THE HOMEBUILDER'S

Corner
buPAULH.POKRUNY

-L HE 1975 EAA Convention was a great success despite the very hot weather. Members, their
families, friends and other aviation enthusiasts attended in record numbers. It should be encouraging
to all of us to see the increasing number of government officials attending each year as they go away
with a better understanding of Sport and General Aviation, its needs, its problems and the great desire
of the average citizen to own and fly aircraft. They are able to observe the creativeness of our aircraft
designers and builders in a time when society is alleged to be drifting toward a faceless state of apathy;
they are able to observe the high standards of cleanliness and cooperation that allow thousands to live
quite closely together for a week in harmony in a time when society in general is supposed to be
splitting at the seams. This makes quite a favorable impression on first timers. True, those of us
charged with the responsibility of insuring your convention's success encounter some problems and
personal challenges . . . however, when one considers the magnitude of the event, it runs quite
smoothly.
The daily mail has been bringing many fine comments and some recommendations for improving
the convention. These we appreciate, especially the kind manner in which they are presented. Before
we present some of these comments, I believe it to be very appropriate to take this opportunity to
thank each and everyone who worked as a volunteer during and after this event, who contributed so
very, very much to its success. For without this dedication and help, there would be no convention. If
a dollar value were placed on the labor of those who volunteer their time and if this were made a part
of the costs of the convention, registration fees would have to be boosted up to an intolerable level.
We all owe these hundreds of people great respect and admiration.
Now, here are some of the recommendations I have received since Oshkosh. I would like to hear
your opinions on the matters discussed and earnestly solicit your solutions to some of the problems.
I would also ask as many of you as possible to start thinking now about pitching in and helping us
put on the 1976 event . . . our 24th EAA Fly-In.
Suggestions and comments:
Aircraft should 6e parked by type and in separate rows.
Comment: This is a difficult one to carry out because all aircraft do not arrive in one group, but
rather over a period of days. To find persons to guard parking spots on a 24 hour basis is impractical,
so space has generally been on a first come, first served basis. A few groups have selected rows to the
back of the normal progression of the aircraft parking for some type aircraft and policed their own
parking.
EAA was grossly negligent in not having medical facilities on the field on a 24 hour basis.
Comment: As in past years a medical facility was available and staffed with qualified Red Cross
personnel. Two doctors were on the field and on call at all times. Two medical technicians and 24
hour ambulance service was available. This medical facility served some 900 people at all hours and
handled problems ranging from requests for aspirin to heart attack. Drug store and prescription ser-
vice has always been available, too.
Fire protection should be provided.
Comment: Wittman Field has a fire department and EAA has a fire truck and two water tankers
ready for instant use in case of fire involving aircraft or fires in the campgrounds or EAA buildings.
(Continued on Page 9)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED
SEPTEMBER 1975 VOL. 24 NO. 9
Copyright ' 1975 by the Experimental Aircraft Assn., Inc. All rights reserved.

TABLE OF CONTENTS

Homebuilder's C o r n e r . . . by Paul Poberezny .......................... 2

Letters to the Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
About Little Wind Tunnels . . . by R 7. De Voult ........................ 10
Osprey 2 . . . by George Pereira ....................................... 13 Page 13
Headquarters Comment . . . by Mike Heuer ............................. 21
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
The Sportplane B u i l d e r . . . by Antoni Bingelis .......................... 23
Warbirds At Hamilton . . . by Jim McDonnell............................ 26
First Flight Procedures . . . by L. D. Sunderland ........................ 29
A Simple Angle of Attack Sensing System Using A Photo-Electric
Principle . . . by William E. Brown .................................. 32
A Comparison of Two Place: Fixed Wing/Gyroplane/Helicopter Aircraft
. . . by Martin Hollmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Miller Sport Gets A New Tail . . . by William Y. Miller .................... 36
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
The Influence of Weight On Maximum Cruise Speed . . . by Tom Jewett.. 40
A Dear John Letter . . . by Mel Lamb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
'Miss Chris" Meets Murphy at Mojave . . . by Dr. Alan D. Weber ......... 52
Sun 'N Fun Fly-In . . . by Martin Jones ................................. 56
Airplane Stability, Control and Trim . . . by Robert Wattson .............. 57
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 52
PUBLISHER EDITOR-IN-CHIEF
PAUL H. POBEREZNY IACK COX
ON THE COVER ... The Osprey 2
ASSISTANT EDITORS Photo by Scott Kemper
GOI DA COX, MIKE HEUER, RAY SCHOLLER

ADVERTISING MANAGER PUBLICATION LAYOUT

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through Friday Saturday 8:30 A.M. to 5:00 Sundays
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PAUL H. POBEREZNY, DIRECTOR
T ION
EUM GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly at Hales Corners. Wis. Second Class Postage
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SPORT AVIATION 3
 ORGANIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H. POBEREZNY RAY SCHOLLER S. H. SCHMID ARTHUR KILPS
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4 SEPTEMBER 1975

LETTERS
TO THE
EDITOR
Dear Paul:
Your May Homebuilder's Corner article
hit exactly on a subject I've been meaning but
neglecting to write to you about. And by the
way. I understand your problem about mail.
Do not try to answer this communication.
Only think about it in the dead of night some-
time, will you?
EAA is not either a fat cat or too big. But
it is in my opinion definitely trying to do too
much in too many fields.
You state the EAA purpose exactly as 'de-
signing, building and flying for fun". That s
it, and that's enough. But you then proceed to
list a number of areas in which EAA attempts
to depart from the original simple concept
and which are not. strictly speaking. EAA s
business.
As to user s fees. ELTs, etc , you should
report on these things to the membership,
work against them if you think they're bad.
but you should not attempt to reply to indi-
vidual inquiries. Send a printed form instead,
or simply say in SPORT AVIATION that you
can't respond to individual comments. These
things are important, and your work in the
field is appreciated, but the paperwork is just
too much and you shouldn't do it.
You are overly preoccupied with the fly-
in. I hate to say this, because I personally
think the EAA Convention is great and that
you've done a magnificent job with it. But it
is overshadowing everything else EAA is
not in the entertainment business, or
shouldn't be. Concentrate on the airplanes;
let the people sleep where they fall. A fly-in
yes; a carnival, no
The EAA Museum is a worthy adjunct to
EAA. but displaying fine old airplanes is
not building new ones: don t over-emphasize
it.
The Pober Pixie should be designed and
built by one Paul Poberezny, EAA member.
The president of EAA and EAA itself should
have no more to do with it than with any other
homebuilt
I'm a former F-51 pilot, and nobody better
say a word against the Kinner Fleet I owned
before that. But warbirds and antiques are
not homebuilts.
These are rough words and I'm sorry. It's
only because I have such high regard for
EAA and such respect for you personally,
that I presume to criticize. I only think we
should stay a little closer to the little man.
the small airplane, the nuts and bolts, the
true homebuilt and not try to do too much.
Ray W. Taylor
3856 N. Glebe Rd.
Arlington, VA 22207
Dear Jack:
Thank you very much for running that "Hot-
line" advertisement in the 6 June issue of
SPORT AVIATION, titled "Smithsonian Ford
Trimotor Needs". The response has been
very good, and we are now assured of proper
engines and suitable propellers.
This is but one of the many examples of co-
operation between the Experimental Aircraft
Association and the National Air and Space
Museum extending over a period of several
years.
Sincerely,
Robert B. Meyer, Jr.
Curator, Propulsion Aeronautics
National Air and Space Museum
Smithsonian Institution
Washington. DC 20560
Dear Paul:
Congratulations! EAA again leads the way.
Your recent meeting at Headquarters with
FAA Regional and Washington personnel
and EAA designees was most timely I am
sure a better understanding of the EAA ob-
jectives and the responsibilities of both par-
ties was thoroughly discussed and under-
stood by all who attended With the follow-
up you outlined and the cooperation of the
chapters, which is most important. I am con-
fident the self-policing program will do much
to assure the freedom of the homebuilder
for many years to come.
Sincerely.
Bob Burbick
EAA Designee 408
13624 103rd Ave.
Sun City, AZ 85351
Dear Mr. Cox:
Subject: Fire and Urethane Foam
There have been several articles and let-
ters to the editor recently in SPORT AVIA-
TION with reference to using urethane foam
and concerning fire problems. Two products
which might be useful to those building air-
planes are the following:
PYROCRETE 102
This is a magnesium oxychloride plaster
like material which provides a thermal bar-
rier. For example on urethane, V* inch thick-
ness of this material has been tested and has
been found superior to V4 inch Portland ce-
ment plaster 102 is much lighter.
REFRASIL
A recent (May 1975) newsletter of the Pro-
fessional Race Pilots Association details a
symposium where Bob Pentigas from Hitco
talked A new material called Refrasil was
demonstrated which is fire resistant and also
resists molten steel at 2800 F. It was held
in the flame of a blow torch and the material
refused to ignite or melt.
For information on this material write to
Hitco, Materials Division. P. O. Box 1097.
Gardena. CA 90249.
Very truly yours.
Marvin Garrett
Margar Co.
1047 Duncan Ave.
Manhattan Beach. CA 90266
Dear Friends:
HELP! I'm building a Cassutt III with a
Cont -12 engine This engine is a taper shaft
engine and I'm sure someone has made a
4" prop extension for this type engine at one
time or another Would you please publish
my request for information on a 4" prop ex-
tension for a taper shaft in the SPORT AVIA-
TION. You must get sick of hearing what a
swell bunch you are and what a great job
you're doing but you're hearing it yet again .
Keep up the good work
Sincerely,
Al Main (EAA 14256)
813 Thompson Ave.
Sioux Falls. SD 57103
Dear Sirs:
I really enjoyed the "Flying Flat Fours"
by Mr. Cumber-ford in the July issue The list
of flat, opposed. 4-cycle engines should be
expanded to include 2 motorcycle engines.
Both BMW and Honda offer 4-cycle. opposed
engines which are more available in this
country than many of the engines listed in
the article.
BMW offers a 900cc. 4-cycle, 2-cylinder,
air cooled engine. This is a well developed
engine noted for its reliability. New and used
engines and parts are readily available.
Honda has a new motorcycle engine. 2
999cc. 4-cycle. 4-cylinder, water cooled en-
gine which sings out 95 hp at 8700 rpm. This
engine should receive a lot of attention in the
near future.
Yours truly,
Michael F Modde
819 Walnut
Mundelein, IL 60060
Dear Paul:
Just came back from the 1975 EAA Con-
vention and was immensely impressed with
the orderliness of the entire convention area.
It is a credit to the entire EAA organization
that so many people exhibitors, specta-
tors and homebuilders alike can conduct
themselves so well for so long.
Equally impressive is the craftsmanship
that is displayed in the building of the home-
built aircraft. I think that each person that
builds his (or her) own aircraft, whether its
from someone else s plans or from his own,
can be justifiably proud of their accomplish-
ment. EAA. under your leadership, has sup-
plied the "you can do it" that most of us need
to realize our potentialities That "you can do
it" momentum is increasing in speed every
year And contrary to Peter Garrison s past
comments concerning EAA. I am confident
that more and more EAA members will be
furthering the science of aviation in the near
future witness Ken Rand. Burt Rutan and
Jim Bede to name a few. And while I'm talk-
ing along those lines I would like to suggest
the possibility of someone in our EAA or-
ganization constructing a small wind tunnel
to be placed in the EAA Museum that all EAA
members could use to help further that work.
It would or rather could be a pan of Project
Crossroads
Congratulations to you and your staff for
another well-conducted convention.
Yours truly.
Ken Stremming (EAA 11067)
32 E. Bellevue PI.
Chicago. IL 60611
Dear Paul:
Just a note to tell you how much we en-
joyed Oshkosh 75 This was our first time
to attend, and it has got to be "the Greatest
Show on Earth", bar none. The size and scope
of the fly-in is unbelievable. I tried to see every-
thing in the three days I was there, but as you
know, this is impossible. The layout and
cleanliness of the grounds, and the friendli-
ness of the people made our trip most en-
joyable.
We stopped by the EAA Museum on the
way up, and here again came away very im-
pressed. I now have an incurable case of
"Oshkosh Fever". Oh well, only another
year !!
Yours truly,
Richard and Lynn Warner
(EAA 22313)
Rt. 4. Box 158-W
Covington, LA 70433
Dear Paul:
Please accept our sincere appreciation
for the conduct of another great EAA Inter-
national Fly-In Convention at Oshkosh.
We would appreciate having our sincere
thanks passed along to the staff and volun-
teers to EAA who have again done an out-
standing job of coordinating and conduct-
ing the world's largest aviation event.
Enclosed is a copy of the news coverage of
the Key to the City presentation made before
the Oshkosh Rotary Club. Thought you would
appreciate an extra copy.
Sincerely.
Louis Micheln
Executive Vice President
Oshkosh Area Chamber of
Commerce
Oshkosh. Wl 54901
SPORT AVIATION 5
 BACK COVER
This month's back cover painting is David M.
Aughinbaugh's beautiful rendition of the first Beech
Staggerwing, the Model 17-R. Introduced in 1932, the
17R was the Lear Jet of that day - a very fast, very
sophisticated, very expensive business aircraft. Often
called a "fixed gear" Staggerwing, this was not the case
as the wheels were electrically retracted about 6 inches
up into the fully faired gear leg/pant fairings. In fact,
the 17-R featured electric trim, electric fuel gauges,
a Smith Controllable propeller, full electrical system,
lights, etc. - it was, in a word, the ultimate in rapid
personal transit in the early 30s.
Although seemingly an anachronism even in 1932,
the negative stagger biplane arrangement was very
carefully selected to suit a specific set of performance
characteristics. Walter Beech and his chief engineer,
Ted Wells, knew that in the depths of the Great Depres-
sion, their best (perhaps only) customers would be the
oil companies. These outfits would want to operate the
1 7-Rs right out of the oil fields from dirt roads and
small clearings, so short field capability coupled with
high cruise were paramount considerations. The 17-R
met the challenge admirably - it could true out at
around 200 mph, yet landed at only 60 mph. The
negative stagger arrangement of the wings provided
the pilot with good visibility and had very good stall
characteristics. The 17-Rs were bears on the ground,
however.
Just two 17-Rs were built, NC499N (Serial Num-
ber 17R-1) and NC58Y (Serial Number 17R-2) before
smaller and less expensive Jacobs powered versions
were developed. Good as it was, it had taken over a
year to sell the first one, so bad was the nation's finan-
cial condition.
David Aughinbaugh (EAA 77476) of 36012 Cabrillo
Drive, Fremont, California 94536 paints as a hobby. He
is a steamfitter by trade and he and his wife enjoy
flying their Piper PA-12 Super Cruiser, painting and
camping. David learned to fly in a Piper J-3 he owned
in the early 60s and obtained his Private license in it.
OSHKOSH '75
By Jack Cox
For the past 23 Septembers it has become traditional
to open the report on the year's annual fly-in convention
by citing statistics showing more aircraft, more aircraft
movements, more people . . . more everything. Record
years have become so commonplace that only a non-
record year could possibly make an old EAAer sit up
and take notice. Well, on the surface, 1975 was it not
a record year. Total show planes were down from 1974's
6 SEPTEMBER 1975
figures 1338 as compared to last year's 1345. Total
aircraft movements were down 67,314, as compared
to 70,128 in 1974.
Ironically, however, these two bellwethers of EAA
fly-in success were down slightly because the overall
operation was so huge. Because a portion of last year's
Classic parking area had to be taken to establish a show
plane campsite, Classic pre-registrations had to be re-
stricted to pre-1951 aircraft about half way through
the process, so great were the numbers of owners of
these popular post-war aircraft wanting a showline spot.
The more recent Classics were again at Oshkosh, but
they were parked in the itinerate area . . . all the way
around the east/west runway to Baslers. And because
the fly-by pattern in recent years has come very close
to the saturation point, a schedule of fly-by times, based
on aircraft speeds was imposed. This resulted in a much
safer operation, but naturally cut down on total
operations.
In all other respects records were certainly broken
at Oshkosh '75. Weatherwise, it was the hottest one on
record. Those of you who have shivered your way
through past conventions will find it difficult to believe
that the temperature was in the 90's almost everyday
and with attendant high humidity. It seemed more like
Louisiana in August than Wisconsin. One day, Saturday,
was stinko but the remainder of the week was clear but
hot and hazy. Be forewarned, however, that this was
freaky weather for Wisconsin be sure to bring those
jackets and sweaters along next year.
The big news in the records department was Burt
Rutan's VariEze. On the final day of the convention,
the amazing little craft was flown non-stop virtually
from sunup to sundown by Burt's brother, Air Force Ma-
jor Dick Rutan, over a closed course extending from Osh-
kosh to Menominee, Michigan. Although throttled back
to only about 30% power, the VariEze was able to main-
tain an average cruise speed of 125.5 mph so that after
13 hours, 8 minutes and 45 seconds aloft, it had covered
a record 1638 statute miles. This broke Ed Lesher's
record of 1554.297 miles set in 1970. All shades of high
drama proceeded the successful record run: an attempt-
ed non-stop flight from California to Oshkosh, an
abortive attempt at the record on Saturday, an all-night,
last minute engine change . . . but we're getting ahead
of ourselves. You'll read all about it next month.
Even aside from the record flight, the VariEze was
easily the sensation of Oshkosh '75. It was mobbed
from the moment it touched down on Wittman Field
until it departed for home, and the excitement
persists Chapter newsletters written after Oshkosh
are full of VariEze information, impressions and praise.
It would seem that an easy to build, two-place, fuel
miserly little airplane capable of 180 mph speeds and
 HEADQUARTERS
transcontinental cruising range has a few fans out there,
eh wot?
Also attracting gobs of attention were this month's
feature airplane, the Osprey 2; Molt Taylor's now com-
pleted MiniIMP; Pete Bowers' two story airplane, the
Namu II; the W.A.R. Corsair incomplete, but enough
there to set all the ol' Navy types aquiver; Chris Henitz's
Mono Z; a new little VW powered design called the Mini
Mac two of them in fact; the Kraft Super Fli, a new
low wing aerobatic job; static displays of both Dick Van
Grunsven's RV-5 equipped with a Carr Twin and Larry
Haig's American Eaglet both a few months away from
flying, but quite interesting in an incomplete state,
nevertheless; the Crater Dart, a delta wing design
utilizing a BD-5 fuselage and Mazda power; a diesel
powered Pietenpol Air Camper; Richard Bach's BD-5J
plus a couple of first customer-built BD-5s to appear
at Oshkosh; and, of course, scores and scores of dazzling
examples of the old standards T-18s, Pitts, Star-
dusters, Skybolts, Fly Babies, Breezies, Midget Mus-
tangs and Mustang Us, Cassutts, Pietenpols, Tailwinds,
etc.
1975 was a ... dare I say it? ... vintage year for
vintage aircraft. Veteran observers generally concede
the variety and quality of antiques was an EAA bench-
mark. A number of newly restored aircraft were making
their first appearance at a national fly-in and some
particularly rare aircraft were on hand . . . like half the
known fleet of Harlows, a flyable American Eaglet,
(Photo by Ted Koston)
Ed Wegner of Plymouth, Wiscon-
sin and his 1975 EAA Grand
Champion Antique, an O X X - 6
powered American Eagle.
several top notch Spartan Executives, some virtually
one-of-a-kind Waco models, etc. Classic aircraft, while
reduced slightly in number, were again highly repre-
sentative of the best of the immediate past World War
II era.
The Warbirds were also well endowed with newly
restored machines and quite a variety of types. The P-51
is still top gun, but it is interesting to note each year the
steadily growing number of Navy fighters.
An innovation for Oshkosh '75 was Aviation Greats
Day. 36 men and women who pioneered aviation in the
United States were honored with a "day" in which
they were given tours of the entire fly-in, presented to
the members in several stage appearances and generally
given the celebrity treatment they so richly deserve.
This was an immensely well received and to some de-
gree emotional program. During the evening presen-
tation there were a few not-so-dry eyes in the audience
as each Great was introduced and asked to say a few
words.
The largest aerobatic contest ever held was staged
at Fond du Lac by EAA's IAC. 135 entrants competed
in the four category extravaganza. Winners were:
SPORTSMAN: Giles Henderson, Charleston, Illinois
flying a Clipped Wing Cub
I N T E R M E D I A T E : John Keplinger, Palm Springs,
Florida flying a Pitts S-IS
ADVANCED: Chipper Melton, Boulder, Colorado
flying a Pitts S-1
SPORT AVIATION 7
 (Photo by Ted Koston)
Jim Young of Culver City, Cal-
ifornia and his 1975 EAA Grand
Champion Custom Built "Big
Red", a highly modified Star-
duster II.
UNLIMITED: Clint McHenry, Boca Raton, Florida
Hying a Pitts S-IS
The EAA/AC Sparkplug Flight Rally winners were
Glen Zwicker of Dartmouth, Nova Scotia in his Eme-
raude, CF-XOZ ( C u s t o m - b u i l t category) and S.K.
Murdock of Dubuque, Iowa in his Aeronca 7AC, N16483
(Factory-built category).
Miss EAA for 1975 was Dianna Makepeace of
Eldorado, Arkansas. Mrs. EAA was Pat Wilson of
Knoxville, Tennessee.
The major award winners for 1975 were:
CUSTOM-BUILT GRAND CHAMPION: Jim
Young, Playa Del Rey, California for his Starduster Too,
N69JY. Sponsor: Beech Aircraft Corporation.
ANTIQUE GRAND CHAMPION: Ed Wegner, Ply-
mouth, Wisconsin for his 1928 American Eagle, NC7310.
Sponsor: Experimental Aircraft Association.
CLASSIC GRAND CHAMPION: Jim Mankins,
Corona, California for his Stinson 108-2, N971J. Spon-
sor: Experimental Aircraft Association.
WARBIRD GRAND CHAMPION: Preston Parish,
Hickory Corners, Michigan for his General Motors
FM-2, N1PP. Sponsor: Warbirds of America.
ROTORCRAFT GRAND CHAMPION: George
Spadie, Louisville, Kentucky for his Scorpion I, N3273.
Sponsor: Experimental Aircraft Association.
FORMER CUSTOM BUILT GRAND CHAMPION:
Lloyd "Jim" Butler, Norwalk, Ohio for his Midget
Mustang, N14LB. Sponsor: Chapter 166, Hartford,
Connecticut.
OUTSTANDING NEW DESIGN: Burt Rutan, Mo-
jave, California for his VariEze, N7EZ. Sponsor: Bel-
lanca Aircraft.
PROFESSOR AUGUST RASPET AWARD: Molt
Taylor, Longview Washington. Sponsor: EAA.
"OUTSTANDING WORKMANSHIP: George
Pereira, Sacramento, California for his Osprey 2,
N36P. Sponsor: Mechanix Illustrated.
M E C H A N I X ILLUSTRATED AWARD: Paul H.
Poberezny, Hales Corners, Wisconsin.
All the facts and figures, photos and stories of Osh-
kosh '75 will begin next month. Custom Builts and
Rotorcraft will be featured in the October issue of
SPORT AVIATION, Antiques and Classics in the No-
vember issue and Warbirds in the December issue.
8 SEPTEMBER 1975
EAA SWEEPSTAKES WINNER
Richard Weinberger of Stockbridge, Wisconsin was
the winner of the 1975 EAA Sweepstakes. He is not a
pilot but plans to learn to fly in his "new" Taylorcraft
BC-12D. Stockbridge is a small town just across Lake
Winnebago from Oshkosh.
Other Sweepstakes winners and their prizes were
George Meade, Milwaukee, Wisconsin, ARC Encoding
Altimeter donated by Aircraft Radio and Control; Paul
Taipale, Lantana, Florida, Emergency Locator Beacon
donated by Emergency Beacon Corporation; Scott
Kressmann, Pewaukee, Wisconsin, Susan Goss, Hender-
sonville, Tennessee and John Amos, Kokomo, Indiana,
AC Recording Tachourmeters donated by AC Spark
Plug Company and Dan Rohe, Patterson, Louisiana,
Platinum Spark Plugs donated by Champion Spark
Plug Company.
OSHKOSH '75 GOODIES
Did you forget to buy your "Oshkosh '75" patch at
the fly-in? If so, some are still available, first come,
first served, from EAA Headquarters for 75c ppd. Also,
a limited number of Oshkosh '75 football jersies can
still be purchased in adult and children's sizes. Small,
medium, large and extra large adult sizes are available
for $5.60 ppd. Small, medium and large children's sizes
are $3.90 ppd. These are specially reduced sale prices.
ACCIDENT PREVENTION SEMINARS
FAA Accident Prevention Counselors are holding
seminars around the nation and EAA Chapters are
beginning to take an active part. In May the Houma,
Louisiana Chapter (No. 513) sponsored an Accident
Prevention Seminar at the Houma-Terrebonne Airport.
New Orleans FSS Training and Development Officer,
Tom Wimber, updated pilots on changes in weather
reporting and made an excellent presentation on ser-
vices available. Accident Prevention Specialist Lou
Maduell of the New Orleans GADO briefed the group
on 1975 accidents and trends. The FAA film "How Air-
planes Fly" was shown. Counselors Bill Lucas, Al
Hesselgrave, C. J. Christ, Charlie Hammonds and
Donald Brignac also attended.
 Every EAA Chapter is urged to devote at least one
meeting a year to an Aviation Safety Seminar. Contact
your nearest GADO for further information.
FLIGHT INSTRUCTOR OF THE YEAR
Each year the AOPA Air Safety Foundation and the
FAA co-sponsor a program which selects a Flight In-
structor of the Year. The 1974 winner was Colene
Giglio, chief flight instructor and operator of Eagle
Aviation at Long Beach, California Municipal Airport.
A number of aviation organizations and businesses con-
tribute to the more than $5,000 worth of gifts awarded
the winner. EAA recognizes the importance to sport/
general aviation of good instructors and is happy to be a
contributor to the prize. Our congratulations to Ms.
Giglio.
LIFETIME MEMBERS . . . HELLO, OUT THERE!
EAA has a large number of members who have
sufficient faith in the organization to obtain life member-
ship. We are honored to have such members . . . but a
small administrative problem sometimes results from
the program. Since a Life Member gets SPORT
AVIATION, for, naturally, the rest of his life, we often
never hear from the member again. In order to keep
in touch with you, be assured we are still sending your
magazine to the correct address, etc., EAA Headquarters
sends out a Status Report Form each year. Please mail
it back to us ... with perhaps a picture of your latest
project, or suggestions on improving the organization,
or ... well, anything. Just please write, ya'll!
HOMEBUILDER'S . . .
(Continued from Page 2)
Coordination with local municipal fire departments has
also been worked out, should additional help be neces-
sary.
No campground security patrol was available to
quell some boisterousness in the campground at night.
Comment: There were security patrol personnel on
duty . . . but not nearly enough persons came forth to
answer repeated calls for additional help this year.
A youth program should be conducted during
the convention.
Comment: A youth program has been conducted
during EAA Fly-Ins since the Rockford days. Due to
problems with this program that seem to increase each
year, damage to equipment and other instances of van-
dalism, coupled with an apparent lack of concern on the
part of responsible adults, this program probably will be
dropped for 1976.
People are seen on the flight line without passes.
Comment: This has always been a problem. We do
our best in security and will try to improve in 1976. We
have the usual fence jumpers and those who slip by the
gate guards when they are distracted. The worst of-
fender, however, is the fortunately rare EAA member
who will register and ask for and receive 4 or 5 identifi-
cation tags for his immediate family and then is observed
passing them out to other members . . . or the member
CONFEDERATE AIR FORCE SHOW
Warbird fans are reminded again of the annual
Confederate Air Force air show October 9, 10, 11 and
12 at Harlingen, Texas. Featured performers other
than the CAF's famous aircraft are the Red Devils,
Bob Hoover, Art Scholl, Golden Knights and Silver
Eagles. For further information, contact AIRSHO '75,
P.O. Box 645, Harlingen, Texas 78550 or call 512/
423-2775, 423-3535, 383-3827.
EAA ELECTION RESULTS
Incumbents Paul H. Poberezny, president, Ray
Scholler, vice-president, S. H. "Wes" Schmid, secretary,
and Arthur R. Kilps, treasurer, were re-elected in bal-
loting held during the Annual EAA Convention at Osh-
kosh. All were elected for three year terms. Newly
elected as Directors were Dave Yeoman of Toddville,
Iowa and Herb Cunningham of Ontario, Canada. Herb,
president of the EAA of Canada, has previously served
as a director.
1976 OSHKOSH FLY-IN DATES
The EAA Board of Directors has set the dates for
the 1976 EAA Fly-In Convention to be held at Wittman
Field, Oshkosh, Wisconsin. The 24th annual event is
scheduled to start on Saturday, July 31 and end on
Sunday, August 8, 1976. This nine day meet will be
the longest ever staged by EAA. Members are advised
to start making reservations as soon as possible as area
accomodations were sold out this year well in advance
of the '75 fly-in.
who registers, goes onto the flight line and passes his
registration tag out to another person in order to get
them out on the flight line . . . without paying their fair
share.
Short subjects . . . Not enough toilets (there were
218) . . . Not enough showers (there were 3 shower
buildings) . . . The flight line is too long . . . Auto traffic
problems . . . Food was too costly . . . Not enough
ice available . . . Not enough drinking fountains.
It's quite a logistics problem to put on such a large
event for one week each year. It takes some doing to
keep cool heads, find some 500 volunteers besides our
staff employees, obtain some 70 vehicles from local
business men to augment our own EAA equipment . . .
and to insure that each year we make it financially,
with a little extra to pay the bills and carry us through
until next year.
You folks who attend each year have to be the most
dedicated, congenial and kind people on earth. This
event could not succeed otherwise.
I recently test flew the Teledyne/Continental 0-200
powered EAA Acro Sport just completed by EAA Main-
tenance employee Dorothy "Carrot Top" Aiksnoras
and was more than pleasantly surprised with the air-
craft's handling characteristics and performance on 100
horsepower. The airframe and powerplant match is such
that even a C-90 would do an excellent job, thus making
it possible to bring the overall costs down on the Acro
Sport. We will have more on the little bird later.
SPORT AVIATION 9
ABOUT little
WIND TUNNELS
By R. T. DeVault
EAA 60523
21535 Highvale Trail
Topanga, CA 90290

(Photos by the Author)

-L HE MODERN WIND tunnel has developed into a

dinosaur. The time and cost of its use keeps out all but
the industry giants. But even if you're as rich as your
Uncle Sam, you don't want a big tunnel during the first
part of your development program. Big models are just
too expensive and too hard to throw away. When you're
learning, or exploring, or fooling around with hang
glider designs, you want the models to be quick and cheap
and the tunnel ready to go at the push of a button.
The professional will tell you that data from little View through bell-mouth, test in progress. You can
wind tunnels may be worse than useless. Some suspicion reach in and poke the model in the nose with a stick
is justified, but too much will prevent any action. A lit- and see how it responds.
tle wind tunnel will give you a little knowledge, which
may indeed be a dangerous thing. But if you protect
yourself with carefulness and humility, you can learn.
I recently built a little wind tunnel to solve a stability
and control problem with a canard design. I was in the
process of building another radio-controlled model, when
I realized I didn't have the foggiest notion of how to de-
sign the control system, not knowing the stalling be-
havior of the design. I've crashed a lot of models in my
time (all of them, to be exact) so I decided to pause before
I wiped out another RC set and all the labor in the model.
The tunnel took only two weekends to put together,
and cost about $200. The biggest item was about $100
for a standard commercial ventilating fan with a Vi-
horse motor. The tunnel test section has a flat plywood
floor and an oval cross section formed from a 4 x 6 ft. sheet
of plastic. The section is 34 inches wide and 30 inches
high. Thus, it will hold a 1/10 scale model of a small air-
plane, or a 1/5 scale half-model as shown in the photos.
Since my RG model is 1/5 scale, I can test full size RC
components at their actual speed.
The Vfe-horse motor gives a tunnel speed of about 30
mph, which is enough for a lot of tests. More speed will
cost more, since the power required increases as the cube
of the speed. Twice the speed requires eight times the
power. Also, at 30 mph, the pressure loads on the struc-
ture are only about 2 pounds per square foot, so the tun-
nel can be very light, portable if desired.
Conventional wind tunnels are built as complete
loops, recirculating the same air. I hate to build a lot of
structure enclosing empty space, so over the years I've
designed and built several of these "open-return" or
"Eiffel" type tunnels. (Yes, he designed that tower also.)
Another advantage of the type is that engines can be run
on the models without making a smoggy mess of the tun- View through bell-mouth entrance, showing fan behind
nel. model.
The airflow behind a fan is very turbulent and un-
even though, which makes it hard to get good results.
10 SEPTEMBER 1975
Rear % view of tunnel. Construction is very light, ply-
wood, fiber-glass, and cloth. Plastic test section is open.
Fan is mounted in 36-inch square section behind test
section. Tunnel fits in garage, barely.
Inhaling the air from a large, still room can give smooth
uniform flow at the model if vortices (little whirlwinds)
do not interfere. This is a common problem with open in-
takes, just like bathtub drains. Combinations of screens
and honeycombs can prevent this trouble, and I'm still
trying to work out the simplest system for my tunnel.
Being both cheap and lazy, I've decided to get along
without a balance system to measure forces and moments.
Anybody that needs more drag data than published by
Hoerner ("Fluid Dynamic Drag" by S. F. Hoerner, pub-
lished by the author, 1965) is beyond help. There also
are books full of lift and moment data. What I need is
flow visualization, stability and control behavior, and
maybe pressure tests of an engine installation, or other
unusual item that isn't in the books.
I'm currently running pitch stability and control
tests with a half model mounted on a vertical-axis pivot
at the desired test eg position. The model has an RC sys-
tem in it to actuate the elevator, so I can wiggle the ele-
vator and observe the pitch response of the design. This
is the first RC model I've built that survived more than
one "flight".
Flow visualization can be had with tufts, as in the
photos, or by injecting smoke through tubes. Water vapor
or dust can be used under the right conditions.
What can you test? Models of hang gliders, para-
chutes, (you can use Saran Wrap to simulate the fabric)
ground-effect craft, sailboats, racing cars, wheel pants,
windshields, stuffed birds, and on and on.
For those not familiar with aerodynamic coefficients,
I have to describe them, because you can't really get
along without them. A coefficient is a number, describ-
ing a force or a moment, that stays the same for all speeds
and sizes of things of the same shape. A coefficient deter-
mined from model tests can be used directly for the final
airplane, within certain limitations we'll discuss later.
Forces on an object in a fluid depend on density, speed
squared, size and the angle with respect to the flow. Divide
the force by these things and you get your coefficient.
The quantity !4 density x speed squared is called the
Curved plastic test section is held in place with spring
clamps, giving easy access to model.
dynamic pressure, or "q", and is what the pitot-static
tube measures. Some standard aerodynamic coefficients
are:
Lift: CL = lift/qS where S is wing area
Drag: Crj = drag/qS
Pitching Moment: Cj^j = pitching momentyqSc
where c is the mean aerodynamic chord
Example: Tunnel speed 30 mph, or q = 2.2 pounds per
square foot.
Lift measured, 1.5 pounds.
Then:
1.5
CL = = .682
2.2x1.0
So, for an airplane 5 times the model size, flying at
the same angle, but at 100 mph,
Lift = CL qS = .682 ()2 x 2.20 x 52 = 417 pounds
30
Because they are so small, pressures in a little wind
tunnel are measured with inclined manometer tubes. I
use clear plastic tubing, taped to a dimestore ruler, in-
clined at a 20:1 angle. The pressures in an Eiffel type
tunnel will always be lower than room pressure, so there
is always suction to pull water up the tube from a jar or
can of water. If a regular pitot static tube is mounted in
the tunnel, lined up with the flow, the tube connected to
SPORT AVIATION 11
 the pitot pressure will read zero with respect to the room,
while that connected to the static orifices will indicate the
dynamic pressure. A reading of eight inches on the 20:1
inclined tube means 0.4 inches of water, or about 2.2
pounds per square foot, which corresponds to 30 mph at
an average air density.
Now, about the limitations of applying small-scale
data to full-scale airplanes. There are two kinds of ef-
fects to worry about: wind tunnel wall effects and vis-
cosity effects. The wind tunnel walls keep the flow from
spreading out around the model as it would in free flight.
To minimize the effects, the models must be kept small.
If the frontal area of the model is only 2 or 3% of the tunnel
cross section area, this "blockage" correction can be ig-
nored. If it gets up to 10%, you're in trouble. The tunnel
walls also cause an exaggeration of model angles. For
example, you may observe the model stalling at 15 degrees
angle of attack, where in free flight the stall occurs at 20
degrees. The lift coefficient will be the same, but the an-
gle is reduced. Exact tunnel wall corrections are a huge
mess, fit only for computers to eat, so I'll let this discus-
sion stop here, with the caution that your measured an-
gles may have to be corrected, more for large models at
high lift, less for smaller models at low lift.
Viscosity effects are usually called "Reynolds num-
ber" effects, after the chap who did a lot of the original
work on viscous fluids. There are many heavy books fil-
led with theory and data on viscosity, but the important
points are: 1. It's bad, 2. You can't avoid it, 3. It's worse
on small models.
Adverse viscosity effects usually show up through sep-
aration of the flow from the surface, resulting in wing
stalls and drag rises. There is a phenomenon called "lami-
nar separation" which is the real culprit here. The layer
of air close to a surface, which feels the skin friction
drag of the surface, is called the boundary layer. There are
two types of boundary layers, laminar and turbulent.
View of half-model of canard design mounted on vertical
axis pivot. Model has radio-controlled elevator, so that
pitch response to elevator movement can be studied.
12 SEPTEMBER 1975
All boundary layers start out laminar, and usually change
suddenly to the turbulent kind at some point downstream
on the surface. With small models at low speed, or with
very smooth surfaces, the layer may stay laminar over
the whole surace. Laminar layers are prone to separation
since there is no mixing with high energy air from the
flow outside the layer. Artificial roughness is used some-
times to induce transition and prevent laminar separa-
tion.
The Reynolds number is a ratio between inertia forces
and viscous forces, so that it tells you the relative impor-
tance of the two for any test condition. At ordinary tem-
peratures and densities, it is about 4000 x speed (mph) x
length (feet). Thus a model tested at 30 mph with a one
foot chord will be at a Reynolds number of 120,000, the
area where laminar separation problems are usually
found. Above 500,000 where airplanes fly, boundary lay-
ers are usually turbulent and laminar separation no prob-
lem. I believe that birds have overcome this problem, and
we all know that bird brains are small, so that none of
us should have any trouble here, right?
No problem exists in using the tunnel data for the RG
model, since they are in the same Reynolds number area.
The problem will be in applying the data to the full-scale
airplane. Radio-controlled models are a very useful de-
velopment tool, as demonstrated years back by Ernie
Stout at Convair. He developed several radical flying
boats using the technique of "Froude" scaling, making
it possible to use model data quantitatively. (Perhaps
SPORT AVIATION should have an article on this Sub-
ject.) RG models make it possible to investigate extreme
flight conditions such as stalls, spins, spiral divergence,
etc., at minimum risk to your budget, bones, and buns.
If enough of you are still interested in small wind tun-
nel construction, I will get a package of plans, instruc-
tions, and photos together, along with a wind tunnel pri-
mer. I expect this will cost about (gulp) $20.
 By George Pereira (EAA 5668)
3741 El Ricon Way
Sacramento. California 95825

(Photos by Scon Kemper)

I
DESIGN CONCEPT

STARTED DESIGNING the Osprey 2 amphibian short-

ly after my completion of the Osprey 1. The Osprey 1 is a
single place flying boat with folding wings. It stored on a
boat trailer at home and seldom saw an airport.
The most frequent criticism of this single place design
was the absence of a landing gear and only one seat.
I thought it would be possible to simply widen the hull
a bit, tack on a landing gear, and keep people happy. As
the design evolved further, it soon became evident that
the Osprey 2 was an entirely new aircraft and had little in
common with the Osprey 1, other than a family resem-
blance.
Starting with a preliminary set of drawings, I com-
puted an estimated empty weight of a thousand pounds.
From this figure I added a useful load of 560 pounds for a
gross weight of 1560 pounds. A gross weight stress factor
of 4.5 Gs was then calculated for the wing structure. A box
spar would carry all the load with the D section, from the
main spar to leading edge, to carry the torsion loads. Fly-
ing boat hulls are generally much stronger than conven-
tional aircraft hulls. The water impact loads are very high,
and once the hull is stressed for it, the air loads become
insignificant. The tail loads fall into the same category.
When you design around the loads imposed for water
turns, porpoising, and rough water, the air loads are light
in comparison.
I had decided to make plans available for the Osprey 2
from the beginning. Since my shop is small and my tools
limited, I felt that if I were able to build all the parts and
pieces for the entire aircraft, this would set a criterion for
future builders. My shop is 16' x 26'. The tools I used were
as follows: band saw, table saw, drill press, bench grinder,
gas welder, paint sprayer, hand drill and sander, plus the
usual complement of small hand tools. I feel that the
Osprey 2 is designed for the skilled amateur. The builder
should have experience in woodworking, welding, and
fiber-glass application. As for man hours of construction,
I built and test flew the prototype in about 1300 hours. Two
years of design, engineering and working mockups pre-
ceeded this. Another year was spent on part-time work
with many modifications and detail finishing. I believe
that a first time aircraft builder should be able to build
the Osprey 2 in 1,500 to 2,000 hours; provided he has the
skills mentioned. An experienced amateur builder should
be flying in 1300 hours of construction or less. Work
time is very difficult for me to estimate. Most of us know
builders who complete a project in a year or less, and others
spend six to ten years on the same aircraft.
I had previously experimented with a landing gear
configuration on the Osprey 1, and found that the main
wheels had to be hidden if retracted under the wing to
control water spray. Both aircraft have a bow wave, when
the take off is started, that flows back under the wing. This
wave pre-lifts the hull on to the step, shortening the
take-off distance. If there is any obstruction such as a
partially exposed wheel or strut, the water tends to dam
and flow over the top of the wing and into the propeller
disk. The thickest part of the wing to hide the wheels is
just behind the main wing spar. This predicated the tri-
cycle landing gear, and a nine foot center section in order
to retract the main wheels inboard. I felt that a fully
mechanical retraction was the most troublefree. My FAA
agent required a redundant system to lower the wheels if
motors are used. This understandable requirement
furthered my decision to design around a lever and push
rod system.
Wood construction was chosen since it lends itself to
home work shops and boat construction. I found that
Douglas fir compared favorably with spruce. Its shear
strength is much better and the select vertical grain is
available in lumber yards. It's much less expensive than
certified aircraft spruce.
I experimented some with polyurethane foam on the
Osprey 1 and as a result I have used it extensively on the
Osprey 2.
Side-by-side seating provides the hull width necessary
for adequate flotation and efficient water performance.
The sloping canopy was designed to provide a smooth
airflow into the propeller disk and provide good visibility.
The engine mount legs were left open and unshrouded
to keep the propeller air flow as undisturbed as possible. I
would like to add this decision was made after the first
canopy, cabin, and engine mount had to be replaced with
the present configuration.
Since the engine is sitting above and just behind the
passengers, the engine mount is designed to withstand
a forward thrust of 18 Gs before yielding.
SPORT AVIATION 13
 CONSTRUCTION
I started with a work table of two sheets of 3A" plywood
giving a working area 4' x 16'. The table is covered with
paper, and the hull sides are transferred from the plans
to the paper. It is necessary to make a left and right since
the gussets go on the inside only. The two sides are erected,
and cross members glued into place. The cabin and after
body floor is glued to the bottom longerons. A full length
keel spar is then glued to the bottom center line of the
hull from front to back. All of the controls, seat rails, and
parts that bolt to the floor are fabricated and attached to
the floor with blocks and nut plates on the underneath
side of the floor. This allows removal of the parts when
foam eventually covers this area.
The wing spars are next. The main wing spar is made
in three sections, a nine foot center section and two 8 foot
outboard sections. The spar caps are laminated from
3%" x W thick Douglas Fir. A Vs" thick plywood web is
glued to each side of the top and bottom caps forming a
box. The three sections are joined by 4130 steel straps
bolted to each side of the spars. All holes were a ream fit
and close tolerance bolts used in the fittings. The rear
Aft cabin and engine mounting detail. Tufting has shown
spar is quite simple with a single top and bottom cap and a
a smooth air flow to the prop despite a rather sharp
single web. Since the main spar carries all of the load,
the three pieces were bolted together and static loaded to break at the aft end of the cabin enclosure.
4 Gs with sacks of joint cement. The deflection was 10V4"
with no yield in the wood or fittings. The center section The hull sides and part of the aft deck were covered.
spars were then glued into the hull. The fin ribs are different sizes. The plans show each of
The landing gear and retract mechanism were made them full size to ease in construction. The fin is built in
and installed. Cleveland wheels were used. The brake place on the hull. The stabilizer is single spar with a small
lines are automotive. leading edge. It is covered with Vie" thick ply. It is con-
The 26 gallon fuel tank was made from fiber-glass and structed on the worktable as were the elevator, rudder,
permanently attached to the floor under the main spar in and ailerons.
a bed of resin and glass matt. The center section was The outboard wing panels were built with the spars
then ready for completion including the Vie" plywood attached to the center section sticking out through the
covering. shop doorway. I felt that the correct wing incidence
14 SEPTEMBER 1975
could be maintained much easier this way. With the out-
board wings attached to the center section, it is a very
comfortable working height. The wing panels are re-
moved to build the tip floats. The floats consist of a '/41'
thick plywood center profile with foam slabs glued to
each side. They are shaped, then covered with fiber-glass.
After all of the metal fittings were completed and
bolted into place, I then removed them and made a full
size drawing to insure an accurate set of plans.
The hull was well varnished on the bottom, and taken
to a roofing company to be sprayed with polyurethane
foam. There are many roofing companies that specialize
in tin roof repairs and can foam your hull in about thirty
minutes. If this method is not available, you can mix your
own or glue on slabs of foam blocks. Once the hull is
foamed, it is very easy to shape the hull bottom. About
three hours of cutting and sanding the foam makes it ready
for fiber-glassing. The bottom has several layers of glass The bottom of the hull after foaming by a home insulating
cloth with the heaviest amount at the step. With this outfit.
construction you end up with a sandwich of plywood, foam
and fiber-glass. The foam withstands heavy impact loads
very well and insures against leaks even if the glass is
punctured. The floor is flat with no bilge to pump out to
clean. All of the hull gets at least one layer of cloth and
resin. Polyester resin was used throughout. The cabin
and canopy are shaped from polyurethane foam. Two
laminated wood bows are mated and temporarily attached
to the hull. They eventually hinge at the top. Paper is
stapled from the cabin bow to the aft deck. The canopy
bow is glued to the canopy frame consisting of two rails
of plywood down each side of the gunnel connected to a
nose former. There is a center bow connected to the middle
of the nose former to the middle of the canopy bow. Paper
is then stretched from this bow to the nose former. Foam
is mixed and poured over the paper. It expands about forty
times to its original bulk. The cabin and canopy can now
be shaped, and fiber-glassed. Both sides of the canopy
windows are sawed out as well as the two cabin windows.
The canopy and cabin are removed and the inside shaped The fuselage bottom up in the jig showing how the
and fiber-glassed. Hinges and latches are installed and shallow keel is attached.
it's ready for clear acrylic windows. The canopy opens
from the nose, being hinged over the passengers' heads.
This allows you to beach the aircraft and step out over
the nose without getting wet.
The acrylic plastic is heated and drape formed over a
curved piece of plywood or metal sheet. This is just a simple
bend and not a compound curve. This is easy to do and it
produces excellent optics. The cabin windows are stretch
moulded over the cutouts from the cabin. This was also
quite easy since they are small and will fit into a home
oven.
The engine is mounted on a tripod set of legs. The
streamline tubing of the front two legs attach to the cen-
tersection spar, run up through the cabin, and attach to
the bottom side of the engine mount ears. The top side of
the mount ears are not used. The rear mount leg attached
to a beefy bulkhead at the step, runs up through the rear
of the cabin, and is attached to a special fitting on the 1st Test
engine. This fitting is designed for the Lycoming series Designer/builder George Pereira just prior to the first
engine. It picks up three case bolts near the prop hub and flight of the Osprey 2.
two bolts that hold the starter. The attachment to the
mount leg is incased in neoprene. As a result the engine
runs quite smoothly. An oil cooler is mounted just in front
of the two magnetos facing forward. landing or taking off.
The fuel lines are %" diameter aluminum tubing. To make the engine cowling, the engine was removed
Starting at the tank bottom there is a small sump with a and a short section of pipe was mounted to the front and
quick drain valve that sticks through the hull step to the rear of the engine, so that it could be rotated on a stand.
outside. The fuel line runs to a 5 lb. capacity electric The engine, with all of the accessories, was covered with
pump, mounted on the center section spar. From there heavy aluminum foil. Plaster of paris was stacked on and
the line runs to the engine driven pump to the gascolator, rough shaped prior to a final set. After rough shaping the
out of the gascolator to the carburetor. The electric fuel plaster, it was covered with several coats of hot paraffin.
pump is there as a back-up. It is only turned on while This was smoothed by dragging a blade across the sur-
SPORT AVIATION 15
 Outboard wing panel.

Center section and outer wing spar details.

Horizontal tail details.

Osprey 2 cabin showing the center console and radio

installation.

16 SEPTEMBER 1975
face, shaving the paraffin. The cowl was then covered with
three layers of fiber-glass cloth, and saturated with resin.
It was cut down the center, removed, and the metal
fasteners glassed into place. The plaster was removed
and the cooling baffling was fitted to complete the cowling.
The fabric used was dacron. The outboard wing panels
and all movable control surfaces were covered without any
rib stitching. The wing ribs have a very wide plywood cap
strip that the fabric glues to. The peel strength was
tested using this system, and the plywood would de-
laminate while trying to pull the fabric off.
I found on the Osprey 1 that automotive enamel, when
applied over dacron fabric, would crack when pressed
down next to a rib or spar. The new polyurethane enamels
will not crack the dacron since they are very pliable. I
used the polyurethane enamel over all of the fabric areas
and highly recommend it if you like the high gloss, wet
look.
TEST FLIGHT
Since the worth of any amphibian is its ability to per-
form well on water, I decided to water test the Osprey 2
first. Generally you have more room with no obstructions
on water. I also thought of the possibility of aerodynamic
problems with the landing gear down. The ship was towed,
on its gear, to the water. It takes two people about thirty
minutes to attach the outer wing panels. It was rolled
off the bank into the water and the gear was retracted.
There is a small retractable water rudder that comes out
of the air rudder. With the water rudder down I started
the engine and taxied for several turns. I increased power,
holding the stick back, and it reached step speed, (about
40 mph) quite fast. This first test indicated a bad pro-
poising tendency at about 50 to 60 mph; however, I was
able to make some short lift-offs. Osprey 2 was towed home
for modifications. Since the bottom is foam and fiber-glass
it makes changes much easier than conventional wood or
metal hulls. The planing area ahead of the step was
changed and water tests were continued. The results were
good. The porpoising tendency was eliminated and the
general water stability greatly improved. Several lift-offs
were made on the long waterway without the necessity of
turning. It was apparent that the Osprey 2 would get off
water very short. The load was gradually increased until a
near gross weight was reached. The take-off distance in-
creased, but it was evident that the ship would easily haul
a gross load off water. The ideal test condition for water
operation is a 3-to-7 knot wind. Just enough to ripple the
water surface. This shortens the take-off and provides a
reference for landing.
High speed turns, or step turns, were next. I found 50
mph was about as fast as you could enter a sharp turn with-
out the hull bounding sideways. Full aileron and rudder
is used, holding the wing float down on the water through-
out the turn. If the hull starts sliding, relax the rudder
somewhat. You have to add power as the turn gets under-
way. If you keep your speed up, the ship will fly out of the
turn if you so desire. Turning at 40 mph, the radius can be
very short, comparable to any small speedboat.
The air work in the Osprey 2 proved a bad characteris-
tic that seems to be prevalent with high thrust line
engined aircraft and long span sailplanes. When rolling
into a turn and neutralizing the controls, the aircraft
continues to roll and only top aileron will stop the roll.
In a steep turn it's worse. Heavy top aileron was held and
the rudder was necessary to yaw it around out of the turn.
After much research, I rigged nearly ninety percent
differential into the ailerons. When one aileron goes
up 25 degrees the opposite aileron goes down only three
degrees. This modification made the Osprey 2 a normal
flying aircraft, eliminating the pronounced adverse yaw
that it had before. I think I should say there have been
several modifications on the Osprey 2 since the first test
on the water. The first ten hours of flight brought out many
faults in the design. I spent almost a year making modi-
fications, trying to improve the performance and general
flying qualities. The major changes were a new cabin,
canopy, engine, and cowling. I flew the aircraft for 65
hours with these major modifications before I froze the
design and completed the final plans. I now have 85 hours
on the Osprey 2 at this writing, with no intended modi-
fications.
The retractable landing gear has been flawless
except for a leaky brake. It can be constructed with a
hacksaw and welding torch. No machining is necessary.
The first engine used on the Osprey 2 was the Frank-
lin Sport 4R. It was a good little engine, but Franklin
stopped making the R model. Since the engine mount is so
important in a pusher configuration, I redesigned around
the Lycoming 4 cylinder series because of their avail-
ability. This gives a selection from 125 hp through
160 hp.
SPORT AVIATION 17
 COST TO BUILD
The largest hidden cost could be a wife and a happy
home! I have built three aircraft to date and believe me, it's
a huge time commitment for any individual; and the
family gets involved one way or another.
After adding up my shoebox full of bills, I found some
problems trying to equate what the Osprey 2 would cost a
new builder. The many modifications made since it was
first flown were subtracted from the total cost. The fol-
lowing cost analysis is based on 1975 prices of new
material and it is quite liberal.
Structural lumber, including worktable . . . . . . . . $263.00
Aircraft and marine plywood . . . . . . . . . . . . . . . . . 346.50
Steel tubing and flat sheet (4130) . . . . . . . . . . . . . 114.50
Plating...................................... 28.00
Aluminum tubing and flat sheet . . . . . . . . . . . . . . 38.00
Bushings, bearings, rod ends, turnbuckles,
pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.50
Cleveland wheels, tires and tubes . . . . . . . . . . . . . 170.50
Nose wheel tire and tube . . . . . . . . . . . . . . . . . . . . . 29.50
Shock strut springs and hardware . . . . . . . . . . . . . 47.00
Brake cylinders, lines and fittings . . . . . . . . . . . . . 55.50
18 SEPTEMBER 1975
Seat belts (auto) and shoulder harness . . . . . . . . . 18.25
Battery, wire and switches . . . . . . . . . . . . . . . . . . . 40.10
Propeller, prop extension, spinner and bolts . . . . 211.75
Instruments:
A/S, R/C, Tac, Alt., comp., amp., oil temp &
p r e s s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251.50
Fiber-glass m a t e r i a l . . . . . . . . . . . . . . . . . . . . . . . . . . 82.00
Fabric covering and dope . . . . . . . . . . . . . . . . . . . . . 128.23
Paint and supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . 99.50
Bolt hardware (estimated) . . . . . . . . . . . . . . . . . . . 75.00
TOTAL COST OR AIR FRAME . . . . . . . . . . . . . $2,133.33
Engine:
Lycoming 0320 A2B used. Cost includes two fuel
pumps, exhaust system, fuel lines, and fittings.
Engine Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,025.00
Other Costs:
Upholstery: seats and interior sent out . . . . . 275.00
Radio Genave A-200B, headset, mike &
antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
780.81
TOTAL COST OF PROTOTYPE . . . . . . . . . . . . $4,214.14
 PERFORMANCE AND FLIGHT CHARACTERISTICS
The Osprey 2 has shown a steady performance gain
as modifications and trim corrections were made. I feel
that the most significant performance gain in speed will
come when I get the best propeller compromise in a fixed
pitch propeller. I am on my second prop now and I still
cannot pull seventy-five percent power without over-
revving the engine in level flight. I am presently able
to get a true airspeed of 115 mph at about 65 percent of
power. At eight gallons of fuel per hour, the range is about
three hours, or 400 miles.
Editor's Note: At Oshkosh, the Osprey 2 was
equipped with a new three-blade Ted Hendrickson pro-
peller that increased performance markedly. George
Periera provided us with the following updated figures:
Full throttle (2650 rpm) yields 125 mph indicated for a
true air speed of 141 mph; 2500 rpm (75%) yields 117
indicated, 130 true; 2450 rpm 170%) yields 111 indi-
cated, 125 true; 2350 rpm f609c) yields 108 indicated,
121 true; 2300 rpm (58%) yields 105 indicated, 117
true. Speed was obtained at 5000 ft. on a very hot day.
The rate of climb at sea level and full gross weight is
800 feet per minute. With no passenger it jumps to 1200
feet per minute. The climb angle at 80 mph is quite steep.
On a 4,000 foot runway you can have a thousand feet by
the time you get to the end boundary. The visibility over
the nose is so good that a steep climb angle is not at all
objectionable.
The landing gear retraction takes less than two sec-
onds. The retract handle is between the seats and rotates
about 170 degrees. The gear warning lights are mounted
on each side of the instrument pedestal. They are both
amber colored and the placard under the light says, "Light
on land on land." The opposite side says, "Light on land on
water." It is hoped this system will prevent any gear down
landings on water!
The high thrust line tends to hold the nose wheel on
the runway until about 55 miles per hour under full power.
As soon as it rotates it flies off at about 60 mph. The land-
ings, if made with the nose wheel high, allows you to hold
the nose wheel off, down to about 25 mph. The nose wheel
is steerable which makes ground taxi quite easy. It is
also fitted with toe brakes which help in a tight radius
turn.
The sink rate, power off, is about 900 ft. per minute. I
prefer to land the Osprey 2 with a close-in downwind, short
base, and power off on the final turn to the runway. Eighty
mph feels comfortable for all pattern turns and the final
approach, slowing to seventy over the fence and it touches
down about fifty-five. The wide track and tricycle landing
gear make cross wind landings very easy. The aircraft
sits low to the ground, and as a result I found myself land-
ings about a foot high for several landings. A new set of
eyeglasses and a few more landings improved my touch
considerably.
A question that is frequently asked, "Is the pitch
change difficult to master w i t h changes in power
settings?" I have flown it so much that it is difficult to be
objective. New pilots have had no problem and never men-
tion it; but when asked, they are reminded that it is
different. I presume that since we fly by attitude, we
automatically make pitch corrections without thinking
about it.
Flying off water in the Osprey 2 is much easier in many
respects than land operation. You generally have more
space so where you touch down is not critical. Cross winds
are no problem. I have landed in a crab, and on touchdown
the hull straightens out on its own. You can be drifting
sideways and it seems to make little difference. The best
technique for landing on water is to set up an approach
speed of eighty mph with just a touch of power. Level off
about three feet or less above the water and ease off all
power while holding it level. As soon as it touches, relax
any stick back pressure to prevent possible skipping. If the
water is glass smooth and you use this technique, you
would not know when you were on water if it were not for
the hissing sound and slight spray visible on the side.
The water take-offs and fast taxi are equally easy. Ease
on full power with the stick back. As the bow wave rolls
back under the wings, ease the stick forward until the
speed builds to about 60 mph. If you pull the stick back
some at 60 mph it will lift off. If you want to taxi at seventy
or eighty mph, simply hold the hull level on the water
with elevator, and steer with rudder. I guarantee you
will raise the eyebrows of the boating public when you
SPORT AVIATION 19
taxi by at 80 mph using about 100 hp.
I think the hardest part of the water work is learning
to dock the aircraft. I can't comment more on this as I am
still learning!

PLANS
The plans are drawn in the sequence in which the
Osprey 2 should be constructed. All of the metal fittings
that are made from flat stock are drawn full size, so they
can be used as patterns. This is also true of the stabilizer
and vertical fin ribs. Much of the parts constructed from
tubing are drawn full size for clarity. All of the drawings
are dimensioned. There are many % view and exploded
views in the drawings. The blueprints are 18" x 26" for a
total of 150 sq. ft. of drawings. There is a construction
manual with the pages of instruction linked to each page
of blueprint. The manual also has 52 construction photos,
a complete bill of material list, and a supplier listing.
Test flight recommendations are also offered. I do not
have any kits or prefabricated parts available for the
Opsrey 2. It was designed to be built, in its entirety, in a
home workshop with no molds required, other than the The wing spar undergoing a static load test to 4 G's.
engine cowling. Each set of plans is assigned a number to
catalog the builder for future modifications and general
updates.
I make it a practice to recommend that any potential Residents of Alaska and Hawaii should add $5.00 for air
aircraft builder join the Experimental Aircraft Associa- mail postage and residents of foreign countries should
tion if he or she is not already a member. Local chapters add $10.00.
have available the experience and information that can be The designing and building of the Osprey 2 has been a
a great help with an aircraft building project. very interesting project and flying it is a unique pleasure.
Osprey 2 plans are available from me for $150.00. Hope to share it with many of you.

George Pereira and the Osprey 2.

20 SEPTEMBER 1975
 HEADQUARTERS COMMENT
THE RULE MAKING PROCESS
I A A IS B E C O M I N G increasingly involved with
government, meeting with FAA representatives to work
out mutual problems and to lend advice in areas con-
cerning sport aviation, in commenting on Notices of
Proposed Rule Making, answering member's questions
on government actions, and simply keeping up with the
many developments in government, both in the execu-
tive and legislative branches.
The U.S. Federal government is m a m m o t h and
diverse. Many agencies and branches can make policy
or pass laws which affect a v i a t i o n . Some of these
initiatives were reviewed last month in this column.
The FAA, the Environmental Protection Agency, the
Congress, the Federal Energy Administration, and others
can enact legislation or adopt regulations which can
make significant changes in how we operate aircraft.
For the most part, the FAA is the chief federal
agency with which EAA Headquarters works, almost on
a daily basis including Washington, regional and
local offices. Under the Federal Aviation Act of 1958,
the FAA was given the responsibility to promote civil
aviation and establish regulations to insure a high level
of safety. This two-fold objective is still in effect today
and has resulted in some criticism of FAA from the Con-
gress. Some believe that these two purposes are in con-
flict.
Most Americans are well-versed on the method by
which the U.S. Congress enacts laws. It is a long and
complicated process which usually filters out bad
legislation because of the many compromises that must
be made in order for the legislation to survive. This is
as it should be. Our nation is a conglomeration of
peoples, with many and varied interests to be served.
It is seldom, however, that the Congress passes laws
specifically aimed at aviation, such as it did when it
amended the Federal Aviation Act to require ELT's.
Other examples include the Airport Development Aid
Program, appropriations for other government
agencies, and other similar legislation.
Less well known, however, are the procedures used
by the various executive branch bureaucracies to adopt
regulations which, in their view, carry out the respon-
sibilities given them by the Congress when they were
created. These regulations have the force of law, and
when not observed, in the case of Federal Aviation
Regulation (FAR's) can lead to the revocation or sus-
pension of your airman's certificate, or a fine, or both.
These regulations are not enacted by your elected
representatives but must pass through an adoption
procedure that was established by the Congress.
The FAA's authority for rule making powers is based
on the Administrative Procedures Act of 1946. This Act
empowers all U.S. government agencies, bureaus, and
administrations to write rules after appropriate con-
sultation with the public. Sections 551 through 559 of
this Act are the basis upon which the Federal Aviation
Regulations Part II were written to provide for formal
procedures for rule making.
Bv Mike Heuer
FAA's rule making like other government agencies
begins with one of two types of notices to the public
the customary Notice of Proposed Rule M a k i n g
(NPRM) or the lesser known Advance Notice of Pro-
posed Rule Making (ANPRM). These differ in that a
regular NPRM will propose definite, spelled out word-
ing of a new rule, or change, or deletion in the Federal
Aviation Regulations. An Advance Notice of Proposed
Rule Making does not spell out the exact wording of
a rule change or modification but instead invites the
public to submit their views on possible new rules for
certain well-defined subjects.
An NPRM or ANPRM may be initiated from several
sources the FAA itself, another government agency,
the Congress, or the general public through an organized
group, such as EAA.
Suggestions for rule-making from the general public
usually are in the form of petitions to the FAA Admin-
istrator and they usually suggest specific wording for
a change in the Federal Aviation Regulations. Rules
changes from Congress u s u a l l y consist of specific
legislation, as was mentioned before, and suggestions
for new rules from other government agencies ( t h e
National Transportation Safety Board, for example) are
usually in the form of recommendations.
Once a petition or a recommendation for a rule
change is received by the Administrator, he directs it
to the appropriate FAA service, such as Flight
Standards, Air Traffic, the Office of Aviation Medicine,
and so on. This branch of the FAA will review the
proposal and either turn it down or send it to the Office
of the General Counsel for drafting for submission to
FAA's Regulatory Council. This latter group meets once
a week to consider all proposals for rule making.
Assuming that the NPRM has managed to survive
all of these operations (which usually take six months or
longer), the proposal is printed in the FEDERAL
REGISTER. The public is given 60 to 90 days to submit
comments. Public comments should be submitted to the
FAA in duplicate since one copy goes to the Docket
Section of the General Counsel's office and one copy goes
to the FAA division that became the sponsor of the
proposal. The Rules Docket is an interesting place to
visit. Each comment is catalogued and placed in a
binder. Any one can visit the Docket and inspect these
comments. It is interesting for those who are curious to
get the pulse of the general aviation community. This
is exactly why it is so important that as many as possible
take the opportunity to comment.
After the closing date of the Docket, all comments
are considered by the FAA in accordance with the afore-
mentioned laws. One of the popular debates is whether
the FAA pays much attention to the public comments
before writing the final rules. In all fairness, FAA is very
responsive to the opinions of the commenters and often-
times incorporates ideas submitted by them. By the
same token, if few or no comments are received, FAA
naturally assumes that little or no opposition to the
proposal as it is written exists.
This process of review of public comments can take
SPORT AVIATION 21
many months, especially if the number of comments
runs into the thousands. The person who has charge
of the project will quickly filter out the irresponsible
comments and then consider those who have sober and
realistic proposals and suggestions.
The FAA service that is in charge of the NPRM then
writes up the final rule in cooperation with the lawyers
in the General Counsel's office. It is then customary
to send the proposal to the various FAA Regional
Directors for their comments if this has not already
been done during the earlier stages of the process. Then
the NPRM goes back for a final review by the Regula-
tory Council and if all goes well, it is published in the
FEDERAL REGISTER as a new rule, to become effective
on a specified date.
It can be seen that this process is very time-
consuming. When the NRPM is initiated internally in
CALENDAR OF EVENTS
SEPTEMBER 12-14 RENO, NEVADA Reno National Air Races.
Stead Airport.
SEPTEMBER 13-14 MARSTONS MILLS, MASSACHUSETTS 2nd
Annual Cape Cod Fly-In. Various contests. Trophies. Sponsored
by EAA Chapter 498. Contact Duane Merchant, 9 Yale Circle, RFD
1, Dennisport, Mass. 02639. (617) 394-2006.
SEPTEMBER 14 BUTLER, PENNSYLVANIA 5th Annual Fly-In
Breakfast sponsored by EAA Chapter 68. Butler-Roe Airport. Free
breakfast to homebuilt pilots, awards, air show. All aircraft wel-
come. Contact Dick Hall (412) 378-4937.
SEPTEMBER 14 FORT ATKINSON, WISCONSIN Annual Noon Pot-
luck Lunch sponsored by EAA Chapter 320. Dairyland Marcie Air-
port. Free meal for homebuilt pilots flying in. Contact Ray Arm:
strong, R #1, Fort Atkinson, Wise. 414-674-2058.
SEPTEMBER 14 CLAXTON, GEORGIA Project Schoolflight Bene-
fit Fly-In/Air Show. Proceeds toward completion of second aircraft
construction sponsored by Chapter 330. Everyone welcome. Con-
tact Merle Miller, Box 8, Claxton. Ga. 30417. (912) 739-1930.
SEPTEMBER 19-21 KERRVILLE, TEXAS Southwest Regional
Fly-In. Contact Bill Haskell, Box 1235, Kerrville, Texas 78028. (512)
995-2791.
SEPTEMBER 19-21 GEORGETOWN, SOUTH CAROLINA First An-
nual Spirit of '76 Fly-In. All homebuilts, antiques, classics and war-
birds welcome. Contact Herb Bailey, Spirit of '76 Committee, Box
619, Georgetown, S. C. 29440.
SEPTEMBER 19-21 HARLINGEN, TEXAS Confederate Air Force
Air Show. Fly-In and static displays, full air show on Sunday (21st).
Contact Col. John J. Stokes. Central Texas Wing Leader, P. O. Box
629, San Marcos, TX. 78666.
SEPTEMBER 20-21 MIDDLE RIVER, MARYLAND 6th Annual EAA
East Coast Fly-In. Martin Marietta Airport. All aircraft types invited.
Camping, forums, displays and awards. Contact "BIRDMAN",
504 N. Humer St., Enola, Pa. 17025. (717) 732-0953.
SEPTEMBER 20-21 GARDNER, KANSAS 2nd Annual Heart of
America Sport Aviation Fly-In sponsored by area Chapters of EAA,
AAA and IAC. Contact Larry Denning, Chapter 91, 3604 Appletree
Lane, Kansas City, Mo. 64119.
SEPTEMBER 20-21 OKLAHOMA CITY, OKLAHOMA Fly-in spon-
sored by EAA Chapter 24. El Reno Airport. Contact David Sharon,
810 Stansell Dr., Midwest City, Okla. 73110.
SEPTEMBER 21 SIDNEY, NEW YORK Air Show sponsored by the
Village of Sidney. EAA homebuilts and antiques welcome. Rain
date September 28.
SEPTEMBER 21 STORMVILLE, NEW YORK Fly-In sponsored by
EAA Chapter 130. Chapter projects, EAA publications for sale,
aero flea market, special awards. Contact Jim Loyd (914) 225-8612
or Vaughan Askue (203) 756-2170.
SEPTEMBER 26-28 CAMDEN. SOUTH CAROLINA EAA Chapter
395 (Antique) Annual Fall Fly-In Big Fall gathering of antique and
classic aircraft with awards and plenty of flying fun. Contact
Dwight Cross, Jr., Box 468, Huntersville, N. C. 28078.
22 SEPTEMBER 1975
FAA, the entire procedure can be completed in as little
as three months. For petitions from the public, time is
much longer, usually running to over a year and in some
recent cases to five years or more.
EAA will attempt to keep you abreast of all NPRM's
which might affect you and the operation of your air-
craft. When we ask for you to support a certain pro-
posal, to make suggestions, or to submit recommenda-
tions, please take the opportunity to do so. Comments
on FAA NPRM's should be addressed to the Federal
Aviation Administration, Office of the Chief Counsel,
Attn: Rules Docket, AGC-24, 800 Independence Ave.,
S.W., Washington, D.C. 20591. Be sure to make refer-
ence to the docket and notice numbers in your letters.
Letters should be constructive, brief and courteous. Rest
assured, they will do some good.
SEPTEMBER 26-28 WOODLAND, CALIFORNIA Regional Aerobatic
Contest. Yolo County Airport. Sportsman, Intermediate, and Ad-
vanced Categories. 1st non-inverted category. Judges School 25th,
Practice Day 26th. Contact I. A. C. 38, 2954 Timm Rd., Vacaville,
Calif. 95688. (707) 448-5590.
SEPTEMBER 27-28 MARANA AIRPARK, ARIZONA Fourth Annual
Arizona State EAA Fly-In. Sponsored by EAA Chapters 28, 81, 128,
228 and 538. Awards for Custombuilt, Antiques, Classics, Static
Displays. Food and lodging at Airpark. Contact Bob Burbick,
13624 103 Ave., Sun City, AZ. 85351. (602) 933-7549.
OCTOBER 4 WICHITA FALLS, TEXAS 2nd Annual Fly-In Picnic
sponsored by EAA Chapter 422. Wichita Valley Airport. Contact
Lucile Hauck, 1112 Polk St., Wichita Falls, TX 76309 or Mona
McKee (817)692-6951.
OCTOBER 4-5 GARDEN CITY, KANSAS 5th Annual Fly-In spon-
sored by EAA Chapter 377. Contests, Coverdish Banquet Saturday
night. Awards. Contact Bob Townsend, 1606 N. 3rd St., or Bob Scott,
609 E. Price, Garden City, KS.
OCTOBER 5 HEBER SPRINGS, ARKANSAS 3rd Annual Tail-
dragger Fly-In. Sponsored by Optimist Club. Contests. Organiza-
tional meeting for new EAA Chapter. Contact E. U. Latch (501) 362-
3294.
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.
OCTOBER 11-12 WILLIAMSBURG, VIRGINIA Colonial Fly-In/
Festival sponsored by EAA Chapter 156. All "flying machines" wel-
come. Free breakfast and no registration fees for pilots. Contact
Tom Madre, Box 2103, Poquoson, Va. 23662.
OCTOBER 20-26 SHERMAN-DENISON. TEXAS 1975 National Aero-
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 NOW!
THE ANNUAL
RECERTIFICATION
OF A HOMEBUILT
HOMEBUILT'S AIRWOR-
THINESS Certificate automatically
expires 12 months to the day after
the FAA last certificates it. What this
means to you is that, unless action is
taken to obtain a new Airworthiness
Certificate by that date, the old cer-
tificate will have expired and the
homebuilt can no longer be flown
legally.
For the present at least, the pro-
cess for effecting the "annual"
recertification of a homebuilt by the
FAA is not difficult. The procedure
has become rather standarized for all
FAA Regions.
THE RECERTIFICATION PROCESS
Essentially, recertification re-
quires that you first make your own
annual inspection (almost everyone
calls it the "annual inspection" even
though the term is not technically
correct) of the aircraft and enter a
statement to this effect in the air-
craft log book.
Concurrent with that little accom-
plishment, send a short letter (Figure
1) to the nearest FAA General Avia-
tion District Office (G ADO) inform-
ing them that your annual inspection
has been completed and the airplane
is ready for recertification. I would
suggest you also state that there
have been no structural modifica-
tions (if to the contrary, describe
them) and that the flight character-
istics are normal.
You might even suggest a date
(other than a weekend date) for the
inspection, although it may not
always be possible for the FAA to
accommodate your suggestion. It
would help if you were to give your
phone number, at home and at work.
This information can be a real time
saver for the inspector as he could
call you, propose an exact date and
time, and obtain immediate confir-
mation from you over the phone.
Oh yes, don't forget to mention where
the aircraft is located.
NOTE: The Custom Built Sport
Aircraft Handbook (EAA "How-To"
Series) contains additional related
information and examples of letters
which could be useful for various
communications between yourself
and the FAA regarding your home-
built. (Order from EAA. $2.75 plus
.30c postage).
THE
SPORTPLANE
BUILDER
By Antoni (Tony) Bingelis
EAA Designee Program Advisor
A partially completed FAA Form
8130-6, Application for Airworthi-
ness Certificate, if enclosed with
your letter, sometimes expedites
matters by enabling the inspector to
prepare his paperwork before he
arrives to make his inspection (Fig-
ure 2).
Incidentally, some FAA GADO
areas do require this form to be sub-
mitted before an inspection will be
scheduled. If this is a mandatory
requirement locally, you will have to
write or call the nearest FAA GADO
and request they send you the
necessary form. But before you do,
why not check with your local EAA
Designee. He might have some extra
FAA Form 8130-6's that he keeps
on hand as a convenience to the EAA
Chapter members.
IS THE AIRPLANE READY
FOR THE INSPECTOR?
I guess the real reason for the
mandatory annual inspection is to
afford the homebuilt owner the
opportunity of proving to the FAA
that his aircraft is being maintained
adequately and that its structural
integrity is undiminished.
Apparently, EAA'ers are main-
taining their homebuilts in good to
excellent condition. Each of the 12
FAA EMDO/GADO Regions, rep-
resented at the recent EAA Designee
Conference, concurred that their
(FAA) inspectors in past recertifi-
cations, had not reported any signif-
icant defects which could have been
considered hazardous to flight. How-
ever, lest you begin flapping your
arms and start crowing about this
achievement, consider this sobering
thought. Would our record be as
good if we did not have a built-in
mandatory inspection as an "in-
ducement"?
During the past eight years of
going through the recertification of
my own aircraft, I have listened to a
number of interesting stories re-
lating to such inspections. Apparent-
ly, one thing that ruffles an inspec-
tor is for him to be confronted with
8509 Greenflint Lane
Austin, Texas 78759
an aircraft not ready for the inspec-
tion.
The lack of preparation conveys
the impression that the owner is
lax and may not be maintaining the
aircraft properly.
The inspector is automatically
alerted to this kind of a situation as
the clues are quite evident. The
cowling has not been removed nor
has the rest of the aircraft been
opened for inspection as is custom-
ary. Or, in some cases, although the
aircraft may be stripped of its cowl-
ing and covers, it obviously has not
been given much care lately by the
owner. The engine is dirty and oil
covered, as is the belly of the fuse-
lage. Dirt and grime are all over the
place. And most of us realize, as
does the inspector, that a dirty air-
craft cannot be inspected thoroughly
because dirt and grime often hide
cracks and defects.
Just about as unwelcome as the
unprepared aircraft is one parked in
a muddy area.
I heard of one i n d i v i d u a l who
really took the prize for indifference
and lack of consideration. His air-
craft, awaiting inspection, was park-
ed in a decrepit "T"-hangar whose
better features were a dirt floor and
poor drainage. The day of the sched-
uled inspection, the aircraft stood in
a pool of water. Its cowling and
fairings were still in place and, with-
out a doubt, the aircraft had not
been attended to in some time. That
gent needed more time to get ready
for the inspection . . . do you suppose
he got it?
There are no set inspection stan-
dards for a homebuilt. The extent of
the annual recertification inspection
and the length of time (days or
weeks) required to accomplish it is
left up to the individual owner. The
thing that does matter is the condi-
tion of the aircraft at the time it is
viewed by the FAA inspector during
his annual look-see. This inspection
flexibility enjoyed by homebuilt
owners gives them an opportunity
to work out their own way of coping
SPORT AVIATION 23
with the inspection requirement . . .
and doing it in a manner which will
least hinder their maximum use and
enjoyment of the aircraft.
Anyone who can only fly on week-
ends, would certainly be reluctant
to give up a couple of good weekends
of flying because of a stripped-down
out-of-commission bird awaiting
an FAA inspection. So, how can
anyone handle an annual recertifi-
cation preparation without that kind
of down time?
A progressive maintenance in-
spection of the aircraft inspection of
the aircraft may be the answer. This
is a practical arrangement and one
employed by a number of homebuilt
owners.
Utilizing the progressive main-
tenance and inspection concept,
modified to suit your available
time, permits you to give your un-
divided attention to each component
and system in turn. A separate air-
craft component or system can be
inspected after a flying period with-
out pulling the aircraft out of com-
mission. This reduces the amount of
work time you have to put into the
effort for any given day and, some-
how, the entire inspection seems
easier to accomplish. You can, for
example, divide the total inspec-
tion requirement into the following
work sessions as a minimum pre-
paration.
THE CLEANING DETAIL
Begin with a complete and
thorough washing and cleaning of
the entire aircraft. For, even as you
are accomplishing that chore, you
will find yourself going over every
inch of the aircraft visually as well.
As you progress with the cleaning
and washing, little problems may,
on occasion, be noticed that can be
adjusted or corrected immediately.
TAIL SURFACES
Look for hinge wear, general con-
dition and the security of attach-
ment.
WINGS
Check for structural integrity,
security of attachment and general
condition.
ALIGHTING GEAR
(Landing gear and tail, or nose gear)
Jack up the aircraft and inspect
the gear for play and wear. Repack
wheel bearings and check the con-
dition and adjustment of the brakes.
FUSELAGE
Check its general condition and
all attach points for other compo-
nents.
24 SEPTEMBER 1975
CONTROL SYSTEM
Inspect and trace the entire sys-
tem to and from each component.
Lubricate bearings and hinges.
Check the condition of all safeties.
PROPELLER
Remove the spinner and re-torque
prop bolts. Dress out all rough spots
and nicks in the blades. Examine the
prop for defects.
PAPERWORK
Start it at least two weeks ahead
of time. The letter to the FAA and
the partially completed FAA form
8130-6 (Application for Airworthi-
ness Certificate) and your log book
entry is really all that this consists of.
Up to this point in the inspection
process, you have probably reas-
sured yourself that the wings and the
rest of the aircraft will continue to
perform as an integral structure
during the next 12 months. Since
the engine is also quite important
in keeping you aloft in the manner
to which most pilots fondly expect,
it would be well to devote a little
extra attention to it.
ENGINE SECTION:
The inspection of the engine com-
partment is saved for the last so that
the cowling may be left off for the
recertification inspection.
If you changed oil a few flight
hours back you can skip that exer-
cise. However, you probably plan-
ned for an oil change to coincide
with the inspection. If so, and an oil
change is due; after that last flight,
and while the engine oil temperature
is still over 100F, drain the oil
pump. For the annual, especially,
you should remove and inspect the
oil screen for excess scrap metal and
sludge. Don't forget to resafety the
drain plug and to re-fill the engine
with fresh oil. Do not go away with-
out doing so ... you might forget.
Service all systems (battery,
hydraulic, smoke, etc.).
What else?
Clean the engine by removing all
dirt and oil from its exterior surfaces.
Note all sources of oil seepage and
fuel stains. Then, decide if correc-
tive action is necessary.
During this cleaning process, your
eyes and hands will reveal much . . .
like leaks, loose brackets or electri-
cal connections, binding controls,
worn or cracked exhaust system
parts, etc.
A major system deserving sepa-
rate attention is the carburetor
(injector), the air filter and induc-
tion system, to include the cleaning
and servicing of the gascolator.
While you are at it, you might
run a compression check on all
cylinders. In doing so, you can't
help checking the spark plugs, can
you?
A very important part of your an-
nual engine compartment check
should be the removal of the cotter
pins from the engine mount bolts
and test torquing them. Refer to the
engine manual for the recommend-
ed detailed inspection requirements.
Everybody should have an engine
manual for the model installed.
With the completion of your en-
gine compartment inspection and
your log book entry signifying that
your own annual inspection has been
satisfactorily completed, you are
ready for the FAA.
If you find that you will have some
time on your hands while waiting
for the inspector, you should take
that opportunity to make those little
improvements you have been toying
with. It would be a shame to waste
the opportunity presented with the
aircraft all opened up and everything
accessible.
After the inspector has completed
the inspection to his satisfaction, he
will ask you for the expired Special
Airworthiness Certificate (FAA
Form 8130-7) and the Operating
Limitations letter, and will issue
new ones to take their place.
The new Operating Limitations
will indicate the type of operations
to be permitted with your aircraft
during the next 12 months. Do not,
for example, expect to be approved
for Night operation if the aircraft does
not have all of the necessary equip-
ment required for night flying.
DESIGNEE NEWSLETTER
SUBSCRIPTIONS
In addition to Tony Bingelis'
monthly column, The Sport-
plane B u i l d e r , EAA Head-
quarters publishes a montly
Designee Newsletter contain-
ing even more "How To"
material, a compendium of the
previous month's Designee
inspections and a summary of
all homebuilt accidents occur-
ring around the nation the pre-
vious 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, Wl 53130
Department of Transportation
Federal Aviation Administration
General Aviation District Office
(Address)
(City & State)
Gentlemen:
Enclosed is my application for an
Airworthiness Certificate for N
"Acro Sport" aircraft in the experi-
mental category for amateur-built
aircraft. The aircraft has flown 83
hours since last certificate was
issued.
I have completed my own annual Fulton, Indiana 46931
inspection and the aircraft and its Home Phone _____
records are ready for your examina- Office Phone _____
tion at Gilhooley's Airpark, Fulton,
(Date) Indiana. (Hangar No. 7). NOTE: enclose FAA Form 8130-6
No alterations or changes have Application for U.S. Airworthiness
been made in the original design or certificate.
operational features in the past year.
Please inform me of the day and
hour that this inspection can be ac- Figure 1
complished.
SAMPLE LETTER: Application for
Sincerely yours,
Roland Q. Amateur Recertification (Annual)
8503 Wingding Rd.

INSTRUCTIONSPrint or type Do not write in shaded areas, these

DEPARTMENT OF TRANSPORTATION art- tor FAA use only. Submit original only to an authorized FAA
FEDERAL AVIATION ADMINISTRATION Representative. If additional space is required, use an attachment.
For special flight permits complete Sections II and VI or VII as
APPLICATION FOR AIRWORTHINESS CERTIFICATE applicable._______________
REGISTRATION'MARK J AIRCRAFT JUIlDfl S NAME 3 AIRCRAFT MOOEl DESIGNATION 14 VR MFC FAA COOING
fj ACRO RQ-I
J AIRCRAFT SERIAL NO A ENGINE GUILDERS NAME f ntukt j 7 ENGINE MODCl DESIGNATION

AS-// 0-360
s 8 NUMBER OF ENGINES 9 PROPELLER SUUDER S NAME ( mukt, 0 PROPEUER MODU DESIGNATION 11. AIRCRAFT IS

APPLICATION IS HIKIRY MAD! FOK; (C<<t

A 1 I STANDARD AIRWORTHINESS CERT, f InJifJtt la NORMAL uTiUTY [TRANSPORT GLIDER lAllOON

SPECIAL AIRWORTHINESS CERTIFICATE ( Uxtk upproprutt irons )

KOVtSIONAL (IxJtutt i

AGRICULTURE & PEST CONTROL AERIAL SURVEYING 3

RESTRICTED f InJn./it opf^tioi<,) to
tV tonJn(ttJ) FOREST fV'tM lift (OHttrtat,**) PATROLLING WEATHER CONTROl

OTHER

RESEARCH AND DEVELOPMENT AMATEUR BUILT

EXPERIMENTAL ( tnttti.itf
CREW TRAINING

TO SHOW COMPLIANCE WITH FAR

FERRY FLIGHT FOR REPAIRS. ALTERATIONS. MAINTENANCE OK STORAGE

SPECIAL FLIGHT PERMIT rjw.vrr
Qfifration to fit ttiaJiitttJ tltn tO EVACUATE FROM AREA OF IMPENDING DANGER
Sttlion I ' I or I ' / / ./. ufif/i.^/f
OPERATION IN EXCESS Of MAX CERTIFICATED TAKE OFf WEIGHT
mtrtt ittit t
DELIVERING OR EXPORT PRODUCTION FLIGHT TESTING

C | 6 I MULTIPLE AIRWORTHINESS CERTIFICATE ( Chuk appropriate RtitrnIeJ Operation .inJ 5/.WW or l.imtltJ .i\
A REGISTERED OWNER ( Ai if'ou n an ( frttfii.itf of .\iKruft Rtgntratton } IF DEALER, CHECK HERE

CERTIFICATI uppluuhle b ts and tomf>/ete rf(mi a\ tnJttattUj

AIRCRAFT SPECIFICATION OR TYPE CERTIFICATION DATA SHEET {Gut .V AIRWORTHINESS DIREOIVES (Cbttk if all j t AD'i tomf-lttd u-ilh .i
./i/RruiMH V 6 j

AIRCRAFT LISTING (Gut p.igt N/Ol' ( SUPPIEMENTAL TYPE CERTHCATE t Lnt numbrr of t

C AIRCRAFT OPERATION AND MAINTENANCE RECORDS

CHECK IF RECORDS TQTAl AIRFRAME HOURS Enter
COMPLIANCE WITH
FAR 91 173

D. CIRTIFICATION I hereby certify that 1 am the owner (or his acem) of the aircraft described above, that the aircraft is registered with the
Federal Aviation Administration in accordance with Section 501 of the Federal Aviation Act of 1958, and applicable Federal Aviation Regula-
tions, and that the aircraft has been inspected and is airworthy and eligible for the airworthiness certificate requested

DATE Of APPLICATION I N AME AND TITLE f Print or I)f>t )

A. THE AIRCRAFT DESCRIBED AftQVE HAS BEEN INSPECTED AND FOUND AIRWORTHY BY : f Complett ibn legion out) if FAR 21 IHj (d) apphti)

z FAR PART 1 2 1 Of 127 CERTIFICATE HOLDER (- CERTIFICATED MECHANIC (<..,<: CERTIFICATED REPAIR STATION (Gu
Ctrlifuatt Nd )

AIRCRAFT MANUFACTURER (Gut Njmt of Firm)

(Check ALL appfjcob/e block*) I find that the a i r c r a f t described in Section I or VII meets the requirements for: [ ] The certification
requested, or Lsll I Amendment or modification of its current airworthiness certificate. Inspection for a special fMghf permit under
Section VII was conducted by: j | FAA Inspector; certificate holder Jnder [ | FAR 65, [ | FAR 121 of 127, or [j FAR 145.
DISTRICT OFFICE DESIGNEE S SIGNATURE AND NO FAA INSHCTOR S SIGNATURE

ii
FAA Focm 8130-6 (7-701

Figure 2
SPORT AVIATION 25
Canadian Warplane Heritage President Dennis Brad-
ley leads this formation with his Corsair while Mus-
tangs of Don Plumb, at left, Steve Hinton and Max
Ramsey hang in there.

By Jim McDonnell (EAA 2283)

Box 159
Buffalo, Minnesota 55313

(Photos by the Author)

fly-in and about 25 Warbird aircraft participated dur-

Warbird members of EAA had a chance to stretch
their wings over Canada June 21 and 22, at the first an-
nual Hamilton (Ontario) International Airshow. The
Canadian Warplane Heritage foundation hosted the
26 SEPTEMBER 1975
ing the two days of sunshine and warm summer weather.
General air show chairman was Bill McBride. Coor-
dinating Warbirds of America participation was Den-
nis Bradley, president of the Canadian Warplane Heri-
tage. Dennis estimated that between 50,000 and 60,000
spectators came out to see the show.
Operational World War II aircraft were the center
of attention, but there were also a good many interest-
ing displays in the hangars, including several Heritage
aircraft in various stages of reconstruction.
Among the goodies tucked away in the workshop are
a Seafire XV, about 2/3rd completed, and one of the fast
Spitfire Mark XIX photo recon aircraft with plenty of
work left to do. A B-25 restoration project is well along,
and several other projects are in the works. Just over
the horizon, hopefully, not too far in the future, is a pos-
sible Hawker Hurricane project, reports Dennis Brad-
ley.
In addition to the aircraft on display, several beauti-
fully restored automobiles, including an 8-Liter Bently
straight-eight were on display, courtesy of the Craven
Foundation. That organization maintains an antique
automobile museum and restoration center in Toronto,
which is really a story in itself.
Motorcycle buffs were treated to the sight of several
old classics in fine condition. The group included a full
dress Indian Chief, complete with vintage 4-cylinder,
in-line engine and bright red paint scheme.
Airshow performances began at 13:00 hours and con-
tinued past 16:00 both days. The show included a great
variety of air action, with 25 separate program events.
Scene of the action was the Hamilton Civic Airport.
The field is located at Mount Hope, Ontario, just a few
miles from Hamilton.
Hamilton itself is located at the western tip of Lake
Ontario. A city of over 300,000 population, it is an indus-
trial center of steel mills and auto manufacturing plants.
From Hamilton it is only an hour's drive along the lake-
shore to either Toronto to the northeast or Niagara Falls
to the southeast.
EAA members who are not acquainted with the Ca-
nadian Warplane Heritage should know that it is a non- Warbirds of America President Don Plumb makes a
profit organization set up to find, restore and maintain steep rolling pullup in his beautiful P-40 during the
(in flying condition) various types of training and combat afternoon airshow.

The Heritage's Firefly flashes through the hazy after-

noon sky with EAA President Paul Poberezny in hot
pursuit in the P-64.

SPORT AVIATION 27
aircraft flown by Canadians during and after World War
II. It has foundation status with the Canadian govern-
ment and all funds received through donations, air show
fees, etc., are used to further the objectives of the Heri-
tage. Donations are tax deductible. Every member is a
volunteer and nobody receives remuneration. Annual
membership dues are $100.00.
Among the pilots and aircraft participating in the
show were these:

A B-25 flown by Dr. A. R. Crosby

P-38 flown by past Warbird President Bill Ross
Two P-40's flown by current Warbird President Don
Plumb and by Tom Camp
Seven P-51's flown by Dr. Burns Byram, Tom Wood,
Jack Shaver, Don Plumb, Max Ramsey, Steve Hinton
and Gary McCann
Three FM-2 Wildcats flown by Rudy Frasca, Dr. Fred
Edison and Pete Parish
F6F-5 Hellcat flown by Jim Maloney
Four F8 Bearcats flown by Gunther Balz, John Gury,
Harold Beal and Chub Smith
Two FG1-D Corsairs flown by Canadian Warplane
Heritage President Dennis Bradley and by Al Sheavs
P-64 flown by EAA President Paul Poberezny Jim Maloney's F6F-5 Hellcat pulls into formation with
Firefly owned by the Heritage a gaggle of FM-2 Wildcats flown by, from left, Dr. Fred
Edison, Rudy Frasca and Pete Parish.
Among the training types seen at the show were these:

T-28 flown by George Enhorning

Nine Harvards or T-6's including those piloted by
Bob Arend, Bob Small and others
Two Stearmans flown by Ed Coleman and Bill Mc-
Bride
A one-of-a-kind Fleet 21 owned by Falls Aviation
A Fiat
Scale replicas of WWI SE-5 and Newport aircraft
flown by members of the Ontario Aviation Historical
Association

This first annual Hamilton International Airshow

was very well received in the area and generated a lot
of favorable comment. The Heritage has received quite
a few letters of appreciation from folks who came out
to watch the show.
The planning committee is already looking ahead
to next year, and so are the Warbird members who at-
tended this outstanding first airshow at Hamilton.

The unmistakable silhouette of Bill Boss' super-clean The Harvard Demonstration Team makes precision
P-38 in the Canadian sky. formation flying look easy.
28 SEPTEMBER 1975
First Flight Procedures

*'

6/47S2C

By L. D. Sunderland
Editor T-18 Newsletter
Designee 66
5 Griffin Dr.
Apalachin, New York 13732

J. HAT LONG AWAITED day has finally arrived and
your brand new shiny airplane is ready to go. The in-
spector has signed it off declaring it ready for the first
test flight. Unless you are a very callous individual, you
are sure to pause and wonder how you can pull this off
without putting a scratch on your new creation. First
flight reports appearing in SPORT AVIATION indicate
that there is a rather high probability that something
will go wrong. Indeed, some reports give hair-raising
stories of how nearly everything goes wrong.
Having flight tested several new aircraft and talked
or corresponded with over 100 T-18 builders who made
first flights, I have developed a set of procedures for pre-
paring for and making the initial test flight of an air-
craft which permits the test pilot to avoid most of the
commonly experienced problems. I regularly receive
reports from happy T-18 pilots who followed these pro-
cedures and made uneventful first flights. They are pre-
sented here in the hope that other builders will see fit
to follow them and reduce the number of close shaves,
accidents and fatalities.
When the FAA inspector approves an aircraft for the
first flight, it doesn't mean that he has performed some
stroke of magic to heal all its hidden ills. Sometimes he
is able to detect significant safety discrepancies, es-
pecially if the builder is not able or does not choose to
avail himself of the services of EAA designees or other
experienced builders. Depending upon the inspector's
particular background and experience, his inspections
will vary on emphasis and comprehensiveness. He can-
not catch everything that will cause in-flight problems
since every critical part of the powerplant and fuel sys-
tem is not accessible to visual inspection. Furthermore,
he probably is not qualified, nor is he required to evalu-
ate the structural integrity or aerodynamic qualities of
a new or modified design.
The very best procedure is to swallow your pride and
seek all the outside consulting and inspection assis-
tance you can get. Remember, the wisest teacher of all
times said that we can be greater than the greatest man
who ever lived if we will just humble ourselves. This is
particularly good advice when applied to seeking out-
side assistance on your project. It brings us to the first
of a number of rules which, if followed, will help make
that first flight a happy event.
Rule No. 1
Ask at least two qualified persons to independently
inspect your completely ready-to-fly aircraft using the
EAA inspection check list as a guide.
Have them review in detail the weight and balance
SPORT AVIATION 29
calculations. The builder should also go through this
Rule No. 5
formal check list inspection, but he is too close to the
project and too occupied with the big things to notice Select a qualified pilot.
the seemingly little things which have a way of growing If you are not an experienced pilot in the same type
at the wrong time. After the inspections are completed, of aircraft being tested, find a qualified pilot to do the
you are still a long way from being prepared for the first initial testing. The first flight of a new aircraft should
test flight. not be a pilot proficiency training flight. All of the pilot's
Some inspectors ask to see the first flight made right attention should be devoted to the aircraft, not to worry-
on the spot after their inspection. This is not a wise pro- ing about whether he will bounce on landing or ground
cedure and is responsible for rushing builders into first loop on roll out.
flights unprepared. The FAA cannot require an immedi-
ate first flight. Only the test pilot should decide when to
fly.
As an example, a T-18 builder was asked after final
inspection to take it around the pattern once. He obedi-
ently took off without high-speed taxi tests or lift-offs.
He then attempted a landing without feeling out the air-
plane and checking its stall characteristics. As a result
of what he later discovered was a 40 mph error on his air-
speed indicator, he made a sizzling 120 mph approach
and overran the short strip narrowly avoiding an acci-
dent. This brings us to another good rule.

Rule No. 2
Don't rush into the first flight.
Make sure the aircraft is prepared, the pilot is pre-
pared, the weather is right and the airport is right.
Many, and perhaps most, first flight problems are associ-
ated with the fuel system. The majority of these could be
averted through proper ground tests and by following
long established fuel system design principles.
If a fuel flow test has been neglected in the rush be-
fore final inspection, do not fly without performing one
in accordance with the requirements of your engine. A Will Tetrault of the Rochester, NY GADO just after
Flight Test Report Guide found in CAM3 and the newer O.K.ing the author's T-18 for its first flight.
FAR23 outline the fuel flow requirements for normal
utility and aerobatic category aircraft. Therefore, the Rule No. 6
next rule should be:
The pilot should perform taxi tests until he feels com-
Rule No. 3 fortable with ground handling of the aircraft.
He should gradually increase speed on successive
Run fuel flow tests and full power tests before flying. runs observing the indicated airspeed where the tail
As a final check, place the airplane in an attitude wheel or the nose wheel can be lifted off. If several high-
which exceeds the attitude in a steady state climb and, speed taxi runs are made without lift-off, it will check
with a nearly empty tank, run the engine for at least 3 the nose or tail wheel for shimmy, the airspeed indicator,
minutes at full throttle. This would be sufficient time to longitudinal control, function of the fuel system, main
get you enough altitude to make it back onto the air- gear relative to eg location, brakes and even structural
port. There is usually some sort of ditch or steep bank integrity of the landing gear. If there is any question
around the airport where this test can conveniently be about the accuracy of the airspeed indication system, it
run. Fuel flow tests, however, will not prevent fuel star- is a simple matter to check it against an automobile
vation due to a clogged or ruptured line, failed fuel pump speedometer which has been checked over a measured
or inadequate vent. Never fly an airplane without a fin- course.
ger strainer in each tank. Make sure air vents are ade-
quate and place screens over them to prevent bees from
clogging them.

Rule No. 4
Select an adequate airport for conducting taxi tests
and the first flight.
An airport should be selected which has runways suf-
ficiently long to permit short lift-offs with a comfortable
amount of space remaining for stopping. The surface
should be reasonably smooth so the pilot will not get un-
wanted disturbances when he is checking handling char-
acteristics and stability during high speed taxi tests.
Relatively calm wind conditions should exist for the
same reason. Select an airport with emergency landing
space nearby rather than one in a congested area.

Test flights are not air shows to be enjoyed by enthusi-

asts . . . such as these two at Oshkosh.
30 SEPTEMBER 1975
 The June Designee Newsletter gives excellent in- proximations but are quite realistic for most fixed pitch
structions on how to calibrate the airspeed indicator. propeller aircraft.
Anyone can calibrate one with a 6 foot long piece of clear
flexible plastic tubing, a yardstick and some water. Con-
nect the hose to the inlet of the instrument and tape the
tubing to the yardstick. Partially fill the tubing with TABLE I
water, orient the yardstick vertically and raise the open Percent of Percent of
end of the tubing trapping the water in the U-shaped Rated Engine Power Max. Rated RPM
bend. Measure the difference in water level in the two
sides of the U. Compute indicated airspeed according to 75 91
the formula: IAS = 45.lVh where h is differential water 60 84
level in inches. 50 79
If this test is made with the airspeed indicator in- 40 73
stalled in the airplane and the plastic tubing connected
to the pitot tube, it will check the pitot line for leaks. The
static line should also be checked for leaks. But a sta-
tically calibrated airspeed indicator can give grossly er- So, to determine the engine RPM for 15r/i cruise
roneous readings during flight depending upon the par- power, take 91^ of maximum level flight RPM. This is
ticular pitot-static system. For instance, some builders why we are told to reduce engine speed by about 200
who located the pitot-static head ahead of the wing RPM to obtain cruise RPM. Maximum range occurs at
rather than above the fin on the T-18 reported a near approximately 40% power, a very appropriate number
zero reading at stall. to remember in this age of diminishing energy supplies.
Even if you are testing a well proven design and
Rule No. 7 everything appears to be functioning normally, treat
Make lift-offs and low flights straight down the run- the first flight seriously and avoid unnecessary risks
way. such as aerobatics or low altitude passes. A first flight is
Gradually increase speed until the main wheels can not an air show. Spectators invite exhibitions and put
be lifted just off the runway, then cut power and land. pressure on the pilot which might cause them to act
Repeat the short lift-offs several times and then try hastily. Save the crowd for a later flight.
holding the aircraft just off the runway for a short dis- When you make your approach, keep it high with
tance. When you have accomplished this without prob- plenty of airspeed margin. Use the old guideline that
lems, you are ready to go. glide speed should be 1.5 times the power off stall speed
(Vs). This holds true for most airplanes. (Maximum rate
Rule No. 8 of climb also usually occurs at 1.5 Vs while maximum
angle of climb is 1.4 Vs.) Touchdown should be a piece
Stay over the airport for the first five hours. of cake since you have already gained experience with
Even on a tower controlled airport, it is usually pos- that maneuver during fast taxi tests and lift-offs.
sible to obtain permission to fly within gliding distance If you have followed these nine simple rules, chances
of the field. This is just good common sense since there are very good that you will be able to pull up to the ramp
is no better place to make an emergency landing than with an ear-to-ear grin on your face. First flights are the
on a nice long runway. Here is an example of how this greatest thrill in the world only when they end with a
practice would have saved one brand new homebuilt: smile.
The operating limitations read, "remain over the
airport for six hours". One short flight had been made on
the new Woody Pusher when another pilot said he would
try some fast taxi runs. On the second run, the aircraft
took off and climbed straight away from the airport.
Suddenly it made a 180 turn and headed back toward
the airport gradually losing altitude. It ended up land-
ing in the city dump just a quarter mile from the run-
way. Photographs of the damaged aircraft appearing in
the local newspaper showed the gas cap installed with
the air vent pointing aft. During a Designee inspection,
OSHKOSH DATES
it had been pointed out to the owner that this cap should
be interlocked to prevent improper installation.
1976
Rule No. 9
Explore low speed handling qualities. JULY 31 -AUGUSTS, 1976
Once your airplane is airborne, it is only necessary
to make turns and land. To accomplish these maneuvers
safely, it is wise to determine how the aircraft performs
near stall. Make some gentle turns and approaches to START MAKING
a stall. Observe the aircraft attitude and the indicated
airspeed where buffeting begins. PLANS TODAY!
There is usually some problem to concern the pilot
such as high oil temperature or improper trim, so there
might not be time to perform other maneuvers, but don't
fail to explore the low speed flight regime at a safe alti-
tude. As a minimum, try to obtain status information on
the powerplant.
A guide for establishing engine speed settings at
various power levels is given in Table I. These are ap-
SPORT AVIATION 31
 A SIMPLE ANGLE OF ATTACK SENSING
SYSTEM USING A PHOTO-ELECTRIC PRINCIPLE
By William E. Brown (EAA 10669)
1806 S. Mission Rd.
Wichita, Kansas 67207

INTRODUCTION

This article describes an instru-

ment aid, "A Simple Angle of Attack
Sensing System Using a Photo-
Electric Principle." This device is
intended to provide angle of attack 1. Aerodynamic
data as an aid in the control of air- Vane
craft where a simple, reliable sys-
tem is required to measure the
relative angle of flow past a body or
vehicle in motion through a fluid or
atmosphere.

GENERAL DESCRIPTION

This instrument aid consists of

a system of components, which,
together sense a relative angle of
flow past a sensing device, provide
an electrical current proportional to
the flow angle and provide a display
of the measured angle. This system
includes the following components
which are shown in Figure 1. Electrical 4
1. Aerodynamic Vane The aero- Components
dynamic vanes are immersed in the
fluid flow and are free to move so
as to always be aligned with the
fluid flow within the limits of the
unit. The vanes are inertially bal- Meter 5
anced so as not to be influenced by 6. Wiring
Display
accelerations of the vehicle perpen-
dicular to the fluid flow.
2. Flow Sensing Head The flow
sensing head contains the pivoting
mounting shaft of the aerodynamic
vanes as well as the internal photo-
electric sensing elements which
provide an electrical current signal
which is proportional to the angular
position of the aerodynamic vane.
The details of the flow sensing head FIG. 1 SYSTEM COMPONENTS
are described in a later section of
this article.
3. Mounting Boom The mount-
ing boom provides for the proper
positioning of the flow sensing head
in relation to the vehicle.
4. Electrical Components Elec- 6. Wiring Electrical wiring ents are mounted in a convenient
trical components for the regulation connects the elements of the system place in the vehicle and are pro-
of voltages and for the electrical electrically. vided with a suitable direct current
matching of the components are electrical source. A typical installa-
grouped together in a common INSTALLATION tion on a light aircraft is shown in
mounting. Figure 2.
The entire system is mounted on
5. Meter Display An electrical the vehicle in a manner such that FLOW SENSING HEAD
current ammeter, suitably marked the flow sensing head is positioned
in angular angle of attack units, is in the fluid flow for proper measure-
used to display the sensed flow The flow sensing head internal
ment of the flow angle. The compon- details are shown in Figure 3. The
angle.
32 SEPTEMBER 1975
 Aerodynamic Vane
head is of tubular construction and Aerodynamic Vane
contains in the forward end a light Instrument
source and further aft a photo- Panel Mounted
Meler Display
Lignl Sou

electrical cell whose electrical re- Electrical

Components
sistance varies inversely with the Behind Panel

light impinged upon it. The pivoting

mounting shaft of the aerodynamic
vanes pierces the sensing head be-
tween the light source and the photo-
electric cell. A shutter is affixed to
this shaft and moves so as to modu-
late the amount of light reaching the
photo-electric cell so that the light
reaching the photo-electric cell is
proportional to the angle of the aero-
dynamic vanes. The vanes and
shutter geometries are arranged
such that a m a x i m u m amount of
light reaches the photo-electric cell
at the one extreme of angular vane
motion and a minimum at the other
extreme.

PRINCIPLES OF OPERATION

The flow sensing head is posi-

tioned so that the aerodynamic vanes
are immersed in the fluid flow past
the vehicle. The aerodynamic forces
w E BROWN
cause the vanes to align themselves FIG 3
INTERNAL DETAILS FLOW SENSING HEAD 11 3073
with the relative fluid flow in the
vicinity of the flow sensing head.
Switci
This causes the shutter to modulate
the amount of light reaching the 1 Flow Sensing Head 1

photo-electric cell to be proportional 1 1

1
to the relative angular position of 1 L.gnt
4
the vane between the extreme angu-
Source
1 DC
Power
lar position limits of the vanes. The 1 ISc / s^/
1 Zener
Piode -^ Source

photo-electric cell electrical charac- ] 1

1 Suiter

teristics are such that the resistance 1

is inversely proportional to the light 1 i
reaching the cell. This functions to 1 1
A A A
V
1 *
vary the electrical current flowing ~ ""
Res.sto-

through the cell in a manner pro-

> Resistor
portional to the light reaching the
cell when an electrical voltage is
applied to the photo-electric cell.
The electrical source voltage for the
light and the photo-electric cell is *>
xi*,.,,.,,,.
regulated by a suitable device such ' ^ Res-sior

as a zener diode/resistor combina-

<_ Eiecuicai i
tion so that variations in electrical ^~ Components 1
1 l__ __ __ ___ '
power supply voltage do not in-
fluence the device. A simple elec- ^\ 1 W E BROWN
=*) 112973

trical current ammeter is used to -**~^r 1

measure the current flowing through 1 Ammeter

Par* 1
the photo-electrical cell, and is mark- Display j

ed to show the angular position of FIG

the vane corresponding to the cur- WIRING SCHEMATIC

rent values associated with the limit is reached. A typical electrical

angular positions. The electrical
components are chosen so that the
maximum current on the ammeter
corresponds with the extreme vane
travel limit associated with the max-
imum light reaching the photo-cell.
A variable resistance is connected
across the ammeter to provide
adjustment for minor component
variations so that the needle of the
ammeter can be adjusted to read
maximum when the associated vane
by the aerodynamic forces. Since the
schematic is shown in Figure 4. sensing involves no moving parts,
aside from the vane and shutter, an
MAJOR BENEFITS extremely simple system is achieved
which can be built at low cost and
The major benefit of the system with high reliability.
described is the result of the photo-
The direct sensing of angle of
electric sensing principle. This prin- attack has been shown to be of great
ciple allows sensing of the vane
value as a pilot instrument display
position without producing forces on aid for the control of aircraft as well
the vane which could influence its
as in providing an input to automatic
behavior or position. As a result the control devices for aircraft, missiles
vanes motion is entirely influenced and other vehicles.
SPORT AVIATION 33
 A COMPARISON OF TWO PLACE
FIXED WING/GYROPLANE/
HELICOPTER AIRCRAFT
By Martin Hollmann (EAA 77760)
7917 Festival Court
Cupertino, California 95014
10
Scale
COMPARISON OF like aircraft such as a Pazmany
PL-2 to a Cessna 150, two fixed wing, two place aircraft,
is quite easy to make. However, comparing unlike air-
craft such as a helicopter to a fixed wing aircraft, is like
comparing apples to pears.
Each type of aircraft, fixed wing, gyroplane, and heli-
copter, derives its means of lift and control in a somewhat
different manner. Subsequently, their structure, mechan-
ical complexity, maneuverability, and performance are
substantially different such that each aircraft can best
meet a specific set of requirements. It will, therefore,
be my intent to first note what specific requirements are
commonly met by each aircraft, and secondly, it will be
interesting to see for what price, e.g. rate of climb, fuel
consumption, range, maximum speed, mechanical com-
plexity, if any, these requirements are satisfied. For the
sake of simplicity and practicality this trade study is
made for good performing, general aviation type, two
place aircraft representing current "state of the art"
technology. For a typical two place fixed wing aircraft,
the performance and specifications of the PL-2 are given.
See Ref. 1. The helicopter data is given for the Hughes
269A as shown in Ref. 2. While the gyroplane data is
calculated per Ref. 3. Several two place gyroplanes such
as the Air and Space Model ISA and the McCulloch J-2
are currently on the market. However, each aircraft has
at least one functional problem which could have been
readily solved had the problem been noted early in its
development. The rotor, for example, on the McCulloch
J-2 is too small such that the aircraft will not "jump
34 SEPTEMBER 1975
15 20
start" and its performance which, as will be shown, is
somewhat different than for any other type of aircraft.
The large cockpit profile of the Air and Space Model ISA
limits this aircraft's directional stability and has neces-
sitated several redesigns of the vertical stabilizers. The
gyroplane data presented herein is data that can be ex-
pected for an optimum designed aircraft.
FIXED WING, TWO PLACE AIRCRAFT
Primary Purpose: Sport flying and pilot training. More
people have learned to fly in a. two place fixed wing air-
craft, such as the PL-2 or Cessna 150, than in any other
type of general aviation type of aircraft.
Advantages: Most efficient form of flying when con-
sidering power required for payload carried. Fuel con-
sumption is about half that of a properly designed com-
parable rotary wing aircraft and good performance can
be expected as shown in F-4.
Limitations: Must operate from an airfield. Long
take-off and landing run and high take-off and landing
speeds. Poor maneuverability in the horizontal plane. A
180 degree turn requires about 30 seconds and a 400 foot
radius. While a 180 degree turn in a helicopter or gyro-
plane requires about 5 seconds and a radius of less than
30 feet. Limited visibility since the wing will always pre-
sent a blind spot. This has been the cause of many mid-
air collisions. Aircraft can stall and spin. Large wing
span, 28 feet, makes it difficult to store and transport.
 TWO PLACE GYROPLANE
Primary Purpose: Sport flying, pilot training, aerial
photography and surveillance. Without exception, every
person whom I have talked to, in the past six years, who
has flown both a post WW II gyroplane and fixed wing
aircraft, agrees with me that the gyroplane is the most en-
joyable aircraft to fly. This enjoyment from flying comes
from the ease of piloting this type of aircraft and from its
high degree of maneuverability in the horizontal plane.
Its high maneuverability and almost unlimited cockpit
visibility make the gyroplane an ideal aircraft for aerial
photography and surveillance work. F-4 COMPARISON OF AIRCRAFT DATA
Advantages: Safest form of flying. Aircraft wiH not Fixed Wing Gyroplane Helicopter
stall or spin and unlike the helicopter, is typically landed Pazmany PL-2 Mughes 269A
power off from all altitudes. Aircraft can take-off from
small clearing. Easier to fly than fixed wing aircraft or Weight:
Empty 900 Ibs. 900 Ibs. 867 Ibs.
helicopter. Small structural size. High maneuverability. Fuel 150 Ibs. 180 Ibs. 180 Ibs.
Simple structure and fewer moving parts than the heli- Oil 15 Ibs. 15 Ibs. 15 Ibs.
copter which reduces operating and maintenance costs Pilot & 435 Ibs. 455 Ibs. 488 Ibs.
to one third of that of the helicopter. passenger
Limitatons: Poor performance limits service ceiling. Gross 1.500 Ibs. 1,550 Ibs. 1.550 Ibs.
High fuel consumption and a low rate of climb. Moving Engine Power: 135 hp at 180 hp at 180 hp at
rotor presents a hazard to people during take-off and 2600 rpm 2700 rpm 2700 rpm
landing.
Performance*:
Fuel 6.5 gph 9 gph 11 gph
consumption
at V
cruise
w 130 mph 95 mph
TWO PLACE HELICOPTER cruise 85 mph
V 148 mph 110 mph 90 mph
Primary Purpose: Only aircraft that mets the re- max
quirements of a "sky hook". Used for rescue operations u . 62 mph 28 mph
mm
and surveillance. Range 450 mi 280 mi 200 mi
Advantages: Can take-off and land vertically. Small Rate of climb 1.500 fpm 800 fpm 1.450 fpm
structural size and good cockpit visibility. Highly ma-
neuverable in all places. Price: $12,000 $14,000 $35,000
Limitations: Poor performance limits service ceil-
*Sea level, standard air
ing. High fuel consumption and low cruise speeds. Rotor
presents hazard to people. High initial costs, high operat-
ing and maintenance costs. Many moving parts. Con-
siderable skill is required to operate a helicopter which
requires the constant attention of the pilot. Both hands
and feet are needed to manipulate controls. While in a
gyroplane only the control stick is manipulated and the
rudder is normally not used in flight.

At first glance at F-4, it is seen that the fixed wing

REFERENCES:
1. "The Pazmany PL-2", (San Diego, Ca.: Pazmany Air-
craft Corp.)
2. Dzik, Stanley J., "Helicopter Design Data Book"
(Milwaukee, Wis.: Hector Cervantes, Inc., 1965)
3. Hollmann, M., "Gyroplane Performance Calculations
and Trends", SPORT AVIATION (Hales Corners,
Wis., May 1975)
aircraft is superior for cross-country flight for which high
cruise speed, low fuel consumption and long range are
vital. However, when a zero take-off and landing run is
required, obviously a rotary wing aircraft is needed.
It is also interesting to note that, although the gyro-
plane's performance is generally better than that of the
helicopter, its rate of climb is almost one half of that of
the helicopter. However, the advantages of low cost,
mechanical simplicity, ease of piloting, and the safe fly-
ing characteristics of the gyroplane in comparison to the
helicopter, guarantees this aircraft a useful role not only
as a real sport aircraft but as a utility aircraft which will
perform many of the functions for which the helicopter
is presently being used.

SPORT AVIATION 35

By William Y. Miller EAA 7908
1838 W. Tremont St.
Allentown, PA 18104
(Photos Courtesy the Author)
HEN MY SON, Terry, and I originally planned the
Miller Sport, (Poor Man's U-2, SPORT AVIATION
May 1973), we tried to design for it the smallest, lightest
and simplest horizontal tail possible. A one piece all
flying tail with a positive cambered airfoil and without
a servo to return the movement was decided upon.
An adjustable bungee trim spring was attached to the
elevator horn to pull the trailing edge down as increased
air flow over the cambered airfoil pulled the leading
edge down. As the speed decreased the spring was to
pitch the plane nose down thus increasing the plane
speed. Once the ship was trimmed to the pilot weight,
it was supposed to stay in trim at any speed flown. The
idea was good and speedwise it really worked; how-
ever, other problems arose that the homebuilder should
be told about. More on that later.
The size of the tail was to give sufficient lift to stall
the aircraft in ground effect and provide all maneuver-
ing requirements. To do this a tail area 9.4% of the wing
area (144 sq. ft.) was used on the prototype.
After flying the prototype 200 hours and enjoying its
many types of sport flying, I noted some problems with
the one piece tail which I felt could be improved.
Because of the location of the folding landing gear
on the front face of the main wing spar, a C.G. of about
30% was used to make the ground handling good.
Applying brakes and landing on soft fields resulted in
36 SEPTEMBER 1975
Bill Miller in his WMII, the "poor man's U-2." Note the
larger horizontal tail.
no bad nose-over tendencies; however, this near aft
limit C.G. caused pitch problems. If rough air caused
the nose to pitch up or down and I was flying hands-on
the stick (holding the stick firmly into position), the
plane would remain fairly stable, BUT if I was enjoying
hands-off the stick flying and rough air was encountered,
the nose would pitch either up or down and whichever
way it started pitching, it would just get worse instead
of returning to its original flight path after a couple of
oscillations. To me, this is unstable flight so back to
the drawing board for a winter re-building project.
A new tail was designed to provide stability in
rough air. Stabilizer-elevator configuration was selected
because we wanted anti-gust dampening but didn't
need greater area for maneuverability. The total area
of the tail was increased to 12.85% of the wing area.
(See the photo comparison of the two tails.) The sta-
bilizer area was 55% and the elevator was 45% of the
total tail area. It was to be a quick change attachment
(like used on sailplanes) which would require mini-
mum fuselage modifications. My design made the
change possible without altering any of the existing
fuselage structure, which I thought was quite an ac-
complishment. See the photos of the old vs new tail as
you read the next paragraph.
The original bolt holes in the fuselage that held the
hinge bracket for the all-flying tail now are used to hold
the rear brackets for the stabilizer spar. The stabilizer
leading edge spar, at the root rib, is attached to the
fuselage with two % inch bolts that slip into self-
aligning uniball fittings. This attachment of the sta-
bilizer allowed me to use the same bracket of the old
elevator throw walking beam for the new, but slightly
longer walking beam. The beam had to be lengthened
to allow for more throw on the new elevator as compared
to the throw on the all-flying tail. A short strake of bent
aluminum was added to both sides of the fuselage to
cover the uniball fittings. I think it looks pretty sharp.
After 75 hours of flying with the new tail this is what
I have learned and offer it for what it is worth:
1. Although a one piece (non-servo) tail can be
built simpler, smaller and lighter than a two piece tail
and still provide the necessary maneuverability required
to fly the plane, the small tail will not provide sufficient
stability in rough air for good flying qualities.
2. In order to get sufficient stability in rough air I
had to increase the area of the tail about Mt more than
was needed for just maneuvering the plane.
Flight testing the bird with its new tail has left me
well satisfied. I now feel that the plans, which have been
ready for months, can be offered to the public. At red
line smooth air speed of 150 mph, no flutter could be
induced and when it was flown in fairly rough air at
"Lrm
120 mph the plane held its pitch without even holding
the stick. I now consider the plane stable; however, I
have limited rough air speed to 100 mph. All of the old
statistics for the plane still hold true, i.e. stall is 42
mph with good tail buffeting for warning. Slow cruise
at 1600 rpm is 80 mph burning a bit less than 2 gph.
Try to beat that for saving gasoline! 75% power at 2150
rpm (4 gph) trues out at 120 mph. Initial rate of climb is
1100 fpm and at 15,500 it is still climbing 500 fpm.
Soaring with the propeller stopped is at 55 to 60 mph
and the L/D is somewhere in the 19 to 1 range. To
restart, I just tilt the nose down and at 90 mph the prop
windmills. I snap on the mags and I'm with power again.
Of the 275 hours on the prototype N-24832, at
least 40 hours have been logged (engine off) just soar-
ing. FUN FLYING . . . that's why I called it a Sport
Plane, yet 120 mph cross country isn't too bad, is it?
The author, Bnl Miner, ana trie oid tail, left, ana the
new version for his Miller Sport.

This Temco Buckaroo is owned by

Representative Dale Milford (EAA
52917) of Texas who has been taking
a forthright stand on the floor of
Congress against the Administra-
tion's proposed new user charges.
It's good to know we have a sport
pilot in Congress.

SPORT AVIATION 37
 What Our Members

Almost everyday EAA Headquarters receives pictures of still another beautiful Starduster Too. This
one was recently completed by Jerry St. Andre (EAA 62055), Kings River Chapter 376, 6312 N.
Callisch, Fresno, California 93710. It is powered by a new Lycoming 0-360 equipped with a Hartzell
C/S prop. Empty weight is 1235 Ibs. Jerry is an agronomist with the University of California. He says
he had to learn a number of skills to complete the Starduster but more importantly, the project
taught him patience and humility.

"One more Fly Baby in the air," says T. A. Reagan (EAA

60358), 15930 Indiana No. 8, Paramount, California 90723.
First flight was in March after 4 years construction time.
Powered by a Continental A-65. The "GM" in the N-number is
for his very patient wife, Geneva Maye.

Cecil Ogles (EAA 21280, Century

Club 82), 448 C Ave., Coronado,
Calif. 92118, left, has the answer
to project hauling in this day and
age of the compact car (and truck).
He has an entire Piper Vagabond on
and in this Chevy Luv. Cecil has no
less than 5 Vagabonds and heads
up a national Vagabond Club. He
prints a newsletter, the Vag News.
If interested, contact him at the
above address.

38 SEPTEMBER 1975
Bob Brashear (EAA 37166), Rt. 5, Box 1118,
Waco. Texas 76705 and his wife Catherine
completely rebuilt this 1947 Cessna 140 from
spinner to tail, doing all the work themselves.
Bob is a past president of Chapter 59 in Waco
and has rebuilt several other aircraft in addition
to the 140.

A lot of homebuilders, particularly those constructing wood

aircraft, are thought by their neighbors to be building a
boat. Dr. Jacques Fanucci (EAA 84024), 35, Langford Road,
Westville, Natal, South Africa has a worse time than most
convincing folks that his project is an airplane . . . a Spratt
Controlwing, in fact. This shot was taken last year and the
bird should be nearing completion by now. We hope to have
pictures and a story on this interesting machine in a future
issue.

After an overly long period of gestation, a few Stephens

Akros are showing up at fly-ins around the country. This
black and orange beauty belongs to Chuck Wentworth (EAA
40382), P.O. Box 385, Hesperia, California 93345. The pic-
ture was taken at the Corona, California fly-in in early May.
(Photo by Jack Cox)

THE INFLUENCE OF WEIGHT ON
MAXIMUM CRUISE SPEED
By Tom Jewett (EAA 61986)
472 E. Lancaster Blvd.
Lancaster, Calif. 93534
AIRCRAFT'S CRUISE speed has always been of
prime importance to a prospective owner and/or builder.
There are many factors that influence this parameter.
Factors having a significant effect upon aircraft cruise
speed include horsepower, size and shape, and the Pub-
lic Relations Department. Conversely, cruise prop ef-
ficiency, sweptback vertical tails, new paint schemes,
and weight have little or no effect on cruise performance.
I would like to zero in on the last factor-weight, be-
cause it is one that is often misunderstood.
Basically, for the following class of aircraft WEIGHT
HAS A NEGLIGIBLE EFFECT ON CRUISE SPEED:
1. Wing loading less than 15 lb./ft.2.
2. Cruise speed over 150 mph.
3. Aspect Ratio of wing greater than 5.
Why is this so? Because weight affects only the in-
duced drag component of the total aircraft drag. Induced
drag is a measure of how hard the wing is working to
support the aircraft. At the high speed, Ig condition, the
fast flowing air allows the wing to loaf. Therefore, it fol-
lows that increasing the weight some would still not make
the wing work very hard. As a result, induced drag is low
at high speeds and is not appreciably influenced by weight.
Figure 1 illustrates a more technical approach to the
same argument. A power required curve is shown for a
ficticious aircraft at two different weights. The aircraft
was sized and shaped to represent a VariEze or a KR-2
although the results would apply to a Thorp T-18, Smyth
Sidewinder, BD-5, etc.
As can be seen from the curves, for a 160 mph cruise
speed, adding 125 lbs. of weight (equivalent to increasing
the empty weight by about 30%!) reduces the cruise speed
40 SEPTEMBER 1975
by only 2% mph which is less than 2%. Note also that
above 200 mph the difference becomes nearly unreadable.
If you would like to prove this point for yourself, try
the following elementary flight test task. Some sunny
morning, go out to the airport early, take off at a light
weight, and climb until you find smooth air, probably
around 5000 ft. AGL. Set up the power for maximum cruise
speed and hold altitude and power setting constant for at
least 3 minutes after the airspeed has stabilized. Note
the IAS. Back on the ground, determine your TAS for
the point.
Next, load your wife or girl friend into the right seat
and onload fuel and baggage until the aircraft is at maxi-
mum gross weight. Then repeat the test at the same con-
ditions: i.e. same altitude and power setting, smooth air,
and airspeed stabilized for at least 3 minutes. Again note
the IAS and convert it to a TAS once you're on the ground.
If you have done the test accurately, you will not notice
much difference in the two airspeeds, certainly not over
3 mph.
Although weight may not affect cruise speed much,
it does adversely affect most other performance parame-
ters; stall speed and takeoff and landing distances in-
crease; range, rate-of-climb, and service ceiling decrease;
and generally there is a deterioration in structural in-
tegrity, handling qualities, and stability margins.
So, there are many excellent reasons to keep any air-
craft light, but cruise speed is not one of them. Now you
can put the aspirin back in the bottle and discontinue that
crash diet; your 550 lb. KR-2 will still go as fast as a 425
lb. version.
ABOUT THE AUTHOR
Tom Jewett is a graduate of Ohio State University
with a degree in Aeronautical and Astronautical Engi-
neering. In addition, he holds a CFII certificate and
averages about 5 hours of flight instruction a week. Pre-
sently he is a Flight Test Engineer for Rockwell, as-
signed to Edwards Air Force Base and working on the
B-l bomber program. He was formerly the Project En-
gineer on the BD-5J air show team aircraft and was with
the company through the construction of the first three
jets.
A
Deat John
By Mel Lamb (EAA 78509)
7338 Toft St.
Merrillville, IN 46410
(Photos by the Author)

N, O VEMBER 1973:
Dear John: Enclosed is a check for $75.00. Please
send one set of plans for a Sonerai II.
The Sonerai goes belly up ... but only for the applica-
Thanks,
Mel Lamb tion of fabric.

A "Dear John" letter normally means trouble, but

in this case it was the start to a trail of happiness, en-
joyment, hard work, frustration, aggravation, fun,
laughter, excitement, patience, and, finally, the thrill
of flying my first homebuilt airplane. Many before me,
with far greater aeronautical knowledge, have written
on how to select an airplane to build. I don't know the
answer, but I will try and relate why I decided to build a
Sonerai II and how I accomplished it.
It all started on Valentine's Day 1973 when a friend
of mine bought a wrecked PA-12 Super Cruiser, and I
volunteered to help him rebuild it. Unknown to me, he
belonged to an organization called the EAA . . . so he has
his religion, I have mine. We finished and test flew the
PA-12 on July 4, 1973. Frank mentioned he would like
to take the PA-12 to Oshkosh for the EAA Convention
but had no way to get it there. Well, being big-hearted
(plus given a chance to fly), I again volunteered my ser-
vices and offered to fly it to Oshkosh. First requirement,
join the EAA so you are one of the bunch.
Take-off day arrived clear and beautiful. I loaded
wife and daughter into the PA-12 and we were Oshkosh
bound. Three hours later Wittman Field Wow! look
at all those planes. The window on the PA-12 was open Elevator/aileron mixer detail.
just a little and that's how the homebuilt bug got in and
bit me.
How do you know? The symptoms: you thrill at the
appealing beauty of each plane, your heart beats faster,
and you tingle from head to toe. As my wife and I walked
through the acres of homebuilt airplanes, looking at
each one, the gears in my head began to grind. If I should
build a plane, which one should I choose? This triggered
a number of questions that all builders-to-be must an-
swer, and when you have I don't think you'll have any
trouble choosing the right plane for yourself. The ques-
tions I asked and answered myself were: What should it
look like? A plane that looks like it is going a 100 mph
standing still. Many filled this category. Next, how
many seats? It must be two place or more, because al-
ways flying alone is no fun, and I like to take a little in-
struction every once in a while to sharpen my skill. (It's
pretty dull at times.) Next, do I want a tandem or side
by side? Answer, tandem and a tail dragger. Open or
closed cockpit? Closed. Now with the above questions
answered the field has been narrowed quite a bit. Next,
what about performance? Want it to handle similar to
a Cessna 150, Aeronca Champ, etc., because my son, who Fuel tank details. Note that the fuel filler neck is marked
is a new private pilot, and my daughter, who is interested for 100 octane in addition to the information readable
in becoming one, probably will be flying it. Of course, on the tank.
SPORT AVIATION 41

First fitting of the fiber-glass. John Monnett now offers
a fiber-glass skin for the entire fuselage.
An early trial fitting of the bubble canopy.
Seat/control system detail.
42 SEPTEMBER 1975
economics entered into the picture, also, both for build-
ing the plane and operating it after construction. Next,
did I want a VFR or IFR plane? VFR will fill the bill.
Size also was considered. Since I had never built a plane
before, one that was simple to construct was foremost
in my mind. Engine was not much of a concern because
aircraft or automobile seemed to be doing a good job. The
last thing was, a plane I could build quickly yet be a
sound one. Sitting around the campfire that evening, I
shared my thoughts with others of our EAA chapter and
they suggested I take a look at the Sonerai designed by
John Monnett. So I did, plus some others.
Then all too soon the show was over. Back home and
time to think. I dismissed the whole idea of building an
airplane, but deep back in my mind there seemed to
lodge the word Sonerai II. August and September flew
by, airplane forgotten (almost), but one October morning
just out of the clear blue sky my wonderful wife said,
"If you want to build an airplane, why don't you, you're
not going to live forever." That statement was almost as
thrilling as my first flight.
Guess what? Out of the cobwebs of my little brain
jumped Sonerai II: looks like it is going 100 mph standing
still, tail dragger, two place, easy to handle, simple
straight forward design, Volkswagen powered for econo-
my, many parts formed for ease and speed of construc-
tion, basic all metal construction for strength, no com-
plicated parts to be machined, small in size, light in
weight, folding wings so it can be trailered, it will al-
most carry its own weight, stall at 45 mph and cruise
at 135 mph on 2'/2 to 3 gallons of gas an hour. Needless
to say, the Sonerai II blanked out all other contenders.
I called Monnett Experimental Aircraft, "Would you
have time to show me the Sonerai II?" You bet they
would, was the reply. Date set and camera in hand, we
drove to DuPage Airport. Greg Erickson met us, an-
swered all our questions, and arranged the plane any
way I wanted it in order to acquire all the pictures that
I wanted. This was a great help later on in building the
plane . . . when I did not understand something, I brought
out the pictures and the answer was usually there. I
recommend this for any plane you build, if it is possible.
John and Betty Monnett are also great people. They
make a fellow feel right at home when you are with them.
I ordered the plans and waited for what seemed like
an eternity for them (from November to January) be-
cause they were still being drawn. February 1st, plans
in hand, I spent the next three weeks studying them and
reading the builder's manual (this is a great help as it
tells you almost step by step how to build the plane).
The first paragraph states, "Build a work table 2' by
16'." A 4x8x% sheet of chipboard works perfectly. The
complete plane can be laid out and assembled on this
work table. Next, off to Flight Line Aircraft Supply with
the material list supplied in the drawings to purchase
my tubing and hardware, so construction can get start-
ed. An order to Monnett Experimental Aircraft for all
the preformed parts obtainable at the time, such as cowl,
landing gear, wheels, wheel pants, wing kit, canopy,
etc. If you remember, this was at the time everything
was difficult to obtain.
I decided to order everything necessary to build the
plane at the beginning, rather than wait until it was
needed. This was a wise move as many things increased
in price over the year, and a few things took almost a
year to receive. Next paragraph says, "With the work-
bench, two pairs of aviation snips and a hacksaw you
can build the airplane." I do not doubt this statement,
but I found that my table saw, an electric drill, drill
press, saber saw, band saw, chalk line, carpenter's
square, micrometers, straight edges 18" and 48", 12'
and 50' rules, oxy-acetylene welding outfit, pop rivet
tool, plus American and metric wrenches and sockets
sure made the job a heck of a lot easier. To give you
some idea of the ease of construction, let me give you an
example of the first month.
February 2, 1974, I built the workbench in two hours.
February 7, Jack and I laid out the side of the fuselage
on the workbench in three hours. February 8, I ordered
tubing, one hour. February 11, I cut tubing, three hours.
February 12, I cut tubing, 12 hours. February 14 and 16,
I tack welded, 11 hours. February 18 and 19, I cut cross
members to fuselage and tack welded in place. Welded
fuselage February 22, 23, 25 and 26 for a total of 54
hours in February. The fuselage was laid out, cut and
welded ready for our EAA chapter meeting at my house
on March 1. It passed the critical eyes of the member-
ship. Boy, did I feel good. I had never welded anything
before, so this was a new experience. I must give thanks
to a good friend, Corky Thursby, who helped with the
welding and was patient with me as I learned, plus let
me use his welding equipment. One small tip was dis-
covered, if you place a scrap piece of aluminum under
your welding, you can tack weld on the workbench with-
out burning the wood because the aluminum will absorb
the heat.
The next two weeks were spent in cutting, bending
and welding together the tail feathers. It takes just a
little longer, but I discovered that by cleaning the tub-
ing and buffing the areas to be welded, it did a nicer job.
By the end of April all fittings, controls, throttle link-
age, rudder pedals, etc., had been completed and were
ready for attaching to the fuselage. Attaching the bush-
ings to make hinges for the elevator, rudder and rudder
pedals is something. Many different ways were suggest-
ed, but I had less difficulty with John Monnett's sug-
gestion. Take a 10-32 threaded rod and nuts. Remove the
threads by drilling from the nuts, slide the bushings on
the rod and place a nut on each end. Using masking tape,
tape the rod to the tubing. You will find that the nuts
will supply a flat surface for easy alignment of the bush-
ings plus provide sufficient space between the bushing
and tubing to allow the placement of pins or bolts for at-
taching control surfaces, etc., later. The month of May
was spent in cleaning all welds, tubing, plate stock,
putting linseed oil in the tubing and then Glidplating
the complete fuselage and tail feathers. Oh yes, one im-
portant thing just before painting, my friendly FAA in-
spector (no jest, he's a great guy) came out and inspected
the fuselage and all welds . . . giving a stamp of approval
and an A-OK. At this time, I had spent 156 hours on the
project.
What is next was a surprise: my wife suggested we
go on a vacation and stop the project! She reminded me
of spending four miserable, rain-soaked days in Florida
sitting in a motel room (and I promised fun in the sun)
while I struggled to get my multi-engine ticket. I re-
lented because something was said to the effect that,
"If you like to eat, sleep and have your laundry done,
then think 'vacation'.". Well, a vacation is mentioned
only to say I did not work on the plane 7 days a week 24
hours a day to complete it in such a short time and only
to emphasize the straight-forward construction and ease
of assembly. Usually, two hours, two or three nights a
week and 4 to 10 hours on Saturday was the average
time spent on construction. Sunday was reserved for God
and my family.
July appeared and with the fuselage ready for cover,
it was time to start on the wings. Now where did I store
all of the wing parts? Overhead in the garage, down in
the basement and in my closet. As mentioned earlier, I
purchased a wing kit from Monnett Experimental Air-
craft because it included all material necessary to build
the wings and ailerons. The main and rear spars plus
the ailerons are bent (this helps since an eight foot bend
break is difficult to find). The ribs are stamped and the
cap strips are drilled. You can do all of this yourself, but
it saves a lot of time because you don't have to run all
over buying material plus building jigs to do the work.
Back to the builder's manual how to construct the
wings. Draw two rib patterns on the table (left and right),
guess what! all ribs are the same size. Neat-o! It says to
bend outside rib flange to 90 and flute for straight-
ness and flatness. O.K., where do I get a flute to serenade
those crazy ribs? Then Jerry Krill from J & M Aircraft
informed me that the fluting was accomplished by a funny
looking tool similar to a pair of gas pliers, and you crimp
the metal every couple of inches to remove the twist in
the ribs. Good thing my whole project might have gone
down the drain because I can't play a flute. Following the
instructions in the manual and on the prints, I managed
to get the ribs ready to mount on the spar. Very carefully
the main spar was placed on my now carpeted work-
bench . . . carpeted because everyone said, "Don't scratch
the aluminum." Careful study of the prints on how to at-
tach the ribs informed me to install the cap strips first.
So, what is a cap strip? It is strips of aluminum bar stock
of various lengths (with holes drilled one inch apart) that
must be attached one on top of another, then riveted to
the main and rear spars to strengthen them, jjlus pro-
vide a method to attach the wings to the fuselage. Real-
izing the importance of this step, the cap strips are in-
stalled. (Someone mentioned the wings fall off if you don't
do this.) Reading further it states, "Drill 3M> inch lighten-
ing holes in the main spar." I thought this was a VFR
plane to fly on sunny days, why do I need lightening
holes? It's my raisin'. I didn't know there was a difference
between lighten and lightnin'. Anyway, again follow-
ing John's instructions, I drilled the lightening holes
with no problem using a fly cutter in a drill press, at-
tached the cap strips to the main and rear spars, installed
the main spar plates and wing fold tubes. Then, pop-
riveted the wing ribs in place on the main and rear spar.
(Be careful not to get a rib in upside down or backwards,
it's easy to do.) I stepped back and looked at my work
doggone, it looks like two wings with no skin.
Time to take some pictures again. Time out for Osh-
kosh. Time does fly; it is now the first of August with
another 73 hours work for a total of 229 hours since
starting.
A decision must be made because the two car garage
is full, one stall with the fuselage, and the other with the
workbench. Space must be provided for the jig to hold
the wing so the skin can be formed, drilled, dimpled
(counter sunk), and pop-riveted in place. So with the
feeling of pain (mashed my finger), the workbench was
torn apart and the 2 x 4's reused to construct the wing
jig as the plans show.
At this point it is suggested you follow the plans,
builder's manual, and photos to the letter, and you'll
have no trouble. Don't take any short cuts. The skinning
and finishing of the wing can greatly affect the flying
ability of your airplane. In order to hold the wing ribs
in the jig, two pieces of pipe l'/2" in diameter and 8' long
or better are required. Down to the hardware to purchase
a length of pipe. They don't have it and don't know when
they will get any. "Haven't you heard there is a steel
shortage?" Stumped, now what do I do? A friend came to
the rescue. He works for the local water company and
loaned me two ten foot lengths for two weeks. Have to
work fast. With wife, son, daughter and friends (the
more hands the better at this point) we started. It was
impossible to figure out how to use my two snips and
hacksaw to hold the wing skins. I broke down and pur-
chased three dozen Vs" clecos and a pair of skin fastener
pliers (these are a must). You will use them many times
throughout the remainder of construction. So with the
drill in hand and tongue in cheek, I proceeded to drill the
first hole through the skin and rib. At this point, it pays
SPORT AVIATION 43
to have a body on the back side of the wing to eyeball
the drill to be sure you are hitting the center of the rib
flange and to buck the drilling with a wooden block. There
are approximately 1000 holes to be drilled in each wing.
After the holes are drilled, everything must be deburred
before you countersink the hole for the pop rivets. To
countersink the skin and ribs, you take the flush dim-
pling tool and place one piece on the back of the alumi-
num skin with a six penny finish nail protruding through
the drilled hole. Then place the other piece of the tool
onto the nail and slide down on the skin from top side,
slip the pop rivet gun onto the nail and squeeze; result,
one 120 dimple. Now repeat the above 999 more times.
You can dimple both the rib and skin together if you wish.
I tried it together at first, but the rivets did not seem to
set as well as when the ribs and aluminum skin were
dimpled separately. This takes a little more time, but
it does a smoother job of joining the two together. Re-
member, before you pop-rivet the wings together, zinc
chromate everything inside lightly. Placing the pop
rivet is no major job; just be sure the rivet is flush and
seated in the dimple before you squeeze it. One-eighth
inch cherry N 120 flush head stainless steel rivets were
used, riveting each skin diagonally from the top to the
bottom at a 45 angle starting from the wing tip and
working toward the root end. The top of the wing was
completed first then the bottom, but I don't know if it
really makes a difference. Thanks must go to my daugh-
ter who dunked each rivet in greenish zinc chromate for
me. The cherry N rivets were preferred because they
have an elongated mandrel preventing it from dropping
out once the rivet is squeezed.
First of September, and wings are all pop-riveted ex-
cept for the last 12" on the underside so my friendly FAA
man can look inside before closing the wings. He looked,
gave an A-O.K. and signed the log. Another milestone
reached.
The remainder of September and all of October was
spent in fitting the wings onto the airplane fuselage.
This included aileron hook up, installing lead weight to
the aileron tips for balance, putting on the aileron hin-
ges, completing the wing folding mechanism, pitot lines,
and installing the wing tips. This added another 69
hours to the project for a total of 345 hours since start-
ing. By this time I had been taking a pretty good ribbing
because of installing bicycle training wheels on the land-
ing gear to aid in moving the plane around.
November was spent turning the axles, drilling and
fitting the brake back plates, installing the brake cables
(this machine has mechanical brakes), putting the wheels
together, filling the tires with air, cutting, fittings and
sanding the wheel pants, and installing the tailwheel
spring and tailwheel. Guess the guys were right, the big
tires and wheels do make a difference.
December 1974, the year is almost gone and it seems
I am just getting a good start, but it is beginning to look
like an airplane. All that is left is the engine, fitting the
cowl, covering and painting. Now begins the difficult
period. I decided I could finish by February 1975 . . . one
year to build the plane.
A rebuilt short block Type-3 Squareback IGOOcc en-
gine had been ordered from my local VW dealer because
brand new VW engines are not obtainable. I asked Jim,
the parts manager, if he would watch for an engine with
a new case and crankshaft in it because the majority of
other parts would be replaced. He said he would . . . and
he did. Jim became interested in the project and volun-
teered his time to help dismantle and reassemble the en-
gine. He and I did not realize that we would be perform-
ing this act three more times in the near future. More on
that later. With the engine dismantled, we put it back
together with a new highlift camshaft, replaced the 85.5
44 SEPTEMBER 1975
millimeter pistons and jugs with 88.0 millimeter pistons
and jugs, replaced the oil pump with a heavy duty pump
and installed a larger oil sump hoping for better oil cool-
ing. It helps, and I would recommend using it on the VW
engine if possible. The cowl on the Sonerai is close and
tight, and the oil temperature stays at 195 on cruise.
With the engine back together, I installed Monnett's con-
version to the engine. This task is not difficult if you fol-
low the directions received with the conversion. Read
them, and be sure you understand each step before you
start. Attaching the conversion to the engine is a criti-
cal step. Do not exceed the tolerances stated in the direc-
tions. You are headed for difficulties if you do.
Engine completed, it was installed on the fuselage.
Now the fun was about to start first problem, mount-
ing bolts W too short; they were a special order had to
reorder delay. Drill oil sump to install oil temperature
bulb. Second mistake, drill the hole before you put oil
sump on the engine. It is easier to remove the drill shav-
ings that way. Third mistake, test oil temperature gauge
in hot water to be sure it works, and that the sensor cable
is long enough. The first gauge was defective and too
short. You may find mechanical gauges difficult to ob-
tain, so order early. Fourth mistake, impossible to in-
stall gascolator where planned. Required moving. It is
now directly coupled to the gas shut off valve. This gives
sufficient height to gravity feed the Posa carburetor, plus
the complete hook-up can be accomplished with standard
aircraft fittings.
At last the engine was complete and the Hegy 52 x 44
propeller proudly attached to the prop hub. Amble over
to the corner of the shop where safely stored are two gal-
lons of 100 octane av gas reserved for this moment. The
airplane is chained to the garage, wheel chocks in place,
switch on, CLEAR, CONTACT . . . contact . . . cont-a-c-t.
Sometime later and one sore arm from propping, mistake
number five is discovered. The magneto is firing on plugs
1 and 4 only and not 2 or 3. This can't be I sparked it
out before installing it, but it is. After two days of calling
and reading about how a magneto works, I decided to re-
move the magneto and spark it out again. I had loosened
the one mounting bolt and started around the propeller
to the other side, but because it was tight in the garage,
it was necessary to turn the propeller to get by the front
of the plane. As I turned the prop, I heard a loud click as
the impulse fired on the magneto. Strange it wasn't that
loud before. I pulled the propeller through several times,
magneto firing on each plug tightened bolt, magneto
would quit. Magneto was coupled too tight to the engine.
I cured the problem by removing .005 of an inch from the
coupling. I went through above starting procedure again,
chained to garage, etc. Posa carburetor with No. 4 needle
valve set at full rich (14 turns out), gave the propeller
two pulls, and the Sonerai roared to life. Happy day. In
order to adjust a Posa carburetor you run the engine 10
or 15 minutes, pull a spark plug and check its color. If
the plug is black, too rich; if plug is white, too lean; if
plug is tan, just right. After 3 hours of starting and stop-
ping and adjusting needle valve No. 4 all the way in and
the mixture was still too rich, I decided to skip No. 3 needle
and go to No. 2. (I'm running now with a No. 3 needle
valve 11 turns out.) Ready to start the engine again. I
can't turn the propeller. What happened? Problem num-
ber 6. Why did the propeller freeze? Visual inspection
revealed no problem. I removed propeller, still frozen.
I removed prop hub assembly, won't move. I removed
magneto, tight as ever. I disassembled valve covers and
heads, no change. I removed the engine from fuselage,
removed the oil pump, problem still existed. Split the
case, removed the cam, no help you guessed it! Num-
ber 4 main bearing had seized. My first thought, "Nuts
what if it damaged the crankshaft?" Called my friend at
VW. He came over, took the crankshaft in and verified
it with a micrometer and returned with good news. The
shaft was O.K. VW informed me that this bearing was
used only to support the crankshaft and no thrust forces
are applied to it. So, one week later and with the help of
Jim from VW the engine was ready to install again. As
before, chained to the garage, spin the propeller, engine
fires, turns 50 rpm, and quits. Problem number 7, repeat
of problem 6. Problem number 8, repeat of 6 and 7. It is
a good thing that I am English instead of German, or I
might have said something nasty to that engine. I called
my friend Corky instead and asked if he had a set of in-
side micrometers as it was time to get serious. Every-
thing was tested with a micrometer and we found the case,
or casting, or webbing, whatever you call the hunk of
aluminum that No. 4 bearing sits in was 1.5 thousandths
out of round where the case halves go together. Symptom:
Shaft turned easily % of a revolution and would bind
slightly the last 1A turn. Thought! new engine tight, it
will run in. No so. Cure? Tube of blue dye, new bearing,
scraping knife and very patiently scrape and dye until
the bearing fits like a glove. Engine is back together
fired up and purring like a kitten for 30 hours. Need-
less to say I am still skittish about the engine and watch
it very closely.
(Text Continued on Pag* 49)
VW engine installation detail.
SPORT AVIATION 45

 monnett

48 SEPTEMBER 1975
DEAR JOHN . . .
(Continued from Pag* 45)
Well, December and January went by quickly and
half of February. The one year completion date just went
out the window. Five hundred eighty-nine hours had
been spent on the project. So close yet so far. March 1,
refitted the cowl, filled the rivet holes in the wings with
DuPont 212S epoxy auto body filler. I then sanded for
two solid weeks trying to get them smooth. The filling
of the wings and fitting of the canopy are the two most
difficult tasks you will encounter building the plane.
The sanding of the wings required five operations and
four orbital sanders. Before applying the epoxy filler,
roughen the rivet hole areas with No. 240 wet or dry
sandpaper. This gives the filler an adhering surface.
Then three thin coats of epoxy filler were applied. To
smooth the epoxy filler, I started with No. 80 grit sand-
paper (you must be very careful not to get over on the
aluminum skin, sand only the epoxy filler) then No. 240,
No. 320, and No. 400 wet or dry for the finish coats. Be
sure all nicks and pin holes in the epoxy filler are filled.
If not, this will cause your paint to blister above them from
air expansion. The wings finished, I next sanded the fiber-
glass cowl and wheel pants until all the wax was re-
moved from the surfaces. You can tell when the wax is
removed because the fiber-glass finish becomes dull
looking.
April 1st arrived and I was really beginning to push
myself to get it done. A warm sunny day can sure hurt a
fellow about then! Time to rig the plane, so very carefully
it is set up on blocks and leveled. Now I didn't quite under-
stand everything about this, so a call was placed to our
chapter designee, George Urbanek, for help. (May I add
right here, many times I called George for help or advice
and both were graciously given.) George came over with
his protractor angle, bulb indicator, and placed it all
over the wings, fuselage, tail surfaces, etc.; 0 was the
reading. At this time it was realized that someone bigger
than I had been helping build this plane. I did not know
that when you weld the fuselage together, if you start
from the front bay and weld counter-clockwise each joint
to the tail and then turn the fuselage over 180" and re-
peat the process the tubing would equalize itself. I did
it because it was easier. One other incident assured me of
receiving some outside help. It happened while leveling
the wings in order to bore the tapered pin mounting
holes in the spars. The wings were leveled and blocked.
The center line of the chord was marked. A measurement
from the top longeron to the wing chord line of the left
wing was made. It was perfect. Now I measured the trail-
ing edge of the right wing, perfect; leading edge of the
right wing '/>" low. For a week I pushed, pulled, lifted,
wiggled, shimmed and everything else a fellow could
think of and still Vfe" low on the leading edge. Panic set
in. Is the leading edge of the wing misformed? Will it
have to be taken apart? I called John Monnett for a sug-
gestion. He thought I might have mismeasured the chord
line. So I did it again. Same results. Corky came over and
we made various types of jigs, laid out all types of angles,
and still the leading edge was Vfe" low. This was Thursday
evening, and I was disappointed and discouraged. I
made another call to George, our designee, and explained
the problem. He said he would be over Saturday after sup-
per. The next two days were spent with soldering iron in
hand carefully cutting the canopy bubble. George arrived
Saturday evening and we went to the garage to show him
my problem. O.K., here is how it measured: left wing
trailing and leading edge was 4'/4" to the chord line from
the center line of the longeron. Over to the right wing
trailing edge 4'/4". Then to the problem area, the right
leading edge. Down goes the rule, see, it measures . . .
4',4"?? What happened? it has been 4%" all week!
George measured it, 414" all the way around. Well, if
five other people had not verified my original measure-
ments, I would admit to guilt. I had not touched the plane
for two days. You may say temperature, atmosphere, wind
or my bifocals, whatever you wish, but I know different.
I was there. Hence came the name of the plane, "God's
Gia".
Time to cover the fuselage with fabric. Next question
was what type of fabric. Cotton, linen, Ceconite, dacron,
Razorback? After considerable research it was found
that some fabrics weigh a little more, some weigh less,
some last longer than others, some require more steps
than others to apply. Finally, the decision was made to
use the Cooper Super Shield process using the dacron
that has the first coats of dope already impregnated into
it. A call to Cooper and they are out of stock of the 50"
material at present. So I switched to plain 2.7 oz. 50"
dacron using the blanket method. I spent the next three
evenings putting on the fabric. You shrink it with an iron
set at 350. The fabric is tightened until a nickel will
bounce about one inch when dropped on it. That's about
the only thing on an airplane that a nickel is good for.
Next, three coats of clear nitrate dope was hand-brushed
on, lightly sanded with No. 400 wet and dry. Then four
coats of clear butyrate non-tautening were sprayed on.
Again sanded lightly. Then two coats of silver butyrate
were sprayed on. It was now time to put the aluminum skirt
on the canopy frame. This to me was a difficult thing to
do. You have three different bends to make plus being
careful not to scratch the Plexiglass bubble. It has to
fit into the recessed lip in the cowl and still allow the
canopy to latch tightly. After 12 cardboard patterns, the
job was finally completed. All complete except for paint-
ing. Previous arrangements had been made with Jerry
Krill of J & M Aircraft to paint the plane. I wanted to
use Alumigrip paint and did not feel my compressor was
adequate to do the job.
"Would it be O.K. if I help you paint the plane?"
Jerry said, "O.K., but it will cost twice as much." He did
let me help, however. He let me do all the sanding and
the biggest majority of the masking. Wasn't that nice of
him? After the painting came the final assembly. Can
it be true? I put it together for the last time. I just fin-
ished the plane and stepped back to admire it when a
fellow pilot came through the door and stated, "I'd
never fly that airplane with those colors. Every bumble-
bee in the country will be attacking you!" The next day
Ray Miller, our FAA inspector, was coming to make his
final inspection (I hoped), and as the hangar doors were
opened, a loud buzzing was heard and we watched as a
big bumblebee hit the end of the spinner, shook himself
in disbelief, backed up and tried it again. He flew off
into the wild blue yonder. I might have a problem at that!
The inspection was over, and I was signed off, ready
to fly. Center of gravity figures showed it was necessary
to add 6 lbs. of lead to the tail. On Saturday morning,
May 24, 1975,1 was busy putting the lead in the tail plus
being teased by everyone as to whether I was going to fly
that thing or just look at it all summer. I had already
taxied it a few times and felt it was ready but was I?
I told them, "Maybe". Well, by noon all the usual excuses
were used up. I checked the weather not a cloud in the
sky. There was a 2 knot wind out of the north, and it was
95 in the shade. Well, why not? I built it. I'll fly it.
As the canopy closed and latched, the realization came
that vents should have been installed for air. Boy, it
sure was hot in there. I taxied out to runway 36, lined up
with the center, opened the throttle and that VW roared.
The propeller became a blur and we rolled down the run-
way. Help, I can't see where I'm going! stick forward
tail up that's better. I can see. I just passed the 1000'
mark and was still not in the air. It didn't act like it was
going in the air either. Boy, it's hot!! Better abort and try
again. Just as the tail began to lower, swish into the air
SPORT AVIATION 49
we went. Hot diggity it flys! Then comes the thought, "Did
you put in all the safety pins? Is everything hooked up
correctly?" Nevertheless, it flew and climbed out just
beautifully. All gauges read in the green. Up to two thou-
sand feet. Throttle back for some straight and level flight.
Fifteen minutes went by quickly, climbing and gliding
turns handles great!
I thought I'd better do a few stalls to see how it is going
to handle in a landing. Throttle back, nose up, breaks
clean at 47 mph IAS. Power in, recovery smooth. Again
I must put those vents in next, it is hot! The outside tem-
perature being 95 and about 150 in the cockpit, plus
my nervous apprehension, caused me to perspire pro-
fusely. Unfortunately, this caused my wash and wear
pants to appear as if they had been doused with water.
(I'm still trying to convince the fellows I wasn't that
scared!) Oh yes, the landing was uneventful. Entered
downwind, picked the spot, throttled back and waited
she just keeps wanting to fly pointed the nose to the
runway, settled back and in she came three points and
smooth. Forgive me if I appear conceited, but I was a
little proud at the time.
At the time of this writing, I have flown thirty en-
joyable hours in the Sonerai II. It has no adverse char-
acteristics. It has fulfilled every expectation. You will
recall one of the requirements was an economical plane
to fly. Counting hangar rent, insurance, gas and oil,
it costs $3.00 an hour to fly. The Sonerai II was con-
structed in 789 hours over a period of 15 months at a
cost of $3213.00. If you are a good scrounger you can
beat this price. The statistics quoted include using the
instruments installed in the plane and carrying only the
pilot. Sand bagging will be done at a later date to pre-
pare for carrying two people.
SPECIFICATIONS
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18' 8"
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18' 10"
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 523 Ibs.
E n g i n e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VW 1700cc
Take O f f . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 mph*
Landi ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 mph*
Power Off Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 mph*
Cruise . . . . . . . . . . . . . . . . . . . . . . 126 mph/3200 rpm 60%*
140 mph/3500 rpm 75%*
Fuel Consumption . . . . . . . . . . Approximately 2.4 gallons
per hour at 3200 rpm;
3.0 gallons per hour at
75% cruise/3500 rpm
Altitude 1500ft. msl:
Cylinder Head Temperature . . . . . . . . . . . . . . . . . . . . . 380
Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . 1150
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . 40 Ibs. (40 W Oil)
Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
All that is left to be said is, "If you want a good,
stable, economical, wonderful flying little taildragger
that's easy to build take a look at the Sonerai!"

TREAT
THAT WOOD
By Richard B. Anderson (EAA 5432)
P.O. Box 338
Hailey, Idaho 83333
W, OOD AIRCRAFT STRUC-
TURES are prone to wood rotting
fungi in structures that collect
water from rain or splashing, and
in areas of continued high humidi-
ties. Finishes will seal wood and
retard moisture absorption but do
not prevent it. Wood will absorb
moisture which includes humidity.
Once moisture is absorbed, the
wood finish will also retard drying
allowing high moisture conditions to
50 SEPTEMBER 1975
exist for a period of time.
Fungi that rot wood require mois-
ture and warm temperatures for
best growth. These conditions will
be found in wood aircraft structures
in most parts of the world and should
be guarded against for extended air-
craft life. Good aircraft design and
preservative treatment along with
good finishes will offer an insurance
policy against wood rotting fungi.
The Forest Service, U.S. Depart-
ment of Agriculture, has published
"Technical Bulletin No. 1334, Pre-
serving Wood by Brush, Dip, and
Short-Soak Methods" for sale by the
Superintendent of Documents at 25c
each. This bulletin has application
for aircraft structures although
tests were carried out on boxes,
porch steps, and columns.
Pentachlorophenal 5% solution
with a lightweight proven solvent
of the aliphatic mineral spirits type
is recommended. Brush and 3-
minute or shorter dip treatments
will afford good protection in aircraft
designed to avoid the worst decay
hazards. The bulletin recommends
temperatures of the treating solu-
tion to be as low or lower than the
wood to be treated for better pene-
tration and absorption.
Pentachlorophenal is available at
most hardware and farm stores.
The solution should be applied
liberally to keep wood wetted. The
wood should then dry for 48 hours
or more before painting. The best
preservative will be only as effec-
tive as the amount penetrating the
wood in relation to the severity of
exposure. Brush, dip, and short
soaks give only limited pentrations;
therefore, they offer good protection
only under low to moderate hazards.
Aircraft construction would nor-
mally be a low to moderate hazard
and preservative treatment follow-
ed by painting will give good protec-
tion that cannot be acquired by
painting alone.
Do not forget holes and areas
under metal fittings.
Some commercial preparations
contain a waterproofing compound.
A test structure should be treated and
then finished with type of paint or
varnish to be used to test adherence
and compatability.
 (Photo by Dr. Alan D. Weber)
300 feet over
Ventura Marina
"IF ANYTHING CAN GO WRONG,
IT MOST CERTAINLY WILL!"
MURPHY'S LAW

EXAMPLES OF MURPHY'S LAW

1. THE TOOL YOU DIDN'T BRING, IS THE ONE
TOOL YOU CANT DO WITHOUT.
2. WHEN CLEARANCE IS CRITICAL, A PART
YOU DIDN'T FIGURE ON, WON'T SLIDE BY.
3. DROPPED NUTS AND BOLTS ALWAYS FALL
INTO INACCESSABLE SPOTS.
4. THE FOLLOWING:

M< .OJAVE, CALIFORNIA ON the western edge of

the Mojave desert at the beginning of August is likely
to be one of the most uncomfortably hot places in the
entire U.S. Temperatures regularly rise above 120 in
the shade, (that is if you can find the shade to measure
it in) and also rise as fast under the collar as under the
cowling.
We arose at 5:00 a.m. on the morning of August 2nd,
loaded the unpainted plane aboard the trailer and ar-
rived at Mojave Airport about 9:00 a.m. By noon the
52 SEPTEMBER 1975
plane was assembled and the FAA inspector, Bill Daniels
arrived. In the blazing noon day sun, Inspector Daniels
meticulously did his job, and by 1:00 p.m. I had the
temporary Airworthiness Certificate installed in the
plane.
Some more run-in time was done for insurance, and
the taxi tests were begun with the cowling in place. It
was not too long, before we had a vapor lock. It was
now necessary to wrap some asbestos tape around the
offending fuel line. Guess What?? No Tape! I ran all
over the town of Mojave. No Tape! I finally located a
washing machine hot water hose. Back to the field. I
slipped the hose over the fuel line as a heat shield. It
Worked! Dinner time.
Back into the plane chute buckled on all systems
go. Crash helmet on close canopy. Canopy won't
close!! Even with modern wrap around thin chute, my
brain bucket was hitting the canopy. Decision time.
Leave helmet, take chute.
Almost sunset time now. High speed taxi runs with
tail high, tracking excellent. Once more down the run-
way Hell, now is the time! The field is now in the
shadow of the mountain. 60 mph, 70, we're airborne!
100 mph, 120 mph, climbing 2,000 feet per minute.
All systems go. 2,700 rpm Level off 3,000 feet above the
ground, Throttle back to 25 inches rpm 3,000. Pull
back prop control No Help! Prop not controlled. Pull
back throttle to idle rpm drops with throttle. Prop
obviously not working properly. We have to land now,
but we must know the stall characteristics. Airspeed
bleeds off, 100, 90, 85, 75, 70, 67, straight break away
now full flaps breaks clean at 62 mph indicated. The
sun has just dropped behind the mountains, time to get
down. Full flaps, 85 indicated on final. Tires kiss "Not
bad", I say to myself. I taxi up to my dear friends and
wife waiting in front of the hangar, glasses raised on
high as the last rosy rays of the daylight recede, WHAT
A DAY!
THE NEXT DAY
After some discussion between my dear friends,
Oby Tolman, and Jack Swan, (both A & E's) with me
just listening, it was decided to pull the governor and
take it back to the prop shop 2'/2 hours away. The gover-
nor checks out O.K. Ray Fulton of the Santa Monica Chris preparing cowling for painting.
Propeller Service gives me an entirely different gover-
nor to try out anyway. Back to Mojave install gover-
nor run up on the ground, O.K., Check out O.K., Level
off propeller begins to overspeed land plane fur-
ther discussion. We adjust the flat pitch stop on the pro-
peller. Another flight, the prop still refuses to control.
More discussion and some hair pulling. Both A & E's turn
to me. "Did you place the frong plug correctly." "What's
a frong plug." "That's the little freeze plug you seated
in the core of the crankshaft to convert to a constant
speed propeller." When two of your dearest friends (both
A & E's) point their combined finger at you, a mere
mechanical mortal, you rejoice that the problem is
solved, even if you are a possible clod. So, with Oby's
and my wife, Chris's, help, we removed the spinner and
the constant speed prop (each bolt can only be turned a
few turns at a time, so that prop removal is a very te-
dious job). Now, Oby has fabricated a tool so that a frong
plug can be removed without filling the crankcase with
steel filings. Removing the plug proved difficult and a
few new words were added to our vocabulary.
Everybody now returns home for a week of work,
(we had been having fun at Mojave). I borrowed a new
frong plug and a "frong plug placing tool" from Ernie
Shults, who was Wiley Post's mechanic and now a re-
tired engine consultant living in Burbank. Burbank
is an additional hours drive, but we got back to Mojave
after work on Friday. Saturday morning, up at dawn,
frong plug placed, prop and spinner replaced, cowling
replaced, run up. Prop checks O.K. on the ground
another flight prop still won't control.
It's Sunday again Oby has devised a method of
checking the oil pressure at the inlet of the governor
line into the case. We need a pressure gage not avail-
able in Mojave. We locate a large air compressor that's
not in use we borrow the pressure gage. Run up
engine, only 60 lbs indicated at full coarse pitch. We Chris draining oil.

SPORT AVIATION 53
test pressure out of governor directly, 300 lbs. Somehow
we are not holding pressure after oil enters case. Oby
says, "Pull the engine". I say, "Newly learned words".
Oby agrees to make an independent hydraulic pump set
up so as to test pressure holding capabilities with
engine not running. Oby can't help this weekend so,
Chris and I connect his device; essentially a hydraulic
pump with a pressure gage. I start pumping, the prop
begins to change pitch, the pressure gage ceases to
function. As soon as I stop pumping the blades return
to flat pitch. By clamping boards to the prop it is
relatively easy to move the blades to flat, while pump-
ing. I call Oby, he says "pull the engine", I say "bad
things". I call the prop shop, he says, "Bring the prop
and the governor down together". Another week goes
by. We rush down to the prop shop. As we are waiting
for our turn on the governor tester, the machine breaks
down. The prop man says return in three hours, we do,
governor and prop are fine. However, prop man places
a new bypass valve in governor, pressure up an addi-
tional 30 lbs. Back to Mojave. Put everything back to-
gether. Fly again, No change!
Nothing to do now, but pull the engine. Nobody
around the next weekend to help. So, my lovely, petite
wife and I do it all ourselves. When we have everything
loose except the last bolt, I find three other strong fel-
lows and while Chris stands by with the wire cutters
to cut anything we might have forgotten to disconnect,
we drop the engine on back of the truck. We hadn't
missed anything.
I had made a dozen flights in a one month period.
Jack Swan was going to tear the engine down, so we
drove it to his house. But, since Jack was crew chief
The builder (me) painting.
and builder of "Sundancer", the winningest biplane racer
ever, and since the Reno Air races were coming up, the
engine would have to sit idle in his shop, until after the
races and a short vacation with his very patient wife,
Sam.
At this point my unbelievably brave wife says, "Let's
paint the airplane while we're waiting for the engine,
after all, we already have the beautiful design Jerry
Slocum did for us". Painting an airplane in the field is
one thing, painting in temperatures of 120 and sand
storms with winds of 50 knots (very common) is brave.
After a tremendous effort, the preparation was com-
pleted, and the first gallon of blue tone white was
opened. You can imagine our exasperation to discover
that the paint was not white, but silver. At this point
Chris allowed that she was prepared to believe in
Murphy. Murphy, fearing Chris's wrath, allowed the
other two gallons we brought with us to be white, which
was enough to finish the job.
We were all very anxious to know what the problem
was, and waiting these few weeks to find out was diffi-
cult. We had such bad thoughts as "What if it's some-
thing simple we overlooked. What if Jack can't find Oby Tollman and Jack Swan reinstalling engine after
anything?" Oby was firm, "It's the engine!" It was! plugging the case.
Opposite the entry port for the oil governor line in the
main bearing area was a 3/16 inch hole drilled in the able to develop enough oil pressure (60 lbs) to change
left half of the case. pitch to full coarse when there was no load on it, on
The local Lycoming tech reps were called. They the ground. As soon as I leveled out and the prop was
knew nothing about a hole in the case. However, they loaded, we did not have enough oil pressure to hold it
called the factory in Pennsylvania and it was on the from going flat and so the rpm increased. If we had
plans for the 0-360 A4A. It seems that the A4A series used a newer style main bearing the 3/16 hole would
made for the Cherokee 180 had solid cranks and there- have been completely lined up with the bearing groove
fore, the engineers decided that hot spots might develop and the prop probably would not have worked on the
in the main bearing area, so they drilled a 3/16 hole in ground.
the left half of the case for an oil return to the sump. Something to consider for people who are using the
Since I purchased the engine without a crankshaft, I solid cranks in Lycomings not originally designed for
bought a new crank for use with constant speed prop. them, might be the possibility of the development of
We used an older style main bearing which partially hot spots. Anyhow, the case hole was tapped and
occluded the drilled 3/16 hole and therefore, we were plugged, the engine put back in the plane, and the plane

54 SEPTEMBER 1975
flew like never before. The testing was completed the
hours flown off, and on Nov. 11, 1974 we received the
airworthiness certificate from Bill Fletcher and left
Mojave, almost S'/a months after our arrival.
At the present time, June 1975, we have 100 plus
hours, and the plane's performance exceeds the pipe
dreams I had during it's construction. We are using it
every chance we get and it's particularly rewarding to
be able to fly to Mojave and give my dear friend Oby
Tolman a hand while he is testing his just completed
retractable Mustang II.
Our fondest hope is that our experiences with
"Miss Chris" have so exhausted Murphy that he will
remain dormant until Oby has completed his testing at
Mojave.

WEBER-MUSTANG II
SPECIFICATIONS

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lycoming 0-360-A

Propeller . . . . . . . . . . . . . . . . . . . . . Hartzel Constant Speed
Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PS5C
Turbo Charger . . . . . . . . . . . . . . . . . Poor-Man's (Ram Air)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19' 6"
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5' 5"
Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24' 4"
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97.1 sq. ft.
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 980 lbs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1550 lbs.
Useful Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570 lbs.
Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 gal.
Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 qts.
Baggage Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 lbs.
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 side by side
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric
Tie Down Rings . . . . . . . . . . . . . . . . . . . . . . . . . . Retractable Mrs. Weber (Miss Chris) supporting Mustang II pilot.
Landing G e a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed
PERFORMANCE

Cruise Speed (75%) . . . . . . . . . . . . . . . . . . . 200 mph (TAS)

Fuel Conserving Cruise Speed . . . . . . . . . 185 mph (TAS)
Best Rate of Climb Speed . . . . . . . . . . . . . . 100 mph (IAS)
Rate of Climb at Gross . . . . . . . . . . . . . . . . . . . . . 2,000 fpm
Stall Speed No F l a p s . . . . . . . . . . . . . . . . . . . . 67 mph (IAS)
Stall Speed 20 Flaps or More . . . . . . . . . . . 62 mph (IAS)
Never Exceed Speed . . . . . . . . . . . . . . . . . . . 210 mph (IAS)

The painter
(me) polishing.
 FLY-IN
By Martin Jones (EAA 51545)
1061 New Tampa Hwy.
Lakeland, Florida 33801

The Second Annual Midwinter Sun 'n Fun Fly-In is

scheduled for the full week of January 19 through 25.
Lakeland, Florida's Chapter 454 will again act as host
Chapter and the 60 Chapters of the Southeast EAA Sport
Aviation Council (SESAC) will sponsor the event.
The first Sun 'n Fun was a great success, it was well
attended, everybody enjoyed it and we expect it to get
bigger and better each year (see SPORT AVIATION,
April 1975).
We have been advised that the "nawth" is going to
freeze over again this winter, so what could be more sen-
sible than to come to Florida in January? All you folks
who were here in '75 plan to come back early. Those of
you who missed the first fly-in get another chance. We
will try to make you feel welcome.
The philosophy and format of the fly-in will be un-
changed no registration fees, no paid performers. Lots
of homebuilts, antiques, classics, warbirds, static dis-
plays of projects underway, commercial displays, awards
and fun for everyone. We'll have a banquet, some more
corn roasts, Southern Hospitality and good weather (at
least better than where you came from).
Lakeland and central Florida are great for a winter
vacation, so come on down early and bring the family.
We'll tell you about some fun places to visit . . . such as
Disney World, Cape Canaveral, Cypress Gardens, etc.
We'll point out some nice spots within easy flying dis-
tance, too, like Cedar Key, Bahamas and Venice on the
Gulf where you can taxi right to the beach.
To help you get here, we will publish some enroute
stopovers where you will find a friendly Dixie Flyer,
some hospitality if you have to wait for weather and pos-
sibly some other airplanes headed for the Sun 'n Fun.
Our complete information package will be mailed well
in advance. To get on the mailing list send your name
and address to:
Martin Jones
1061 New Tampa Hwy.
Lakeland, Florida 33801
See y'all at Lakeland!
56 SEPTEMBER 1975
 AIRPLANE STABILITY, CONTROL AND TRIM
by
Robert K. Wattson, Jr. (EAA 75616)
Tri-State College
111 Summit
Angola, Ind. 46703

L THIS ARTICLE IS for you if you are itching to there. If there is no tendency to return to trim or to
start on the design of your first homebuilt and have a diverge further the airplane is said to be neutral. If when
general idea of how to go about it, but would like to disturbed the airplane tends to diverge further from
secure satisfactory handling qualities using a little more trim, it is statically unstable. These three forms of
insight than ancestor worship. What we say here isn't static behavior can be illustrated by considering, not an
supposed to make you a Complete Airplane Designer; a airplane, but just a ball, on any of three types of surface
lot more than appears here is required for that. Here we (Fig. 2).
will do just three things
First, present an engineer's view of the subject of
stability, control, and trim. We'll avoid the engineering
jargon where possible or if we can't avoid it we'll pro-
vide working definitions.
Second, present in table form a series of numbers
that can be used to proportion a conventional airplane.
No guarantee is implied, and you'll see when you read
the table that some of the numbers give you considerable
room to move around. The values given are means to
help you avoid serious technical surprises. If you want to
be unorthodox, or if you have misgivings about what X
you see on the paper after you've laid on your first
three-view get help.
Third, give a series of references using which, with
assistance where necessary, you can increase your de- Fig. 1 Reference axes
tailed understanding of what goes to make up an air-
plane with satisfactory handling qualities.

SOME DEFINITIONS
Although the broad subject of "flight qualities" is
sometimes referred to as "stability and control", it
actually has three basic divisions: Stability deals with
the tendency of an airplane to return (or not to return)
to an initial steady flight condition without pilot assis-
tance, once it has been disturbed. Control deals with
how the airplane responds to movements of the aero-
dynamic control surfaces the elevator, aileron and
rudder. Trim refers to whether or not, in perfectly
smooth air and without any help from the pi-Tot, the
airplane will continue in level unaccelerated flight, once
placed there and the controls released. It is not neces-
sary for a trimmed airplane to be stable, but if it is stable
it will "return to trim" once disturbed. If it is unstable
it will "diverge from trim" in some way if it meets any
disturbance.
Handling qualities is a catchall term: if the stability,
control and trim characteristics of an airplane are all
satisfactory, the airplane is said to have satisfactory
handling qualities.
Axes: There are three reference lines, intersecting at
right angles at the airplane center of gravity, to which
the motions of the airplane are keyed. (Fig. 1). The air-
plane pitches about its spanwise (y) axis, rolls about it
fore-and-aft (x) axis, and yaws about its (z) axis. Well,
almost. There is more than one definition of these axes
floating around, so to avoid confusion we hope
we'll just say that the X axis is parallel to the wind di-
rection, and any special cases will be dealt with as they
arise.
General types of stability: static stability exists if,
when disturbed from trim, the airplane tends to return
to the trim condition without regard to how it gets
A
B
C
Fig. 2 Stability: (a) positive, (b) neutral, (c) negative
This concept of static stability is fine for some pur-
poses, but for others we need more detail., so we speak
of the dynamics of the airplane when we want to de-
scribe just how the airplane behaves in its return to or
divergence from trim when it is disturbed. Fig. 3
shows two kinds of dynamically stable behavior, one of
neutral behavior and two of dynamically unstable be-
havior. Suppose that from straight and level trimmed
flight at constant speed ("level, unaccelerated flight")
an airplane is disturbed by a healthy pull on the stick,
followed by a return of the stick to its original position.
The airplane will of course pitch, and the time histories
of Fig. 3 all begin at about the instant the stick is returned
to its original position. The gently curved lines are a
simple convergence toward trim and a simple diver-
gence away from it. The wobbly lines are an oscillat-
ing convergence, an undamped oscillation and an
oscillating divergence.
SPORT AVIATION 57
 We speak of longitudinal stability about the span-
wise axis, directional stability about the vertical axis,
and lateral stability about the X axis, but the lateral and
directional stability are hitched together coupled of
which more later.
STATIC LONGITUDINAL STABILITY
The most convenient way to discuss static longi-
tudinal stability seems to be to draw charts displaying
"nose-up tendency" and "nose down tendency" against
airplane angle of attack, portrayed by the inclination of
the mean aerodynamic chord the "MAC" of the
wing to the oncoming airstream (see Fig. 4 for a
simple graphical way to find the mean aerodynamic
chord of a wing approximately). In the graphs that
follow, airplane size and speed have been "divided out",
so that all you'll see are the effects of shape and direc-
tion of the airstream.
Fig. 3 Dynamic stability (a) positive, (b) neutral,
(c) negative
Fig. 4 Graphical construction for approximate Mean
Aerodynamic Chord (MAC)
Fig. 5 shows on such a chart an airplane consisting of
only a wing, with its center of gravity at the aerody-
namic center of the wing (a little forward or aft of the
quarter chord point of the MAC usually). This with
the addition of a tiny tail is a perfectly flyable airplane,
provided you agree to fly it all the time. Notice on the
graph that no matter what its angle of attack it's always
trying to nose down. With a piece of tin somewhere on
the trailing edge, bent upward, you can persuade the
beast not to nose down, or you can even select an airfoil
cross-section that won't try to nose down at all. But
58 SEPTEMBER 1975
things won't get much pleasanter, because the airplane
is neutrally stable. That is, if it gets hit by an upward
gust, say, which doubles its angle of attack, it won't help
you get back to your original trim angle it will simply
move upward and start slowing down until it's passed
through the gust, and then if you insist on returning to
the original airspeed (and angle of attack) it will hand
you the whole job. Some old fighter pilots don't mind
this.
Now let's add a decent-sized tail to the all-wing air-
plane, deflect the elevator to trim the airplane at some
angle of attack "0" and pretend for the moment that
the elevator is immovable you're preventing it from
moving by holding the stick firmly. See Fig. 6. The
little black circle denotes the trim angle of attack. You
have the stick in hand but at this angle of attack you are
exerting neither forward nor back pressure.
Now "follow me through on one", as my flight
instructor used to say. Pretend that the vertical gust
hits the airplane and increases the angle of attack. The
slanting line on the figure represents the behavior of
the airplane. With the new, higher angle of attack
(point A) comes a nose-down tendency, the strength of
which is denoted by the distance from the angle-of-
attack axis down to the slanting line. Thus the airplane
now tries to correct the situation for you noses down
to get rid of the high angle of attack and go back toward
the trim point. The same thing, upside down, happens
when the angle of attack goes down to B, say, and the
airplane tends to nose up to get rid of the deficiency
and return to trim. Very nice.
NOSE
UP ANGLE .^ATTACK
X
NOSE
DOWN \
-^ > - ^Z5>
V
A.C. & CG.
Fig. 5 Pitching tendency of a wing alone with center
or gravity at aerodynamic center.
NOSE
UP
NOSE
DOWN
Fig. 6 Pitching tendency of wing and adequate hori-
zontal tail, trimmed at 0, e.g. at a.c.
The engineer's turn to confuse things comes when
a fuselage is added to the wing and tail. Back in the bad
old days when engines were heavy and tails were long,
it used to be enough to consider that the fuselage had
little effect on stability. But now engines are light and
noses are long, and it appears that there is something
called "lift on the body nose" which makes the fuselage
destabilizing! The effect is shown in Fig. 7, which por-
 trays the upward slant in our stability curve, produced
by adding to the wing a fuselage but no horizontal tail.
Now if the upward gust hits this combination, the effect
at A is to cause the airplane to nose up, further in-
creasing the angle of attack, which causes the airplane
to try to nose up even more, and so on.
So the horizontal tail must be large enough to kill
off the destabilizing effect of the fuselage, and then
some. If it's not large enough to do this the airplane
will be unpleasant, if not impossible, to fly it will try
to take control away from the pilot by diverging up or
down from trim. An engineer is usually happy if the tail
is about twice as powerful a stabilizer as the fuselage is
a destabilizer. Fig. 8 presents a summary of the effects
of wing, fuselage and tail that we've been talking about,
and shows trends with fuselage tail or nose length and
horizontal tail surface size or tail arm (distance from tail
surface MAC to center of gravity).
UP
WiNG-T-
BODY
-06
DN WING ALONE
CG. AT WING A.C.
Fig. 7 Effect of adding body
WING +
BODY XX
\J$S
WING
BODY
H. TAIL
UNrRIMMED - CG. AT
WING A.C.
Fig. 8 Effects of body nose length and tail length
and size, e.g. at a.c.
The designer's goal is to place wing, body and hori-
zontal tail at angles of inclination relative to each other
such that at typical cruise angles of attack there is no,
or very little, upward or downward force required from
the horizontal tail.
Effect of Center of Gravity Location
All the above discussion was based on the statement
that the airplane center of gravity was at the wing MAC.
Suppose it's not; what happens now?
Fig. 9 shows the effect of forward or rearward
movement of the center of gravity. As the center of
gravity is moved aft, the tendency to react correctively
to angle-of-attack changes gets weaker and weaker,
until finally, for some e.g. location, there is no cor-
rective tendency at all we're right back where we
were when we had only the wing. The center of gravity
is now said to be at the wing-body-tail neutral point,
stick-fixed (remember we haven't let go of the stick;
that comes later).
The wing-alone neutral point is at its aerodynamic
center; this seems to say that if we get the center of
gravity far enough forward we can fly an airplane with
very little horizontal tail at all, but don't try it there are
other things for that tail to do, as we'll see.
Now let's move the center of gravity vertically. If
it's moved down the equivalent of changing our design
to a high wing configuration increasing angle of attack
moves the resultant force on the wing farther aft on the
X axis (not on the wing chord) thus stabilizing the air-
plane. If it's moved up so we have a low-wing design,
essentially as angle of attack increases the resultant
force on the wing moves forward, rendering the airplane
less stable. Either effect is more pronounced at high
angles of attack, so the result is two curved stability
lines, as shown on Fig. 10. The low-wing airplane is less
stable at high angles of attack. Although if you were to
make a tabulation of horizontal tail areas from com-
mercial airplane data you'd find considerable variation,
you could still discover a slight difference on the average,
favoring larger tails for low wing aircraft, and this is
the reason.
UP
MEUTgAL PT
DN
BODY+ TAIL
UNTRIMME1D
Fig. 9 Effect of fore-and-aft movement of center of
gravity
UP
WING-BODY-TAIL
TPIMMLD HERE
C.G. AT Wl N G A.C.
Ot,
WING I
LOCATION^
Fig. 10 Effect of vertical movement of center of gravity
Center of Gravity Locations of Design
If for an airplane which could be loaded in a good
many ways, you were to make a diagram of all possible
combinations of center of gravity horizontal location and
airplane weight, you'd come up with a bunch of points
around which you could draw a sort of sweet-potato-
SPORT AVIATION 59
 shaped line, such as is shown on Fig. 11. This is the so-
called center-of-gravity envelope, and since the
stability of an airplane depends on the location of its
center of gravity, we should be concerned that it be
satisfactory at every weight/c.g. combination inside
the envelope. Rather than run checks of the stability at
large numbers of points, we select a few of them on the
boundary, at locations which experience has shown are
adequate to represent the airplane. These points are
usually one or two at maximum takeoff gross weight,
and one or two at weights below maximum. You may
hear the latter referred to as "most forward" or "for-
ward regardless (of weight)". At these center of gravity
locations certain requirements must be met, and here
we must start talking about control and trim as well as
stability.
At most forward center of gravity there must be:
enough horizontal tail authority to rotate the air-
plane for takeoff (and then some); on tricycle-geared
airplanes it should be possible to lift the nosewheel
off the ground at speeds below stall speeds).
enough trim capability to allow the airplane to be
trimmed in landing approach (you've trimmed the air-
plane if you can reduce the pitch rate to zero with the
stick, but on anything much larger than a J-3 it's nice
to have an adjustable stabilizer to increase the total
authority somewhat and to let you trim the stick force
out, too).
enough remaining elevator authority to land the
airplane after changing from approach to landing con-
figuration.
At forward gross the requirements are the same, and
paper exercises are usually done to predict the behavior
at both center of gravity locations during preliminary
design.
At aft gross and at all other points on the aft-c.g.
boundary, the important thing is stability, whereas at
forward gross it was control and trim. At aft gross
enough stability must remain for the airplane to behave
and feel normal. A typical first-pass criterion is that the
distance from the center of gravity aft to the stick-fixed
neutral point must be no less than ten percent of the
length of the mean-aerodynamic chord. This ten percent
is referred to as "ten-percent static margin".
FOP WA I? D AFT
GROSS GROSS
MOST
I-
X
y?
LU
there's no elevator deflection, and the airplane is being
held at zero pitch rate. The tail then, is acting as though
it were an unflapped wing, and its characteristics can
be estimated somewhat as we should do for the wing.
When the stick is released, what happens depends on
the extent to which the elevator is aerodynamically
balanced the size of the balance horn or the extent
of the overhang of the leading edge, in front of the
elevator hinge line. Assuming first that the hinge line is
at the leading edge of the elevator (no balance), when the
stick is released the elevator will float up (Fig. 12B). This
decreases the up-load on the tail. The contribution of
the tail to the stability of the airplane is diminished; we
say its "stick-free stability" is less than its stick-fixed
stability. Assuming the airplane is in fact stable either
stick-fixed or stick-free, the curves showing the pitch-up
or pitch-down tendency for the two cases would appear
somewhat as shown in Fig. 12C. The stick-free neutral
point The rearmost permissible position of the e.g.
without the airplane going unstable is forward of the
stick-fixed neutral point, usually about 4-7 percent of
the MAC length for garden-variety airplanes.
If we want to improve this situation so we can load
to more aft center of gravity locations we can add aero-
dynamic balance to the elevator. This causes the elevator
to float up less, and restores some of the upload lost
when the stick was released. It's actually possible to add
so much balance that the tail will float down, thus
moving the stick-free neutral point back of the stick-
fixed neutral point. This is not necessarily to be desired,
however.
Fig. 12 Effect of freeing elevator on horizontal tail
upload
WIND
A
WIND

Ck-QW. E.

O^EMPTY

CG. POSITION,
IN. OR % MAC
Fig. 11 Center of gravity envelope
06
Stick-Free Stability
Now we have to let go of that stick and see what NOSE
happens to the airplane stability, and why. In Fig. 12A DIM
is a picture of a horizontal tail in profile. We've assumed
that the tail is carrying an upload, and is therefore at a
positive angle of attack. The stick is "fixed" so that
60 SEPTEMBER 1975
 There are a couple of center-of-gravity locations be-
hind the neutral points, which you won't have to worry _ FREE-RETURN
about if your airplane can't be loaded back that far. If SPEED
it can, you should be warned that these locations, the PULL
so-called "maneuver points", are waiting there to make
your flying miserable. At one of these, the stick-fixed FORCE
maneuver point, the e.g. is so located that you can put
lots of g's on the airplane with hardly any control mo-
REQ'D.
tion. At the other, the stick-free maneuver point, you Z FRICTION
can do the same thing with hardly any force. This is
PUSH
obviously a good way to bend the airplane. BAND
The neutral points and the maneuver points change
their location with angle of attack, so the remarks we've
made about them apply only within a few knots above Fig. 13 Gradient of stick force with airspeed in level
or below any selected trim speed. They can be found by unaccelerated flight.
flight test, fortunately for all engineering test pilots, by
flying the airplane with the e.g. at each of several loca-
tions forward of any of them. That's another story,
however.

Stick Forces
The FAA specifies, for airplanes certificated under
the airworthiness requirements, that a stick pull shall
be required to fly the airplane straight and level at all
speeds below hands-off trim, and a push shall be re-
quired for all speeds above trim, up to and down to cer-
tain limits. Also, with the airplane held at a speed above
or below trim speed, when the stick is released it must
return to within a certain percentage of trim speed. This
is the so-called "free-return" speed. Although not
specified in the regulation, a backward motion of the
stick should be required for a decrease of speed from
trim, and a forward motion for an increase of speed. If
an airplane does not meet this second criterion the FAA
will cite the general provision that the "feel" of the air-
plane must be normal. Such requirements seem a little
elementary now, but they were put there for good rea-
son. Time was when the argument raged over whether
the stick should be pushed or pulled to increase speed
(and incidentally, whether the rudder should or should
not be rigged like a sled). It is also possible, using great
ingenuity, to design an airplane so terrible that while
the stick motions are in the right direction the stick
forces are not. And it has been done.
If, however, the airplane is stable stick-fixed and
stick-free at any e.g. location and at any speed, the
proper relationships among stick force, stick position
and speed will exist. We can then draw a picture of, say,
the stick force versus speed curve (Fig. 13), showing
the elevator system friction band which helps determine
the free-return speed. The question is now how large
should the stick force gradient be (it seems to make little
difference how small the motion excursions are, so long
as they are there at all and in the right directions. The
outer limits are set by the location of the pilot's midriff
relative to the dashboard).
The usual ailment of a big airplane is that the stick
force gradient is too high; that of a little airplane, that it
is too low. The high gradient can be lowered using a
geared tab (Fig. 14A); there are several flavors of this),
power boost, fly-by-wire controls, or a servo tab (Fig.
14B) which is connected to the stick instead of the ele-
vators. The low gradient can be increased by putting thin
strips of metal (say of 0.1 inch square cross-section)
across the span of the elevator of the trailing edge, by
installing a trimmable centering spring, by sharpening
the elevator trailing edge, or by a device known as a
"downspring." The downspring is a very popular crutch,
so some explanation is in order.
B
Fig. 14 Tabs: (a) Geared, (b) servo
-ADDED BY SPPING
PULL ,-TRIM
TIAS
NO TAB
PUSH
ADDED BY
TAB
Fig. 15 Tab and downspring effect on stick force
gradient in level unaccelerated flight.
The active ingredient of the simplest form of down-
spring is not the spring at all, but the adjustable stabili-
zer or an elevator tab. The tab seems easiest to explain,
so I'll use it. Suppose we have an airplane whose stick-
force gradient is so shallow that too much of the aero-
dynamically-induced stick force is inside the friction
band, and the free-return requirement can't be met. A
fixed tab is installed on the elevator, and its trailing edge
bent down. Now the pilot must hold the same stick
positions as he did before to maintain the same speeds.
But the tab is trying to raise the elevator, and the faster
the airplane flies, the harder the tab tries. This means
the pilot has to add, to whatever force he'd otherwise
hold, a hard enough push to overcome the force trans-
mitted to the stick by the tab. The result is shown in
Fig. 15. Since the speed for hands-off trim has now been
changed, this new force pattern has to be biased to raise
it on the graph u n t i l the hands-off trim speed is
where it was to begin with. That's what the spring is for,
and you can usually tell if a modern airplane has a down-
spring by sampling the stick force with the airplane
SPORT AVIATION 61
 z
o
cv
u ,''~~X__
_i
LEFT
<
+
P RIGHT
u v.^'
/~"xr
33
Q
Fig. 16 Bobweight schematic. This one requires in-
creased pull if airplane accelerates upward (eye- U. -X__,'
balls down) _l

standing still on the ground. The spring can be a con- Pig 17 Effect of aileron deflection on wing lift
stant-force device (like a watch-spring) or it can be
tailored using additional hardware so as to be, say, light
at rearward stick positions and heavy at forward ones, , ROLLING
ROLL I VELOCITY

th, c
or vice versa. OF WING
Another device used for the same purpose is a bob-
weight (Fig. 16). This is a hunk of metal on an arm
fixed either to the stick as shown, or to some other part
of the movable system where its weight will make the
stick go forward. In this way it takes the place of a con- ir(AII?) DUE TO ROLL
stant-force downspring except that it does something VELOCITY
else besides. Suppose an airplane so equipped and trim-
med for level, unaccelerated flight hits an upward gust.
The bobweight will try to stay where it is while the air-
plane accelerates upward. Result: the stick is pulled
forward. Or suppose the airplane is in a turn; The g's
you feel are felt by the bobweight too, and it compels
you to haul back harder on the stick to keep the nose up.
Some airplanes have to be crutched up with both down-
springs and bobweights, plus/or any one or combination
LIFT DUE. TO
of other devices which the fiendishness of control sys- BOLL VELOCITY
tem designers enables them to contrive, but which we
won't describe here for fear somebody'll go try 'em on
his little airplane. Fig. 18 Effect of rolling velocity on wing lift

LATERAL-DIRECTIONAL STABILITY AND CONTROL

LONGITUDINAL DYNAMICS
If you tried to find all the forms of dynamic stability
I enumerated by flying an airplane, you wouldn't see
much. There is, however, one "mode" you can develop
if you have both patience and fortitude. If you trim an
airplane carefully for straight level flight, then release or
"freeze" the stick, a long, slow oscillation known as
the "phugoid" will develop. This oscillation is essential-
ly an energy trade between speed and height, the speed
being fastest at the bottom of the oscillation and slowest
at the top.
The term "phugoid" means "flying", and was hung
on this particular mode before it was understood that
there was another mode, the "short-period" oscillation.
This "short-period" mode is very fast and very heavily
damped by the horizontal tail. It takes place at essential-
ly constant speed, and is not easily set up on a small air-
plane in a way you can readily see. As flight speed is
decreased, the phugoid oscillation becomes faster and
the short-period mode slower; for very short-takeoff
airplanes the two modes approach each other in length.
Heavy airplanes with relatively small horizontal tails
can develop some preculiar behavior in turn entries in
which short period dynamics play a part, but for small
airplanes neither the short period nor the long one is
much cause for concern.
62 SEPTEMBER 1975
As I mentioned before, the lateral (rolling) and di-
rectional (yawing or sideslipping) stability and control
modes are "coupled" for conventional airplanes. This
means it isn't possible to talk about one without at some
point having to drag the other in by the heels and talk
about it too. We'll touch briefly on the kinds of lateral-
directional stability behavior that exist, and then we'll
talk about some specific items that have to do with
design.
The uncontrolled lateral-directional motions of an
airplane can be classified as follows:
a roll-subsidance mode: this is what keeps the air-
plane from continuing to roll after you've cancelled out
an aileron input and returned the stick to neutral.
a poorly damped oscillation known as dutch roll,
a combination rolling/side-slipping affair.
a slow spiral divergence mode, which never causes
any trouble under VFR conditions, but which used to kill
people who didn't understand how it worked and under
IFR conditions couldn't sort out the instrument indica-
tions quickly enough.
Roll Behavior
Whenever an airplane is upset in roll or yaw, the
above three modes all begin to exercise, but how much
of each one you see depends on the aerodynamics of
the particular airplane you're flying. In our discussion
below we'll start simple and work up.
Let's say we are flying, trimmed in level cruise, and
sharply commence a right roll, r e t u r n i n g the stick
smartly to neutral at a moment later. A number of things
happen at once, but we'll look only at the wing and its
ailerons and (for now) pretend that nothing happens
except roll. The effect of the ailerons is to add camber
on the left side of the wing and subtract it on the right.
The effect of each aileron is felt by the wing from one
wingtip to the other (bet you didn't know that), but the
new result is additional lift over the lefthand panel, and
diminished lift on the righthand one. As long as the
ailerons are deflected this can be considered to be pres-
ent. (Fig. 17).
But there's more. As the roll velocity builds up, the ui
wing resists it. This is because the angle of attack on LOCATION OF
INBOARD END
the downgoing (right) side increases while the angle
of attack on the left panel decreases (Fig. 18). There is Fig. 19 Aileron effectiveness gain due to aileron
thus an addition to lift on the right panel and a decrease span increase
on the left. The faster the roll, the greater is this effect,
and if we could continue the manueuver long enough,
we'd finally find that we weren't building up roll rate
anymore the power of the ailerons had been caught
up with by the resisting tendency of the wing. When we
finally return the stick to neutral the roll stops, again
due to the resisting effect of the wing. This is what is
known as roll damping; to stability and control experts
the total behavior is the roll subsidence.
The father out on the wing the aileron is, the greater
power it has, so outboard aileron ends are placed very
near the wing tips. The longer the aileron is, the more
powerful it is, but trying to squeeze more power out of
an aileron by adding area on the inboard end is effec-
tive only to a point: the last few inches outboard of
the fuselage don't buy you much. Likewise the last few
inches inboard of the tip don't buy much either, so we
could envision the effect of adding area somewhat as
is shown in Fig. 19. In this figure the outboard end of
the aileron is assumed to be at the wing tip, and the in-
board end is whatever you want it. The engineers'
graphs are made up a little different, but it comes to the
same thing. For a conventional airplane, at the point Fig. 20 Types of lateral controls (a) Frise aileron,
where the ailerons extend from the tips inboard to about (b) ventilated hinged spoiler, (c) slot-lip aileron,
half the span of the panels, the relative effect of adding (d) plug aileron
still more aileron span starts to fall off. By that point
also, the airplane is usually pretty alert to aileron inputs, the ratio of tip to root chord. This will cause the roll
so it's a good place to stop, especially since you may damping to go up. So will decreasing the taper of the
want some room left for flaps. Biplanes need almost wing planform. As the roll damping rises, the final
this much on both upper and lower panels. steady roll rate goes down. Since the roll damping effect
It's fair to ask: what happens if I elect to try for depends on the roll rate, the initial acceleration due to
greater aileron effectiveness with increased aileron the ailerons is unchanged, but the acceleration "bleeds
chord. The reason, stated very roughly, is that what you off quickly. When the ailerons are neutralized the roll
do when you deflect ailerons is to add camber to, or sub- stops quickly, too.
tract it from, the sections of the wing which include the Well, you say, when we increased the span we
ailerons, and this camber increment and decrement is moved the ailerons out, too, so they should be more
what causes the unbalanced rolling tendency. Each powerful. True, which is why we held the aileron power
aileron, in other words, isn't acting all by itself like a fixed in the paragraph above so we could inspect
little isolated wing it's acting to influence the lift of what damping did by itself. As the airplane would
the entire wing, mostly that which is just in front of it. actually be designed, the aileron power and roll damping
Increasing the aileron chord changes the camber for would be "traded off against each other, structural
equal aileron deflections, but there's no increase of the considerations such as wing flexibility might be rung in,
proportion of the wing area in front of the aileron, and and the pilot effort required to work the ailerons es-
the relative effect of the camber change due to aileron timated. The result, it should be obvious, is a many-
chord change alone is less powerful. factored compromise. But since both materials and pilots
Now how about the effects of the resisting tendency, are more alike than they are different, most wing/aileron
or roll damping we mentioned a bit ago? For the sake designs turn out more alike than different, so a pretty
of illustration, on an imaginary design, let's fix the good guide to proportioning is to stay within the approxi-
aileron power (not the area, but the ability to command mate limits displayed by typical successful airplanes.
the initial roll acceleration, which is some different) on We need to diverge for just a minute to talk about a
an imaginary design. term you may hear while indulging in hangar flying
Now pretend that we revise the design so as to in- "adverse yaw." There's no certain way for you to try to
crease the span without changing the total wing area or experience this on a modern production airplane, be-
SPORT AVIATION 63

Fig. 21 Schematic of dihedral effect
cause it's usually been carefully suppressed, but some
older airplanes would behave about as follows: If you
were to try to perform, say, a right roll using ailerons
alone, the first thing you would notice would be a sicken-
ing nose-left swerve as the roll started to develop (I
seem to remember being able to produce something
resembling this for my stability-and-control students in
their familiarization flights, and if I fudged with just a
mite of top rudder I could produce a really disgusting
lurch). So where did that come from? Well, when the
left aileron was deflected down, it didn't produce just
more lift it produced drag too, and that's a good general
fact to remember any attempt to produce lift by de-
flecting the oncoming airstream induces drag too, called
simply induced drag. On the right (up) aileron the
opposite happened less lift, hence less induced drag.
So the airplane swung to the left. The way to get rid of
this tendency is to fix things so the up aileron will pro-
duce some parasite drag. The Frise aileron (Fig. 20A)
does this (it also does some other things). You can help
with this by deflecting the up aileron more than the
down one differential ailerons. An additional benefit
from this is that you "protect" the down aileron by not
letting it move down so far; it doesn't retain its power
up to deflections as high as the up aileron. (If it is
allowed to deflect to too high an angle the result, at low
airspeed, can be the opposite of what you want: the wing
in front of the down aileron simply stalls, and you roll
the wrong way).
Before we leave the subject of roll response we
should mention the alternatives to conventional ailerons.
The most important of these are spoilers (Fig. 20B, C &
D). Well-designed, spoilers can be quite satisfactory. The
things to remember are:
First, only one wing, not both, is effective in pro-
ducing roll, so the spoiler span must be from about 1.6
to about 2.2 times the span of our conventional aileron,
for equal power.
Second, the farther forward a spoiler is on the wing,
the more powerful it is, but the longer it waits to become
effective after you've put the stick over. On our memo-
rable ride in a spoiler-equipped airplane we waited for
what photopanel data from later flights showed was al-
most a second-and-a-half after full stick was in, before
anything happened at all. When the roll finally got going
it about tore our heads off.
Third, spoiler controls do not feel like ailerons, nor is
the yaw response the same. The initial yaw is usually
favorable into the turn, not away from it and while
this sounds fine, there is such a thing as too much of it.
Successful spoiler systems have usually used a
spoiler about ten percent of the local wing chord in
width (fore-and-aft) positioned from about 60 to 70 per-
cent of the wing chord aft of the leading edge. An
example (patented) appears on the Mitsubishi MU-2.
64 SEPTEMBER 1975
The National Aeronautics and Space Administration has
done some recent work with spoilers applied to light
aircraft, and there is much older literature also available
on many types of spoilers.
Dihedral Effect
The effect of dihedral angle can be shown using a
front and a top view of oversimplified airplane (Fig. 21).
The picture shows the airplane yawed to the direction
of flight. Eliminating details of the flow over the wings, it
can be seen that air flowing over the windward wing
leaves the vicinity of the trailing edge relatively lower
than it would were the airplane unyawed. Air flowing
over the leeward wing leaves it relatively higher, etc.
Thus the angle of attack of the windward wing has ef-
fectively been increased, and that of the leeward wing
decreased. The result is that the airplane rolls away from
the wind.
If you were to fly an airplane with very little vertical
tail, and lots of dihedral, the result of yawing the air-
plane would be a roll, followed by a slip to the down-
wind side. The slip would change the direction of the
oncoming airstream, and a roll in the opposite direction
would set in. This process would repeat nose-left yaw,
left roll, left slip, right roll, right slip until you get on
the rudder and the ailerons to correct things. This is
dutch roll (don't ask me what's Dutch about it), and it
will not correct itself unless there is enough vertical fin
to cause the airplane to nose into the slip.
At the other extreme, an airplane with no dihedral
and a large vertical fin will respond to a slip with no
correcting roll at all. The vertical tail will simply take
over and turn the airplane into the slip. In the lack of
anything to hold the nose up, the plane of the turn is
tilted downward toward the direction of slip. The nose
falls, the airspeed increases, the decreased angle of slip
is offset by the airspeed increase, the airplane turns
some more, the nose falls some more, and so on until you
roll it out. Your flight instructor probably told you that
this type of behavior is particularly deadly when you're
on instruments and using only needle, ball and air-
speed.
Fortunately for chronic map-gazers like myself, there
is between these two extremes a stable region which
can be counted on to forgive anything except the most
flagrant head-down-and-locked behavior. The stable
region can usually be entered, for conventional airplanes
suffering from annoying dutch roll behavior, by in-
creasing the wing dihedral. Conventional airplanes with
objectionable spiral guide behavior can usually be im-
proved by increasing the wing dihedral. The conse-
quences of excessive dihedral shows up when steady
slips must be held, as in crosswind landings. Aileron
must be held in to correct the tendency of the airplane
to roll away from the wind, and too much dihedral
therefore limits crosswind landing capability by using up
too much aileron authority. Agreeable airplanes typically
have some aileron authority left at the maximum side-
slip angle attainable in a straight slip, i.e. they run out of
rudder first.
How much stability, how much control authority, are
"enough"? It wouldn't do much good for me to quote
engineers' rules of thumb or to spout strings of mathe-
matical "derivatives" which mean nothing unless they
are properly assembled. Over the years, however, gene-
ral agreement has been reached on what constitutes a
pleasant, docile airplane. Perhaps surprisingly, this is
not the same thing as a very stable airplane, for reasons
similar to those cited in the previous paragraph too
much stability uses up control authority, and usually pro-
duces a disagreeable ride anyway. The limits of proper-
tioning between which a conventional airplane can be
expected to be reasonably agreeable are shown in the
table at the end of this article.
CONTROL FORCES
Most of our judgments about control "feel" are form-
ed by whether we think a) that the forces we have to
exert are about what we're used to in everyday life on the
ground, and b) that the motions of the cockpit controls
are somehow consistent with the forces. During takeoff
and landing we also insert an independent judgment of
whether the motions themselves are reasonable in mag-
nitude. Airplanes have been built whose cockpit controls
would not move at all, the force on the wheels or pedals
being sensed electrically and the signals used to actuate
the control surfaces through "black boxes." Such air-
planes were flyable, but somehow did not "feel" right
(though I suppose if we'd never experienced anything
else we'd think them quite good). At the other extreme
would be airplanes whose control actions are all motion
and no associated force whatever. Again this can be
done electrically, and can even be approximated
mechanically, but the result can be extremely dangerous.
In such an airplane the pilot's sudden response to some-
thing startling can place enough acceleration on the air-
plane to fail its structure, though in normal flight the
pilot may be able to school himself to keep control mo-
tions slow and small. So the control forces are there to
protect us as well as provide signals we use in precise
maneuvering. They may be adjusted by any of the
means I mentioned previously.
The bobweight which is the longitudinal force-per-
knot increaser can also be of use in raising or lowering
the effort required to hold the nose into turns the
"stick-force-per-g" provided the force-per-knot
gradient remains reasonable. Airplanes certificated un-
der FAR Part 23 must conform in several ways to pre-
scribed limits of control force "pilot effort" both
high and low. You've probably read Part 23 if not, do
so. The reasons for its provisions can be appreciated by
anyone who's had to fly some of the cantankerous pro-
ducts of the first ten or fifteen years of this century.
STALLING CHARACTERISTICS
The type airplane in which I and a lot of you
learned to fly would not allow me to continue using the
ailerons in the normal manner as I decreased airspeed
toward a stall. Instead, aileron inputs had to be made
increasingly gingerly, and finally as the last knot or so
bled off, the rudder was the means of holding the wings
level. Performed at altitude, this was not dangerous once
one got the hang of it, and it was even sort of smugly
satisfying to see how long I could keep the poor old bird
staggering around up there by walking the pedals.
New airplanes must be designed so that normal
aileron control is retained up to the stall (through the
pedal-walking technique is still useful). Although there
is no way to be absolutely certain of this until the air-
plane flies, there are several things which can be done to
increase the probability that normal control will exist.
The wing can be designed so as to stall first somewhere
inboard of the ailerons. This can be done in any or all of
three ways. First, a reasonable planform is adopted. For
wings of ordinary slenderness or aspect ratio, tip-cord/
root-chord ratios from about 0.6 to 1 or over will provide
good protection. Highly tapered wings tend to stall
first at the tips, slightly tapered wings at the root.
Second, the airfoil section may be made different at
root and tip. The tip section should be a higher-lift
section than that at the root. Third, the wing can be
twisted so that the tip is at a smaller angle of attack
(measured from free stream) than that of the root. Of the
three, the last two require further discussion.
The tip airfoil section should be in the moderate-
thickness, moderate-camber area. The high side of 9%
and the low side of 12% thick are approximate limits:
thinner airfoils will stall early, and very thick ones will
stall at the trailing edge and will develop thick wakes at
almost any angle of attack. Airfoil characteristics appear
in many NACA/NASA reports, and collected data are
given in NACA TR 824, in "Theory of Wing Sections"
(same authors, EAA stocks or can get it), and in "Air-
foils," a German compilation by F. W. Riegels. Before
making your selections, have someone brief you on the
effects of Reynolds Number and how to figure them into
your work.
There are two definitions of twist: geometric (chord
line) twist and aerodynamic twist. Aerodynamic twist is
what you want. It works like this: say that the root airfoil
no-lift angle of attack was zero degrees, and the tip air-
foil no-lift angle of attack was -2. Then a wing with the
root chord line parallel to the tip chord line would be
aerodynamically twisted plus-two degrees (plus indi-
cates in this case that the zero-lift line of the tip airfoil
is nosed-up two degrees from the chord plane). To take
out the aerodynamic twist, the tip would have to be ro-
tated nose-down two degrees. Get it? If not See Fig.
22.
Fig. 22 Geometric and aerodynamic twist. Subscript
T refers to tip airfoil section. (A) equally cambered
root and tip, (B) and (C) tip camber larger than root
camber
CONTROL SURFACE DESIGN
Here I refer to the contour of the control surface,
viewed in cross-section. Aileron, elevator and rudder
all obey the same rules, but the tail surfaces offer more
room to move around, so let's talk about them.
As we've seen, we must have tail surfaces of some
sort, and their size is fixed by certain factors we can
estimate fairly well. But tail surfaces add nothing to per-
formance they just stick out there and drag. Our only
means of significantly reducing the drag is to make the
surfaces thinner. Externally-braced surfaces can be as
think as their structural materials allow; internally-
braced surfaces usually must be from 6 to 9 percent
thick. A thicker surface generates a thick wake, with
resultant poor centering.
SPORT AVIATION 65
 The shape of the movable flap itself can have quite
a bit to do with the surface characteristics. Control
surfaces with, say true-contour 0010 airfoil sections
don't always behave as they should. The peculiar be-
havior typically poor centering or even porpoising
of the airplane is due to the thick boundary layers over
the flap surfaces. One way to improve behavior is to
select an airfoil section of higher thickness ratio than you
intend for the surface. Then straighten the aft portion
by drawing tangents to the basic airfoil section at the
hinge line Fig. 23. The outline so formed is your new
airfoil section. There should be no break in the direction
of the curve of the surface except that the airfoil can be
squeezed a little just forward of the flap nose, not more
than about 12 percent of the maximum airfoil thickness,
to get some reduction in drag. Do not let the fixed sur-
face run outside nominal contour, or the movable sur-
face run inside it.
How about the outline or silhouette of the tail sur-
faces? The same aerodynamic rules apply here as do for
the wing. The aspect ratio of the horizontal tail of a con-
ventional airplane, however, should be lower than that
of the wing. The lift of a low-aspect-ratio surface devel-
ops slowly as angle of attack increases, but the maxi-
mum lift is little different from that of a high aspect
ratio surface. You want to retain control through a stall,
and the way to do this is to assure that the wing stalls
but the horizontal tail does not. The assurance is pro-
vided partly by the low tail aspect ratio.
The shape of the vertical tail should be made consis-
tant with the appearance of the rest of the airplane,
again within the aerodynamic limits. The aspect ratio
can be quite low, since the presence of the fuselage and
the horizontal tail effectively fool the vertical tail into
thinking it is slimmer than it really is, by a factor of as
much as 1.5 or so.
Fig. 23 Tailoring movable tail control airfoil section
2 3 3.5
MAC LENGTHS
FROM A.C.
Fig. 24 Horizontal tail location relative to wing for
best stall warning and freedom from pitchup
QUIRKS AND FREAKS
The T-tail
The horizontal tail does quintuple duty: it provides
stability, control and trim, helps provide stall warning,
and assists in developing normal post-stall behavior.
That is, it does if it's located right. For best stall warn-
ing the horizontal tail should be in the shaded area
shown on Fig. 24. If the tail is above this region (the
boundary is actually very fuzzy) the wing wake will not
approach the tail as stall is approached, and the stall
buffet will be lost. There is also some danger of the air-
plane pitching up at the stall. As long as wings are
straight and there are no jet engine nacelles on the aft
66 SEPTEMBER 1975
fuselage, a la DC-9, that's about all there is to the
story. But high mounted tails used together with highly
swept and tapered wings and aft-pod-mounted engines
are something else again: in certain combinations they
can lead to what's called "deep stall", a locked-in flavor
that's very hard to get rid of. The best advice is to avoid
this general type of configuration altogether. If you are
determined to build such a bird (and somebody will try),
get help from an aerodynamicist who's been there.
Canards
The VariViggen is not for everybody to try, anyway
not without a Burt Rutan around to supervise the design.
An acquaintance of mine tried it with no such expertise
handy, against the advice of his engineer friends. The
wreckage came by on a truck the day after he made his
first lift-off, and he was fortunate not to be included in
it.
To get an idea of why such warnings need be uttered,
let's refer back to the graphs of nose-up/nose-down
tendency versus angle-of-attack. You'll see that we have
indicated there that the conventionally-placed horizontal
tail is stabilizing. The fact that it is stabilizing is due to
its location behind the airplane center of gravity. Well,
a canard tail is just the opposite it is destabilizing. So
if you hung a canard tail on an otherwise-satisfactory
airplane whose center-of-gravity was on, say, the stick-
free neutral point, you'd suddenly have an unstable air-
plane.
The cure for this in theory at least is obvious once
it's pointed out you say "Now why didn't I think of
that?" We saw that as its center of gravity moved for-
ward, a conventional airplane became more stable. A
canard airplane behaves the same way, so it boils down
to just moving the center of gravity far enough forward
to more-than-offset the destabilizing contributions of the
fuselage and the horizontal tail. Simple, you say. Well,
let's see.
In the first place, a canard airplane has, almost by
definition, no "tail" no fuselage afterbody, that is.
Now a conventional fuselage afterbody is less stabilizing
than its forebody is destabilizing, for equal lengths.
But a canard fuselage not only lacks an afterbody
scratch one stabilizing contribution but it also has a
longer forebody add some destabilizing effect. So,
counting the destabilizing effect of the forward-mounted
horizontal tail, the comparison between conventional
and canard airplanes winds up like this (for the same
e.g. locations in percent of MAC):
Canard airplane stability = Conventional airplane
stability
Minus effect of fuselage afterbody
Minus effect of conventional tail
Minus effect of longer forebody
Minus effect of canard tail
which adds up to a pretty darned unstable airplane in-
deed. Put another way, the neutral points (remember
them?) of the canard airplane lie much farther forward
on the mean aerodynamic chord of the wing than do
those of the conventional airplane. I was once associated
with a program for development of a canard airplane
whose normal center of gravity range turned out to be
from 85 percent to 120 percent of its MAC length for-
ward of the leading edge of the wing, which shows how
drastic the change can be.
Stick around, there's more to come. What shall we
do about stall behavior? The book says we should have
adequate stall warning and should retain control
through the stall, and by implication it also says the air-
plane should pitch. As interpreted by the good guys that
means down, not up.
 We saw how we could get what we wanted on a
conventional airplane by proper placement of a hori-
zontal tail of relatively low aspect ratio. Since things
have gone by opposites so-far, we should expect that a
canard tail of relatively high aspect ratio should do the
job. But wait doesn't that mean the pitch-down will be
caused by the stalling of the tail, not the wing? It most
certainly does do you want that? Answers from var-
ious designers are various.
Where do we place a canard tail vertically? On a
conventional airplane the horizontal tail helps in pro-
viding stall warning through its proximity to the wing
wake. But the canard tail flies in the crossflow field of
the fuselage forebody, which usually doesn't want to
stall at all. So shall we put the wing in the canard tail's
wake and hope the wing will give us at least a little
something? Well, inboard of the vortexes shed by the
tail, the airflow is deflected down when the tail lifts up
(which uplift is one reason people get trapped into
designing canards). But outboard of these vortexes the
flow is deflected up not so much up, but up, anyway.
This means the angle of attack of those portions of the
wing that are in that upflow will be increased, possibly
beyond that for stall. How much? It varies with what
the pilot is doing with the elevator at the time. I'm fairly
certain that, what with everything else that can beat up
the load distribution on the wing props, the fuselage,
maybe even nacelles I don't fancy the idea of intro-
ducing a wing stall that will vary with a load on the tail.
So the logical location of the canard tail is above the
chord plane of the wing. Considering the available lo-
cations for the tail, this usually means it's easier to
design a low-wing canard than one with a high wing.
Through yet? Nope; we haven't talked about the
vertical tail, which doesn't have any structure to sit on
where it's normally used to being. Instead, it sits very
close to the wing, or on the wingtips, so despite the
relatively far forward center-of-gravity location, square
foot for square foot the vertical tail of the canard is a
relative weakie. This is why the vertical tails of well
configured canards vary in area from merely huge to
simply tremendous.
I guess what it all boils down to can be summarized
by repeating what Prof. Otto Koppen used to tell his
classes at MIT: "It is reasonable for airplanes like
Bo-peep's sheep to carry their tails behind them."
Flying Wings
A flying wing has no tail at all, in the conventional
sense, but it still obeys the same aerodynamic ground
rules we've observed til now. Its longitudinal stability
must be supplied by the wing characteristics and the
center-of-gravity location. What "tail" it has is vestigial
the elevator alone, hitched to the trailing edge of the
wing in a cutout provided for it, and frequently split so
that it can be operated through a yoke mechanism so as
to serve as ailerons as well "elevens".
It is possible to make this contraption longitudinally
stable. To see how to do it and still retain the normal
elevator deflection range, refer to Fig. 25. This shows,
in dotted lines, what happens when the center of gravity
of a wing with a conventional airfoil section say a
2412 or a Clark Y is moved forward of its aerody-
namic center to provide stability. It simply can't be
trimmed anywhere in the usable range of angles of
attack without a lot of elevator deflection, and this uses
up total nose-up control authority.
If the wing were turned upside down, its nosing-
down tendency would be changed to a nosing-up ten-
dency, and it could be trimmed for level flight some-
where in the usable range of angles of attack by moving
the center of gravity forward of the aerodynamic center,
without the necessity for a large up-elevator deflection.
Trim at other angles of attack would be accomplished
using elevator deflection.
Maximum lifts of upside-down wings are low. The
greater the camber of the airfoil section used, the lower
the maximum lift. The desired nose-up pitching ten-
dency can fortunately be secured without throwing away
much maximum lift, by starting with a conventional
airfoil section with a lot of forward camber, and reflexing
the after portion of the camber line. The result is shown
as the solid lines in Fig. 25. A small forward movement
of the center of gravity now makes the wing stable
weakly so, If you want more stability, and hence a longer
usable center-of-gravity range, simply increase the reflex
of the wing camber line, and move the center-of-gravity
range out forward to correspond.
A conventional high-aspect-ratio wing doesn't have
much room inside where you want to sit, so a low-aspect-
ratio wing is very attractive for this application. Remem-
ber, through, that a stubby wing has two characteristics
you don't want a low rate of change of lift with angle
of attack, and high induced drag. The low rate of lift
change can give you fits when you come to locate the
main gear one or two people have been killed because
they didn't know how to handle the variables involved
and the combination of that and the high drag due to
lift make the airplane poor in roundout for landing.
The situation can be handled, of course; if it couldn't all
the high-performance fighters, which display somewhat
the same characteristics, would be in trouble. Some have
been, in fact.
Since by definition a flying wing has no tail, the
vertical tail picture is about the same as for the canard.
All you can cram on is none too much. Along with that
goes a cautionary note on dihedral: keep it low. One
notable very large flying wing had no geometric dihedral
at all; what little effective dihedral it had comes from its
moderately swept wings. The airplane flew, but because
it had to be weakly stable for the reasons we've just seen,
it wasn't a very "steady" platform for the job it had to do,
and for this and other reasons it was never produced in
quantity.
NOSE
UP
NOSE
DOWN
Fig. 25 Effect of wing camber on ability to trim a fly-
ing wing with little elevator deflection
Swept-Wing Airplanes
There's no particular reason to build a slow swept-
wing airplane outside of just showing you can do it.
Actually, low sweep angles perhaps 5 to 10 degrees
measured at the half-chord line won't bother you with
odd characteristics. Several airplanes have had a little
sweep designed into their wings to compensate for
rather far-aft center-of-gravity ranges.
Beyond such small sweep angles though, things be-
gin to happen:
maximum lift diminishes, so stalling speed in-
creases for the same weight and wing area.
SPORT AVIATION 67
 the lift distribution shifts outboard, so that a con- 14. Roskam, Jan., "Flight Dynamics of Rigid and Elas-
ventionally-tapered wing with sweep tends to tip-stall. tic Airplanes", published by the author, 519 Boul-
More twist is called for, plus higher-lift airfoil sections der, Lawrence, Kansas 66044
toward the wingtips.
the effective dihedral changes with angle of attack,
being large at high angles. The lateral-directional sta- NOTES: Reference 3 is the oldest listed book, and has
bility characteristics therefore move toward the dutch- been a standby on aerodynamicists' shelves for
roll region as speed decreases (airplanes with unswept years. Its approach to static stability and con-
wings frequently go the other way). Geometric dihedral trol is classic, and it reads fairly easily, but its
angles are chosen as compromises between the high treatment of dynamics is becoming obsolete.
settings needed for cruise flight and the very low, even In universities it is being superseded by Refer-
negative settings needed for slow flight. ence 4, a comprehensive text but with British
the rate of change of lift with angle of attack notation, and Reference 14, which is complete
diminishes with increasing sweep, producing a mild and very powerful.
version of the characteristics we talked about for the
low-aspect-ratio flying wing. The best general discussion of flying qualities
There's nothing in the above that we can't handle requirements will be found in Reference 6.
with expert help, that is but until we start building
high-Mach homebuilts, why bother? The most complete single reference for airfoil
data is Reference 13.
BIBLIOGRAPHY
1. Fink, R.D. et al, "USAF Stability and Control Dat-
com", Flight Control Division, Air Force Flight Dy-
namics Laboratory, Wright-Patterson Air Force GUIDELINES FOR PROPORTIONING
Base, Ohio, Oct. 1960, with revisions CONVENTIONAL AIRPLANES
2. MIL-F-8785B (ASG) "Flying Qualities
of Piloted Airplanes", prepared by USAF, 7 August Wing
1969
Aspect ratio = (square of span)/area 5-8
3. Perkinds, Courtland D., and Robert E. Hage, "Air-
plane Performance Stability and Control", New Taper ratio of straight-tapered wing:
York, John Wiley and Sons, 1949 (chord of tip rib)/(chord of root rib) 0.5 - 1
4. Etkin, Bernard, "Dynamics of Flight", New York, Twist For rectangular wing 0 usually
John Wiley and Sons, 1959 For 0.5 taper ratio 2 - 3
5. Gilruth, R. R., "Requirements for Satisfactory Fly- Sweep Less than 15 at quarter chord line
ing Qualities of Airplanes", NACA TR 755, 1943
Dihedral Parasol airplane 0
6. Phillips, W. H., "Appreciation and Prediction of High wing airplane 0-3
Flying Qualities", NACA TR 927, 1949 Low wing airplane 5-7
7. Spreeman, K. B., "Design Guide for Pitchup Evalu- Thickness Not much under 9% at tip, or much
ation and Investigation at High Speeds of Possible ratios over 18% at root
Limitations due to Wing Aspect Ratio Variations",
NASA TM X-26, 1959 Camber (higher cambers go with
thinner sections) 0-4%
8. Neihouse, A. T., J. H. Lichtenstein, and P. W. Pe-
poon, "Tail Design for Satisfactory Spin Recovery", Airfoil Select so as to protect ailerons at
NACA TN 1045, 1946 sections stall. If you just must use laminar
flow sections, NACA 64A, a = 0.8 are
9. Bowman, J. S. Jr., "Summary of Spin Technology the most consistent in behavior.
as Related to Light General-Aviation Airplanes",
NASA TN D-6575, 1971
Flaps
10. Murray, H. E, and E. G. Wells, "Wind Tunnel In-
vestigation of the Effects of Wing-tip Fuel Tanks on Type and chord ratio your choice, but remember
Characteristics of Unswept Wings", NACA TN that very effective (wide-chord or Fowler) flaps may
1317, 1947 cause trim change problems. Also, wide-chord flaps
eat into the available space for wing structure.
11. Smetana, Frederick O., Delbert C. Summey, and Flap performance data: lots on NACA 23012 with
W. Donald Johnson, "Riding and Handling Quali- various types and sizes of flap; less on other air-
ties of Light Aircraft a Review and Analysis", foils.
NASA CR-1975, March 1972
12. Cooper, George E., "Understanding and Interpret- Ailerons
ing Pilot Opinion", Aeronautical Engineering Re-
view", Vol. 16, No. 3, Mar. 1957, pp. 47-52 Span 35 - 50%
13. Abbott, Ira H., and A. E. von Doenhoff, "Theory of Chord Usually controlled by
Wing Sections", Dover Publications, Inc., 180 Var- (total) rear spar location
ick St., N. Y., New York 10014
66 SEPTEMBER 1975
 Aerodynamic balance: don't try for anything fancy Vertical Tail
without help from an experienced man
Area (not including dorsal or ventral) 12 - 15%
Deflections Anything above about 20 down isn't projected
very effective, and may hurt you at wing area
high angles of attack, Up deflection
may be 25 or even more. Volume Coefficient

(Tail area) (Tail length) .04 - .07

Horizontal Tail
(Wing area) (Wing span)
Length from wing quarterchord line
Note on vertical tail volume coefficient:
to hinge line 2.3-3.1
Wing MAC
Use lower values for sin-
lengths
gle engine, high power
loading, high wing air-
Total area 20 - 24%
planes. Use high values
projected
for low power loading
wing area
and twin-engine a i r -
"Tail Volume Coefficient" planes.

Aspect with low mounted

(Tail area) (Tail length)
ratio horizontal tail 1.0-1.6
(Wing area) (MAC length) with high-mounted or
T-tail 0.8-1.0
Airplane with adjust-
able stabilizer 0.5 - 0.7 Thickness Same remarks as for
Airplane with cockpit- ratio horizontal tails. T-tailed
controllable trim tab airplanes can use rela-
on elevator 0.7 - 1.0 tively thick (10 - 12%)
sections for structural
Use high values for reasons
low wing configura-
tions and for low Taper Same as horizontal tail
power loadings ratio if h.t. is low-mounted
for T-tails 0.7 - 0.9
Aspect Lower than wing as- 3.2-4.5
ratio pect ratio (except for Special T-tails are troublesome:
typical Canard airplane) note: get expert help if you
simply must have one.
Thickness Not critical for very small
ratio airplanes. For large air- Sweep up to about 35 at the
planes 6 to 9%. Do not guarter chord (sheared
go 129J or over. method) will gain effec-
tiveness if the root loca-
Taper ratio 0.5- 1 tion is fixed. Maximum
tail power will not show
Airfoil Keep upper and lower a gain in proportion.
section surfaces of elevator
straight. Do not allow Center of Gravity
elevator surfaces to go
under contour. Fore-and-aft locations between 25 and 30% of MAC
will usually be satisfactory. Check loadings which
Dihedral of horizontal tail none will give you most forward and most aft locations.
If you must run beyond these limits, run forward
Sweep at hinge line of elevator none rather than aft. Canards: limits are farther forward.
Get help!

Homebuilders, Antiques, Custom

World's Largest Variety of Fiberglass Parts.
New items are under construction all the
time. Special machined parts, hardware,
spruce. Components
Write for catalog - $1.00 MARCEL JURCA
MJ-77
RATTRAY AIRCRAFT CO. (P-51 3/4 scale
2357 Afton Road Beloit, Wis. 53511 Information Package)
(608) 362-4611 $5.00

SPORT AVIATION 69
 SPECIAL EAA OFFER!
JEWELRY

GO EAA Brooch - yellow gold sunburst with EAA emblem . $ 6.8

Charm - on white gold plate or yellow gold plate

Earrings - regular .............................. $ 9.8

$ 4.8

All THE WAY!

Earrings - pierced, post-type .................... $11.2
Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.2
Lapel Pin/Tie Tac (blue and gold)................ $ 3.0
Lapel Pin/Tie Tac (white and g o l d ) . . . . . . . . . . . . . . . $ 3.
Tie Bar (Out of Stock) . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.

JACKETS & BLAZERS

New EAA Jackets in our traditional blue with double white stripes. EAA Patch
over stripes. The new Antiq ue Airplane Jacket is the same style as the EAA Jacket but
made of same material as jumpsuit shown above.

Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Adults Small Children Small (5-8)

Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Adults Medium Children Medium (8-11)
Antique Airplane Pattern Adults Large Children Large (10-13)
(Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Adults X-Large
Liners for above Jackets
(order same size as jackets) . . . . . . . . . $11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch.
SIZES
Double Knit Blazer.............................. $59.95 Men's Sizes Only 36-50 Short
Men's Sizes Only 36-50 Regular
(Above Items Postpaid) Men's Sizes Only 36-50 Long

Note Orders for Jackets, Blazers and Jumpsuits described on these pages should be
sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from
the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight
Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must
be returned directly to Flight Apparel Industries.

All Photos by Lee Fray

 JUMPSUITS * PUBLICATIONS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95 __ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
__ Tips on Aircraft Fatigue
EAA Embroidered SPECIAL EAA OFFER! __ Welding
Cloth Patches __ Wood, Volume 1
EAA JACKET REDUCED
EAA - Small (cap size)......... $ .75 __ Wood, Volume 2
The EAA Jacket (not shown) with __ Wood Aircraft Building Techniques
EAA - Medium (3W x 4Vi".. $1.95
the triangular white panel is being
EAA - Large (5" x 6") .......... $2.25
closed out. Save on the unlined
EAA Wings........................ $1.50
version.
Aircraft Builder.................. $1.75
Antique/Classic Division .....
I.A.C. Division................... $1.95
$1.75 Unlined medium and large
only . . . . . . . . . . . . . . . . . . . $12.95 $2 75
ea.
Lined medium and large
EAA Vinyl Decals
only . . . . . . . . . . . . . . . . . . $19.95
EAA Standard (round)......... $ .50 Each special offer item, enclose
Add 30c postage first publication, 10c each
EAA Winged...................... $. 50 additional manual.
$1.50 additional for postage and
Antique/Classic Division ..... $ .50 handling.
I.A.C. Division................... $ .50 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
CAM-18 . . . . . . . . . . . . . . . . . . . . . . . 4.30
Other
Plans CAM-107 . . . . . . . . . . . . . . . . . . . . . . 4.30
Metal Aircraft Placards........ $2.50
EAA Acro Sport................ $60.00 EAA Air Show & Fly-In Manual .. 2.80
Flight Bags (14" x 5" x 11 Vi") $7.50
Super Acro Sport Wing EAA Log Book for the Custom-Built
Garment Bags (1 suiter) ...... $2.25
EAA CAPS Drawings...................... $15.00 Airplane . . . . . . . . . . . . . . . . . . . 1.30
Acro Sport Info Kit........... $ 4.00 Flying Manual, 1929 . . . . . . . . . . . . 2.30
EAA (white mesh,
EAA BiPlane P-2 . . . . . . . . . . $27.00 Flying & Glider Manual, 1932 ... 2.30
blue visor) . . . . . . . . . . . . . $3.50
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00 Flying Miscellaney, 1929-33 ..... 2.30
x-large Farm Type Hangar ........ $ 5.00 Golden Age of Air Racing . . . . . . 2.80
Ladies . . . one size, adjustable to fit all Hang Gliding (by Dan Poynter) . 5.95
"Fun in the Sun" . . . . . . . . . $5.00 How to Build the Acro Sport.... 4.50
(sailor type - small, medium, large, Service & Maintenance Manual . 3.80
x-large) EAA Sport Shirts
Knit pull over types with zipper at Theory of Wing Sections (Abbott and
Skool . . . . . . . . . . . . . . . . . . . . $3.95
(knit cap, navy and gold) neck. EAA emblem. Sharp in red Von Doenhoff) . . . . . . . . . . . . . 6.50
Miscellaneous or blue! Specify color. Small, Wings of Memory . . . . . . . . . . . . . 2.80
EAA Lucite Key Chain .........$ 1.25 medium, large, (All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:

AsSOCI
EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229 Hales Corners, Wisconsin 53130
SPORT AVIATION 71
 At your Service, Headquarters since 1931 for
BARKER SPECIALTY PLYWOODS
VW Engines - Ports - Fittings
AIRCRAFT To MIL-P-6070
Ted Barker
Experimental Engines 90 Mahogany Type 48 x 96 Panels
Palomar Airport - Bldg. SC 1/16", 3/32", 1/8", 3/16",
Carlsbad, California 92008 1/4", 9/32", 5/16", 3/8"
Telephone (714) 729-9468 or 729-9033
MARINE To MIL-P-18066
ALL NEW (including cose)
Fir, Overlay and Mahogany types
HAND BUILT ENGINES VW 5/32" to 1!/2" thicknesses
5 5 - 1 0 3 H. P. Ready to install. custom scarfed to any length

CONVERSION PLANS Famowood Plastic Filler & Borden adhesives also available.
by TED BARKER (VW) $5.00
INFORMATION PACK HARBOR SALES CO., INC.
1401 RUSSELL ST., BALTIMORE, MD. 21230
AND CATALOG $1.00 Phone 301-727-0106

OWN ANY AIRCRAFT ! !

SWAGE-IT
Now, every pilot, not just those with money to burncan
YOURSELF easily own the aircraft of his choice. No cash investment,
no monthly payments! Sound impossible? Definitely not. It
Handy, Compact, Precision Tools for Nicopress Sleeves is being done more and more, every day, by thousands. Gen-
Nicopress Oval Sleeves; Zinc Plated: "SWAGE-IT"* TOOLS eral aviation is booming and so is the need for aircraft. New,
V. 12 for $1; Jfc' . 10 for $1 unique purchasing and operating methods give every average
Vt", 20cea : V- 25c ea #2 for K", %"* V4" pilot the chance to own the aircraft of his choice and make
K". 50c ea.; Vt". 75c ea.____ Nicopress Oval Sleeves $12.50 good money at the same time. Tremendous tax advantages for
Slainless Steel Thimbles:
) AN 100 C3 0V & V'> 8 (or $1: #3 for Vi". &". JfV' and W every pilotnot just the ones in a "tax bracket". Get the facts
AN 100 C4 (V) 6 for $1; Nicopress Oval Sleeves $27.50 today by sending for this simple, brief, and proven system of
AN 100-C5 % } 20c ea Tlghtenini bolts applies swaflni pres- aircraft purchase, operation, and ownership. Provides all the
AN 100 C6 (V) 30cea,_____ sure. Will hold full rated strength of
info you need to analyze the economics of any aircraft pur-
Galvanized Cable MIL-W-1511A: cable. 'trademark
chase. Shows you step by step how to end up owning your
77, ''. He H : V H e f t :
719, \\". 1 9 c f t ; V'. 21c f t . ; 13th Year Nationally Advertised own plane for no cash down and no monthly payments. A prov-
K.". 25c ft. en system in use by thousands. Send $3.50 (fully refundable)
S & F TOOL CO. to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
Send check or M.O. with order. -E-Box 1546 Costa Mesa, Calif. $2626
Calif, residents add 6% Sales Tax.
J
90803
Orders postpaid in U.S.A. Foreign Orders Add 10%

NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS

AIRCRAFT ELECTRICAL
SYSTEM NOT REQUIRED
All new manufacture, low
cost, lightweight instru-
ments for homebuilts; 98-0
accuracy, dust and mois-
ture proof, lighted. 2'.4"
and 3! B" standard sizes.
Send For Free Brochure
ENGINES

BE CONSPICUOUS
With combination tip lights
anticolhsion lights.

310HP Lye. TIO-540-A2B w/all access.

AT A PRICE ALL CAN AFFORD
HOMEBUILDERS J1W.50 COMPLETE
Please Add 56 for Packing, Shipping and
Insurance
Complete One Stop Shop For Your Aircraft
* Made for us by an FAA Approved
Engine And Needs Manufacturer
* 6 Times FAA Requirement
* Flashes 52-62 Times per Minute
* Excellent Haze Penetration
* Hemispherical Coverage
LYCOMING 125 HP TO 260 HP * Weighs only 12 ounces
* Two year Guarantee
CONTINENTAL A-65's TO 0-200's
STICK GRIPS
Completely remanufactured engines plus high
and low time engines. (91 aircraft engines built
in 1974. 41 this year to date).
Send large self-addressed stamped (20c)
envelope for FREE CATALOG.
340 STOH, 1340 TT, Xlnt ...$3595.
200HP Lye. 1O-360 1436TT .....$2695.
20DHP Ranger w/mags . . . . . . . . 595.
190HP Lye. 0-435 . . . . . . . . . . . . . . 395.
180HP Lye. Injected; 2039TT ..$2695.
175HP Ranger On a PT19 Mount.....
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 495.
150HP Lyc. 0-320, 1836TT . . . . . .
125HP Lyc. 0-290-G As removed
1695.
395.
SAFETY ITEM
0-290-G GPU OWNERS
DON'T LOSE YOUR
PROP!
Propeller Flange Re-
inforcement, as per
John Thorp drawings
in April 1971 Sport Aviation. Precision
machined from 4130 - Cad. plated -
Baked . . . . . . . . . . . . . . . . . . . . . . . . $ 5 9 . 5 0
Extra long propeller Bushings for the
above . . . . . . . . . . . . . . . . . . . . . $ 4 9 . 5 0 set
Add S% shipping (USA) - Calif, add
60 tax.

OUT Name Is Our Guarantee

AIR ENGINES, LTD.
1325 W. Washington Bldg. A 6, Orlando, FL 32805
1 305-4226595 nights 1 305-896 3692
DICK WATERS or GENE KERR

72 SEPTEMBER 1975
 .

^~~~~~
SPORT TRAINER

FOR
SAFETY

The CUBy - A New Dimension In

Amateur Built Aircraft
A PROVEN DESIGN Available in kit f o r m with many preformed and pre-
plus
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 Rood.Lyoni, Wise. 53148

SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $7.50 r Flight Proven^"
Because of the tremendous response to our special "warehouse bargain price"
Durable AIRCRAFT FINISHES
sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
for Executive, General
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. I 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
1962 - May, June ENAMELS PRIMERS
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.
1966 May, June. September, October, November, December Contact Randolph Products
1967 - March, May. July. September, October, November, December Company, for name ol
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

P.O. BOX 67
Make check or money orders payable to
CARLSTADT N. J. 07072
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. , /NJ-20I-43837UO
P. O. BOX 229 / N Y - 2 1 2 - 2 7 9 3254
HALES CORNERS, WISCONSIN 53130

SPORT AVIATION 73
 aviation supply co.
2149 E. PR ATT BOULEVARD
ELK GROVE VILLAGE. ILL. 60007
AREA CODE 312/439 2060

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 . . . . . . 14'4" FUEL CAPACITY 12 U.S. GAL.
Lightweight Less Coats!
SPAN . . . . . .
EMPTY WEIGHT
. . .20-2"
420 LBS
TOP SPEED .
CRUISE SPEED
. . ISOM.P.M.
. . . . . 140 M.PH.
High Gloss Finish No Visible Fabric Grain!
GROSS WEIGHT
ENGINE
800 LBS
V W 1600
STALL SPEED
SEATS . . . . . .
. . . . . .42M.P.H.
2. SIDE BY SIDE
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 itamped. wlf add retted envelope)
Aircraft Parts and Supplies Catalog for the Amateur and
RAND/ROBINSON ENG., INC Professional Builder. Includes technical information and
6171 CORNELL DRIVE
HUNTINGTON BEACH, CA. 92647 procedure manual.
Specialized Quote Service:
Be sure to write or phone us for dope and
DETAILED PLANS & INSTRUCTIONS '45.00
Construction Kits ilio available
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!

acio 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

Super Acro Sport

ACRO SPORT PLANS $15.00
Wing Drawings

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

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

74 SEPTEMBER 1975
 The
PORT
ABLES
New from
Terra
Porlahle hand held trans-
c e i v e r 1 lo 10 optional
channels 11H.000-1 t").')7".
MH/. ! Wall Min. RF Car-
1-6 One Size rier Power output. Oper-
$2409 $21 14 alos 4 lo 12
1694 1569
1874 17.68
hours from
1970 18.55 lonn lite
3933 37.33 recharneahle
4535 40.35 Ni Cad hat-
3445 32.45 leries. P r i c e
3455 33.35
2077 19.72 IIH ludes
21 59 20.59 charter and 1
2497 22.97 channel of
2692 25.92 118. {00 or
4289 40.94
44.27 41.32 122.K or 12t.t.
30 12 28.92 Additional
3096 29.51 channels
SPECIAL CORPORATE TIRES factory
installed,
1 8 x 5 x 5 Tubeless. 10 ply
26 x 6 x 6 Tubeless. 10 ply $2"..00 each.

WAG AERO - Box 181, Lyons, Wisconsin 53148 - 414. 763-9588

I'orlahle B a t t e r y L l e c l r i c a l Sys-
tem. Sealed loni; lile, recharge-
able (,cl h a l l e r i e s . O p e r a t e s
radios for (> lo 12 hours. Has
sell-contained charter and
charge li^ht. Includes aircrall
mounting and all connectors.

$129

Oeooo corporation
(or more information on ihe complete
Terra Corporation line of communication
and navigational equipment, write to
T E R R A CORPORATION, 3520 PAN
AMERICAN FREEWAY, ALBUQUERQUE,
NEWMEXICO87107.

SPORT AVIATION 75
 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 Al R
Ik,BUILD THE LITTLE D-8 SAILPLANE:
(813) 686-1285
723-S Saratoga Ave. - Lakeland, Fla. 33801
Epoxy Resins for KR-1 Aircraft.

Madison County
618/654-2191
WICKS AIRCRAFT
Highland, III. 62249
No Collect Calls, Please
* All Metal
* Easy to build for beginner and RIVETS BEST PRICES
veterans alike USMC -POP Rivets HO 402 Pulton
* Plans only $39.00 KIT AVIONICS MONEL STAINLESS ALUMINUM C L O S E D END
* Brochure $1.00 Rive! Kns PL 4 etc Fast Mail Service

PACIFIC AIRCRAFT
Build your own Audio Panel, SPORT AIRCRAFT SPECIALTIES
formerly WSL of Maroleriead
P. O. Box 2191 Marker Rcvr, Test Equip. & more. NEW ITEMS AN Rlvels 426 & 470 AD-3 -4 -5
La Jolla, California 92037 120 4 IMP CSKS - Clecos
FREE CATALOG Marson HD Pullers Fenwl Epoxy

RST POB23233B San Diego, CA 92123 SAS Bo:

(714) 277-1917

Sport Aviation Supply Ltd.

1104 Cambie Rd., Richmond Vancouver,
B. C., Canada V6X 1L2 604/273-8501

1st Finished. ART CHARD, Bronson, Mich.

CERTIFIED AIRCRAFT BIRCH PLYWOOD
VAN'S RV-3 In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner
NOW IN STOCK
The total perfomance homebuilt, Tops
AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL. Checks accuracy of tach in panel, shows
Aerobatic. Aluminum structure. Easy to true prop speed, 1800-2400 rpm, cw/ccw. %", 1", 2" x 6"', dressed to 20' long.
build and fly. 85 - 150 hp. Parts Avail- TACH-CHEK is self-contained, nothing to HOMEBUILDERS SUPPLIES,
able. connect. Accurate! Easy to use! Pocket- AN, BALSA, AEROLITE GLUE
Brochure $3.00 Plans $85.00 sized w/carrying case. $12.95 ppd USA.
ROBERSON & COMPANY, 17 E. Thomas Write For Free Quarterly catalog
VAN'S AIRCRAFT Road, Phoenix, Ariz. 85012.
22730 S. W. Francis, Beaverton, OR 97005 Dealers Wanted.
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Eaby Ace Mustang
Baby Great Lakes Pazmany PL 1 & 2
ED-4 Sidewinder
Coot Starduster
Bakeng Duce Starlet
Dyke Delta T-18
Fly Baby Turner T-40
FIRST IN SPRUCE Heath
Others in Process
Bantam
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
,i" 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.
ASSORTED SUPPLIES
Dynel Fabric, 39" $1.50 Yd. Seatbelt & Harness Set
Epoxy Resin Kit $25.70 2" Quick Disconnect $23.50
Foams 2# Rigid 24" X 48" Vernier Controls
Styrofoam Polyurethane Blk, Blue, Red Knobs 19.50
Injector Carbs for VW 49.95
..$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.. $22.75 Intercoms (Battery Opr.) 99.50
Butyrate Dope 5 Gal. $24.75 RT-7 Recording Tachs 32.50
All Prices F. 0. B Fullerton, Calif.
AIRCRAFT PLYWOOD
4'x8' sheets to Spec. MIL-P -6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90" 45 90" 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
3/16" 3 ply 1.36 2.26 1.51 2.61
Fully Controllable
3/16" 5 ply 1.63 2.94 1.57 2.83 Metal Except Fabric
1/4" 5 ply 1.76 3.01 1.88 3.08 Easy To Build
Brochure $2.00
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
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) ns & Brochure:

BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 Box 5222. Dept. E

Glendale, CA 91201
457 Atminta St , Unit E
'an Nuys. CA 91402

76 SEPTEMBER 1975
1975 WARBIRD CALENDAR
6 beautiful 11 x 14 color in-
flight photos taken at Oshkosh.
Included are F6F, P-51, FM2,
P-38, P-40 and AT-6.
Order From
WARBIRDS OF AMERICA
P. 0. Box 229
Hales Corners, Wis. 53130
Only $2.50 including post-age

Full Color
BD-5 Sailplane Sport Aircraft Cutaways
A unique im\v concept in sport aircraft construction drawings. These illustrations are
$2200 incredibly detailed and drawn to perspective scale directly from the latest aircraft plans
Easy-to-build, low-cost sailplane set. A worthy addition to your den and a valuable visual aid to clarify construction
version of the Famous BD-5. details of your aircraft project. Available now with highest quality color reproduction
on heavy weight matt white stock 18" x 24". D PITTS S-lS D STARDUSTER TOO
Information Kit: $5.00
Q STEPHENS AKRO Price including postage and sturdy mailing tube is $ 12 for
Bede Aircraft Inc. (Desk 02) one drawing. $22 for two and $30 for the set of three. (Calif, residents add 6% tax)
Newton, Kansas 67114 Remit check or money order to Ivan Clede Studios. 296 Ridgemark Dr.Hollister. Ca 95023

High Intensity Strobes

2 Model 429 strobe lamps,

wiring, remote mounting. &

DUAL FUSELAGE
STROBE
Flush mounted strobe
lamp assy., wiring,
and remote power
supply

$229 THE MAGAZINE TOOL COUPON

THREE LIGHT FOR MECHANICS/1
STROBE SYSTEM
Dual tip strobes plus
high intensity tail light
[SUBSCRIBE Si I
strobe, wiring and re-
mote power
$319
supply.
AND SAVE lr *

STROBE-NAV LIGHT COMBINATION

NLY$5.00 s* r
r- c
' ' S.
High intensity per year /3 -
strobe for left Yearly rates:
and right wings,
including left & *5.00 one year
right navigation
light plus tail
*8.00 two years.
light, wiring &
power pack Become o regular lubtcnber to the only t r a d e mogo;me publnhed
e*dui>vely (or aviation maintenance personnel Receive a FREE GIFT
too1 The A via 11 on Mec homes Jour no I contain* monthly maintenance >ipi, 111
new product news, tool evaluation!, ports information, job Opportunities, s ?I s'*
and much more' Don't mil* on utue Simply fill out the coupon Clip 5"i I l
E I I Z <G
and Moil Subscribe today and save 50%'
WAG-AERO, OHer limited to N EWjubicnbers only
North Rd.. Lyons, Wl 53148

SPORT AVIATION 77
 INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50 BUILD YOUR OWN AMPHIBIAN
Includes *0il changeover valve *0il Separator tank

PITTS
*Sump fittings
SKYBOLT ACRO SPORT
"COOT
Two-Place
*Fuel Tanks - Smoke Tanks *Dyna Focal Ring Kits Folding Wings
*Flop Tubes - Winp Fittings *Dyna Focal Rings Towable
Complete with Bearings Completely welded Easy Construction "COOT-A with fiberglass hull.
* Stainless Steel Exhaust
*"l" Struts - Slave Struts 150-180 and 10-360 200 HP We have hard to build parts and .hull shells SEND
*Engine Mounts * Pilot Tubes available. -*i~-^. $3.00
For Complete Listings and Prices Construction Photos $25.01]V "" ,for Specifications
Write To: ACRA - LINE PRODUCTS COMPLETE PLANS AVAILAB Photo, 3-Views,
Prices and
HOWARD COUNT < AIRPORT MOLT TAYLOR nformation Packet
Rt. 1 Box 267A Greentown, Indiana 46936 (317)628-7272 Box 1171 Longview, Wash. (986?2) 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-1 D 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

Read how Air Facts Evaluated

the Great Aircraft of 1939-47
When They Were New!
Pilots'reports of nearly 50 airplanes from 9 golden years of aircraft
design and production. Read about the WACO N, the Taylorcraft 65,
the Rearwin Ranger, the Funk, the Interstate Cadet, the Langley
Bi-Motor, the Culver V and other great birds. Get the feel of the times,
the dreams, the way the factory and pilots felt about the future of
these aircraft.
500 Air Facts size pages lifted from the files and assembled in a single
paperback. Written by men deeply concerned with aviation. Some, like
Leighton Collins, Robert Buck, and Wolfgang Langeweische are among
the most respected pilot opinion makers today.
See what they thought of your bird when it was new. Or, if you are
about to rebuild one, see what was said and thought about that
aircraft when it was new. Order from the coupon below.

*r&
COMMUNICATING
TODAY S AVIATION
TODAY
110 East 42nd Street
New York, New York 10017
Send me_ .copies of THE AIR FACTS READER at $7.95 each. New York
State residents please add 7% Sales Tax.
D Check Enclosed.
Q Bill me ($1 service charge added)
Name

Address_

78 SEPTEMBER 1975 City/State/Zip

 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 $1.00

for literature,
and detailed printed instructions. specifications,
material com,
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 j1 AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan | down ,0cotterHpins |ndaM deil{^
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 f 1Q3-13

Quality materials and Craftsman-

PumimlbY Pirtcju Suitors ship are buy-words at BUTLER'S.
SEND WE OOLUR FOR CATALOG
STITS AIRCRAFT COATINGS
POST OFFICE BOX 3084 S .
RIVERSIDE, CALIFORNIA 92509 -v
A H BUTLER. EAA 57353
RD 2 Box 174 BLAIRSTOWN. N J 07825 PHONE 714-684-4280
AC/201-362-6333

SPORT AVIATION 79
 CERTIFIED AIRCRAFT BIRCH
FOKKER DR-I TRIPLANE
P L Y W O O D DETAILED CONSTRUCTION DRAWINGS
1/32" $8.40 3/32" $13.60 3/16" $19.80 WING SPAR t RIB SETS .*
FIBERGLAS COWLS --i' -1
1/16" 9.20 1/8" 15.00 1/4" 25.20 REPLICA FUEL GAGES -j " ^
FOB per 4x4' sheet. 20 or more 10%. INFORMATION'/oo ..*-"'
Cut in half, or smaller for prepaid parcel
post and faster service. RON SANDS "
RDI-S4I V:
Marine, Cabinet, Plywood, Lumbercore.
MERTZTOWN. PA.HSii
Most all species, up to %". 4 x 8 ' sheets
or cut to size.
VIOLETTE PLYWOOD CORP. READ THE CLASSIFIED ADS
P. 0. Box 141X LUNENBURG, MASS.

STREAMLINE FLYING WIRES AND TIE RODS

INTERESTED IN GYRO-COPTERS?
STEP UP TO THE REAL ONE!
The all-aluminum Boomerang uses 65
New Production Highest Quality
to 180 hp engines. So rugged it makes a
great 2-place dune buggy. Costs no more Made to highest standards of workmanship and materials. Fully approved
to build than the little ones. Forget the for all aircraft including Standard Category. These wires are made in
hard to get high octane gas and the
special strips. Take off from and land on three specifications: American AN, British, Metric, and are available
almost any terrain and even use car gas in both Stainless and Cadmium Plated Carbon Steel. Fork ends available
in most engines. 1 airframe for one-or
two-place construction, ideal for wide for all three thread types. We stock wires for: Pitts, Starduster Too,
range of engines; so adaptable that al- DH82A Tiger Moth, Great Lakes, Jungmann, etc. Write for quotation
most any body can be used. Shown
above, the BOOMERANG II. Kits start at and price list.
$295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place CADMIUM PLATED CARBON STEEL WIRES 15% LESS
plans to
ROTOR MASTER AIRCRAFT
Shangrila Ranch, Star Rt. Box 100
AVITARA CORPORATION
Ramona, CA 92065 P. O. BOX 624 TULUAHOMA, TENN. 37388

Aerobatics IAC IS ... The world's largest aerobatic organization.

Consisting of over 2500 members, IAC is the voice for
sport aerobatics. There are also over 30 local Chapters of
the Club scattered all over the United States, Canada, and
South Africa. IAC sponsors dozens of aerobatic contests,
judge's schools, training sessions, and educational meet-
ings. The Club publishes the most comprehensive maga-
zine on aerobatics available, Sport Aerobatics. IAC gives
you the opportunity to participate in the most dynamic and
exciting aspect of the sport aviation movement within the
framework of the EAA. Dues are $13.00 per year
and is open to anyone interested in aviation and
who is a current EAA member. Write today!
INTERNATIONAL
AEROBATIC CLUB

I. A.C.
YOU GET . . . For your annual dues, the following:
1. Twelve issues of Sport Aerobatics containing many inter-
esting and educational articles and pictures.
2. Membership number and card and official decal.
3. Your own copy of the IAC Official Contest Rules if re-
quested.
4. Eligibility to fly in many IAC sanctioned events.
5. Numerous programs available to IAC members, in-
cluding the Aerobatic Achievement Awards Program,
the Judge's Continuing Education Program, and others
oriented toward the aerobatic enthusiast.

INTERNATIONAL AEROBATIC CLUB, INC.

CONTACT: P. O. BOX 229, HALES CORNERS, Wl 53130

80 SEPTEMBER 1975
 I6EHCY SEAT PACK PARACHUTE
PL-2
THE ONLY AIRPLANE
DESIGNED FOR AMATEURS
ALSO USED AS A TRAINER
8V THE AIR FORCES OF
TAKAN, SOUTH VIETNAM
SO. KOREA AND NOI BY
INDONESIA AND CEYLON

The PL-1 was two lime EAA GRAND CHAMPION. The easier
to build PL-2 is superbly engineered. Don't settle for less.
2 P LACE-90 to 150 HP-EASY TO FLY
CER
INTRODUCTORY PACKAGE RATED FOB CONSTRUCTION BY AVERAGE AMATEURS

?4 PAGE BROCHURE W I T H PMOIOS DRAWINGS J1SO.OO

3 VIEWS AIRPLANE DESCRIPTION
CONST. MANUAL, iLijtit Anolane Construction) $9.00
PERFORMANCE AND PHYSICAL DATA
BUILDERS ARTICLES - LIST OF DRAWINGS
SOME PRE-FAB PARTS AVAILABLE
AND ONE FULL SIZE SAMPLE DRAWING PAZMANY AIRCRAFT CORPORATION
J3.00 BOX 80051S -SAN DIEGO-CALIF. 92138
WALT PIERCE IN HIS 1.50 STEERMAN
LIGHT WEIGHT-WHOLE SYSTEM UNDER 16 LBS
76' LOW POROSITY, STEERABLE CONICAL
STANDARD CATEGORY TESTED TO A comprehensive works paMicuiarly for the serous minded individual
5000 LB SHOCK LOAD interested in designing and building light float sport atrcra't 7 drawings
PARACHUTE SYSTEM MEASURES 16" WIDE, 24 x 36 P R O F U S E L Y I L L U S T R A T E D An e x c l u s i v e lirsi m the modern
12" DEEP, LESS THAN 3" THICK method o'technical presentation which could not De accomplished otherwise
m lesser lorm A straightforward approach to proper float aircraft design
120 DAY REPACK CYCLE practice (Finger tip f'oat design engineering data for light float aircraft from
PADDED HARNESS i 000 and less and jp to and including gross weight of 2 4 2 5 lbs } Highly
CONVENIENT CARRYING BAG AND detailed showing details sub-assemh'ies and ma'n assemblies generously
INSTRUCTION MANUAL INCLUDED detailed "Float Aircraft Design Guide." $1950 postpaid m u S A and its
possessions For airmail service add $2 00
S 450.00 Pp
See You Al Oshkosh Bring Your Parachute To Our Booth F-It, Outside of North America kindly use international money order payable
For Free Inspection and Evaluation. Repack $10 00 in u S equivalent currency Add $100 additional for postage or $300
tor airmail service Or send seH-addressed stamped envelope for detailed
lioat arc'aM design guide information
STROI1G f EHTERPRISE5, IIU MRS. STANLEY J. DZIK
617 3289J17 * 54? E AST SQUANTUM ST NORTH QUINCY MASS 02) 71
4079 NORTH 62nd STREET
"THE PARACHUTE COMPANY WITH IMAGINATION" MILWAUKEE. WISCONSIN 53216. U.S.A.

Finally. A homebuilt fun plane for the average homeowner.

SHE
Its unique design permits it to be constructed
in a basement room or a garage. By the
"Unitized" method employed, seven basic
ill X-1
units comprise the complete airplane.
Each unit is self-contained and is
capable of being carried through
a standard indoor doorway and
up a flight of stairs to the open
where the final assembly is but a
nut and bolt job.
Wing folding permits home storage
and road towing on its own wheels.
It takes up no more garage space
than an average automobile. The
wing folding arrangement is designed
so that no preflight rigging is required designed by Ken Sheffield
prior to flight. Power is provided by a
VW engine converted to an aero engine. INFORMATION BOOKLET COMPLETE BLUEPRINTS
Ruggedness and safety of design If you desire a booklet showing Everything you need to see and
permits rough field takeoffs and specifications, construction know from start to finish. Send $70
landings. No hangar or tie-down
fees are necessary. IT'S A and a sample blueprint for complete set of prints for the
KEEP-AT-HOME AIRPLANE. simply send $2 to address airframe build. Engine conversion
It's easier to build SKEETER X-1 below: manuals are available for either
than a model airplane from a kit. twin or single ignition.
KEN, BOX 1456, South Pasadena, Ca 91030
SPORT AVIATION 81
 NEED A & P RATING ZENITH
CUSTOM GRAFTED WOOD KITS
Guaranteed to pass written, oral, Practi- A/C SPRUCE, PLYWOOD & SUPPLIES Top performance 2 seater - 85 to 160 HP
cal. All Three Exams in b to 14 days.
Very Moderate Tuition. Examiner on Staff Wood kits for most homebuilts with parts - Award Winner - NASAD quality seal -
For Full Information Call or Write: cut, sanded, ready to assemble. Spar kits INFO $2.00; Plans $150.00; Kits; Parts.
FEDERAL EXAMS with spars beveled and tapered. Acro
5602 N. Rockwell, Okla. City, OK 73008 Sport milled wing kit $398.39.
405/787-6183
Western Division TRIMCRAFT AERO
4137 Donald Douglas Dr., Long Beach Apt. 4839 Janet Rd. Sylvania, OH 43560
Long Beach, Calif. 90608 213/429-3318 419-882-6943_______Catalog 25c

SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and MONO Z
Tubing. All sizes, any length. You can afford to build . . . and fly this
No minimum charge economic single seater: V.W. powered -
aerobatic performer: 100 HP Continen-
Distributor for all STITS Products. tal. Removable Wings - INFO $2.00; Plans,
AN Hardware, Etc. SAL 2/3 Mustang Miniature Fighter
Plans - $150.00 Brochure - $4.00 Kits, Parts.
KNAPP AVIATION ALL METAL - BLIND RIVETS
S-14 High Wing All wood STOL
P. 0. Box 764, Miami, Fla. 33148 EASY TO BUILD - SAFE TO FLY
305/888-6322_____________305/887-9186
Plans - $50.00 Brochure - $3.00
Also available F-9, F-10, F-ll & F-12 bro- Designed by Chris Heintz
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 & B SALES
36 Airport Road MACDONALD S-21
Edmonton, Alberta, Canada
403/453-1441
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.
180
lc. Carmelo Drive (E)
Jtl CARMICHAEL CA 95608
Real Performance In A Proven Design

Engineered For Safety And

Solve Your Metal Cutting
Problems Simplicity VW Powered
Homebuilt 80-Inch Bandsaw Specialty Hardware Brochure . . . . . . . . . . . . . . . . . .$3.00
Build it in a few evenings available
for about $100 using mater-
Plans (168 sq. ft.) . . . . . . . . . .$75.00
Phone (716) 745-9544
ials you can buy at the
lumberyard and hardware MacDonald Aircraft Co.
store. It also has a high P. 0. Box 643-S Sonoma, CA 95476
speed that zips through
wood.
Plans and step-by-step in-
structions $6.00 - check or
money order.
HOMEBILT TOOL COMPANY FLYING BOAT
Box 2138, West Lafayette, IN 47906
A Challenge fo The Home Builder!

SPORT AVIATION
ANNUAL FILE...
- s-^S-i^^^-* ^gjjt
Set of 5 Holds 5 Yrs.
$4.95 Post Paid "OSPREY 2" AMPHIBIAN
PLANS AVAILABLE
EAA CH. 202. Box 202 Panama City, Fla. Build and fly the boat that does
Information Pack . . . . . . . . . . . . . . . $5.00
32401 not use or need ailerons, eleva-
Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . $150.00
tor or rudder. Information free.
GEORGE PEREIRA, DESIGNER/BUILDER
OSPREY AIRCRAFT SPRATT CO., Inc.
Single-Place 3741 El Ricon, Dept. SA55
Sacramento, Calif. 95825
BOX 351 . MEDIA, PA. 19O63

Homebuilt

SMYTH SIDEWINDER TAYLOR MONOPLANE &

Long-awaited, low-cost, easy-to-
build homebuilt. Suitable for
Hirth, Volkswagen, Continental
or Franklin engines.
Send for illustrated
BD-6 Information Kit: $4.00
1969 EAA "OUTSTANDING DESIGN"
High performance, all metal, two-place
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
$2.00. Good quality, easy to follow, step-
by-step construction drawings. $125.00.
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. Taylor 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,
material list, and numerous advisory
notes. $40.00. Send $3.00 for details,
brochures and colored photo of both air-
planes. Construction pictures, per set
$2.50. These plans are obtainable only
from . . .

Bede Aircraft Inc. (Desk 02)

Plans may be purchased in five - $25.00
packages if desired. Mrs. John F. Taylor
Newton, Kansas 67114 JERRY SMYTH 25 Chesterfield Cresctnt
Box 308, Huntington, Indiana 46750 Ligh on-Saa, Essex, England
82 SEPTEMBER 1975
WASHINGTON REPORT . . .
(Continued from Page 91)
civil servants have spent their time
in delving into the operating pro-
blems of the agencies w i t h i n the
DOT. This situation has made the
job of FAA Administrator an impos-
sible one and this is why it has been
so difficult for the Administration
to find a qualified man from the
industry who is willing to take the
top FAA job. An independent FAA
is the only answer to this problem.
I do not want to end this report on
a note of pessimism. Yet the pro-
blems that I have mentioned are real
and serious. But the bright side of
this situation is that we have a united
ALCLAD 2024
ROLLED AIRCRAFT ALUMINUM
T3 .016 by 36" wide SI 60 per running foot
T3 .016 by 48" wide S2.15 per running foot
T3 .020 by 48" wide S2.55 per running foot
T3 025 by 48" wide S2.75 per running foot
T3 .032 by 48" wide $3.50 per running foot
0 .040 by 48" wide $2 95 per running foot
0 .040 - 5052 341/2" wide $1.95 per run-
Add 13 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
BRAND NEW SHEET FASTENERS ! !
3/32" or 1/8" 39c each - 38c each in
lots of 50 - 37c each in lots of 100.
Sheet Holder Pliers used $2.75 pair.
RIVETS (GOOD AIRCRAFT)
Lot ifl Mostly 3/32 mixed 95c per pound
Lot 2 Mostly 1/8 mixed 75c per pound
Lot 3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, ex-
cess will be returned. 100% money back
customer satisfaction guaranteed, if re-
turned within 30 days.
Send 25c for brochure
AIRPARTS, INC.
1430 South 33rd Street
KANSAS CITY, KANSAS 66106
913 831-3903
HANSEN
AIRCRAFT COMPONENTS
1207 Valebrook Place Glendora, Calif. 91740
CUSTOM COVERS
PANEL OVERLAYS
$3000
S2SXX)
Prices Include Installation Instructions With Lighting Tips
All overlays finished in Haircell Pattern, deep vacuum iormed
for sunshield effect, with pockets for switches and indicator
lights, and rough trimmed.
and competent EAA group that will
continue to press Congress and the
Administration for the right to enjoy
the marvelous freedom of flight.
The morale of you EAA members,
EAA's traditions of self discipline,
responsibility and integrity in every-
thing we do are our Declaration of
Independence. This w i l l preserve
the freedom of sport a v i a t i o n . Reliable
WHEELS AND BMKfS
New, monufocturerf to F.A.A.
Slumlords. Will fit sld. axles
fuel Control
, S include! seoled beoring.
1
2.80/Z.504 . . . ,9.50
The Christen 844 Manual Fuel
5.00x5 ...........................109.50 Pump System introduces a new
o.004 .. ................119.50 concept in fuel systems for light
MASTER BRAKE CYLINDERS aircraft. It is a self-contained single
Reservoir style with pork fuel control unit which provides all
ing broke ond seoled ocrobotic type. fuel management functions for
New. Mfg. for Cessno, Beech, Pipei light aircraft without the need
, A.C. S ECT. .
for connection to electrical power.
THROTTLE QUADRANTS The pump section of
Push-pull controls, ignition switches, velvet, the Christen 844
primers, rudder pedoli, control wheels, etc. System consists
see rou oisimtuTot ton of a self-priming,
THESE FfODUCTS
PRODUCTS CO . INC high-volume,
' PO BOX 142 positive
"BROOKVILLE AIR PARK
3HOOKVIUE OHIO 45309
FORD V-8
CONVERSION KITS
COMPLETE READY FOR INSTALLATION
On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE
Fighter Replicas. Designed for installa-
tion of constant speed propeller. Custom
engine building available. For illustrated
brochure, specs, price list, send $5.00.
NOTICE
DEVELOPING TWO NEW ENGINES
2-1 Reduction
Pinto and Capri 4 cyl. (2000 cc and
2300 cc) displacement,
Capri and Mustang II V-6 dual stroke pump.
(2600 cc and 2800 cc)
In addition,
These engines could be installed in
many popular homebuilts with improve- the Christen 844
ment in performance and appearance. System includes
For further information contact us. a three-way ball-
GESCHWENDER AEROMOTIVE, INC.
type fuel selector and shut-off
Box 5152 Lincoln, Nebr. 68505
valve, a replaceable filter, and a
moisture sump with a quick-drain
valve. The Christen 844 System
functions in all aircraft attitudes and
is particularly suited for installation
(213) 9632251 in sport aircraft. Simplicity of
design assures reliable trouble-
free performance.
THORP T 18 Send two dollars first-class
BD-5* postage and handling (refundable
PL4
with order) to receive new color
EAA ACRO'
catalog of sport aviation products.
POBER P I X I E -
VANS RV 3' Christen Industries, Inc.
-INCLUDES DETAILED BLUEPRINT 1048 Santa Ana Valley Road
Hollister, California 95023
Telephone: (408) 637-7405
Quality products for sport aviation
SPORT AVIATION 83
 VARIVICCEN
KH-l KH-2
W.A.R. FWI40
XPERI MENTAL F4U
SKYBOLT
STAROUSTER TOO
IRCRAFT MA-S CHARGER
COOT fi others

SSOC/AT/ON

s,,.ng RAZORBACK METHOD" Ughl

OF AIRCRAFT COVERING
FAN-TASTIC
Hovercraft skims over ice and snow, up Pliable y*%^L Durable
rapid rivers, along sandy beaches, planes
out a 250 pound payload on only 6 HP.
Read about it in the September 1974 is- Permanent f^^Lr~"^ f^^\ Economical
sue of SPORT AVIATION.
Complete Plans, Instructions $9.00
Free Information
PALMER AEROSYSTEMS FAA Approved $\{j* Jk\ vfs^ / *"*re ^es'stan*
P. O. Box 691
Renton, WA 98055
A HOG FOR PUNISHMENT
RAZORBACK RECOVER KITS RAZORBACK GLASS PRODUCTS
BD-5 BD-5 BD-5 BD-5 AIRCRAFT MAKE & MODEL LIST PRICE
44" Pretreated Glass Cloth
PART NO. PER ROLL
Aeronca 11-AC . . . . . . . . . . . . . . ... $219.60 100 Yard Roll ... 200 $246.00
Beech D-17 . . . . . . . . . . . . . . . . . .... 372.37 51" Pretreated Glass Cloth
Bellanca 14 Series . . . . . . . . . . .... 290.82 100 Yard Roll .. 250 285.00
Boeing Stearman PT-17/Waco . . . . 375.96 72" Pretreated Glass Cloth
Cassutt Racer . ............. ... 136.02 5 0 Yard Roll . . . . . . .300 195.00
Cessna 120, 140, 170 ..... .... 95.04 3/8" Reinforcing Tape
Champion L-2 & 7-AC . . . . . . . . . . 224.52
Consolidated PBY Series . . . . . . . . 804.48 36 Yard Roll . ... .......100 1.80
DeHavilland Dove . . . . . . . . . . ... 173.64 1/2" Reinforcing Tape
Douglas DC-3, C-47 . . . . . . . . ... 254.10 36 Yard Roll . . . .. ..175 1.95
Douglas DC-4 . . . . . . . . . . . . . . .... 332.04 3/4" Reinforcing Tape
... 77.64 36 Yard Roll .150 2.59
Ercoupe 415 Series ........ 1" Glass Finishing Tape
Fairchild M62-A Series . . . . . . .... 238.56 50 Yard Roll . .150 3.70
Grumman AG CAT G-164 . . . . ... 197.46
PLANE CHECKS Luscombe 8A Series
Mini A c e 1 6 1
........
. . . . . . . . .
. . . . 110.64
. . . . 156.03
2" Glass Finishing Tape
50 Yard Roll
3" Glass Finishing Tape
... . . .225 6.72
To make paying bills easier and faster. Plane Checks Piper J-3 PA-11. L-4 Series ... 242.46 50 Yard Roll ...... .350 11.76
were styled after the self-addressing business checks. Piper J-5,' PA-12, PA 14 Series ... 235.59 4" Glass Finishing Tape
Used with our "No-Fuss" double window envelopes Piper PA-18 Series . . . . . . . 244.41 50 Yard Roll . . . . . . . . . . 350 14. 9G
they will save you the bother of addressing envelopes, Piper PA-16. 17, 20 22 . 220.50 6" Glass Finishing Tape
and assure you that there is never a chance of sending
Piper PA-25 Series .... 214.56 5 0 Yard Roll . . . . . . . . . . . .375 17.80
Pitts/Smith Miniplane . . . . . . . . . ... 148.68
the check to the wrong place. Sonerai .................. ... 54.04 (Each Additional Diameter Inch .030
Complete the order form, and write out your check. Starduster T o o . . . . . . . . . . . . . . .... 208.26 Cloth Less Than Full Rolls, Add 10%.
Now, get a deposit slip from the same account, and Stinson L-5 . . . . ........ . . . 220.56
clearly indicate address changes etc.. on the deposit Stinson V-77 Gullwing . . . . . . ... 458.76
slip. (These two documents will furnish us all the data Stinson 108-3 Series ....... .... 193.02 TIME TESTED - PROVEN QUALITY
we need to make your checks compatible with your
Stilts Playmate . . . . . . . . . . . . . . . . . 150.42 No adhesives, sealers, irons or other gimmicks - not
Tailwind ... . . . . . . . . . . . . . .. 131 88 to be confused with other coverings. Razorback is
bank's computer, and Amer. Bank Ass'n specs.) On Taylorcraft. All Series . .. . 243.75
gift orders, send your check and mark his check VOID. 100% glass cloth especially pre-treated to give
Partial & Other Kits available upon Request you the best money can buy. Tautening by use of
n
_ ?*^ ^ll i. Plane (Checks N?*L Prices F.O.B. 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.
n 30056.50 "I 600$11.25 ' 900 $15.75 Reinforcing Tape and Glass Finishing Tape required
Deposit Slips, register and checkbook cover are included with every order.
for each respective aircraft. Complete Installation
Instructions and Decals included in each kit.
D PIPER Assortment n CESSNA Assortment C. BEECH Assortment DOPES AND THINNERS
D Cherokee ^ Hawk T Sundowner
D Arrow n 210 Centurion [: V Bonanza 54 GAL.
n 3io D Baron GAL. 5 GAL. DRUM
D Twin Comanche
G BD-5 Q Mooney CONTROL SURFACES C.A.B. Clear Dope $5.63 $5.31 $5.13
Q TWA 747 Q United DC-IQ ._, Eastern L-1011
DC-3 (C-47) BEECH 18 (C-45) C.A.B. Thinner . . . 3.93 3.62 3.43
D Continental DC-10 G Western DC-10 n American DC-10 C.A.B. White .... . ... 8.13
Elevator ....$417.00 Elevator ..$275.00
_____ "No-Fuss" self mailing envelopes at $1-80 per 100.
Aileron . . . 496.00 Aileron . 210.00 Retarder . . . . . . . . . . . 5.89 5.58 5.39
Rudder . . . . . . 456.00 Flap . . . . 195.00 Non Tautening Dope . ... 5.29
n 1000 Checks from your B&W photograph $50.00 Rudder . . . 180.00 Dope Softner 8.25
D 1000 Cks. your "N" number any current production plane $70.00 Nitrate Clear Dope . 8.00
"N" number . Startirtf N*. _ Fresh Razorback Cover with 12 coats C.A.B. dope. Nitrate Thinner . 3.94 3.63 3.44
(101 wh.gi Finished thru silver. Exchange-outright - FAA 337 - Aluminum Paste - - $3.13. All Dopes and conform
NAME Satisfaction guaranteed. Write or call: to MIL Specs.

CITY-
RAZORBACK FABRICS, INC.
W* (hip i United Parcel Service where available P. O. Box 217 - Manila. Arkansas 72442 (501) 561-4447
mg the day to sign for the p*ck*ge.

84 SEPTEMBER 1975

Classified Ads
A D V E R T I S I N G CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE Regular type per vorc 30c Bold face type per wo-d
Jtn ALL CAPS L-e r ACK: 40c (Minimum charge S5 00; iRate covers one 'nser'ion one
issue. CLASSIFIED DISPLAY: $2? 00 per inch t2'< width column,
CASH WITH ORDER
Address advertising correspondence to
Box 2?9 Males Corners Wisconsin 531 30
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
MINI-MUSTANG N2736. Picture in October
74 issue. 0-290-G Lycoming, Bayside 990.
200 hrs. $10,000.00. Louis Brand!, Lan-
caster. California 93534. Evenings 805/
942-3195.
STITS PLAYBOY SA3A C-85-12-F, 192TTAF
and engine SMOH. This is a good one, needs
some work. $1850. 314/326-0961.
BO-4 PROJECT mounted 180 and CS prop,
fuselage on gear, need wing panel ribs,
best offer, trade over $6,000. Oregon. 503/
283-3646. after 7:00 P.M.
VP-2 about half completed. All major parts
except fabric and dope. Jack Boman, 6000
Garden Grove, Apt. 361, Westminster.
Calif. 92683. 714/898-2912.
DOODLEBUG PROJECT Wings complete
except tips Fuselage 4130. 50% complete,
material to finish tail group. $1300 value.
$800 firm. Particulars: Jack Cummings.
4134 Stathmore. San Antonio. TX 78217.
PL-4 Complete aluminum package for
construction. $300 FOB. Save almost half
the cost. M. Lihl. 760 Ravenhill Place.
Ridgefield. New Jersey 07657.
SCORPION II FACTORY TACK-WELDED
AIRFRAME landing gear tubing and
plans. $350 firm. F. A. Tuck. 1105 Woodward
Street, La Porte. Indiana 46350
CASSUTT RACER C-85-8 TT 75 hours, ex-
cellent workmanship, beautiful finish.
$5500.00. J. Eberle. Bloomer, Wisconsin
715/568-1171.
JUNKSTER I PROJECT approximately
20% complete, all capstrip for ribs, most of
fuselage and tail assembly done. Some
wood stock. 215/HI6-0914 after 5:00 P.M
EST. ______
SPORTSMAN AMPHIBIAN 125 HP 0-290-D
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.
BREEZY plans and pre-cut fuselage kit (less
gear) $600.00. Cessna 150 gear and wheels
complete. $250.00. Phone "occh" 601/
355-2476 (D), 601/366-7845 (N).
SPEZIO SPORT 0-290-G. 25 hours since re-
cover and major overhaul. Beautiful yellow-
white orange trim. Consider trade, $5000.
216/784-6596. Luftschrauben VW prop 53-
33. $90.00.
FLY BABY 75 HP. 180 TT Airframe and en-
gine. Ceconite. Cub yellow, excellent work-
manship, flies great, $2800.00. Bud, Mo-
line, Illinois, 309/797-2952.
BABY LAKES project. Certified heliarc weld-
ed fuselage, cabane. Wing ribs, spars, fit-
tings ready for assembly. Excellent work-
manship Roger Might, 187 E. Streetsboro
Street. Hudson, Ohio 44236. 216/653-5562
BD-SB Serial #745, wings and vertical fin
complete. Fuselage parts formed. 70 HP.
$2350. Call after 6. Bob Sager. 314-849-
1042. P. O. Box 4093, Jennings. MO 63136.
ADVERTISING MANAGED SPORT AVIATION
ACRO SPORT PROJECT fuselage, land-
ing gear, controls, wing ribs, ailerons,
plans. Jim Hulet. Littleton, Colorado 80123.
303/973-0860.
VP-1 First flight April 1974, 20 hours total
time on 1600 CC engine. Airworthiness
expires July 1976. $1500.00 firm. Richard
Rowe, 2226 Laketon Road, Pittsburgh.
15221. 412/242-8211.
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.
LUSCOMBE 8A No papers complete, ex-
cept prop, best offer, domestic problems.
609/386-5157 after 5:00 P.M.
BD-4 fuselage framed, all welding done, all
kits less instruments Tires, wheels,
brakes. 150 hp Franklin, aeromatic prop,
accessories. Bob Eldridge. P 0. Box 283,
Goleta. Calif 93017. 805/965-8107. 967-
6018.
PITTS WINGS Standard, flat wings Make
offer, business phone 312/354-4200.
1944 HOWARD GH-2 six place, trade for
180 or 182. Floyd Washburn. 602/275-0010.
ACRODUSTER 11 2 place aerobatic bi-
plane, 55 hrs. TT. Factory new, 200 hp Ly-
coming, inverted fuel and oil. Hartzell con-
stant speed prop, symmetrical wings, four
ailerons yellow, blue with white trim 714/
873-7606
BD-5D, Serial 6525, original low price. Pay
$800 now. $4998 balance ten days before
delivery. John Gracie. 7013 Pomelo Drive.
Canoga Park. California 91307.
BD5A It'1963, 70 hp, elect option, wings,
flaps, ailerons skinned and assembled.
$2500. Robert Kapp. 1343 Rainer Road.
Brookhaven, PA 19015. 215/876-9451.
BD-4 ALL kits complete, taildragger on gear,
15% complete No time to finish. Clary,
5216 Cockrell. Ft. Worth. Texas 76133.
LUSCOMBE 8A, $1000. slight wind damage
right wing tip. tied down at Richfield, Utah.
Glen Larsen. 1025 Primrose. Reno. Nevada
89502
COUGAR, 0-290-D. 150 SO. 450 AC. $2750.00
or trade for pickup or camp trailer of equal
value Aircraft needs some work before
flying. Homer H. Rushing, 469 Robin Lane.
Marietta, Georgia 30062.
1947 LUSCOMBE 8A 65 Continental 670
hours TT, Top O.H. 100 hours ago, white
with green trim, radio, $3400. Calif. 41 S/
359-5428 or 209/795-1817 evenings.
WILLIE II one of a kind 4 year old, two
place sport biplane. 180 Lycoming, 125
TTAFE. electrical system, new prop, new
battery, new license, basic instruments,
excellent condition - $12,500 - Iowa - 515/
232-6530 or 232-4310.
BD-5D Serial #1877, contracted for the
original $4400.00. Selling for $400. you pay
balance of $4000. ten days before delivery.
804/899-2651
PITTS S2A 260 hrs. TT, always hangared.
smoke, front hole cover, rear cockpit
canopy, blue/white sunburst. $22.500
firm. Call T J. Brown, Day: 913/649-5666
Night: 913/492-7581.
SKYBOLT PROJECT Fuselage, fittings,
cabanes, gear, tail section, wing ribs,
spars finished Real buy at $1850. Work
done by professional. Call Jim Neilsen,
919/292-4782. 919/294-2533. Greensboro,
North Carolina.
BABY GREAT LAKES project. $1000 firm,
plus shipping. Send or call for details.
607/638-2178. Don Palmer. RD 1. Box 206,
Schenevus. NY 12155.
PIPER J3-S/N16040 700 hour total air-
frame. 300 hour ISO on A65-8F engine.
2 year old Ceconite, new Bendix. 360 Chan-
nel Transceiver. Vacuum T & B. full elec-
tric system, deluxe interior, annual due
August 1976, recent winner in East Coast
Antique Competition. $6500.00 firm. Write
Doris Dougherty, 520 Becker Avenue.
Woodcrest. Wilmington. Delaware 19804
BUCKER 181 "BESTMAN" ex-Luftwaffe
trainer, built in Sweden 1945. engine origi-
nal HIRTH HM504. 105 HP aircraft total for
restoring. Good plane for a true fan Price
ex-Germany, $5500.00. Wolfgang Rees.
4005 Meerbusch-Lank. Allensteiner Strasse
I. West Germany.
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.
TWIN PROJECT all metal 2-plus-2. 28'
span, 16' wing centre, retract ML.G. -
Flaps, tail done. Pair 10320 Lye., 670 hours,
damaged. Much Misc., $3000.00 all. R. H.
Belter. 703/893-8016.
Engines
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.
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.
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 $1295. P.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 $5699.00. 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.
SPORT AVIATION 85
Now Available! Brand new Continental R-
670, 240 HP, 7 cylinder radlals for home-
builders. Weigh only 485 Ibs. 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.
VW 2074 cc All new parts. POSA or Mikuni
carb, $1875.00 fob. Full electrical system
available, SSE for specs. Bob Hoover,
1875 Monte Vista, Vista, Calif. 92083. 714/
724-1513.
CORVAIR CONVERTED TO AIRCRAFT USE
Bored .060, forged pistons, high torque
cam, ports enlarged, crank tested and
ground. Chrysler pointless ignition,
magneto (unmounted) dual plugs, over-
size aluminum pan, many extra parts, needs
induction system. $500 cash invested,
sell $500 or offer. Donald Wall, 5595 Uni-
versity Avenue, San Diego, Calif. 92105.
CONTINENTAL A80, mostly new, write plus
stamp. Eash, 7920 W. Glendale Avenue 36,
Glendale, Arizona 85303.
MAGNETIC engine gives unlimited range.
Propulsion system is lighter and uses no
fuel. Send 50c for 3,879,622 to Commis-
sioner of Patents, Washington, DC 20231.
LYCOMING IMO-360, 225 HP, 10 hrs. TT,
loaded. Best offer, 514/684-1442, no col-
lect.
HIRTH 55 HP ENGINE $450.00 complete.
A. Jancso, Jr., 18440 Clifftop Way, Malibu,
Calif. 90265.
SMALL TURBINES 100 hp, 14 GPH, 190
LBS., cost Navy $100,000, sell for $675,
specs $1.00. R. Finch, 1070 Sapphire St.
#4, San Diego, Calif. 92109.
NORM BENDER - LYCOMING ENGINES
A long standing combination. Norm has
exceptional New Lycoming Engine Ex-
change Plan for Piper, Cessna, Beech
and Mooney owners. Results: Clean, air-
worthy Lycomings in the "150", "160",
"180", "200", "250", "260" & "300" range
are received in trade. All have complete
log, standard factory accessories, with
Lord Mounts, bolts & nuts as removed at
engine change. Most have many good op-
erating hours remaining for experimental
aircraft and quality airboat usage. We may
have one for you. Purchasers are afforded
opportunity to acquire new overhaul parts
at 30% discount. Also, we provide access
to propellers, Cessna, Beech and Piper
parts, as well as many other items for home-
builders at significant discounts. Norm
can be of good service. 901/365-6611. Norm
Bender, Inc., Box 30343, Memphis, Ten-
nessee 38130.
LYCOMING 180 HP, 0-360-A1A, 140 SMOH
with accessories except generator,
$2600. Also Hartzell c/s prop and gover-
nor, $600. Engine mount for Starduster
Too, $70.00. Barry Halsted, 843 Artwood
Road, NE, Atlanta, GA 30307. 404/378-7813.
LYCOMING 125 HP GPU dual ignition,
carburetor, oil cooler, one mag, no log,
$500.00. G. Girard, P. 0. Box 415, Station
K., Montreal, Quebec, H1M 3L3.
RANGER 175 HP, pickled, 515/733-2589.
P. O. Box 44, Story City, Iowa 50248.
VW CONVERSION booklet: H.P.. ignition
wiring diagram, step by step instructions.
$7.00 pp. VERTEX MAGNETO, inserts into
distributor hole. List $237.50. EAA $199.00
pp. TACHOMETER, electric, 3", 5000 RPM,
magneto actuated INSTRUMENTS: engine
and fuel. For price sheets contact BAC,
78 E. Stewart Avenue. Lansdowne. Pennsyl-
vania 19050
Propellers
PROPELLERS, Custom wood, epoxy dynel,
finish. R. Mende, Rt. 2, Quitman. Ark. 72131.
501/589-2672.
86 SEPTEMBER 1975
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. O. 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. 602/265-9622.
PROPELLERS: VW, Corvair, Continental, etc.
Ray Hegy, Marfa, Texas 79843.
PROPELLERS V. W., Corvair, Continental,
etc. approved for V.P. by Evans. H. A. Rehm,
Dousman, Wisconsin 53118.
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, etc. Choice
of hardwoods. Nelson G. Keith, P. O. Box
118, Uniontown, Kansas 66779. 316/756-
4747.
Hang Gliding
PLANS AND INSTRUCTIONS Plans for
the original Quicksilver (monoplane) and
Flexi-Flier (rogallo), Guide to Rogallo
Flight, and catalog, $10.00. Information
kit, $1.00. Eipper-Formance, Inc., P. 0.
Box 246-E, Lomita, California 90717.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, Box 4232-A, Santa
Barbara, CA 93103.
HIGH PERFORMANCE APD-1 Soar like a
bird, new design concept. Stressed 6 G's.
Info pack $2.00. APD Flight Systems, 23
Clarendon Drive, Binghamton, New York
13901.
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.
LIGHT AIRPLANE DESIGN 80 pages, 61
figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math, $8.00 LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages.
394 figures, Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY AIRCRAFT CORP., P O Box
80051S, San Diego, CA. 92138.
DO IT YOURSELF Aircraft Inspection Hand-
book and Appraisal Guide. Whether you
own, or are just looking, get positive retail
value on your airplane. Complete step by
step instructions, forms, avionics, and
fully illustrated. Also useful as mainte-
nance manual. Send $7.95 to Aero-Special-
ties, Dept. SA, Box 17325, Washington,
DC. 20041.
AIRCRAFT PROPELLER MAKER'S TECHNI-
CAL HANDBOOK $4.00, How to design
your own, including two full size drawings.
R. G. Huggins, 4915 South Detroit, Tulsa,
OK 74105.
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.
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 wheels & brake parts.
1" brake lining kit, $6.60, 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. 0. 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, V, 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 - $30.00" 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.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and
brakes! 500x5 or 600x6 1975 Production
Cleveland wheels and brakes, brake brack-
ets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type
$35 pair. 500x5 or 600x6 Cessna axles
$19.50 each. 1975 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick 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 Thorps 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. PR
#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 bnttle 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 $3200 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 ft 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. I'/T
or 1Vi" flat, or H" round spring mounting.
$27.95 postage paid. Free brochure. AVIA-
TION PRODUCTS INC.. 114 Bryant, Ojai,
California 93023.
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..
N.E.. Calgary, Alberta. T2E 5X1. Canada.
Bus. Ph. 403/261-3046
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 WV's. Cassutt canopy caps,
etc
POSA INJECTOR CARBS The answer tor
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. '/.' stainless steel. $2300/1000: '/"
aluminum, $10.50/1000 G28 Hand Rivet
Tool for above plus 120 dimple die $21 00.
Send $1 00 for Sonerai information Monnett
Experimental Aircraft, Inc., 410 Adams, El-
gin, Illinois 60120.
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.
BUBBLE CANOPIES 15x44x11. 20x33x13 -
$50.18x46x12-$60 20x46x14-$70 23x46x15
- $80 20x60x14 - $90. 23x60x16 - $100 2/3
P-51, tandem 23x70x16 - $150 34x70x21
$200 Tandem drape 23x55x17. open both
ends, $100. Emeraude windshield and side
panels - $120. Others not listed. Prices in-
clude crating Excellent optics Custom
work, partial canopies, windshields. Send
stamped self-addressed envelope for com-
plete info BOUWENS AEROSPACE. Twing
Road. LeRoy. NY 14482. 716/967-8215
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size, 1'/t' 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. 0.
Box 1000. Malton, Ontario, Canada.
STITS covering materials in stock: polyfiber
yardage, polybrush. polyspray. tapes, etc
Write for information Call orders collect
EAA Discount We will also recover your
plane for you Sugarbush Stits. Box 68,
Waitslield. Vermont 05673. 802/496-2290.
T-18 C foldable wing builders, write for cata-
log of parts and material. Ken Knowles
Sport Aircraft. Inc.. 27902 Alvarez Drive.
Palos Verdes Penn, California 90274
CUSTOM EMBROIDERED EMBLEMS, your
design, low minimum, information book-
let. Write Emblems. Dept. 66, Littleton.
New Hampshire 03561.
PROPELLERS to TAILWHEELS Instruments
Engines, Accessories. Parts. Sparkplugs.
Helmets. Manuals Tires, wheels, brakes,
etc Bass. R. D. 1. Toms River. New Jersey,
Gerdes Products.
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 Mr*. Molt Taylor,
Box 1171, Longview. Washington 96632.
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.
KR-1 KR-2 NEWSLETTER Swap ideas, parts,
etc. with builders everywhere. Pipeline to
Rand-Robinson 'skunk-works' 6 mo $2.50.
1 yr, $4.50. Ernest Koppe. 6141 Choctaw
Drive. Westminster. California 92683.
DANDY DIMPLE DIE., 172 Boniface. Kitchen-
er. Ontario. Canada: stocks aircraft "One-
Sided/Hand" rivet dimple dies. 3/32". 7/64",
1/8" (100. 120); "lightening-hole" flang-
ing dies, cutters: (12 - sizes including "Ze-
nith"): monel "Pop" rivets, guns Free
brochure(s). Free with orders: 4 - 7 ft steel
bending brake drawing
PRE-FORMED LEADING EDGES. Available,
complete formed aluminum leading edge
and trailing edge kits. Steen Skybolt - $157.;
Pitts Standard - $128.50; Pitts Symmetrical -
$131.50; Starduster II - $221.00; EAA Biplane
- $131 50; Acro Sport - $139. Kits made to
order. Shipped FOB Lyons. Wisconsin
Check must accompany order. WAG-AERO.
Box 181, Lyons. Wisconsin 53148.
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.
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.
ABANDONING PROJECT landing struts;
instruments, wheels, tires, small parts,
etc. Send SSAE for list and cheap prices.
Donald Wall. 5595 University Avenue. San
Diego. Calif. 92105.
AXLES - AZUSA WHEELS 1 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.
NEW BD4 fiber-glass wing panels, late stock,
half price 213/883-0381
NEW STAINLESS CABLES, ft" - 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. $12.00 pp.
C-4 adjustable cockpit lights, $1495 pp.
Many other hard to find items Send SAE
with your needs. Fred Griffith. 13040 Grid-
ley Street. Sylmar. Calif 91342
PITTS SPECIAL UPPER WING 80% com-
plete, drag wires, tip bows installed, plus
lower wing spars and all ribs. Plus extras.
$450.00. Call or write. Robert Lindberg,
2021 Grove Avenue, Waukegan, Illinois
60085 312/336-2098 or 746-3265
WOODWORKING homebuilts and antiques,
complete wings or any part Rebuilding or
repairing AIRCRAFT WOODWORK, Rt
4, 6254 Highway 36. Burlington, Wisconsin
53105 414/763-3036.
ALUMINUM OUR SPECIALTY Product LIn*
July Sport Aviation. Catalog .Soc rafunda-
bl*. BJG Aircraft Supply, 40 Countrytld*
Drtv*. SL P*t*r, Mo. 63376.
SKIN CLAMPS for half the price of Clecos.
Vi dia. - kit to make 50 clamps, $11.75. 100/
$21.95. Postpaid. Data .25c. Swanson Tool.
4018 S. 272nd St., Kent, Wash. 98031
SILVER WINGS Offers 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.
OSHKOSH PHOTOGRAPHS aerial photos of
Wittman Field, slides and prints of air-
shows and aircraft - write for free brochure
George Snellen, 3411 Michael Drive, New
Carlisle. Ohio 45344.
NEW MUFFLERS for the following Lycom-
ing engines. 0235. 0-290D. 0-290 GPU. 0-
320 and IO-320. For $225.00 SL-Marketing
Assoc. Inc., P. O. Box 32406, Oklahoma
City, Oklahoma 73132.
SPORT AVIATION 87
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.
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, III. 60067.
Parachutes
CLOSING OUT SALE All chutes 10% to
20% off. Surplus, seats, backs and Pioneer
thin backs. Midwest Parachute, Novi, Michi-
gan 48050.
Services
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.
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
BD-5 BUILDERS Don't give up now. Kiblers
Turbocharged Honda - Engines - 5K is out-
performing the two stroker Get started on
structure and flight control mods you need
anyhow. Send 20~c SSAE.
KR1, KR2 The missing "HOW TO" plus Design
Review Safety Update Index upon receipt
of 20c SSAE. (Even the gopher digs at least
two ways out of his home.) Gillespie Aero
Services, Dept. K, 404 S. Reese Place. Bur-
bank, California 91506.
ADJUSTABLE PITCH PROPELLERS
TAKE THf GUESS WORK OUT Or PROP. SELECTION
VW a
BLADES 3 RLADES
- NE MANUFACTURED
GEAR DRIVE
MORSE CHAIN DIVi
- NO ENGINE MODIFACTION REQUIRED
- SELF STARTER EQUIPPED ALL ENGINES
- WILD THEM YOURSELF FROM SCALE PLANS OR
- IUY THEM COMPLETE READY TO INSTALL
- SCALE PLANS KITS Of MAT . PARTS, i CASTINGS
FOR INDIVIDUAL ITIM SEND (3.00 FOR INFO
FOR ALL ITEMS SfND U.K FOR INFO. PACKET
GYRODYNAMIC SYSTEMS
PHOTOS LAYOUTS SPECS DATA PBICES
SEND tl 00 E X T R A OUTSIDE L- S A
INFO PACKET PRICE RtfUNDAILE
88 SEPTEMBER 1975
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
SO 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 12 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 $50.00. 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 0. Box
229, Hales Corners, Wis 53130
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over ISO mph at 5,000 ft. at 70%
power Construction plans and photos
$125.00. Brochure $1 00. S. J. Wittman,
Box 276. 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.
V W
V BE1-T DKIVE
'
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
by * Fiberglass Hull
Shorty Hirsekorn Assem.
VW- BELT 105 Rosamond * Window Kit
DRIVES START
AS LOW ASSI9900 Houston, TX 77022 * Tail Kit
Ready To Install * Engine Pylon Kit
* Many other parts
Send $2.00 for info
Pack.
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 $10.00 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 $2500. U. S. or Money Order. Post
paid. L. Landermann, 39 Poplar St., Ste-
Rose, Laval, Que., Canada
DIAMANT 3-4 seater. Til wood: $100
SUPER-DIAMANT - retract, tri-gear: $125.
SUPER-EMERAUDE- 2 seater. all-wood: $75.
BERYL - fully aerobatic, \endem seater:
$80. COUGAR - all vvood r a c e r : $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal,
retrac. tri-gear, 2 seater: $125. - 4 seater:
$175.00 - Specs. 3-view, photos, $2 per air-
plane to E. Littner. P. O. Box 272, Saint-
Laurent. H4L 4V6, Quebec, Canada.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif.
92647
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada
HEADWIND B The original VW powered
airplane with over a decade of success. Ex-
cellent plans, $2500. info, $2.00. Stewart
Aircraft Corporation, 11420 Rt. 165. Salem,
Ohio 44460.
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated bro-
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413.
R. L. 3 MONSOON, low wing 2 seats all wood
construction Brochure $3.00. plans $75.00
Wood kits available. WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd., N.E., Cal-
gary, Alberta, T2E 5X1, Canada. Bus. Ph.
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from
$35 to $95.00. Information packages:
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.
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-usew/o
radio & boom mike, $44.95; Model 303-use
with radio & hand mike, $49.95; Model
304-use with radio & boom mike, $54.95.
Post paid. Satisfaction guaranteed. Mass,
res. add 3% tax
MX C O R P O R A T I O N
Box 47, N. Chelmsford, Ma. 01863
(formerly Max Meredith Assoc.)
SONERAI I 4 II PLACE PLANS VW pow-
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-
perimental Aircraft. Inc., 410 Adams. Elgin.
Illinois 60120
BABY LAKES Champagne performance
on a beer pocketbook! Cutaway drawing
and full reports, $3 00 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
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing Full size rib
drawings, very detailed plans. Info pack
- $3.00 Plans - $75.00. William Edwards.
25 Madison Avenue. Northhampton, Mass
01060.
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
JL-4 4-place, wood and foam construction,
to 260 hp. STOL, retractable, information,
$4.00. Jim Londo, Rt. 3. Box 83. Arlington.
Washington 98223.
1912 BELLANCA REPLICA single place,
sticks and wire monoplane Many fittings
and details full size 2 x 3 poster mcl Plans.
$40.00 Michael Murphy, 4923 W 99 Street,
Oak Lawn. Illinois 60453.
OAVIS DA-2A
336 sq. ft of detailed drawings
Information $2.00 Drawings $110.00
Plans available soon for the DA-5
Information $3.00 For both A / C $4.00
Both designed for a reliable A/C engine
LEEON DAVIS
Box 207, Stanton, TX 79782
DRAGON SKIN
Fiberglass wing and fuselage skins
Sheets up to 4 x 8 in four thicknesses.
Also molded leading edge materials
Send $1.00 for sample and specifications.
THE A M E R I C A COMPANY
1S21 Breezeland, Oconomowoc, Wis. 53066
STEEN SKYBOLT
The Ultimate Biplane!
Plans now available for the 4 aileron
symetrical 2 place aerobatic trainer and
competition bipe. 24' span suitable for 125
r>D to 260 hp engine. Extreme ease of con-
struct on with excellent drawings. Flight
tested and stressed for unlimited aero-
batic competition. Fuselage and wing kits
available. Color photo and info, pack,
$200. Drawings. $5000.
STEEN AERO LAB
15623 DeGaulle Cir. - Brighton, Colo. 80601
303/659-7182
WICHAWK BIPLANE Can be built 2 place
side by side. 2 place tandem or 3 pla-e 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.
VARIVIGGEN Outstanding New Design
- Oshkosh '74. 2-plus-2 utility, superb
maneuverability Tech Report. $10.00.
plans and tech report. $5300 VARIEZE -
"Outstanding New Design" - Oshkosh
'75. Holds world's closed course distance
record in its weight class 2-place, un-
matched economy, fastest VW powered
homebuilt, can also use Continental en-
gines New glass composite structure.
Info package $5.00 Rutan Aircraft Factory.
Box 656, Mojave. CA 93501
DYKE DELTA JDII Wings fold - towable at
max speed limit, 4-place airplane that will
pay for itself by hangar rent saved. 4-place.
retractable gear, cruise 175 on 180 Lye., 5-
view info sheet. $3.00. Detailed plans
$125.00 Jennie Dyke. 2840 Old Yellow
Springs Road. Fairborn. Ohio 45324
UNUSED PLANS A c r o Sport plans and
construction manual. $40.00. Kevin H
Morgan. 5619 Blue Bonnet. Alexandria,
LA 71301
Brand new unused plans T-18 with news-
letters, $110.00; Skybolt. $35.00. Bell.
136 Cromwell Drive. Depew. New York
14043. 716/681-5482
Is this the shape of things to
come in the TEENIE TWO?
C. Y. PARKER
Box 181 Dragoon, AZ 85609
602 586-3836
JET ENGINE
ll ir REVOLUTIONARY! All who see it
marvel at its POWER. SIMPLICITY.
PUSH-BUTTON STARTING'
100%Throttleable CONTROL!
SAFE' RELIABLE! Clean Eihaust!
LIGHTWEIGHT. Never wears out!
POWER your Glider. Small Plane.
Ice-Sled. Boil. GoKirt Test Stand Etc
EAST TO >UIU) CONSTRUCTION PUNS
1511 THRUST JET W! 510. PUWS SIMM
40 IB THRUST Sit 00 * lO-ll J19
Foi Complete INFORMATION PlcUgi.
.nc ucng 06 1 Technical Haidtjoo* iiilust'aleci Graprts
'.-\t" C:maar>s:ns*iltiothe' Jets ana a BOOK on Uses
loimjlion BrKhurei i C>llloal. Plus Four BilO I Photot
EHMEG ENGINEERING CO.
18518-4 SO. BROADWAY. GARDENA. CAL. 90248
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
ANY BD-4 builders in the southern Califor-
nia area to join our active club 213/335-
0941
COOT A PROJECT wanted near Ontario.
Send details to Steve Flannery. 479 Con-
naught St.. Kitchener. Ontario N2C 1C6.
WANTED Unused Thorp T-18 plans Tom
Henthorn. 1718 E Ash. Enid. OK 73701.
Wanted A 1500 skies with rigging or with-
out for 7AC Champ; low or 0 SMOH A65-8
Cont. engine with logs; tail wheel; W. J
Pond, 11 Veniot Avenue, Oromocto. N.B..
Canada. 506/357-6415.
Soaring
SOARING magazine comes with SSA Associ-
ate membership, only $12/yr Or, send 51 50
for sample copy plus literature. Soaring
Society of America. Box 66071-X. Los An-
geles, Calif 90066
A SPECIAL OFFER Guide to Sailplanmg
'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.
CUSTOM
BINDERS
$4.25 ca.
or 3 for
$11.95
Now you can keep all of your issues of
SPORT AVIATION together and in perfect
condition for easy reference. Designed
in beautiful royal blue vinyl with gold
letters, each binder has metal spines for
holding twelve issues of SPORT AVIATION
or EAA "how to" publications. Copies
may be easily inserted or removed.
WADSWORTH AVIATION
P. 0. Box 281 Lapel, Indiana 46051
Indiana residents add 4% sales tax.
Postpaid in USA.
PRIMARY GLIDER HFT. WINGSPAN-EASY W BUILD-
EASY TO FLY-BUILD NOW FOK NEXT SEASOH-
EXCELLENT PROJECT FOR CLUBS {MANUAL ARTS CLASS-
TWO DETAILED 24X36 SHEETS- >I2.00
RON SANDS. RDI-341,MERTZTOWN.PA.I9539.
USHTCOVIUR WORLD"
Tool ISuaalr Catalog
TffiiI j Tool! & Supplies f<x AIRCRAFT Sheet
lv/5 Metol Wort & Riveting.
Foe ,our F 8 E E cololog -rite to- "AIR WORLD"
P.O. BOX 160 (Dept.R), NEW HYDE PARK. L . I . .
NEW YORK 11040 Phooe: (516)328-0666
SPORT AVIATION 89
 STOLP STARDUSTER CORP. A RADIO
4301 TWINING
RIVERSIDE. CA. 92509
CONTROL SYSTEM
(714) 686-7943
FOR ONLY p
$34.95 \ \

ACRODUSTER 1
RATE OF ROLL 240"/SEC. aeronautical paraphernalia
BROCHURE $5.00
COMPLETE KIT - $5500.00

We have purchased a limited quantity of

a single channel pulse proportional super
MET system from a well known manu-
facturer. These were made to sell for
NAVY FLIGH- JACKETfine goatskin, bi-swing
$80.00. This is a fine system for that .020 back, hi' collar. A2 Flight Jacketleather.
or .049 powered R/C plane or glider. Comes quilted lining, knit cuffs, leather collar, both in
wires up & ready to go. Not recommended brown only 38-46, Navy $76.95, A2 $69.95.
STARDUSTER TOO 48-50 add $8.00
PLANS $75.00 for cars or boats. Batteries are S2.90 extra.
BROCHURE $2.00
SEND SOC FOR C A T A L O G S H E E T S K. B R O
C H U R E S ON ALL P H A S E S OF MODEL
BUILDING I N C L U D I N T R A D I O C O N T R O L .
C H A R G E C A R D S ACCEPTED.

Stanton LEATHER FLYING HELMETSnewly made.

Available with radio gearreceivers, harness
Hobby Shop Ino. 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 C.HiCAGO. ILLINOIS 6063O
PLANS $50.00 PHONE 3 1 2 / 2 8 3 - 6 4 4 6

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
B R O C H U R E $2.00

917wide vision curved laminated glass, light

weight strap $13.95, extra strap $2.50,
extra clear lens S5.00

T H E O R Y OF WING SECTIONS
ACRODUSTER TOO By
2-SEATER Ira H. Abbott
PLANS $75.00 and
BROCHURE $2.00 MK9RA.F style. English made, excellent
Albert E. Von Doenhoff visibility, adjustable $12.95. tinted lenses $6.00.
The best single volume study available extra strap $1.00
on subsonic wing sections. 693 pages
include theory, airfoil ordinates, etc. 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 S P E C I A L WRITE FOR FREE CATALOG
P L A N S S5C 00 HALES CORNERS, WISC. 53130
B R O C H U R E $5.00
LOWEST PRICES ON 4130
STEEL 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
AIRFOILS SPLIT S. AVIATION
15320 WILLOW DRIVE
LOS GATOS, CALIFORNIA 95030

90 SEPTEMBER 1975

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
INDEPENDENCE
(Editor's Note: This in the text of the speech that was
given by David H. Scott, EAA Washington Representa-
tive, at thf 23rd annual EAA Convention and Fly-In at
Oshkosh, Wisconsin.)
This report is being prepared on the Fourth of July,
the 199th anniversary of the independence of the United
States of America. The theme of independence, there-
fore, is not only timely for our country and its tradi-
tions and institutions but also more specifically for the
activity which is so close to our hearts, sport aviation.
Each year that I have spoken to you at this annual
meeting it has always been gratifying to report that we
in sport aviation continue to enjoy a great measure of
independence and freedom. We still fly pretty much
where and when we please. You have only to hear Harold
Best-Devereaux speak of the restrictions on sport fly-
ing in England and the Continent to realize how privi-
leged we still are in this country. But in our sense of
gratitude we can pridefully acknowledge that this is
in the traditions of our country and therefore not an un-
usual privilege for a comparative few.
Of course in recent years we have seen changes in
our privilege of being able to fly anywhere we please.
We have lived with restricted areas for years and in the
past two years the terminal control areas have barred
us unless we are equipped with expensive and elaborate
communications and navigation equipment. Most of us
cannot afford this electronic gear and many of our air-
craft are not suitable to carry it. So in effect we are barred
from certain areas of airspace.
The one bright side of the TCA situation is that these
areas do serve to point out where the large high speed
air carrier jets are operating at low altitudes. I venture
to say there isn't any light plane pilot that doesn't wish
to remain well clear of these high performance aircraft
with their wake turbulence problems. And it goes with-
out saying that a mid-air between a private aircraft and
a crowded air carrier aircraft would be not only a disas-
ter for the unfortunate people aboard but would create a
frightful problem for the continued freedom of general
and sport aviation.
Although at this moment we still fly with great in-
dependence there are signs of future threats to this free-
dom. Great concern has been expressed in recent years
in preserving the quality of our environment. From such
has sprung an entirely new movement, mostly govern-
ment initiated, which plans restrictions on the quality
and use of the equipment we have always taken for
granted. This has affected the design and use of the ve-
hicles we need for all types of land, air and sea trans-
portation as well as the accessories we use in the home
and in industry. With specific reference to sport aviation
we have government sponsored proposals for restric-
tions on noise and exhaust emissions for light aircraft.
If rigidly enforced these could be a crippling factor to-
wards the continued use of sport aircraft.
Also in recent years we have seen Congress getting
into the control of details of aircraft operations by writ-
ing specific laws that deal with aircraft functions. The
ELT legislation is a perfect example of this. This law
established a precedent in which Congress has attempted
to constrict the Federal Aviation Administration's pre-
rogative to control aircraft operations. We may well see
more of this type of legislation.
Another threat on the horizon to sport and general
aviation is the question of fuel supplies and cost. This
is a difficult problem and should be understood by every
one who flies.
Our problem in aviation is that for the foreseeable
future all aircraft must rely exclusively on petroleum
products for their fuel. Unlike other users of energy such
as industry or the home we cannot convert to other forms
of fuel such as coal or ga.s or atomic energy. Perhaps some
day this will be possible but certainly not before the end
of this century. So we are stuck with petroleum pro-
ducts for the source of all our fuel.
Complicating our problem is the fact that we must
import some 25^ to 35'/i of our petroleum needs from
abroad. This is a precarious position for our country to
be in. With major supplies coming from the Middle East
these sources could be cut off by unfriendly nations in
the area. Another threat is the growing Soviet strength
in the Mediterranean Sea and Indian Ocean. Their rapid-
ly increasing naval forces are reaching the position
where they could sever these sea lanes and deny this
country vital supplies of petroleum from the Middle
East.
The United States Government has recognized this
peril to our supply of petroleum products from abroad and
has taken steps to meet this situation. Efforts to increase
domestic supplies of petroleum are being made and those
who can use other fuels other than petroleum are being
urged to do so.
The most immediate solution for the problem is to
cut down on the use of petroleum products. There are
only two ways the government can do this both of
which are distasteful to consumers. One is to increase
the price so as to discourage people from using gasoline
except for the most essential uses. The other is by alloca-
tion or rationing which is equally bad because it brings
with it complicated government controls and the atten-
dant bureaucracy. I think we will have to face up to the
fact that we will have to be very frugal in our use of fuel
during the coming years. And this is not a pleasant pros-
pect because we must fly periodically in order to main-
tain our proficiency and remain safe pilots.
While we are talking about independence we cer-
tainly should say something about the Federal Aviation
Administration. It is rather significant that its address
in Washington is 800 Independence Avenue. Unfor-
tunately, since the creation of the Department of Trans-
portation in 1966 it has not been independent and avia-
tion has suffered as a result. The DOT was created for
the purpose of coordinating all forms of transportation.
No one has been able to interpret what that means. About
the kindest thing we can say on this subject is that coor-
dination of transportation modes must be done at the
local level and not at the federal level. In any event the
DOT after nine years has not been able to accomplish the
mission they were set up to do. All that has been done is
the creation of a new level of bureaucracy over the FAA
and other transportation departments. These senior
(Continued on Page 83)