age American citizen can devote his weeKends to fishing or playing golf, or any other hobby he cares to pursue. In other words, he is a "time millionaire". All these conditions represent the background that should produce more and better aircraft designs.

Unless I am an "old-timer" fan, I can find no justification for building airplanes based on drawings 20 or 30 years old. Four things are basic to the "flying life", or performance, of an airplane. They are: weight, drag, thrust and lift. The advance of the "state of the art" of aircraft design is centered around the reduction of the first two and the increase of the last two of these basics. Now, if we have to admit that we still have to give a ride t o some hundred pounds of unnecessary tubing, fabric and piano wire, while at the same time we probably don't have enough spar section to absorb the load of an occasional 30 feet-per-second gust, then our art has stagnated.

I admit that everyone cannot figure out how to find a bending moment, but it is not really so difficult if a little time is spent in reading your books, and not being afraid of the drafting machine. The time you invest in searching for a better design will be greatly refunded in less "weight and drag" and more "lift and thrust", and probably as you begin to make your first steps in improving your design, you will find much pleasure in this phase of aircraft building. Real satisfaction can be yours when your airplane really flies as you expected, and not due to the "benevolence of the gods". In days past perhaps a reluctance to tackle designing an aircraft was justified. Lack of knowledge of airfoils, wing shapes, control surface areas, etc., made these items subject to much guess work. Yet how is it possible that in 1957, with so much information available to the homebuilder, people still build airplanes using the component parts of these earlier

aircraft? Of course the flying "junk pile" is a "flying one", because if 65 hp is not enough, then 115 hp will do the job! The idea of the EAA Design Competition is great. I think it should be held every year. A way must be found to obtain commercial sponsors so that this can be done. The world-wide diffusion of the results of this Competition through reporting in aeronautic publications should be reason enough for a commercial company to spend $5,000 in advertising. Perhaps it will be possible to promote an EAA-Continental Motors Design Competition for 1960.

The next step is to obtain official cooperation. I heard sometime ago that in France, if someone designs and builds an airplane, the government will supply the engine, propeller and wheels free of charge. I don't know if this is true, but it would be a big help if in this country we could have something similar - at least have the cost of the engine subsidized by the government. I learned from my friend and fellow member Bjorn Andreasson of Sweden, who is preparing a surprise for the EAA Design Competition, that in his country the government donates the money and supplies the drawings to any club wanting to build an airplane. This officially sponsored homebuilt, the BA-6 (Bjorn Andreasson 6), was selected after an evaluation against other designs like the Druine Turbulent and Bebe Jodel. The Experimental Aircraft Association is the natural organization to give cohesive force to all these ideas. We have to stick with it, not only with our membership fees but with better airplanes, more work and more technical sessions in our meetings. Certainly more of our effort should be directed to encouraging and fostering original design thinking. It can be done. £ JANUARY

1951

Regulations.../rom page 7 of 50-hour restriction, a. Dive test to 1.3 maximum level flight speed and placarded to 1.2 of said speed to establish maximum operating safety limit, b. Load test of 3.8 times the gross weight by s t a t i c (sandbag) test or actual flight test (G test). 12. Flight test demonstration required of rotary wing aircraft. a. Demonstration of ground control. b. Normal take-offs and landings. c. Hovering if applicable. d. Demonstration of h i g h speed roughness (establishing safe red-line speed). e. Auto-rotative landings. 13. Restrictions regarding flight

by Charles G. Mandrake

areas for operation of amateurbuilt aircraft during initial and later flights. 14. Resale of amateur-built aircraft a. Should resale be prohibited? b. Should resale be permitted after removal of initial restrictions (50 hours)? These proposals arise from recent experiences involving the highly unethical practice of a builder who after a few hours of flight, dissatisfied with the performance of his aircraft and in many cases knowing of its unsound flight characteristics, unloads it onto some unsuspecting buyer who in many cases is not qualified to cope with the airplane's shortcomings and soon runs into trouble.

IN ITS ORIGINAL CONFIGURATION. SATURDAY. AUGUST 13. 1932

Did you know Jimmy Doolittle, never having seen or flown the airplane before, jumped into his first Gee Bee racer (the R-l) and flew it non-stop to Cleveland: Read the first complete history of the Gee Bee airplanes. Already legend, The Gee Bee Story honors the legend, but chronicles the always exciting, often flamboyant facts! Many never-published-before photos. Order now. Standard Edition Deluxe Edition (Paper Bound) $2.00 (Hard Bound) $4.95 Sorry, no c.o.d.'s, please.

The Ford Story by william t. larkins The Ford Story is a complete pictorial history of the Ford TriMotor covering the period 1927 through 1957. More than 250 photos compliment this excellently written book. The Ford Story surpasses all other books published in this country con cerning aviation history. The many never-before-published photor. together with super-detailed 3-views and exceptionally detailed text make the Ford Story a must for everyone interested

in aviation of yesteryear.

Standard Edition Deluxe Edition (Paper Bound) $4.95 (Hard Bound) $7.95 Sorry, no c.o.d's, please.

.-**, ROBERT R. LONGO rff*,/»»y. • '/«'. UI8 Beaumont Drive

Wichita 4. Kansas

This can be a serious reflection on the homebuilt movement. 15. Automatic expiration of experimental certificate upon resale of the aircraft. New purchaser must reapply for relicense. Establishment of complete aircraft history log will simplify this in bona fide cases. This should act to protect the uninformed buyer. 16. Aircraft of conventional design using type certificated engine, propeller, etc., aircraft quality materials and meeting basic airworthiness requir e m e n t s should be favored with less flight restrictions than those of less known design. Discussion of this last item led

to some interesting ideas and proposals. It was pointed out that one of the reasons manufacturers are not producing light aircraft of the personal and sport type is that the type certificate requirements arc so expensive as to force the price of the finished product beyond what the buyer is willing to pay. That there is a demand for this type of aircraft is very evident from the increasing interest in the homebuilt field. Most builders desire a simple machine with which to enjoy and participate in fly ng as a sport. Most have been single-place, con ventional in configuration. In view of the long design ex perience of the aviation industry, and the enviable safety record established by EAA, it would seem that the standards required for type certification could be safely relaxed in the case of the light sport aircraft. With today's knowledge of materials strength and the engineering requirements of the simple structure involved 'n light aircraft, it would appear feasible to sot up a special type certification procedure for aircraft of specified weight and size limits that would fall within the light sport class. Certainly this proposal merits careful consideration. The results of this preliminary discussion meeting were indeed encouraging. The open-nvnded ness and complete understanding of the CAA officials was particularly impressive. If this prevails at the higher level meeting, the sincere, bona fide homebuilder can be assured of fair treatment. That there are certain areas in the regcontinued on page .14 JANUARY

1958

Regulations.../rom page 32 ulations that need clarification and

revision has been very apparent for some time. The CAA has been very fair and impartial in evaluating the problems of development, and has been very careful in gathering complete information on which to base future recommendations. The future of the amateurbuilt movement will be established on a firm basis because of this

send in their opinions and suggestions regarding those items listed above. EAA has an unprecedented opportunity to assist in formulating a sound program for promoting personal and sport flying. This will be a true test of our matured judgment. Let's put forth our best efforts! A

work. We feel that the majority will agree that we have benefited because of it. We expect to submit copies of the complete draft to each chapter for study and suggestions so as to obtain representative feeling from as wide an area as possible. Meanwhile all members are urged to

STITS • • Bullet Nose • • •

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DEALER INQUIRIES INVITED

STITS AIRCRAFT

SAM URSHAN BOX 4332 N.P. STATION

BOX 3084E RIVERSIDE, CALIF.

SAN DIEGO 4, CALIFORNIA

all materials

NEW STOCK- • -AIRCRAFT QUALITY

GENUINE GRADE "A" FLIGHTEX 42" fABRIC 100 yd. rolls

. . . . . . . . . . . . . . . . . . . .$ .00 yd.

less than 1 00 yd. . . . . . . . . . . . . . . . . . 1 .20 yd. GRADE "A" PINKED TAPE 2" 1 00 yd. roll . . . . . . . . . . . . . . . . . . . . . . $6.25 REINFORCING TAPE W 36 yd. roll . . . . . . . . . . . . . . . . . . . . . . $1 -60

AIRCRAFT SPRUCE STOCK

1 /A" x I /4" rib stock . . . . . . . .

1 /A" x I /2" rib stock . . . . . . . .

.05 lineal ft.

05 lineal ft.

Rough SPRUCE . . . . up to 21/2" thick. 9" wide 20 ft. lengths . . . . $1.90 per board ft. (will machine to customer specifications)

4130 CHROMOLY NORMALIZED AIRCRAFT UREA RESIN GLUS 1 lb. con . . . . . . . . . . . . . . . . . . . . . . . . . . $1.00 QUALITY SHEET STEEL 18' 18' .036 . . . . . . . . . . . .$2.75 sheet 5 lb. can . . . . . . . . . . . . . . . . . . . . . . . . . . $4.95 IS18' x .049 . . . . . . . . . . . . 3.25 sheet AN AIRCRAFT NAILS— CEMENT COATED IS' 18' x .065 . . . . . . . . . . . . 4.00 sheet AND PARKERIZED 18' 18' x .090 . . . . . . . . . . . . 4.75 sheet I 8 gauge . . . . . . . . . . . .$1.30 per lb. 18' 18' x .125 . . . . . . . . . . . . 6.00 sheet 20 gauge . . . . . . . . . . . . 3.25 per lb. 20 gouge . . . . . . . . . . . . 2.45 per lb. ROUND SEAMLESS STEEL TUBING lb. 4130 CHROMOLY NORMALIZED 20 gauge . . . . . . . . . . . . 1.95 per . 20 gauge . . . . . . . . . . . . 1.75 per lb. AIRCRAFT QUALITY 20 gauge . . . . . . . . . . . . 1.60 per lb. (PRICE PER FOOT) NEW FRESH MANUFACTURE AIRCRAFT QUALITY PLYWOOD

O.D.

inches

3 Ply 90 degree Birch 1/16" . . . . . . . . . . . . . . . . . . . . . . . .76 sq. ft. 3/32" . . . . . . . . . . . . . . . . . . . . . . . 1.03 sq. ft. 1/8"

.......................

.85 sq. ft.

5 Ply 90 degree Birch 1/4" . . . . . . . . . . . . . . . . . . . . . . . . 1.53 sq. ft. 3 Ply 90 degree Mahogany 1/16" ...................... 1/8" .....................

.90 sq. ft. .95 sq. ft

1/4

5/16

3/8

7/16 1/2

7/8

Specify how plywood is to be cut

.035 .54

.56 .54 .54 .54 .76 .81 .88 .97 1.06 1.13

.049

.81

.81 .81

.81 .81 .90 1.08

1.15 1.24 1.30 1.45

.065

.90 .90 .90 .90 .90

1.06

4130 CHROMOLY AIRCRAFT QUALITY STREAMLINE SEAMLESS STEEL TUBING 2" x .049 (surplus) . . . . . . . . . . $ 1 . 0 0 per ft. 23/i" x .065 (surplus) . . . . . . . . 1.00 per ft. TRAILING EDGES—New Manufacture 24 ST Alclad aluminum .020 x 1-3/16"

6 ft. length . . . . . . . . . . . . . . . . . . . . . . . . $2.25 1 0 f t . length . . . . . . . . . . . . . . . . . . . . . . . . 3.75

AN HARDWARE

Complete line nuts, bolts, washers and cotter pins.

24 ST ALCLAD ALUMINUM

.020 x 3 ft. x 12 ft. . . . . . . . . . .$1.60 per lb. (3 ft. x 12 ft. sheet weighs approx. 10 Ibs.)

CABLE

1/8" dia. 7 x 1 9 extra flexible coble .18 per ft.

DOPE

Acetate Butyrate fire retardont clear dope 1 gal. con . . . . . . . . . . . . . . . . . . . . . . . . . . $2.50

THINNER

Acetate Butyrate thinner Gal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$2.25

MISCELLANEOUS

Piper J-3 lending gear Vs with brake flange

1.28

and hydraulic line . . . . . . . . . . . . . ,$17.50 each

1.57 1.62 1.69

2" O.D., AN 210-38 . . . . . . . . . . . . . .$2.25 ca.

1.37

4130 CHROMOLY AIRCRAFT QUALITY SQUARE SEAMLESS STEEL TUBING 7/8" x 7/8" x .065 . . . . . . . . . $5.60 per ft.

1" x 1" x .125 . . . . . . . . . . . . . . 6.41 per ft.

Piper J-3 wheels with broke drums (surplus) . . . . . . . . . . . . . . . . . . . $15.00 each Pulleys (with bearing)

BABY ACE PLANS Build the famous Baby Ace, Model C, single

place Parasol Sport Plane.

Complete and de-

tailed plons. . . . .21 large drawings. . . . $20.00 Write for information concerning Baby Ace kits.

IN STOCK READY FOR IMMEDIATE SHIPMENT. . .F.O.B. WEST BEND

iiciart 34

ane.

{Pfionc— '\Jtdt.\aC 4-5826