129HP Lyc. 0290-G As removed 395.
COMT A OSMOH . . . . . . . . . . . . 1495.
SAFETY ITEM
0-2W G GPU OWNERS
DON'T LOSE YOUR
PROP!
Propeller Flange Re-
inforcement, as pr
John Thorp drawings ^gm^^^^m
m April 1971 Spon Aviation. Precision
machined from 4130 Cad plated -
Baked . . . . . . . . . . . . . . . . . . . .....W1.SO
Extra long propeller Bushings for the
bove . . . . . . . . . . . . . . . . . . . . . $ * t . M
Add 5% shipping (USA) Calif, add

Our Name Is Our Guarantee

AIR ENGINES, LTD.
1325 W. Washington Bldg. A-6, Orlando, FL 32805
1 305-422 4595 nights 1 305-896 3692
DICK WATERS or GENE KERR

82 OCTOBER 1975
 SEE INSTRUCTIONS
STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION
ON PACE 2 (REVERSE 1

Sport Aviation j S*pt. 8. 1975

Monthly

11311 W. Forest Hoe* A w . , Franklin, Kilw*uk*, Wisconsin 53132

JuBtin B. Cox, Box 229, H*l Corner*, Wisconsin 53130

IUy Scholler. Box 229. *!* Corptrtr Wiconin. S3130

**MM .MA*. .**.., Mnm*' iKf VMM W *+*! ff

r MKW*n*M firm Mt mm
*****! *~H t* fl ** 1

NAMC AOOntU
Experimental Aircraft Association 1, 311 W. ror*Bt Hone Av.

<l ailing *ddri P O. Box 229

anain 5313O)
HOLCXNG 1 1 HCINT OA MOM O*
TOTAL AMOUNT at BONDS. MORTGAGES ON orxfn CUITII S 11} *-,.,,,

1
J
I FOR UP |I(JN A I tw"i*wN > PUILIIHCRS MA'LINO AT
HEi
MIGULAM HATES <3n<o

OFFSET TIN SNIPS

ww> in i~- r .. ih* muM ,Tni-
CUTS FROM ONE SIDE OF SHEET. KEEPS YOUR HAND SAFELY AWAY FROM
t i CUT NO EDGE DISTORTION, FIXED STOP. SOLID CHROME-MICKEL STEEL.
* *^~fcwlrx t^""7^2r> L "ATT I /s^rw. M; r AMM**^*, FULLY GUARANTEEED. MADE IN GERMANY BY ROBIN. ORDER NO. RA403,
K**tm*~>
$19.50 EACH. FREIGHT PREPAID. 1.65 LBS., 11" LONG.
(W cutoff* r*Mf+f mtmt
> * iptoMMo- ofrlmmfi

lACMlMVI Ol/MtMO l*OLf IMU( HjllMtO SIAA

It CXTfMT AMONATUflfOf CIRCULATION
rnicioiMO <> MONTHB 1ST T O > L i X a O A > t

A. T O T A L S CO..'....T.OMr..,
48.500
f

46,158
A'OC-MCVLATION

VINOOM AtaD COUNT! M CALM none none

THE SAME AS ABOVE WITH ADJUSTABLE STOP. 14" LONG, 2V? LBS.
J MAIL (UMCHlPIION*
ORDER NO. RA407, $22.50 PPD
43,393 43.683

C. TOTAL PAIOCIHCUUATlOM
43,303 43.683 NAME ...
850 900
ADDRESS
none non*
I. TOTAL DiirnivutiON Oftrt ff C tmtJ Of
CITY .... STATE . . . . . . . . . . ZIP . .
44.243 44.583
r. of net UM Lt *TOVIN wMAccovwTf o aroiLiD APTIA
MIINTINO 1,915 3,917
QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
<l TO,.>..*..,-~-,^_,^__.^
NORI, P. O. Box 141, Kenllworth, Illinois 60043
46,156 48,500

, ___________________ . _ _ _ ______________ ___ ______

wic^t-L-' /O. L**?*

Winner of Oshkosh 1972 Awards

for "Outstanding New Design"
and "Outstanding Contribution to Low Cost Flying"
Under construction as a trainer for Canadian Ministry of Defense Air Cadet
Program. A superbly engineered design. Roomy cockpit Full IFR instru-
ment panel Safe and Easy to fly SO Hp VW to 100 Hp Continent*!. Folding
wing Towable All metal Pop riveted Easy to build. Aerobatic Large
baggage space. Keep your flight proficiency for less than $2.00thour
Introductory Package ............ ........................... t 300
Drawings .......... ....................................... $8000
Construction Manual ....................................... $10.00
Exploded Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $12.00
Drawings - Construct Manual t Exploded Views........... $95.00
Materials. Hardware. Pre-fab Parts Kits Available
PAZMANY AIRCRAFT CORP.
Box 80051-S, SanDtego, Calif. 92138
If a* ^
LIGHT WEIGHT-WHOLE" SYSTEM UNDER 16 LBS
26' LOW POROSITY, STEERABLE CONICAL A comprehensive works parTicuisriy for me sp"Ou& minded mdividua'
STANDARD CATEGORY TESTED TO interested -n design,ng and Dui'ding light float sport aircraft 7 drawings
24 x 36 PROFUSELY I L L U S T R A T E D An exclusive ''$! m the modern
5000 LB SHOCK LOAD
method o' technical presentation which cou'd not be accomplished otherwise
PARACHUTE SYSTEM MEASURES 16" WIDE. n lesser forn- A st'aight-lo'ward approach to proper float aircraft design
12" DEEP, LESS THAN 3" THICK practice (Fmger tip float design engineering data 'o p light float aircraft from
120 DAY REPACK CYCLE i 000 and 'ess and up to and including gross weight of 2 425 lbs ) Highly
PADDED HARNESS detailed showing details sutcassemhiies and mam assemblies generously
delated "Float Aircraft Design Guide " $19 SO postpaid m u S A and its
CONVENIENT CARRYING BAG AND
possessions For a^ma^i service aac $2 00
INSTRUCTION MANUAL INCLUDED
S 450.00 p p OutS'de of North America kindly use international money order payable
n u S equivalent currency Add $1 00 additional for postage or $300
See You At Oshkosh ._^am Bring Your Parachute To Our Booth F i t .
for airmail service Of send self-addressed stamped envelope for detailed
For Free Inspection ^^7 and Evaluation. Repack $1000 float aircraft design guide information

MRS. STANLEY J. DZIK

4079 NORTH 62nd STREET
MILWAUKEE. WISCONSIN 53216 U S A

SPORT AVIATION 83
 BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50
Includes n-Oil changeover valve

PITTS
*Sump fittings
SKYBOLT
*Oil Separator tank

ACRO SPORT
"COOT"
Two-Place
*Fuel Tanks Smoke Tanks *Dyna Focal Ring Kits Folding Wings
*Flop Tubes - Wing Fittings *Dyna Focal Rings Towable
Complete with Bearings Completely welded Easy Construction "COOT-A with fiberglass hull.
* Stainless Steel Exhaust We have hard to build parts and hull shells SEND
*"l" Struts - Slave Struts 150-18C and 10-360 200 HP
* Engine Mounts available Please state Drawing Set number $4.00
*Pilcl Tubes when ordering. c
For Complete Listings and Prices
Write To: Construction Photos $25.00 p'hntn"-! ifilj,."*
COMPLETE PLANS AVAILABLE Prices an*
A C R A - L I N E PRODUCTS MOLT TAYLOR Information Packet
P. 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795
Box 1171 Longview, Wash. (98632) Phone (206) 423.8260

ATTENTION EAA MEMBERS

In answer to your many requests, the single-seat PITTS SPECIAL is
now available in kit form. Most of the fabrication work has been com-
pleted at our plant leaving only assembly, covering, and painting. If you
have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but
couldn't find the time to build one from scratch, here's your chance,
and at a price far below the factory-built version.
For those of you who would rather "Do it yourself," there's a new plan
set for the S-ID 4-aileron model consisting of 47 sheets of production
quality drawings with assembly manuals. We also have a large selection
of off-the-shelf parts to facilitate construction.
All the details are included in a vinyl portfolio containing spec sheets,
parts lists, assembly details, etc., plus a giant full-color brochure that
opens up into a poster-size picture of the finished airplane.
SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS
($6.00 outside continental limits of U.S.A.)
PITTS AVIATION ENTERPRISES Box 548E, Homestead, Florida 33030

Jfor
give
Books By
THE FLYING COLES
$8.50
20,000 hours of odventure in no-radio TO A PILOT
tail draggers, the 20's, the great depres- THIS IS EAA
sion, CPTP, the war years, air show $8.00 $5.00
years, aerobatic competition, and run-ins A narrative history of the EAA. For new A heart warming memorium to the au-
with the Feds set the stage for the members and old Duane tells the story thor's son Roily. It is the story of a boy
drama of THE FLYING COLES. from its beginning. A candid year by growing up in aviation - It's the story of
WHAT THE READERS SAY year account of the humor, tragedy, the Cole Brothers Air Show - Of a young
ERNEST GANN disappointments, and successes that man giving up his life for sport aviation.
"THE FLYING COLES is a barnstorming molded the heritage of every EAAer.
masterpiece. I heartily recommend it to
WHAT ONE READER SAYS
all true airmen."
"Thanks, Duane, for a great story."
CONQUEST OF LINES
RICHARD BACH AND SYMMETRY
Paul Poberezny EAA 1
"He writes his life as sure and honestly
as he flys his airplanes This book at last
VAGABOND CUB $5.50
is our own private view into the storms
and adventures of one of the most famous The most comprehensive book written
pilots in all aviation. I loved the book." $5.00 on aerobatic instruction from basic to
FRANK TALLMAN The first person autobiography of a J-3 advanced maneuvers.
"Everyone in American aviation knows "The Cub. Twenty years of romantic events
Flying Coles" for they are America's pre- sometimes funny, sometimes sad.
mier flying family. Duane Cole's autobiog- Through foul weather and fair, the tale ROLL AROUND A POINT
raphy, entitled THE FLYING COLES, is an carries on from factory to museum.
exciting word picture of their romantic way
FBO's bush pilots, cowboys, farmers, $4.00
of life. I highly recommend it for all who
enjoy fun airplanes and the people who stunt pilots, and a sheriff share in the Basic aerobatics from spins to inverted
fly them." story. flight. Aresti Key.

Mail orders to DUANE COLE 201 E Lester Street- Burleson, Texas 76028
ADD 50c FOR POSTAGE AND HANDLING (75c FOR CANADA)

84 OCTOBER 1975
 PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE

FOLDING-WING
SINGLE-SEATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND SI .00

for literature,
and detailed printed instructions. specifications,
material costs,
PETER M. BOWERS tooling re-
quirements,
13826 DES MOINES WAY SO. large flight
SEATTLE, WASH. 98168 photo.

Build Paul Poberezny's latest design, the VW powered

Pober Pixie. Features a very roomy cockpit, super short
field performance, economical operation and is easy to
built. Plans consist of 15 big sheets drawn by Bill Blake
who also did the widely acclaimed EAA Acro Sport plans.

The Pixie is a very docile little- sportsplane designed

for the pilot who wants an honest, inexpensive fun air-
plane for weekend and sparetime flying.

Plans are only $40.00. Mail your check to:

HATZ CB 1
Thrifty 100 h.p.
EAA AIR MUSEUM 3-view & photo
$3.00
FOUNDATION, INC. Plans $125.00
BOX 229
DUDLEY KELLY
HALES CORNERS, WISCONSIN 53130 Rt. 4,
Versailles, Ky.

AL BUTLER will do your

49% with PRECISION!

COMPLETE SERVICE STITS C A T A L O G

Certified aircraft Quality material LISTING
cut to blueprint sizes full
COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce. Pine. Douglas Fir. All Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated \ AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan j down to cotter pins and all details.
INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306* ^
ONE SHOP ONE STOP CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
4130 TUBING STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE KITS MADE UP TO THE SPECS OF
AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with
fittings to your specs. POLY-FIBER AIRCRAFT COVERING PROCESS
V W Prop Flanges - Built by Butler SERVICE PROVEN. NON-BURNING
Full Machine Shop Facilities
COMPLETE FABRIC COVERING SYSTEM USING
Modern facilities used for welded NEW MODERN MATERIALS
^components, fuselages, gears, etc.
Complete follow through
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store! DISTRIBUTOR LIST
FAA Facility * 103-13

Quality materials and Craftsman-

Puiminiibv Ptnxulit Buldfrs ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG

STITS AIRCRAFT COATINGS

POST OFFICE BOX 3084 S
RIVERSIDE, CALIFORNIA 92509
A.M. BUTLER, EAA 57353
R D 2. Box 174 BLAIRSTOWN. NJ 07825 PHONE 714-684-4280
AC'201-362-6333

SPORT AVIATION 85
WASHINGTON REPORT . . .
(Continued from Page 99)
FUEL PRICES Like the rest of the nation we have
had to stand by and see what the President and Congress
will do about fuel prices. Price controls on petroleum
products expire on August 31, 1975 unless the govern-
ment extends the law. Both the Senate and House have
passed legislation extending price controls for six months
while the President has promised to veto this law. Will
his veto be upheld or voted down? It appears at this time
that price controls will elapse and that brings up the
question of what will happen to gasoline prices after
September 1, 1975.
Many politicians have predicted that gasoline prices
will soar when the price of "old oil" is allowed to rise to
current world prices. Just as many economists are say-
ing that there will be relatively little change in gasoline
prices at the consumer level since supply and demand
are in balance now. The oil companies have already
raised gasoline prices one or two cents a gallon so it is a
good guess that they will not want to make themselves
unpopular with a dramatic price rise immediately after
the lid is off. We shall see.
BIENNIAL FLIGHT REVIEW During the summer
EAA along with other general aviation organizations has
WE SHALL REMEMBER THEM
HERMAN GERLACH, JR. (EAA 12332), Lake City,
Florida, May 9, 1975.
JAMES H. "JIMMY" HAYS (EAA 84363), Enid,
Oklahoma. Charter member of EAA Chapter
455.
NICHOLAS SOMBORETZ (EAA 26294), Cincin-
nati, Ohio. July 7, 1975. Past president of
Chapter 174.
CHARLES SMAAGAARD (EAA 23614), Vienna,
West Virginia. July 10, 1975.
CLAUDE FLAGG (EAA 19904), Gridley, Califor-
nia. July 16, 1975.
DAVID S. BATEMAN (EAA 46454), Staffs, Eng-
land. July 27, 1975.
TOM MC CANN (EAA 36209), Naperville, Illinois.
July 27, 1975.
86 OCTOBER 1975
been meeting with the FAA once a month to suggest
possible changes in the Biennial Flight Review Program.
The Washington Report in the August issue of SPORT
AVIATION presented EAA's position on this program.
At the most recent meeting late in August guidelines
were drafted for use by flight instructors when conduct-
ing biennial flight reviews. These guidelines will be
general in nature and will provide that the instructor
conduct a review that relates to the pilot's experience
and the type of equipment he flies. Emphasis will be on
covering the essentials of pre-flight planning and inspec-
tion of the aircraft, taxiing, takeoffs, enroute, approach
and landing procedures. Grading will be either pass or
fail but only on the entire review and not on individual
maneuvers. Instructors will endorse log books only
when the pilot has successfully completed the review.
The industry plans to circularize these guidelines by the
middle of October and the FAA will follow up with an
Advisory Circular late in the year.
These then are a few of the highlights of our two
months work in Washington. Nothing very startling
happened or was accomplished but after September 2nd
when Congress reconvenes and the FAA gets back to
full time work we expect there will be much more con-
structive work to report and participate in.
JOHN MADIGAN (EAA 20706), Gap, Pennsyl-
vania. July 31, 1975. Charter member of EAA
Chapter 540.
DEE TUTTERROW (EAA 85858), New Castle,
Indiana. August 4, 1975.
LAIRD E. SIMPSON (EAA 67735), Minneapolis,
Minnesota. July 26, 1975.
JAMES HENRY EARL MORPHEW (EAA 52916),
Cranston, Rhode Island. July 26, 1975. Presi-
dent of EAA Chapter 381.
ROGER CRANE (EAA 76529), Webster, New York.
August 1, 1975.
JACK LEE (EAA 77078), Fort Worth, Texas. Au-
gust 7, 1975. President of EAA Chapter 34.
DENZEL WADE (EAA 793), Alma, Michigan.
August 15, 1975. Member and designee of
Chapter 134.
WILLIAM "BILL" MASON (EAA 1265), Morris-
town, Arizona. August 15, 1975.
 TECHNICAL TIP
By Jim Peale (EAA 15132)
511 Ashbv Way
Warner Robins, GA 31093

Ever have trouble with the table top on your table

saw or your drill press table rusting? Well, there's a way
to stop that. Rub wax . . . yes, old fashioned paraffin like YOU CAN
^"" Of - 1 2
the wife uses to seal homemade jelly . . . on the table Fly Slilighl to any Qrtic Fi.ld 01 Slnp
Spot Not 1 . 2 4 3 Wnn You'i* 4 to Ltnd ! ft Buty
top, then use a heat lamp to melt it in. After it has har- Airport
LOM fui? tflnrgncy? Fly Ouct to Nftftr.sl Anport
dened, rub off the excess. Not only will it keep the table Without U. ol Lftndmftrkf. VOW. ADF RNAV
top from rusting, it will make the wood slide across it Downed Alicull with E L T ? You Cftn Find Him B.loi.
T A P n, t A A

easier. I find that this treatment lasts about six months. LOWEST COST
Another tip from the wood shop: ever notice that when
sawing spruce, fir, pine or any highly resinous wood,
your saw blade seems to become dull in a hurry? It isn't
dull, it's just gummed up. Before you rush down to have
the blade sharpened, go steal some of the wife's oven
cleaner. The spray-on is best, but you can also use the
ELT
brush-on . . . it all works. Apply it to the saw blade, let BATTERIES
FRESH STOCK MFG. THIS MONTH
it stand for 15 to 30 minutes, thn wipe the resin off. Ap- BOTH FAA APPROVED JSO C-91
ply a very light coat of oil. It's certainly cheaper than a FOR EBC 102A & ALL OTHER EBC MODELS
sharpening job. GS-21 SUncUid 4h4>mfl GS-51 ipeud' l)ui*.eii
ti T .-ep'oi-einem tutte'y p*> El T lepJicement baiitry pjch
G.AJC 'O' an nornm fit^m oper nai moie eneiu* 4( < icnu^
ni diij lemperjlu<0 ittge* must tot a/Clic Ironic desert
ocean n^M
P L Y W O O D S Out fncft Si 9) postpaid Our hnci: SI* 94
Rtv EBC p"ce SI 2 00 Hcfi fBC P"(.e
A I R C R A F T To MIL-P6070
"SjliilJcMn SuinntMd 01 (kubU Tlur Mvncy
MARINE To MIL P 18066
Slio Culm (FtunMi < PiiiMtnl gl tBC l>i ti|M TM'l)
HARBOR SALES CO., INC. i ' i (ilalzer Induslries Corp.
1401 R U S S E L L ST., B A L T I M O R E , MO. 21230 uauenot St New Rochelle. N Y
Phone 301-727-0106 19141 57f ?7[)0 10801
V fcV^ Denier inquiries invlled

ACRO SPORT ^
A S S E M B L Y KITS JUNGMEISTER
PRE-ENOINEERED ASSEMBLY
CONSTRUCT A PROVEN DESIGN
KITS TO
JUNKET
50 States in a Biplane
ORDER FROM- _____
VANTAGE PRESSING.
516 W. 34TH.ST. NX N.Y10OO1

KITS INCLUDE:
Cut & Beveled Spars Shock Struts
Machined & Cast Formed Fiberglass
Components Components
Pre formed metal & Complete covering &
Aluminum parts finishing materials
Welded Tanks All Basic Accessories
All kits conveniently packaged for individual assembly
purchase. Send for FREE illustrated kit brochure. Plans
and information packet available from EAA Headquarters.
NOW: Preweiaed gears, fuselages, tails, rib kits.
W r i t e for details.
$8.50
by SAM BURGESS
WAG-AERO, INC
Box 181 - Lyons. Wisconsin 53148
Phone 414/763-9588
SPORT AVIATION 87
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or four sides.
line tubing - bushing stocks - steel sheets * Plywood and spruce in stock for
aluminum sheets. immediate delivery.
* Dynel Fabric
.25c FOR PRICE SHEET Polyurethane Foam and
CLASSIC AIR Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS AIRCRAFT
723-S Saratoga Ave. - Lakeland, Fla. 33801 Madison County Highland, III. 62249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and ajVETS iJEST I'"IU '-
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* Plans only $39.00
* Brochure $1.00
KIT AVIONICS MONEL S-AIMESS ALUMINUM CLOSED END
Rivet Kits PI -4 IL Fast UJH Setv.ce

PACIFIC AIRCRAFT
Build your own Audio Panel, SPORT AIRCRAFT SPECIALTIES
cime''v WSL ot MaitJ'ent.,0
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(714) 277-1917

Sport Aviation Supply Ltd.

VW AIRCRAFT PARTS 1104 Cambie Rd.. Richmond Vancouver,
& Leaf Type B. C., Canada V6X 1L2 604/273-8501
STEEL & ALUMINUM LANDING GEAR
1st Finished. ART CHARD, Bronson, Mich. CERTIFIED AIRCRAFT BIRCH PLYWOOD

VAN'S RV-3 Price List SOC In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner METAL MASTERS NOW IN STOCK
The total perfomance homebuilt, Tops 5599 University Avenue AIRCRAFT SITKA SPRUCE (MIL C070S)
195 mph on 125 hp. Lands 48 mph. STOL. San Diego, Calif. 92105 3
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build and fly. 85 - 150 hp. Parts Avail- NOW IN STOCK HOMEBUILDERS SUPPLIES,
able. Flying Struts and Strut Tubing AN, BALSA, AEROLITE GLUE
Brochure $3.00 Plans $85.00 Stabilator Tabs, Control Sticks, Write For Free Quarterly catalog
Bushings & Other Goodies
VAN'S AIRCRAFT Send Copy of Drawings for Quote
22730 S. W. Francis, Beaverton, OR 9700S
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
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ED-4 Sidewinder
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Heath Bantam
FIRST IN SPRUCE Others in Process
Second to none in building supplies of all kinds including spruce kits, steel tubing
kits, covering materials, instruments, accessories and hardware.
KILN DRIED SPRUCE TO SPEC. S-6073 EVERYTHING IN HARDWARE
Finished spars, stringers, capstrip All sizes available SEND YOUR REQUIREMENTS
3'4" x 6" lengths 10-14' $1.80 lin. ft.
SPENCER AIRCRAFT
AEROLITE* HUGHES FPL-16A
Wood Glue Epoxy Wood Glue INDUSTRIES
1 lb. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00 8410 DALLAS SEATTLE, WA. 98108
5 lb. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 lb. Kit 15.05
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif. VJ-22
Spomman"
ASSORTED SUPPLIES Amphibian
$1.50 Yd. Seatbelt 8. Harness Set Tt aircraft
Dynel Fabric, 39"
no. llymr.
Epoxy Resin Kit $25.70 2" Quick Disconnect $23.50 First
Foams 2# Rigid 24" X 48" Vernier Controls homebuilt
Blk, Blue, Red Knobs 4' 19.50 amphibian
Styrofoam Polyurethane Injector Carbs for VW 49.95
V," .................. . .$2.12 $4.65 New AC SR-88 plugs 5.95
1" ................... .. 3.68 5.20 LA-47 plugs for VW 3.25
2" .................. .. 7.36 10.40 Radair 10 radios (Port.) 330.00
Dacron Frabric 2.7 oz. 66" $1.90 Yd. Battery Packs 75.00
Non-Taut. Nitrate Dope 5 Gal.. Intercoms (Battery Opr.)
$22.75 99.50
Butyrate Dope 5 Gal. RT-7 Recording Tachs
$24.75 32.50
All Prices F. 0. B Fullerton, Calif.
AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 45* 80"
9QO 45*
1/32" 3 ply 1.53 2.27 (Poplar only)
1/16" 3 ply 1.21 1.94 1.26 2.11
3/32" 3 ply 1.26 2.07 1.31 2.16
1/8" 3 ply 1.31 2.18 1.37 2.20
VJ 14 SUNFUN
3/16" 3 ply 1.36 2.26 1.51 2.61
uily Controllable
3/16" 5 ply 1.63 2.94 1.57 2.83 Metal Except Fabn
1/4" 5 ply 1.76 3.01 1.68 3.08 eaiy To Bund
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 Brocnuie ll.oo
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase) Plan I B ' o c i u
0-S K. A I R C R A F T CORP.
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 BOI ::. Dept E
Clenrjale. CA 11201
I4ST Arminta SI . Unit C
VJn Nuys. CA S140J

88 OCTOBER 1975
 WHEELS AND BRAKES
New, manufactured to F.A A.
Standordi. Will fit ild. axles
include! sealed bearing.
2.80/2.50x4 ................ 4.SO
5.00x5 ..........................1W.50
6.00x4........................... Jl.50
MASTER BRAKE CYLINDERS
Reiervoir style with park-
ing broke and sealed acrobatic type.
New. Mfg. for Cessna, Beech, Piper
A A.C. I ECT. _

THROTTLE QUADRANTS
Push-pull controls, ignition switches, valves,
primers, rudder pedals, control wheels, etc.
SCI YOU* DISTHIBUTO* FOK
THCSC PRODUCTS
PRODUCTS CO. INC
f PO BOX 142
BROOKVILLE AIR PARK
3ROOKVILLE OHIO 45309

AT-102
NAVTIMER
$175

Aviation has progressed in the past 81

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Sport Aircraft Cutaways
A unique new concept in sport aircraft construction drawings. These illustrations are
which not only displays two ranges of incredibly detailed and drawn to perspective scale directly from the latest aircraft plans
elapsed time, but has a setable audible
alert for critical timing. Special options set. A worthy addition to your den and a valuable visual aid to clarify construction
are available. details of your aircraft project. Available now with highest quality color reproduction
PROJECT ONE INC.
on heavy weight malt white stock 18" x 24". D PITTS S-IS D STARDUSTER TOO
Box 77, Hemlock, Ind. 46937 D STEPHENS AKRO Price including postage and sturdy mailing tube is S 12 for
Master Charge and Bank Americard one drawing. $22 tor two and S30 for the set of three. (Calif, residents add 6% tax)
honored Remit checker money order to Ivan Clede Studios, 296 Ridgemark Dr., Hoi lister, Ca 95023

' FIBERGLASS REPLACEMENT

WHEEL PANTS-NOSE COWLS
Cessna 120, 140. 170 pints $ 59.00
Installation kit 29.50
Piper J 3. PA-11. 12. 18 59.00
Instillation kit 17.50
Cessna 190. 195 76.50
Aeronca 11 AC, 7AC 55.00
Installation kit 13.50
Taylorcraft pants 55.00
nstallation kit 13.50
Antique Waco, Stmson. Fairchild 95.00
Installation kit 29.50
500x5 wheel pants 55.00
ALCLAD 2024 Luscombe wheel pants 59.00
ROLLED AIRCRAFT ALUMINUM Installation kit 19 50
T3 .016 by 36" wide SI.70 per running foot Cessna 150. 172, 182 kit Including hardware 189.00
Piper PA-22 and colt kit Including hardware 138.00
T3 .016 by 48" wide $2.25 per running foot Piper Cherokee fender kit Including hardware 159.00
T3 020 by 48" wide $2.65 per running foot Stearman Wheel pants 95.00
T3 .025 by 48" wide $2.85 per running foot Installation kit 29.95
T3 .032 by 48" wide $3.50 per running foot
0 .040 by 48" wide $3.30 per running foot
0 .40 - 5052 34V2" wide $1 95 per r'n foot Piper J-3 cowling assy. .......................... $11750
Add $3 cutting charge for less than 5 ft. Aeronca 7AC. 1 IAC cowl ................. 65.00
Add $2 cutting charge for less than 10 ft. PA-20. PA-22 (with oil cooler cutout) .......... . 55.00
BRAND NEW SHEET FASTENERS ! !
PA-12. 14, early PA 18 ................ .. 55.00
3/32" or 1/8" 39c each - 38c each in
lots of 50 - 37c each in lots of 100. Luscombe 8A thru 8F ............................ . 55.00
Side Sheet fasteners 95c each. PA-11. 15. 17 .................................. .. 49.95
Sheet Holder Pliers used $2.75 pair.
Taylorcraft BC12D . . . . . . . . . . . . . . 55.00
RIVETS (GOOD AIRCRAFT)
Stmson Cowl . 69.00
Lot g\ Mostly 3/32 mixed 95c per pound
Lot 2 Mostly 1/8 mixed 75c per pound Ercoupe (addition of 1" lip req'd. lor certain models) . . 55.00
Lot #3 Mostly 5/32 mixed 50c per pound Acro Sport Cowl. Pitts ................... .. 59 00
Be sure to include ample postage, ex-
cess will be returned. 100% money back
customer satisfaction guaranteed, if re- STARDUSTER
turned within 30 days.
Send 25c for brochure
SPECIAL STEENS SKYBOLT '55 00
AIRPARTS, INC.
1430 South 33rd Street
KANSAS CITY, KANSAS 66106
WAG-AERO, INC.
913/831-3903 North Road - Lyons, Wisconsin 53148 Ph. 414, 763-9588
SEND FOR FREE CATALOG

SPORT AVIATION 89
 NEED A & P RATING
Guaranteed to pass written, oral, Practi-
cal. All Three Exams in S to 14 days.
Very Moderate Tuition. Examiner on btait
For Full Information Call or Write:
FEDERAL EXAMS
5602 N. Rockwell, OKIa. City, OK 73008
405/787-6183
Western Division
4137 Donald Douglas Dr., Long Beach Apt.
Long Beach. Calif. 90808 213/429-3315
SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and
Tubing. All sizes, any length.
No minimum charge
Distributor for all STITS Products.
AN Hardware, Etc.
KNAPP AVIATION
P. 0. Box 764, Miami, Fla. 33148
305/888-6322____________305/887-9186
AIR SKIMMER
Performance so intriguing the U. S. Navy
purchased these plans and the proto-
type! Folding wings-Cont. or VW, 60-90HP
The orginal plans by the design engineer.
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear.
ICT Dl AUC 1800 Carmelo Drive (E)
Jtl KLANi CARMICHAEL CA 95608
Solve Your Metal Cutting
Problems
Homebuilt 80-Inch Bands**
Build it in a few evenings
for about $100 using mater-
ials you can buy at the
lumberyard and hardware
store. It also has a high
speed that zips through
wood.
Plans and step-by-step in-
structions $6.00 - check or
money order.
HOMEBILT TOOL COMPANY
Box 2136, West Lafayette, IN 47906
SPORT AVIATION
ANNUAL FILE...
Set of 5 Holds 5 Yrs. a>
$4.95 Post Paid
EAA CH. 202. Box 202 Panama City, Fla.
32401
ANTIQUE AIRCRAFT POSTERS!
Remember Aviation's Golden Age With
Original Factory Advertisements For
These Famous Planes Of The 1920's.
Authentic Photos And Text Reprinted On
16" x 22" Ivory Stock. Order Now! Perfect
For Gifts. $1.50 Each Or 4 For $5.00.
Please specify aircraft type when ordering
* Alexander Eaglerock * Velie Monocoupe
* Pitcairn Sport Mailwing * Waco Ten
VINTAGE AEROPRESS
BOX 36271, DENVER, CO 80236
90 OCTOBER 1975
CUSTOM GRAFTED WOOD KITS Z E N I T H
A/C SPRUCE, PLYWOOD & SUPPLIES Top performance 2 sealer 85 to 160 HP
Kits for most homebuilts with parts cut, - Award Winner - NASAD quality seal -
sanded, ready to assemble. Spar kits INFO $3.00; Plans $150.00; Kits; Parts.
with spars beveled and tapered. The
Wood Specialist.
TRIMCRAFT AERO
4839 Janet Rd. Sylvania, OH 43560
419-882-6943 Catalog 25c
MONO Z
You can afford to build . . . and fly this
economic single sealer: V.W. powered -
aerobatic performer: 100 HP Continen-
tal. Removable Wings - INFO $2.00; Plans,
SAL 2/3 Mustang Miniature Fighter
Plans - $150.00 Brochure - $4.00 Kits, Parts.
S-14 High Wing All wood STOL ALL METAL - BLIND RIVETS
Plans - $50.00 Brochure - $3.00 EASY TO BUILD - SAFE TO FLY
Designed by Chris Heintz
Also available F-9, F-10, F-ll & F-12 bro-
chures $3.00. Add $1.00 extra for Airmail, ZENAIR, LTD., 236 Richmond Street
Kits for above will be available. Let us Richmond Hill, Ontario, Canada, L4C 3Y8
know your needs.
A S. B SALES
36 Airport Road MACDONALD S-21
Edmonton, Alberta, Canada
403/453-1441
s3AB
Real Performance In A Proven Design
Engineered For Safety And
Simplicity VW Powered
Brochure . . . . . . . . . . . . . . . . . .$3.00
Plans (168 sq. ft.) . . . . . . . . . .$75.00
MocDonald Aircraft Co.
P. 0. Box 643-S Sonoma, CA 19471
F L Y I N G BOAT
JET ENGINE A Cho//enge fo The Home Builder I
if REVOLUTIONARY! All who see it
mirvel at its POWER. SIMPLICITY.
PUSH-BUTTON STARTING'
100%Throttleable CONTROL!
|* SAFE! RELIABLE! Clem Eihaust!
LIGHTWEIGHT. Never wears out!
POWER your Glider. Small Plane.
Ice Sled. Boil. Go-Kirt Test Stand. Etc
EASY TO IUILO CONSTRUCTION PUNS
1S-LB THRUST JET WT Slot PUNS 11200 Build and fly the boat that does
-
IP>
40 II THRUST SIC 00 * ID-IB
(or Compldl INFORMATION PjeUg.
JI9 not use or need ailerons, eleva-
ncUOingGS 2 lectnicjl Hjnd&ooh (lilusltalecll Gupns tor or rudder. Information free.
Curves Comiwnsons will olfier Jets aio a Book on Uses
Intormalian BroclMirrt i Catalogs. PlM Four lito I Photos SPRATT CO., Inc.
EIIVIG ENGINEERING CO. BOX 351 > MEDIA, PA. 19O63
18518-A SO. BROADWAY. GARDENA. CAL. 90248
SMYTH SIDEWINDER TAYLOR MONOPLANE &
IN* EAA "OUTSTANDING DESIGN"
TAYLOR TITCH
Taylor Mono. The popular single-place
low wing, all wood, aerobatic model. 30
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
$30.00. Tayloi Titch. A super single place
low wing aerobatic tourer/racer. Simple
to build wood construction for 40 to 95
H.P. engines. Superb plans for this su-
perb airplane include full size rib sheets,
High performance, all metal, two-place material list, and numerous advisory
notes. $40.00. Send $3.00 for details,
sportplane. Designed with the amateur brochures and colored photo of both air-
builder in mind. Three-view, specs, sam- planes. Construction pictures, per Let
ple drawing, 15 page illustrated brochure $2.50. These plans are obtainable only
$2.00. Good quality, easy to follow, step- from . . .
by-step construction drawings. $125.00.
Plans may be purchased in five - $25.00
packages if desired.
Mrs. John F. Taylor
JERRY SMYTH 25 Chstrflld Crescent
Box 308, Huntingdon, Indian* 48750 Leigh-on-Sea, Essex, England
LETTERS . . .
(Continued from Page 34)
Dear Jack and Golda:
There is no way possible Carolyn and I
can thank both of you and everyone else who
contributed their help with our distance
record attempts during Oshkosh. It would
have been easy to merely give up after the
engine problem and weather cancelled the
attempt on Saturday, but in typical EAA
spirit, everyone pitched in contributing
greatly to the success achieved on Mon-
day. Thanks especially to John Monnett
and crew, Ted Barker, and those who helped
with the mechanical problems. Thanks also
to David Scott, Harold Best-Devereux, Bill
Turner and others who helped with officiat-
ing the record.
Since our return we have received numer-
ous inquiries about VariEze structural de-
tails. We are unable to answer these at this
time since giving out partial information
may lead others to build an inadequately
designed component. So. until we are able
to totally support those interested in glass-
composite structure, we can provide no in-
formation beyond that shown in the VariEze
information kit. As soon as the VariEze plans
are completed, we will write a detailed arti-
cle for SPORT AVIATION describing the pro-
cedure. In addition, we will also plan semi- Aerobatic
nars and workshops to educate builders
on construction procedure and materials.
Thanks again. Adventure
with proven products from
Burt and Carolyn Rutan Christen Industries
P O. Box 656
Mojave. CA 93501

VARIVICCEN
KH-J KH-2
W.A.R. FWX40
F 4V
SKYBOLT
STAR DUSTER TOO
MA-S CHAUCER
COOT a othtrt Christen 801 Series
Inverted Oil Systems for all direct-
drive Lycoming aircraft engines

Christen 844 Manual

Fuel Pump System
for reliable
fuel control. A
miniature self-
contained fuel
OAVIS DA-2A
control unit
336 sq. ft of detailed drawings
Information $2.00 Drawings $110.00 with pump,
Plans available soon for the DA-5 selector valve
Information $3.00 For both A/C $4.00
Both designed for a reliable A/C engine
and filter-drain.
LEEON DAVIS
Box 207, Stanton, TX 79782 FORD V-8
CONVERSION KITS
COMPLETE READY FOR INSTALLATION
On 289-302-351-400 CID. Ford V-8. Now
Christen 820 Seat
available for Chevy V-8's. Permits SCALE Belt/Harness System
Fighter Replicas. Designed for installa- for positive
tion of constant speed propeller. Custom
1975 WARBIRD CALENDAR engine building available. For illustrated
brochure, specs, price list, send $5.00.
support during
6 beautiful 11 x 14 color in- unlimited-class
NOTICE
flight photos taken at Oshkosh. DEVELOPING TWO NEW ENGINES
Included are F6F, P-51, FM2, 2-1 Reduction
Pinto and Capri 4 cyl. (2000 cc and
P-38, P-40 and AT-6. 2300 cc)
Order From Capri and Mustang II V-6
(2600 cc and 2800 cc)
competition aerobatic flight
WARBIRDS OF AMERICA These engines could be installed in
many popular homebuilts with improve-
P. O. Box 229 ment in performance and appearance. Christen 814
Hales Corners, Wis. 53130 For further information contact us. flight goggles
GESCHWENDER AEROMOTIVE, INC. for wide angle
Only $2.50 including postage Box S152 Lincoln, Nebr. 68505 vision and
comfort during
open cockpit
Homebuilders, Antiques, Custom aerobatic flying
World's Largest Variety of Fiberglass Parts. Send two dollars first-class
New items are under construction all the postage and handling (refundable
time. Special machined parts, hardware, with order) to receive new full
spruce. Components color product catalog.
Write for catalog - $1.00 MARCEL JURCA
MJ-77 Christen Industries, Inc.
1048 Santa Ana Valley Road
RATTRAY AIRCRAFT CO. (P-51 3/4 scale Hollister, California 95023
2357 Afton Road Beloit, Wis. 53511 Information Package) Telephone: (408) 637-7405
(608) 362-4611 $5.00
Quality products for sport aviation
SPORT AVIATION 91
HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
We all are aware of increasing costs of flying, main-
tenance, parts, etc. Those of us who own aircraft are
especially aware of these costs and down times for an-
nual inspections not to mention the frequent in-
convenience of traveling or finding someone to per-
form the annual ritual. What is so magic about the an-
nual ritual? Maybe it should be accomplished in 18
months or 24 months. We would be admitting progress
in general aviation and maybe we would have more air-
plane owners, pilots and maintenance facilities. True,
there would be some varying considerations, but I would
like to hear your ideas and if there is enough interest
and support, we may just petition FAA for considera-
tion of the progress aviation has already made.
Just before our gathering at Oshkosh, I took my an-
nual FAA flight physical my 38th one. Although I
have often wondered about it, it was not until now that
I did not mark the block referring to traffic violations
on the FAA flight physical form. I wondered why
getting a parking ticket or driving five miles per hour
over the speed limit and being apprehended had to do
with my physical condition in the operation of an air-
plane. Well, yesterday I received a letter stating that I
had thirty days to respond or I would not have the proper
credentials to pilot an airplane. I realize that whoever
Shades of World War Don Plumb taking off in his P-40N, C-GTGR.
NOW! You get PROVEN PERFORMANCE
Hv with the ALL NEW
two-place
amphibian
George Pereira, Designer/Builder
Ospreu Aircraft 3741 El Ricon Way. Dept SA-10
Sacramento,
92 OCTOBER 1975
noticed this little block not being checked was merely
performing his duty. It is to his credit that it was caught.
For the life of me, however, I cannot understand why
a traffic violation has anything to do with one's physical
condition. I will forward my form back to Oklahoma
City Medical Section, asking for an answer as to what
purpose this serves. I am sure a lot of us have perjured
ourselves on this one in the past. If it serves no useful
purpose, why have it? We have a lot to do just encour-
aging people to stay in aviation; we certainly can't
afford to tolerate anything that discourages or makes it
more inconvenient for them.
I realize that many in FAA are finding the days all
too short to get the job done, what with the deluge of
new rules. There are many laws and time consuming
duties that are carry-overs from the past and which are
not appropriate today. Why good manpower must be
sent out to investigate "fender benders" bent props,
scraped wing tips or incidents of running off the end of
runways is beyond me. There are more serious mis-
haps where an investigation is made, forms filed and
that is the end of it. Somewhere there must be a middle
ground a better method of determining what is worthy
of time spent to improve General Aviation; determining
when it is not worth sending two men to investigate;
determining who really benefits by the information
gathered.
(Photo Courtesy of Don Plumb)
W O O D , FOAM A N D F I B E R G L A S S C O N S T R U C T I O N
TRICYCLE, RETRACTABLE LANDING GEAR
ACCEPTS 125 TO ICO H.P. ENGINES
Complete Plus
Information Pick nc'udes 150 SQ ft of prints, construe
irclutfes 3 vie* drawings, color p i c t u r e <n Tiama with over 50 photos, material
and >* page photo booh:e! S5 00 115000
STILL AVAILABLE:
California 95825
CSPREY I, SINGLE
P l a n s . . . . . $65.00
PLACE
Info Pack
SEAPLANE
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Classified Ads
ADVERTISING CLOSING DATE 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED A D V E R T I S I N G RATE Regular :ype pe- w o r d 30c Bold lace type per wore;
35c ALL CAPS i>e' wo';i 40c (Minimum charge $5 OOi iRate covers one 'nsertior* one
issue; CLASSIFIED DISPLAY $2? 00 per i"ct- ? ' 4 width coiumn>
CASH WITH ORDER
Address advertising correspondence lo ADVEP"ISING MANAGER SPORT AV'ATION
Box 2?9 Hales Co-ners Wisconsin 53130
Make all checks or money orders payable to E X P E R I M E N T A L A I R C R A F T ASSOCIATION
FOR SALE
Aircraft
SPORTSMAN AMPHIBIAN 125 HP 0-290-0
tractor. 30 hours since T O H . . 912 hrs
since new 150 hrs. airframe. Stinson
wings, flaps. 2 wing tanks. Mark III omni.
3 blade wood prop. $8000. 705/292-9707.
Peterborough. Ontario. Canada
VP-1 180 hrs. flying time, totally enclosed
cockpit. Barker 1600 engine, two spare
props, one spare windshield. Stits poly-
fiber over entire aircraft, equipped with
com 11A radio. 360 channel, boom mike,
ear phones, push to talk on stick, improved
exhaust system. Posa 29mm carburetor,
original carb and intake system with pack-
age, easy to fly aircraft, reason for selling -
building new project, price $2500.00. Ex-
cellent workmanship. 617/428-6231 or
617/428-9987
HOMEBUILT: Junior Ace. 2 pi sbs . 80%
complete, wings and tail ready for cover,
fuselage 39" wide, ready for sand blast-
ing. Bellanca Champ gear with axles. Many
instruments new or certified 0-200 Conti-
nental, 0-time since top overhaul, certified
with logs. $3000 416/632-3262 after 6 P.M..
E.S.T.___________________________
DAVIS DA-2A Plans and most parts made
Ribs. Spar W/caps, etc Ready to assemble
Need skin and wheels Cont 0200. from
wreck, Complete. $1950.00. Jay. 714/726-
3101 or 714/724-4183.
STITS SKYCOUPE PROJECT Fuselage.
Tail. Steel gear, Cessna Controls. Nose
Oleo completed Hardware, components
Excellent welding, detail info furnished
Reasonable offer considered, write: D
MacDonald. 47 Wright Rd.. Wetnersfield.
CT 06109
CA-65 2 place retract gear project. 70%
complete, most material to finish Wood
fuselage, aluminum wings and horizontal
tail Larry White. Rt 1 Box 299, Troutdale.
Oregon 97060
SCORPION II PACKAGE 140 hp engine,
blades, seats, cushions, wheels, tires:
new as shipped from factory $2000 cash
John Willson. 6295 Rochester Rd . Troy.
Ml 48084
BOWERS FLY-BABY 65 Lye.. 53 total hrs
New license July $2200 with basket case
65 Lye included Dean Kleeman, Box 3.
West Point. NE 68788
BABY ACE "D" Completed 1972 Like new.
C-85, 97 hrs. TTAE. Stits Polyfiber - beauti-
ful workmanship. $3450. 404/394-5288 At-
lanta.
SPEZIO SPORT Serial #1. 2-place, folding
wing, $450000 Tony Spezio, 609/652-1841.
211 Dennis Dr.. Absecon. NJ 08201
TEENIE TWO N-995 20 hrs TT
$1500 Buying larger plane, so must sell
Asking
Interested parties only, please. 319/643-
2287 (Evenings)
MIDGET MUSTANG Ml 0-200-100 hp. 16
hr T T Completed 1973 Radio NAV-200
Full inst board $650000 Call B Kelly.
1-313/284-9600
BABY GREAT LAKES Project 80% com-
plete On gear with fuselage, wings, tail
and engine $160000 716/765-9413
TEENIE TWO Project 90% complete, needs
re-riveting Less engine and instruments
$600.00 takes all including extra aluminum.
Call 815/468-8448.
SCORPION TOO Best Workmanship Tro-
phy awarded at Oshkosh 1975. Immaculate
detail Reasonably priced Burlington.
Wisconsin 414/763-6100
SMITH MINI-PLANE 150 hp Lye.. 140SMOH.
Inverted oi^wcUflas. PMC Carb. Christen
Oil System^^fel |^ |alf ready for aero-
batics. new^St^M^ white sunburst.
$5300 717/836-4434
BO-SD Serial #2665. 100% stock No op-
tions chosen yet Pay me $600 00. pay Bede
balance 10 days before delivery. 514/761-
3997 (Evenings)
TAILWIND Project, fuselage, wings, tail
surfaces, gear Parts. $1.000 or offer A #4, San Diego, Calif 92109.
J Smith. 804 N Evans. Tecumseh. Ml 49286
517/423-4247
PRIZE WINNING STINSON V77 Recent
annual, paint, pants, panel, instruments
815 hrs. aircraft. 350 hrs on R 680 918/627-
2072 (Evenings)
BEDE BD4 160 hp Lye CS prop. 150 mph
cruise 190 hrs airframe, 70 hrs engine and
prop. Conventional gear Firm $9975 00.
Also have 'Murphy Bros " metal wing kit
still in crate Formed ribs, spar flanges,
skins and rear spar $85000. Call Joe Gau-
thier 203/346-0702
COOT WINGS Completed with fiber-glass
nose skins attached Changed projects
$15000 516/669-5962 (Evenings). Bob
Fasnacht. 203 Locust Ave., Babylon. NY
11702
MINIPLANE 125 hrs. Radair 10. Fahlin
prop, chute, hangared. Shown June Sport
Aviation Financing new project, $500000
or best offer A. E. Griffin, 2567 Bradford.
Hayward. CA 94545
COUGAR Prize winner gemshape 160
cruise Low time, licensed 100 hp. Cont
Whitey Anderson, Box 92. Lake Milton, OH
44429 Phone 216/654-2799
PITTS WINGS Ready to fly. finish that Pitts
project fast, l-struts included $1000 Bob
O'Dell. 10005 Mt Charron D r . Huntsville.
AL 35810
VP-1 120 hrs . Canopy. 1600 engine Han-
gared. cruise 105 at 3200. excellent work-
manship. $2500 Too many airplanes, send
for picture Hersel Roebuck. 3606 Marion
St.. Corpus Christi. TX 78415.
1944 HOWARD GH-2 six place, trade for
180 or 182 Floyd Washburn, 602/275-0010
Engines
LYCOMING ENGINES Homebuilders see
or call us first We build the best from 0-320
to 0-540 Call Dick or Gene 1-305/422-6595.
1325 W Washington Bldg A-6. Orlando.
Florida 32805.
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft. Simple, low cost, ex-
tremely reliable Flight tested and proven
over 300 hours. 28 page brochure $7 00 ppd.
U.S A. Chas. Ackerman, 1351 Cottontail
Lane. La Jolla, California 92037
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount. Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings Also new cast manifold system
for "dual port" heads and Posa Injector
carbs Flight proven designs on the Son-
erai I & II. Introducing - ready to run con-
verted VW's 100% new parts. Monnett Con-
version Posa Carbs. you add exhaust and
gasoline! 1600cc $1350 F O B 1700cc
$1395 F O B Send $1.00 for Sonerai infor-
mation Monnett Experimental Aircraft, Inc.,
410 Adams. Elgin. Illinois 60120.______
LYCOMING ENGINES factory new. crated,
for Acro 150 HP 0-320A2A carbureted. Ben-
dix ignition complete. $3895 00 180 HP
IO-360B4A solid shaft, fuel injected, com-
plete $569900 0-360A4A 180 hp aerobatic
engine, carbureted, $459900 Send check
or money order to Aero-Fabricators. North
Road. Box 181. Lyons. Wisconsin 53148.
414/763-3145.
VW 2074 cc All new parts. POSA or Mikuni
carb. $187500 fob Full electrical system
available. SSE for specs Bob Hoover,
1875 Monte Vista. Vista. Calif. 92083. 714/
724-1513
SMALL TURBINES 100 hp. 14 GPH. 190
LBS . cost Navy $100.000. sell for $675.
specs $1 00 R Finch, 1070 Sapphire St.
Now Available! Brand new Continental R-
670, 240 HP, 7 cylinder radlals for home-
builders. Weigh only 485 lbs Prop hub and
new design wood prop available Contact
Chris Stoltfus. Box 470. Coatesville. Penn-
sylvania 19320 215/384-1145 - or - Ken
Stoltzfus. North Lawrence, Ohio 44666.
(216) 833-7265 No Sunday calls please
LYCOMING IO 360 sump, with intake tubes.
Perfect condition $20000 or best offer.
Also have NCG aircraft welding outfit Com-
plete - used once Torches, regulators,
tips, goggles, tank, dolly, etc $20000 new
- $10000 or best offer 312/498-1020 (Days)
or 312/272-2762 (Evenings)
RANGER AIRCRAFT ENGINE model 6-440-C5
(200 hp) 443 TT. OSMOH. long term preser-
vation, 1946, not maintained, mags, logs,
best offer RANGER AIRCRAFT ENGINE,
model V-770 (520 hp), not preserved, no
logs, salvageable parts Best offer W B
Nixon, 609/452-5111 Please submit bids
to Princeton University. Box 33. Princeton,
New Jersey 08540. Attn: Philip Krier. As-
sistant Director of Purchasing.
LYCOMING GO-480-G2D6. 1 each. 1300
hours. $2250 00 Paragon Die Casting Com-
pany. 5851 W Dickens Ave . Chicago. IL
60639 312/237-1800.
CARR TWIN Ultra Light opposed twin cyl-
inder four stroke, built mostly from exist-
ing VW engine parts See S A Jan 1975.
P r o f e s s i o n a l l y drawn plans, $25 00. In-
formation $200 Low cost new VW parts -
send for free price list CARR CONVER-
SIONS, P O Box 671, Beaverton, OR 97005
CONT. A40 Complete with prop hub, mag
carb, mount and stacks Ser. #1332.
$250 00 Bob, 801/299-0759. S.L.C. Utah
LYCOMING 0-290D 2 main case halves,
no accessories $100.00 or trade F D. Sel-
van. 4811 W 95 St.. Inglewood. CA 90301
LYCOMING 0-290G 66:10 S.M.O.H. Excel-
lent engine complete with accessories ex-
cept ring gear Removed from my Starduster
for more power $1000 00 firm "0" S.M.O.H.
0290G cylinder with piston $125.00 Bob
Pearce. Box 486. Cranbrook. B.C., Canada
604/426-8619
SPORT AVIATION 93
LYCOMING 55 hp. single magneto, completely
gone through, runs, no previous logs
$350.00. Wisconsin, 414/596-2810.
Propellers
PROPELLERS, Custom wood, epoxy dynel.
finish. R Mende. Rt 2. Quitman, Ark 72131
501/589-2672
PROPELLERS Custom manufacture, plas-
tic leading edge. 2, 3. or 4 Blade Tractor
or pusher. Ted's Custom Props. 9917 Air-
port Way. Snohomish. Wash. 98290 206/
568-6792.
PROPELLERS 23 diversified custom pre-
cision machined models Propeller Engi-
neering Duplicating. P. 0. Box 63. Man-
hatten Beach. California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design. VW, Continental, Lycoming,
others Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011 6027265-9622
PROPELLERS: VW. Corvair, Continental, etc
Ray Hegy. Marfa. Texas 79843.
GROUND ADJUSTABLE PROP for VW. Cont .
Lye., up to 125 HP All wood, lightweight.
VW prop - 8 lbs., mirror finish. 2. 3 and 4
blades. Bernard Warnke, Box 50762. Tuc-
son. Arizona 85705
CARVE YOUR OWN with this step-by-step
Oshkosh forum handbook. $3.00 plus .50
PP Merle Miller, Aeroneering. Inc.. Box 8.
Claxton, Georgia 30417.
I CAN HELP Solve your propeller prob-
lems, standard, experimental. 33 years
FAA APP STA. #3727. Tremendous inven-
tory. Hartzell distributor, new, exchange,
recondition. McCauley, Beech, Ham Std.,
Aeromatic. Curtiss electric, etc Straight-
ening. Chromic anodize, shot peening,
Magnaglow. our service. Experience and
ability is a legend in the industry. Infor-
mation and propeller log book - send $1 00
or call ANDERSON PROPELLER INC.,
DUPAGE AIRPORT, WEST CHICAGO, ILL
60185 312/584-8787
PROPELLERS VW, Continental. Lycoming,
etc (Formerly M. Steinhilber) ZENAIR
LTD, 236 Richmond St.. Richmond Hill,
Ont.. Canada L4C 3Y8
PROPELLERS VW. Continental etc: Choice
of hardwoods Nelson G. Keith. P. O Box
118. Uniontown. KS 66779 316/756-4747.
NEWI ALL METAL ADJUSTABLE PITCH FOR
VW! A limited time offer at only $225 FOB,
Los Angeles Specially designed for high
efficiency at speeds up to 200 mph, this
prop can be adjusted in minutes without
a protractor and without removing from air-
craft Send self-addressed, stamped en-
velope for brochure MALOOF AERO-
PLANE COMPANY, 23480 PARK SOR-
RENTO, SUITE 209A, CALABASAS, CA
91302. Phone 213/888-1072 Supply limited.
Hang Gliding
HANG GLIDING Designing/Building/Flying
handbook 200 pages. New edition. $5.95
postpaid. Dan Poynter. Box 4232-A. Santa
Barbara, CA 93103.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite. $2 00 postpaid Airtex Products. Box
177, Morrisville, Pa. 19067.
Books for Aircraft Designers, Builders. Out-
of-print and current List 25c John Roby,
3703T Nassau. San Diego. California 92115
STARDUSTER TOO BUILDER'S MANUAL
CG data all engines. Hints, modifications,
illustrations, photos. $8.00 pd. Fred Meyer.
108A Shawler Brook Road. Sherburne, NY
13460
94 OCTOBER 1975
DISPOSING OF COLLECTION of aviation,
radio, military, and other books, manuals,
catalogs, etc. Lists ready: Aviation, Radio,
Boys Adventure, Military, Early Radio Tubes.
Specify lists desired $1.00 per list (refunda-
ble with order) Hart York, Box 365. Fon-
tana. CA 92335.
HAVE MANY Pre-1936 'Popular Aviations"
for trading Let's exchange lists. Cal Bass.
6111 S. Joplin, Tulsa. OK 74136.
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings.
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .. $110 per pr
Master cylinders. $20 per pair with wheel
order. $23 per pair without. Alfred H. Rosen-
han, 810 E 6400 South, Salt Lake City,
Utah 84107.
FIRESTONE & SHINN wheel & brake parts
1" brake lining kit. $7.70. 1" brake shoes
$8.25 each, brake dust covers $3.85 each
all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts WHEELER-
DEALER. P O Box 421, Harbor City, Calif
90710_________________________
T-18 BUILDERS Extrusions; sheet metal
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield frame; hori-
zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static
tube; wing ribs; Maule tailwheel Write for
catalog. MERRILL W JENKINS CO . 2413
Moreton St., Torrance, Calif 90505
LARGE STOCK of new and used light aircraft
and engine parts. Lots of parts for home-
builders. The home of flight tested aircraft
parts. Nagel Aircraft Sales. Torrance Air-
port. Torrance. Calif. 90505.
SPORT AVIATION BINDER Now holds 12
plus U. S $4 25. Canada $4 50. postpaid
EAA No 79. Box 917, Spokane, Wash 99210.
DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts
Send stamped addressed envelope for il-
lustrated list. A Wheels. P. O Box 174,
Ambler. Pa. 19002.
GEE BEE CANOPIES T-18 Canopies and
windshields fit T-18, Mustang II. Sidewind-
er. Turner Super T-40A. CA-65 Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
$170.00 each Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50"x24'x14" high - $100.00 each. New
Pitts Bubble $95.00 All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $3000" FOB Seattle. Gee Bee.
18415-2nd Ave . So. Seattle. Wash. 98148.
Glen Breitsprecher
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies. Catalog 25c. Kick-Shaw,
Inc., 3527 Hixson Pike. Chattanooga. TN
37415.
DON'T TAKE CHANCES on uncertified sur-
plus or used wheels and brakes! 500x5 or
600x6 NEW PRODUCTION Cleveland wheels
and brakes, brake brackets $150 plus $6.50
for postage Wheel dust covers $7 50 set;
M B C with park brake $45 00 pair Bonanza
type $45.00 pair; 500x5 or 600x6 Cessna
axles $53 00 pair; CONVERSION KITS for
all Cessna. Beech, Stinson. Navion. 195.
etc. Stamped envelope for free list. Hard-
wick Aircraft. 1612 Chico. South El Monte.
Calif. 91733 _____________
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 90% of all material, hard-
ware, parts and assemblies Write for cata-
log. Ken Knowles Sport Aircraft. 27902 Al-
varez Drive, Palos Verdes Peninsula. Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So.. Birmingham. Ala. 35243.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid Dick Ertel. RR
#7. Quincy, Illinois 62301.
ALUMINUM kits; Mustang I. Mustang II, T-
18. Davis DA-2A, Sonerai, drills, reamers,
Gerdes wheels and brakes Send large self-
addressed envelope stamped to: SMITH
SUPPLY COMPANY. Route 4. Brown Deer
Lane. Janesville, Wisconsin 53545.
COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock Also custom work. Forney
Precision, Inc., Box 75, Cambra. Pennsyl-
vania 18611.
WITTMAN TYPE GEAR LEGS for Tailwind.
Sidewinder. Davis. Daphne. RV-3, and oth-
ers. Expertly machined and polished from
6150 steel Write H. C Lange. R #1. Merrill,
Wis. 54452.
CANADIAN KR-2 ENTHUSIASTS Why pay
more. Eliminate importation problems.
Write, phone or visit your ONE STOP KR-2
CENTER, for KR-2 plans and building needs
Wood. foam, epoxy, dynel. professional
parts we have them all Free price list.
CANADIAN RAND AVIATION, Hangar #2,
Toronto Island Airport, Toronto M5V 1A1.
Ontario. Canada. 416/366-4253
FLYTE BOND EPOXY A new. low viscosity,
high strength, epoxy Specially formulated
for use in wood/foam/dynel aircraft struc-
tures Does not soften polystyrene foam, or
become brittle on polyurethane foam Low
toxicity Use this one material as glue, filler,
coating, laminating resin and strengthening
filler material Does not shrink, craze, de-
laminate or crack. Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity Prevents
wood rot $32 00 Gal. Send for booklet.
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
AEROMARINE SERVICES. Hangar *2, To-
ronto Island Airport, Toronto M5V 1A1. On-
tario, Canada. 416/366-4253.
AN HARDWARE & FITTINGS Send 50c
for catalog - refundable first purchase. HB
AIRCRAFT STANDARD PARTS, BOX 4358.
FLINT. MICHIGAN 48504. 313/239-2992
FLUSH GAS CAP with mounting ring May be
riveted, welded or molded to your tank. A
quality product machined from solid alumi-
num $17.95 postage paid Free brochure
AVIATION PRODUCTS. INC. 114 Bryant,
Ojai, California 93023
CONTROL CABLES fabricated with AN ter-
minals. $2.95 per end for swaging and hy-
draulic proof testing. Components at com-
petitive prices Free brochure AVIATION
PRODUCTS. INC.. 114 Bryant, Ojai, Cali-
fornia 93023.
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts 4" or 6" diameter wheels VA"
or VA" flat, or H" round spring mounting.
$27.95 postage paid Free brochure AVIA-
TION PRODUCTS INC.. 114 Bryant. Ojai,
California 93023. ___
WHEEL PANTS Lightweight. 500 x 5. as
used on Sonerai. $35 00 pr Split racing type
- $45.00 pr 12" aluminum spinners and
backplates - $25.00. "F I & F V formed alu-
minum landing gears. 5" Azusa wheels and
brakes, plexiglass canopys, fiber-glass
nose bowls for VW's, Cassutt canopy caps,
etc
POSA INJECTOR CARBS The answer for
carb problems. As used on Sonerai 29. 32.
35. 37 mm models available. $50.00. Why
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. Vs" stainless steel, $25.30/1000; V"
aluminum. $11.55/1000. G28 Hand Rivet
Tool for above plus 120 dimple die $23.00
Send $1.00 for Sonerai information. Monnett
Experimental Aircraft. Inc . 410 Adams, El-
gin. Illinois 60120. ____
KR-I-II/W.A.R. BUILDERS Polyurethane
foam and dynel. Best deal Sport Craft,
3510 Langdale Drive. High Point, NC 27260.
919/869-3969.
HOMEBUILDERS are you looking for the
following - vac pumps, prop governors,
fuel injected systems, blowers, cranks
Check with us first Air Engines. Ltd.. 1325
W. Washington. Bldg. A-6. Orlando. Flori-
da 32805 or call 1-305-422-6595
WOOD AIRCRAFT BUILDERS We supply
kit material to your specification, laminated
spars made to your requirements Epoxy,
aerolite glue, balsa, ash Kits for Pieten-
pol. Cavalier. Minicab. Taylor Mono. Fly
Baby, etc Catalogue $1 00 WESTERN AIR-
CRAFT SUPPLIES. 623 Markerville Rd .
M E . . Calgary. Alberta. T2E 5X1, Canada.
Bus Ph 403/261-3046.
BUBBLE CANOPIES BOUWENS
AEROSPACE, Twing Road. LeRoy. NY
14482
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation 16' - 18' rim size. V/V axle, use
on one or two place aircraft, price $4.50
postpaid R & B Aircraft Company, R.D. #3,
Box 446. Flemington. NJ 08822.
CANADIANS Hardware, instruments, steel
sheet tubing; Birch plywood; props, en-
gines; Aerolite glue, Lincoln cloth fabric
Price list available Leavens Bros.. P. O.
Box 1000. Malton, Ontario. Canada
COOT BUILDERS My husband is so busy
building beautiful new airplane that he
never got around to editing the several
hundred pages of COOT notes, comments.
and instructions So. I got busy and with
some help now have all of this material
edited, organized, cataloged and beauti-
fully printed Copies are available for $6.00
Send your check to Mrs. Molt Taylor.
Box 1171. Longview. Washington 98632.
KR-2, KR-1 SLING SEAT $8.00 Installa-
tion kit - $5.00 Two seats and two kits
needed for KR-2 Add $1.00 per seat ship-
ping James Bates, Box 45146. San Diego.
California 92145
WILL CONSTRUCT your aircraft or any com-
ponent part of your specifications and to
any stage of completion desired All weld-
ing and work accomplished by certified
mechanics We specialize in W W 1 air-
craft W R Petrone. Dayton Park Road.
Ames. Iowa 50010 232-5363
AXLES - AZUSA WHEELS ft BRAKES %"
steel axles for Azusa wheels. $42 50 pr
with nuts Full assemblies including cables
and actuating levers Prop hubs and ex-
tensions for VW. 2074 cc VW engines ready
to fly, $1875 00 fob Bob Hoover, 1875 Monte
Vista. Vista. Calif. 92083 714/724-1513.
-JEW STAINLESS CABLES, '/" - 7 x 19 15
ft. long with AN667 swaged one end $4 50
pp. New Goodyear 600 x 6 outside wheel
halves $25 00 pp Bearing and race sets
for Goodyear 600 x 6 wheels. $1200 pp
C-4 adjustable cockpit lights. $14 95 pp
Many other hard to find items Send SAE
with your needs Fred Griffith. 13040 Grid-
ley Street, Sylmar. Calif 91342.
WOODWORKING homebuilts and antiques,
complete wings or any part Rebuilding or
repairing A I R C R A F T WOODWORK, Rt
4. 6254 Highway 36. Burlington. Wisconsin
53105 414/763-3036
SILVER WINGS O f f e r s membership to
every pilot who soloed 25 years before ap-
plication National Convention. Ramada Inn.
Arlington. Texas. September 11-13 For
only $5 annually, you receive full member-
ship kit plus official newspaper Send stamp
for sample Box 1228. Harrisburg. Pa 17108.
PR/UAKY GLIDER i! FT. WINGSPAN -EASY TO BUILD-
CASY TO FLY-BUILD MOW FOR NEXT SEASOH-
CXCELLEUT PROJECT FOR CLUBS tUAHUAL ARTS CLASS-
T1MO DETAILED 24X16 SHEETS- *I2.OO
RON SANDS. RDI34I, MERTZ TOW N. PA. 19539._
TAPE RECORDINGS 200 1972 through
1975 Oshkosh forums. Special interest
and chapter programs. Also that FANTAS-
TIC FRIDAY Oshkosh Tower. SASE or
10c for list David Yeoman. R. 1. Toddville.
Iowa 52341.
KR-2 DUAL CONTROL STICK PLANS Com-
plete drawings to build and convert to dual
stick. $3.50. Middlewest Aero. 751 Gradient
Drive. St Louis. Missouri 63125
RIVETS-BULB CHERRYLOCK Universal,
countersunk and unisink heads. Approved
by F F A Hand Guns and Air Tools POP
RIVETS, aluminum closed-end. Monel.
Threaded. ANCHOR NUT PLATES, 6/32.
8/32. 10/32 threads Write for FREE infor-
mation Fastener Products Co., 615 W Col-
fax. Palatine. Ill 60067.
BENDING BRAKE drawing (4-7 ft.; steel) free
with orders of quality One-Sided/Hand
rivet dimple dies, hole flanging dies, cut-
ters (1" - 3%' dia.); monel "Pop" rivets,
guns U.S.A. shipments daily Free bro-
chure(s) Dandy Dimple Die. 172 Boniface.
Kitchener, Ontario. Canada
SKIN CLAMPS For half the price of Clecos
1/8 dia - kit to make 50 clamps. $11 75, 100/
$21.95. Postpaid. Data $.25. Swanson Tool.
4018 S- 272 St.. Kent. WA 98031
BD-5 ENTHUSIASTS Join the James XD-5
Club. Free Information, newsletter. James,
Box 151, Pasadena, CA 91102.
CANOPIES KR-1 $56. KR-2 $67 Single
seat bubble 21X55X12.5 $56, Super two
seat bubble 32X70X14 5 for KR-2. etc. $119.
All available in clear, green, bronze, grey.
Prices include crating Save freight, visit
the Air Force Museum and pick up your
canopy. Available soon - T-18. Mustang II.
Sidewinder. T-40A. CA-65. Also new low
silhouette for Van-Viggen THE AIRPLANE
FACTORY. 711 Brandtvista Ave.. Dayton.
Ohio 45424.
NOW! NEW CLEVELAND TSO'D 600 x 6
Aluminum wheels and brakes $129.50 pr
TSO'D Magnesium 6 00 x 6 and 5.00 x 5
wheels and brakes $149 50 pr New 6 00
x 6 and 5.00 x 5 Amphibious wheels and
brakes $245.00 pr Please include $6 50
per pr. for freight Technical info always
furnished Yes. we still quote on all Cleve-
land Conversion kits. Barney Oldfield Air-
craft, P O Box 5974. Cleveland. Ohio 44101
ELECTRIC CAR companion project to VW
powered aircraft Kit converts VW in sin-
gle weekend to electric with 30 mile range.
57 top speed Kits $895. details $1 00.
MacArthur. Box 634. South Windsor. CT
06074.
PRECISION made parts for your homebuilt
Airframe and engine repair FAA certified
mechanics. Send for quote along with
legible prints to: Sun Aircraft. 15415 Van-
owen St.. #19. Van Nuys. CA 91406
FIBER-GLASS SHAPES Cowls, fairings,
blisters Custom work on request Cowls
for "Starduster Too" $125.00. "Sonerai II"
$15000. Don's Sports Specialties. 4110
Wayside Dr.. N., Saginaw. Mich. 48603 5171
792-3031
Does your airplane need a home? Want to
take-off and land on your own front yard?
Several 10 acre estate sites on 2.400' strip
now for sale. Prime Virginia countryside
just 45 miles southwest of Dulles Interna-
tional. All with views, some with woods
and pond Only $5,000. cash required and
exceptional terms. Priced from $25.900;
and includes airstrip, roads and under-
ground electric and telephone Contact
owner: John Berry, 4407 Rockcrest Drive,
Fairfax. Virginia 22030. Phone: 703/323-
1628.
Services
BILL "AVI" ATOR Aviation Insurance
Specialist Representing large established
companies. Competitive rates. Fast. Claim
Service Speciality Homebuilts and Antique
Aircraft. 211 South Fayette. Jacksonville,
Illinois 62650. 217/245-9668
BUILDING OR DESIGNING your own aircraft
and in need of sound advice? For FREE de-
tailed information about this engineering
mail service send a self addressed stamp-
ed envelope to:
AMTECH SERVICES
RD 8. Mansfield. Ohio 44904
Wood Testing Device: plans, detailed in-
structions $17.38; description June 1970
Sport Aviation.
PLANS
Plans of aircraft advertised In SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated its advertised qualities. The
FAA Operation Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 1 2 sheets, black line, full size
wing ribs, folding wing modification. $20.00.
Order from Leonard Eaves. 3818 N.W. 36.
Oklahoma City. Okla
FOKKER TRIPLANE DR-1 Full size info
kit. $3.00. Plans $5000. Redfern Replica.
W W. Redfern. Rt *1. Athol. Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder. 85-150 HP. cruise 105-140
mph. Fully aerobatic. This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27 00
to EAA members $37 50 non-members (in-
cludes one year's EAA membership) Ex-
perimental Aircraft Association. P O Box
229. Hales Corners, Wis 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5,000 ft. at 70%
power Construction plans and photos
$125.00. Brochure $1.00 S. J. Wittman,
Box 2672. Oshkosh. Wis. 54901.________
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvjetkovic, Box 323. Newbury
Park. Calif 91320.
SMITH DSA-1 "Mlnlplane" Plans 17 ft Bi-
plane. Excellent drawings. $25.00. Mrs.
Frank Smith. 3502 Sunny Hills Drive. Norco,
California 91760.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP. 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size. $25 00 postpaid. Cutaway
and photos, $1.00. John W. Grega, 355
Grand Blvd.. Bedford. Ohio 44146
SHOESTRING Formula One Racer, sport-
plane plans available 3-view. photos,
specs.. $3.00 Condor Aero, Inc., P O Box
762. Vero Beach, Fla. 32960.
AIR SKIMMER $1000 buys the hull plans
for this single place homebuilt Navy Sea-
plane Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans. 1800 Carmelo Dr. E. Carmichael,
CA 95608
FLOAT PLANS Metal Designed by Stan-
ley Dzik Information packet. $1 00 U S .
Bill or Money Order Plans, four sheets.
NOW $25.00. U. S. or Money Order. Post-
paid. L. Landermann, 39 Poplar St.. Ste-
Rose. Laval, Que.. Canada.
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION Sport plane performance with
antique appearance Brochure, specs, and
photos; $300 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond. B. C.. Canada
SPORT AVIATION 95

INTERESTED IN GYRO-COPTERS?
STEP UP TO THE REAL ONE!
The all-aluminum Boomerang uses 65
to 180 hp engines. So rugged it makes a
great 2-place dune buggy. Costs no more
to build than the little ones. Forget the
hard to get high octane gas and the
special strips. Take off from and land on
almost any terrain and even use car gas
in most engines. 1 airframe for one-or
two-place construction, ideal for wide
'ange of engines; so adaptable that al-
most any body can be used. Shown
above, the BOOMERANG II. Kits start at
$295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place
plans to
ROTOR MASTER AIRCRAFT
Shangrila Ranch, P. 0. Box 81769
Ramona, CA 92138
0. S. K. AIRCRAFT CORP.
14547 Arminta St.
Van Nuys, Calif. 91402
TURNBUCKLES
AN130-8S $2.50 ea. AN130-16S $3.50 ea.
GALVANIZED STEEL AIRCRAFT CABLE
1/16" - 7x7.07 ft. 3/32" - 7x19.10 ft.
STEEL POP RIVETS - </8" dia. - grip range
SBS-43-.126-.187 .............. $2.00 nun.
SBS-44-.188-.250 .............. 2.25 hun.
CABLE THIMBLES
AN100-3 (1/16" cable) .......... .06 ea.
AN 100-4 (3/32" cable) . . . . . . . . . . .07 ea.
N ICO PRESS SLEEVES
18-1-c (1/16" cable) ............. .07 ea.
18-2-g (3/32" cable) . . . . . . . . . . . . . 08 ea.
STYROFOAM EXPANDABLE ROLLED SHT.
3/32" thick x 22'/2" wide, per lineal foot
................................. .28
MAHOGANY 90 AIRCRAFT PLYWOOD-
SHEET SIZE 4'x8' SPEC. MIL-P-6070 A
l/16"-3 ply .................. .94 sq. ft.
3/32"-3 ply .................. .96 sq. ft.
VB" -5 ply .................. 1.00 sq. ft.
DOUGLAS FIR, royal marine A-A plywood
sheet size 4'x8'
ya" .................... $20.00 per sheet
Vi" .................... $20.00 per sheet
Sorry no c.o.d. orders.
Calif, add appropriate tax. Mdse. shipped
freight c.o d.
AIRCRAFT
INTERCOM
Use with standard aircraft mikes and 600
ohm headphones. 12 V. Four new models
to choose from: Model 301-use w/o radio
and hand mike, $39.95; Model 302-use w/o
radio & boom mike, $44.95; Model 303-use
with radio & hand mike, $49.95; Model
304-use with radio & boom mike, $5495.
Post paid. Satisfaction guaranteed. Mass,
res. add 3% tax
MX CORPORATION
Box 47, N. Chelmsford, Ma. 01863
(formerly Max Meredith Assoc.)
96 OCTOBER 1975
LITTLE TOOT PLANS Reduced to book DIAMANT 3-4 sealer, all-wood: $100
form, sixteen sheets 11" x 17", $25.00. Full SUPER-DIAMANT - retract, tri-gear: $125.
size blue prints, S75.00. Illustrated bro- SUPER-EMERAUDE- 2 seater. all-wood: $75.
chure, $2 00. Meyer Aircraft. 5706 Abby, BERYL - fully aerobatic, tandem seater:
Corpus Christi. Texas 78413. $80 COUGAR - all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal,
R. L. 3 MONSOON, low wing 2 seats all wood retrac. tri-gear, 2 seater: $125. - 4 seater:
construction. Brochure $300. plans $75.00 $175.00 - Specs. 3-view, photos, $2 per air-
Wood kits available WESTERN AIRCRAFT plane to E. Littner, P 0. Box 272, Saint-
SUPPLIES, 623 Markerville Rd , N.E.. Cal- Laurent. H4L 4V6, Quebec. Canada.
gary, Alberta, T2E 5X1, Canada. Bus Ph
403/261-3046.
RAND KR-1 PLANS $25.00. The VW pow-
BG-6, BG-7, BG-12D and BG-12/16 plans from ered Styrofoam retractable Ken Rand, 6171
$35 to $9500 Information packages: Cornell Drive. Huntington Beach, Calif.
92647.
BG-6 and BG-7. $1.00; BG-12D. BG-12/16.
$1 00. Both for $1.75 Sailplane Corporation
of America, El Mirage. Rt. Box 101. Ade-
lanto. Calif. 92301. HEADWIND B The original VW powered
airplane with over a decade of success. Ex-
cellent plans, $25.00, info. $2.00. Stewart
Aircraft Corporation. 11420 Rt 165, Salem,
SONERAI I ft II PLACE PLANS VW pow- Ohio 44460.
ered, all metal, folding wing, self-trailering
I - $50.00. II - $75.00 II includes builders
manual Components and kits available
Send $1.00 for information. Monnett Ex- Aircraft Homebuilders. Call us for your
perimental Aircraft, Inc., 410 Adams. Elgin, certified Welding needs All types of
Illinois 60120. materials. Specializing in tubular struc-
tures, exhaust systems, muffler re-build-
ing and engine mount repairs. Reason-
able rates. Fast service. Hundley Welding
BABY LAKES Champagne performance service, 2831 Junipero Ave., Signal Hill,
on a beer pocketbook! Cutaway drawing Calif. 90806. Phone 213/426-3450.
and full reports. $ 3 0 0 Complies with
NASAD "AA' quality standards. Dealer for
Great Lakes Sport Trainers and parts. Send
$3.00 for special info packet. Barney Old-
field Aircraft Company, P. O. Box 5974.
Cleveland. Ohio 44101. DRAGON SKIN
Fiberglass wing and fuselage skins.
Sheets up to 4 x 8 in four thicknesses.
SPEZIO "TUHOLER" two place, open Also molded leading edge materials
cockpit, low folding wing. Full size rib Send $1.00 for sample and specifications.
drawings, very detailed plans. Info pack
- $3.00. Plans - $75.00. William Edwards, THE AMERICA COMPANY
Unit E 25 Madison Avenue, Northhampton, Mass. 1521 Breezeland, Oconomowoc, Wis. 53066
01060.
CERTIFIED AIRCRAFT BIRCH
FOKKER DR-I TRIPLANE
DETAILED CONSTRUCTION DRAWINGS P L Y W O O D
W/WC SPA* 4 RIB SETS 1/32" $8.40 3/32" $1360 3/16" $19.80
FlBERGLAS C O W L S 1/16" 9.20 1/8" 15.00 1/4" 25.20
REPLICA FUEL GAGES
INFORMATION 100 '"
FOB per 4x4' sheet. 20 or more 10%.
Cut in half, or smaller for prepaid parcel
post and faster service.
Marine, Cabinet, Plywood, Lumbercore.
Most all species, up to %". 4 x 8 ' sheets
or cut to size
VIOLETTE PLYWOOD CORP.
P. 0. Box 141X LUNENBURG, MASS.
ADJUSTABLE PITCH PROPELLERS
TAKI TMI GUIS! WOIK OUT or rior "LICTIOW
VW 1 ILAM1 - 1 ILADIS VW
PLANETA N."H..'AKIU>.ACTUMO / V-|ILT D"VI
GEAR DRIVE x ti.ftv TO IMITIII ^^ ' OB
.MORSE CHAIN DRIVE
EL GRINGO
Stalls under 40. Top speed is 150 I A.S.
V.W. Power. Steel tubing airframe and
wing spars. Quick removable wings. Ad-
justable seat and elevator trim New
techniques in Foam. Dynel, and Epoxy.
Plans, Photos and Instructions, $50.00.
New to market. Electric Hot Wire Foam
Cutting Unit. For a fast and professional
job, makes cutting and conturing remark-
ably easy, $45 00.
C. B. ENTERPRISES
2022 N. Acoma Hobbs, NM 88240 FORD-VB L..^C. I. BUICK-V6-Special
FOI REPLICA FIGHTERS
CHAIN DRIVE
CHAIN DRIVE
ty * Fiberglass Hull
Shorty Hirsekorn Assem. NO INCINI MOOI'ACTIOM tlQUIIIO VW- ilLT
IILF STAtTII IQUirrlD ALL INClHIl
105 Rosamond * Window Kit IUILO TMIM VOUIllLf HOM iCALI PLAM1
DRIVES STAKT
AS LOW AS SI99*
Houston. TX 77022 * Tail Kit
IUT THIM COMfLITI 1IAOT TO INSTALL
ICALI PLANS KIT1 OF MAT , FAlTl CAlTINI
* Engine Pylon Kit
* Many other parts *O* INDIVIDUAL ITlM HMD 1)00 IO* INIO
Of\ ALL ITlMl MNO tOO fOI IMfO fACKtT GYROOYNAWC SYSTEMS
T.OT;/, L*vOOti -.PtCi DAJA PB'Cti k> O. OX SS DIPT Ifl
Send $2.00 for info '.FN: ii oO IXTRA OU'SiW u S A
IIOLANOS. CALIF 92373
Pack.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal Wooden construction. Piper Cub wings
PLANS $150. information brochure $300
Present builders note new address Earl
W Anderson. P O Box 422. Raymond. Maine
04071
1912 BELLANCA REPLICA single place,
sticks and wire monoplane Many fittings
and details full size 2' x 3' poster incl Plans
$40.00 Michael Murphy. 4923 W 99 Street.
Oak Lawn. Illinois 60453
WICHAWK BIPLANE Can be built 2 place
side by side. 2 place tandem or 3 place 3
view drawings with complete specifica-
tions and performance data, assembly and
weight and balance information with list of
drawings. $5 00 Javelin Aircraft Co., Inc.,
9175 East Douglas, Wichita, Kansas 67207.
TAKEHOME T-1B WING Airway to Highway
in |ust minutes Information $3 00 Plans
$35.00. Sunderland Aircraft, 5 Griffin. Apal-
achm, N Y. 13732
PRACTICAL LIGHTPLANE DESIGN AND
CONSTRUCTION FOR THE AMATEUR
has plans for the Fike Model "D" and sells
for just $6 75 plus 35c postage U S . Fike
Model "E" low aspect ratio STOL airplane
plans $35.00. airmail $2 00 extra in U.S
Brochures on both $200 W J Fike. Box
683. Anchorage. Alaska 99510.
&
COMPLETE Unused Davis DA 2A plans
$ 7 5 0 0 W Adams. 2 Cansbrook Drive,
Kitchener. Ont , Canada.
T-18 PLANS Unused with newsletters and
instructions $12500 Tom Ferguson. 256
Douglas Road, Warwick. R.I. 02866
UNUSED PLANS: Taylor Coot and 200 photos
$12500 Pazmany PL-1 $6000 J Poehner.
409 Hillwood Court. Flushing. Michigan
48433
Wanted
Will purchase P & W R1340 and R985 engines
Also Ham Std 2D30 and 12D40 propellers
Mid-Continent. Drawer L. Hayti, Missouri
63851 314/359-0500
NEEDED complete set papers. Luscombe
8A 609/386-5157 after 5:00 P M
WANTED "T" or Row Hangers, preferably
southwest Howard L Harder, 3027 Coun-
try Lane. Santa Susana. Calif 93063
Soaring
SOARING magazine comes with SSA Associ-
ate membership, only $12/yr Or, send $1.50
for sample copy plus literature Soaring
Society of America. Box 66071-X, Los An-
geles. Calif 90066
A SPECIAL OFFER Guide to Sailplamng
'How to Get Started in Soaring", 64 pages
$1 00 postpage paid. Schweizer A i r c r a f t
Corp.. 36 Airport Road, Elmira, New York
14902.
ADVERTISE IN
'SPORT AVIATION"
BUILD 18 IN BAND SAW FROM KIT
Precision crowned aluminum wheels,
ball bearing drive and blade guides
ALSO KITS for 12 in Band Saw. 10 in
r
Tilt Arbor Saw. 6x48 Belt Sander.
Wood Shaper. Comb Drill Press
Lathe Kits from $23 99 to *89 99
Send $200 each lor Plans or 25c lor
catalog
GILLIOM MFC CO Dept SA 1.
St Charles. MO 63301
.SPORT'/
 STOLP STARDUSTER CORP.
4301 TWINING
RIVERSIDE. CA. 92509
(714) 686-7943
in
BY LYMAN E. COX

ACRODUSTER 1
RATE OF R O L L 2 4 0 " / S E C . aeronautical paraphernalb
BROCHURE $5.00
COMPLETE KIT - $5500.00

(19761 A11RCR1 AFT C A LE ND AR

Truly a collector s treasure, this 1976
aft calendar features 13 fascin iling
scenes of nostalgia in bril iant
qual ty color . A panorama of vist is of
the >ast It has a large pad with loom
for notes, and is filled with historical NAVY FLIGHT JACKETfine goatskin, bi-swing
date of aircraft'importance Page si back, fur collar A2 Flight Jacketleather.
13'/4 X 10V4". quilted lining, knit cuffs, leather collar, both in
brown only 38-46, Navy $76 95, A2 $69.95.
STARDUSTER TOO $49! Each. Add 55c Shipping T,otal 48-50 add $8.00
PLANS $75.00 $5.54
BROCHURE $2.00
SEND SOC FOR C A T A L O G SHEETS & BRO-
CHURES ON ALL PHASES OF MODEL
BUILDING INCLUDING R A D I O CONTROL.
C H A R G E C A R D S ACCEPTED.

Stanton
Hobby Shop Ino.
\/
LEATHER FLYING HELMETSnewly made
Available with radio gearreceivers, harness
and carbon boom mike $58.95, w/out boom mike
$43.95, with only radio adaptors $27.95
4734 NORTH MILWAUKEE AVENUE helmet only $23 95
STARLET CHICAGO. ILLINOIS 6063O
PLANS $50.00 PHONE 3 1 2 / 2 8 3 - 8 4 4 8
BROCHURE $2.00

AIRFOILS 510finest made Curved triplex lenses, soft

leather lined. Light weight head band $18 95,
extra smoked lens $7.00, extra clear lens $5 00
NOW FROM EAA
VSTAR
PLANS $50.00
BROCHURE $2.00

917wide vision curved laminated glass, light

weight strap $13 95, extra strap $2.50,
extra clear lens $5.00

THEORY OF WING SECTIONS

ACRODUSTER TOO By
2-SEATER Ira H. Abbott
PLANS $75.00
B R O C H U R E $2.00
and M K 9 R A F style English made, excellent
Albert E. Von Doenhoff visibility, adjustable $12 95. tinted lenses $6 00.
extra strap $1 00
The best single volume study available
on subsonic wing sections. 693 pagts
include theory airfoil ordinates. e t c . 100% WHITE SILK FLYING SCARF $19.95

$6.50 PATCH CORDSUSE WITH ABOVE HELMETS

(Includes hook rate postage) JT400 W/PUSH TO TALK SWITCH $25.95
FROM JT900 PATCH CORD ONLY $19.95
EAA ADD POSTAGE & IN CALIF. ADD 6% TAX
Box 229
GLENN BEETS SPECIAL WRITE FOR FREE CATALOG
PLANS $50.00 HALES CORNERS, WISC. 53130
BROCHURE $5.00
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, H A R D W A R E , ETC.
CATALOG $2.00
AIRFOILS SPLIT S. AVIATION
15320 WILLOW DRIVE
LOS GATOS, CALIFORNIA 95030

98 OCTOBER 1975

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
1975 Summer Highlights
With Congress in recess and many FAA employees
on vacation the August days that remain after the EAA
Fly-In at Oshkosh have been spent in Washington on
catching up on events that have already occurred and
reporting on those that are still making news. An exam-
ination of our daily Washington log discloses a few items
that are newsworthy enough for this column.
AIRPORT CONTROL TOWERS During the past
three years EAA has been critical of the FAA's policy
of commissioning control towers at airports where there
was comparatively light traffic. We were not the only
ones that kept bringing up this question of tower eligi-
bility to the FAA since many other general aviation
organizations felt that towers were being established
where there was really no need for them from the stand-
point of sport and general aviation. Opposing our efforts
were the airlines through the Air Transport Association
who felt that any airport with scheduled airline service
should have a tower.
The FAA agreed to review this subject of airport
eligibility for towers and early this summer came up
with a somewhat complicated formula for future evalua-
tion of airport towers. In brief this formula provides that
an airport in order to be eligible for a tower must have
at least 15000 air carrier operations a year, or 25000
air taxi operations a year or 200,000 general aviation
operations a year. Since most airports will have two
or more of these types of operations a formula was sug-
gested that an airport would be eligible for a tower if
a ratio value of 1.00 or more was achieved by any com-
bination of these three types of activities. As an exam-
ple 5000 air carrier operations would be a ratio of .33
in comparison with 15000 air carrier minimum opera-
tions. 10000 air taxi operations would give a ratio of .40
in comparison with the minimum of 25000 and 100,000
general aviation operations would give a ratio of .50 in
comparison with the minimum of 100,000. Adding up
these ratios would give a total of 1.23 so the airport
would be eligible for a tower.
EAA gave tentative approval to this new airport
tower criteria but in a written communication to the
FAA we pointed out that some airports have temporary
surges of traffic due to special events in their area and
therefore this should be taken into account for any traffic
total. Also we suggested that all traffic counts should
be very carefully audited and not estimated to reflect
the true activity at the airport. And finally EAA recom-
mended that the hours of operation be flexible ranging
anywheres from 8 to 16 hours a day depending upon
activity.
Based on the new criteria the FAA estimates that of
the 358 airports with airline service 65 locations would
be eligible for towers under the new formula by 1985.
Using the old criteria of 24000 or more itinerent opera-
tions with scheduled airline service and 50,000 or more
itinerant operations with all other operations, then by
1985 144 airports would be eligible for towers.
AVIATION SAFETY REPORTING PROGRAM Late
in the winter of 1975 the FAA announced a program
to encourage airmen and controllers to voluntarily report
unsafe operating conditions and promised immunity for
infractions of FAA rules. But the catch was that the FAA
said it would still penalize pilots, controllers or other air-
men if they were involved in reckless operations, crim-
inal offenses, gross negligence, willful misconduct or
accidents. These exceptions were so broad that most
aviation organizations advised their members not to
participate in the program. As a result it was a failure.
In the middle of July the FAA called an industry
meeting and suggested a new plan to encourage airmen
and controllers to report unsafe conditions. The FAA
proposed that NASA be designated as the agency to
receive all reports and the report form would be de-
signed so that the name and address of the author could
be separated from the form and returned to him as a
receipt. Then the unidentified form would be put on
NASA's computer to help form a data base for future
corrective action.
Industry representatives were willing to cooperate
with this new plan which will require some months of
work by NASA to organize it. But it should be opera-
tional by March 1976. NASA stated that after operating
the plan for a year it would be turned over to a private
contractor and the original data would never be given
to the FAA.
The FAA made only one reservation to the new plan
which was christened the "Third Party NASA Safety
Reporting Program". It said that if the FAA made an
investigation on their own of any incident that was
brought directly to their attention and it involved gross
negligence, reckless operations, willfull misconduct or
criminal action then the FAA would be free to file a
violation against any individual even though he had
filed a report with NASA on this incident.
ADAP LEGISLATION The House Committee on
Public Works and Transportation completed its hear-
ings on new Airport Development Aid Program legis-
lation before adjourning for the August summer recess.
The Senate Committee on Commerce scheduled hear-
ings on ADAP legislation in April but never got around
to holding these hearings because the committee chair-
man, Senator Cannon, was tied up with hearings on the
New Hampshire Senate election dispute.
The Senate Commerce Committee has finally sched-
uled hearings on ADAP early in September and EAA is
presenting a statement similar to the one given before
the House Committee on Public Works and Transporta-
tion. This statement was printed in the June issue of
SPORT AVIATION.
Aside from the question of amount of aid by the
federal government to this ADAP program the major
controversy is whether all general aviation airport aid
should be turned over to the state aeronautic commis-
sions. This is the Administration's plan and it is sup-
ported by the National Association of State Aviation
Officials and also by many of the state aeronautic
commissions. EAA made a survey of the other general
aviation associations in Washington and it appears that
all of them favor continued federal control of general
aviation airport aid. Most of the general aviation groups
felt that several states had run efficient general aviation
airport aid programs independently of the federal
government and their programs would suffer if they
were turned over to federal supervision. It seems likely
that neither the House or Senate will turn all general
aviation airport aid over to the individual states.
(Continued on Pg 16)