This document includes the text of BPA Newsletter Issue #1., produced by Frank M. Pavliga in July of 1983.

(November, 1995 - We have many reports from disappointed BPA Members who have "joined" the IPA recently, but have not received regular newsletters. It is not BPA's intent to discourage other Pietenpol organizations, but we can't wholeheartedly recommend sending money to the IPA ... gem)

We have an awful lot of information compiled that will provide that extra help we so often seek when we're building an airplane. Mr. Pietenpol's plans tell you all you need to know to build the plane, if you have certain basic experience, which so many of the builders of planes don't really have. So, with the thought in mind that we will be complimenting anything provided for the Pietenpol builder, our publication will try to do its share to provide an assist.

Although we are primarily an Ohio group, we do have a number of people associated with us who are out of state but who do want to maintain that association. Consequently we are sending this out to various parts of the country, trying to do our bit to promote the Pietenpol airplanes, and acknowledge Mr. Bernard H. Pietenpol for his contributions to the world of amateur-built aircraft.

Right here, at the beginning we want to say that you can still get plans from Mr. Pietenpol for his ship. Send a note to him and include a self-addressed stamped envelope, and he'll send you the current information. Mr. Bernard H. Pietenpol, Spring Valley, Minnesota 55975. Though he lives in Cherry Grove, Minnesota, the nearest Post Office is at Spring Valley. Remember, his plans are proven with over 50 years of successful flying experience.

ANOTHER OHIO PIETENPOL TAKES TO THE AIR
How happy we are to announce that on June 18, 1983, Pietenpol "Air Camper" NX899EP made its maiden flight at Barber Field, Alliance, Ohio, at 7:15 PM. The reason we are so happy is because it is our plane -- son Frank M. and me, Frank S. Pavliga, being the builders. As is true with so many builders of air-
PLANS FOR PIETENPOL AIR CAMPER STILL AVAILABLE FROM MR. PIETENPOL. SEE ADDRESS AND DETAILS ABOVE ...
craft of the amateur-built variety, all of our spare time wasn't spent on the airplane, for time and life march on, and we cannot be slaves to a particular cause. Frank was away at college working for his professional degree in Architecture, we built a two-story, gambrel roof barn, we restored a prize-winning Cessna '120', and on and on. But we did complete the ship and it is now a REAL airplane, doing what it was intended to do to fly like no other airplane flies! We're very thankful we built Mr. Pietenpol's plane because you'll find it quite difficult to find fault with anything he has done. In fact it's quite strange when someone tries to improve upon it and actually ends up making something far less efficient, and in so many cases much weaker. Please take our word for it ... it is p-l-e-n-t-y strong. It's been said many times by a lot of people much wiser than we are. Fortunately we didn't try to "improve" upon Mr. Pietenpol, and we feel we've got a P-L-A-N-E !! We'll probably tell the details of the first flight somewhere else, but the plane flies when it is ready to, and all by itself. You don't have to pull the stick back to get it off . . not a bit. Just go down that runway at full throttle with the tail up and you'll see how amazing it is. We have been getting off in about 250' in 90 degrees weather. Not too shabby, is it? You might think we were happy at that time, but my wife, Louise, who sewed all our covering envelopes, and who put up with so much all the years, was, without a doubt the happiest. She was thoughtful enough to bring out the champagne (" ... we're only going to taxi it around, though), and while everyone gathered out there was toasting the first flight, I sort of think she was drinking a toast to getting a two-car garage back after nine years! In addition, though, she was thrilled about the flight. We'd like to leave these words with you, regarding our first flight. It is an experience unlike anything you've ever dreamed of! All the years of plodding away seem to be forgotten entirely. It was worth the price. You've never flown anything like it, and the feeling is indescribable. Go to it, and do something to move you forward toward completion Keep in mind that we, too, were encouraged by people, people like the members of our Buckeye Pietenpol Association, people throughout the country with whom we've corresponded. You want someone to write to you? Let us know and we'll get a Pietenpol builder to do just that.

CAUTION ABOUT SIGHT GAUGE FOR FUEL
Piper type float gauge, purchased from Aircraft Spruce and Specialty, Fullerton, Calif., was used on NX899FP. Automobile gas, regular grade, was kept in the fuel tank for a period of over a month, and the engine was run a

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number of times before we took it to the airport. After about three hours of flying I went to get some fuel for the ship and I bought SOHIO. Frank told me he had been buying Sunoco, and previously some other brand. Without getting into all the little details, the sight glass (plastic) turned a milky white, was soft, and developed cracks. Surprise! How much fuel do we have? Of course, you should still check your fuel with a stick to be accurate. But the amount of gas didn't concern us as much as the damage that developed. The bottom of the fuselage became soaked with gas, and that could have been a catastrophe. The removable panel in the bay under the walking beam of the fuselage helped to air it out. The acrylic lacquer on the cowling was damaged by the fuel. Maybe we will be able to rub it out with a polishing compound. Sure wish we had used acrylic enamel, but an A & P talked us into it. What if a fire had developed? What if that fuel gauge deteriorated in flight? It seems like it happened when we used the SOHIO gasoline. Aircraft Spruce isn't the only one handling the gauge, but we wanted to be specific as to where we obtained it. It's the Universal Float-Type Fuel Sight Gauge on page 113 of their 1982 catalogue. If you buy such a gauge from any source, here's what we recommend. Get rid of the plastic tube. Get a piece of Pyrex tubing, in this case 5/8" O.D. Boiler supply places should be able to fix you up. We cut ours to a length of 5-l/8" and, with the O-rings it worked out well. How to cut Pyrex? Get a small triangular file. Put the tube into the sight-gauge housing, projecting it so your file can make a mark all around the glass. Using the housing as a gauge will make your cut accurate. Now dip your file in water and start filing away. In about a half hour you should have it cut almost through. With a few gentle taps on the vise you'll find she'll break off just right. Now use some 240 wet or dry sand paper and dipping the glass into water rub back and forth, with the paper on a flat metal surface. It won't be too long and you'll have a perfect job, all ready to insert into the housing and on the plane. I guess it points the need to check out car gas even where a plane is STC'd to use it. That could be the source of another subject for discussion, as we did the other day at the Taylorcraft Owners Club.

MODEL 'A' or 'B' FOR ENGINES
If you have an 'A' or 'B' engine in your ship, as we do ('A'), you'll find people asking you where you ever found it, etc. Really, finding them isn't all that difficult. But after you find it, are you very certain you can do all the work required to get it rebuilt properly? You've got to get the cylinders bored, get the babbit bearings poured, etc. ... some beyond the equipment of most guys. Chad Wille, up in the Oregon area, stated in a recent IPA newsletter he has a number of Ford engines. If you talk to enough people you will eventually get to one. We got ours for $75 from the father-in-law of one of our EAA Chapter members, though we had been hunting high and low. It won't be as rough to get as you might think. Put a note into the IPA Newsletter ... or in the Buckeye Newsletter for that matter. But then, where do you get work done on the engine, and how about other parts? R. K. McKee Engineering, Vintage Engine Rebuilders, 329 Industrial Drive, Columbiana, Ohio 44408, phone [216] 482-2569, can do all the short block work. He'll send you information on his pricing. He can also supply aluminum heads. You'll need additional parts too, and it's nice to deal with a guy who understands Pietenpols. Snyder's Antique Auto Parts, Inc., 12925 Woodworth Road (Rt. 165), New Springfield, Ohio 44443. phone [216] 549-5313. Tom Jordan, the manager, can talk your language and he'll bend over backwards to help you out. I think their catalogue is available for $1.00. It's quite good. Can't find an oil pressure gauge that reads low enough for your Model 'A' engine? Try Rick's Auto Parts ... they've got one for a Model 'A' Ford, O to 15 lbs for $29.98. Call their toll free number 1-800-255- 4100 for a free catalogue. Water temperature gauge? You can get a very economical one that matches the above pressure gauge for under seven dollars from J.C. Whitney Co.

BOOKS ON MODEL 'A'
Joe Farkas seems to be able to lay his hands on so many things pertaining to Model 'A' engines. He let us borrow three interesting books on the subject: Model 'A' Ford Service Bulletins Complete (Post-Era Books, Arcadia, CA 91006), Model 'A' Miseries and Cures by Mary Moline, (Rumbleseat Press, 6639 Blucher Avenue, Van Nuys, California 91406), and Ford V-8 and 4-cylinder cars and trucks of 1932 by the Ford Motor Company. Don't know where you can get it. We have another one ourselves, Ford Model 'A' Passenger Car and Model 'AA' Truck: Engine-Chassis Manual, a reprint of Dyke's Automobile and Gasoline Engine Encyclopedia Supplement and Reference Thereto. Copied it from a friend's copy. All of these will provide a lot of useful and interesting information.

QUESTIONS FROM OUR MEMBERS AND OTHERS
Since we want this publication to serve as a source of answers to questions regarding any phase of Pietenpol construction, operation and maintenance, we would welcome specific questions, to which we will seek to pro-

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vide answers. There are a lot of guys out there willing to share their experience and knowledge. We can attest to that because we've been helped by so many of them. If you don't have questions we'd certainly like to receive some comments on some aspect of your involvement with Pietenpols that could prove helpful to someone.

UPDATE ON SOME BUCKEYE PIETENPOLS
Dick Alkire, New Carlisle, Ohio, talking about changing his engine back to the 'B' ... Denny Mills, Columbus, Ohio, has had his Corvair engine running, called to let us know what a good feeling it is. His airframe completed, on motor cycle wheels with split axle ... Just got a call from John Zurik, from Marengo, Ohio who has an Air Camper frame all ready except for the wing. Denny Mills and Gary Campbell are joining him in a three-way ownership (though Denny has his own Air Camper!). They'll have it flying next year for sure. Beautiful workmanship ... Cy DeBolt was at our last "Get-together" in Columbus and I suspect he's going to be completing something in the near future, Corvair-powered ... then there's Virgil Phillips in Shelby, Ohio with a C-65 Air Camper that should be flying this year. Denny, Virgil, and the Pavligas should be three Buckeye Pietenpolers flying their ships this year.

THE USE OF NX IN YOUR AIRCRAFT REGISTRATION
The D.O.T.'s ADVISORY, Airworthiness Certification of Amateur- Built Aircraft on page 8 says in part: "If an amateur-built aircraft has the same external configuration as one built at least 30 years ago, it may display registration marks with a minimum height of two inches on each side of the fuselage or vertical tail surface. ... or they may consist of the Roman capital letters NX followed by the registration number of the aircraft ... the word "experimental" need not be displayed ... " We've cut out some of the words, but we've conveyed the intent. As Forrest Lovely has displayed on his Air Camper "Experimental, Since 1933?" Our number is NX899FP, Denny Mills is going to have NX899DM, and on John Zurik's ship the number will be NX899JZ. 899H is the number on Pietenpol's second Air Camper, built in 1929. Some others of our Buckeye group talked of using the NX899 with their initials at the end, sort of a sign of our Buckeye Pietenpol Association. We are the first state Pietenpol Association that we know of and the enthusiasm displayed at all of our gatherings is a real boost.

TID-BITS FROM VARIOUS SOURCES
You may have noticed some pictures of Pietenpols flying with the elevator hanging downward a bit and you may have heard all sorts of reasons for it being so, including that it is tail heavy and you've got to try to compensate. Forrest Lovely, a name familiar to most Pietenpol fans, who has owned a number of them and who, has been flying them since he vas sixteen, kindly gave us a good explanation of the condition which we will share with you. He says the elevators should hang down. With the plane rigged so that the stick is neutral for a particular pilot weight the elevator should hand down 1/2" to 3/4". Since the stabilizer is fixed this means that the tail is carrying some of the load and providing lift. So there you have it. Keep in mind the C.G. of the Air Camper should be a maximum of 20" behind the leading edge of the wing. That's 33%. With a 220 lb. pilot ours is 20.7" and it seems to fly quite well. Young Frank weighs 150 lbs. and I'm up to 192 lbs ... get your three-piece wing drawings from Vi Kapler, 15 N.W. 4th Ave., Rochester, Minnesota 55901. I believe Vi is charging $7.50 for a very nice and complete drawing. It was designed by Mr. Pietenpol and it definitely makes more sense than many others. His phone is [507] 285- 1645. Vi has done a lot for the Pietenpol airplane in his work with Mr. Pietenpol at Pietenpol Field, in conducting the Forums at Oshkosh, and in being willing to take the time to help anyone with problems in the process of building their ships ... Vi was to have delivered N7533U, Corvair-powered Air Camper that Mr. Pietenpol made in 1966, to the EAA Museum at the end of June. ... In covering the top leading edge of your wing, don't be tempted to use aluminum, nor to provide a strip to hold up the rear of the plywood between the ribs. That's how it should be - unsupported. You'll find that method, which is shown on the plans, provides a smooth airfoil, without the abrupt change in surface you get by having that rear edge rigid. The more you get into a study of the plane the more you will realize it is best to do EXACTLY what Mr. Pietenpol said to do in the first place. Any efforts at "improving" the design turn out the reverse. ... Ed Sampson, an old hand at building Pietenpols, who had a place of honor at Dayton with his Air Camper this past year, says you can go two ways in working on a Model 'A' engine. You can either work toward performance, or you can work toward dependability ... but you can't get both! Wise words. ... Amy Hund, IPA state leader in Washington, tells of an incident which attests to the strength of the Air Camper fuselage. " ... he hit power lines on approach to his landing field and went in nose first, then bounced back on his tail. The landing gear and main cockpit were the only components NOT seriously damaged, and

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the plane was sold to another builder for parts. Fortunately, the pilot suffered only a bruised knee, and it was reassuring to see how well the Piet protected its occupant. ... A guy from New Mexico, Tom Baker, had an experience where his plane dived in from 200' ... a long story, not really his fault ... and he lived through it, though he had a lot of broken bones and was on crutches for a year. The pilot (and the term is used loosely), obviously not familiar with such an aircraft, stalled the ship, and down they came! Tom built another ship, following other plans, and went to the steel tube fuselage. Can't understand that.

FUSELAGE DRAWINGS
On the fuselage drawing you'll notice it shows the front former of the turtleback - the one that has the helmet box - located at the rear of the 3/4" cross piece. Look and study carefully. Don't make it on a line with the seat back, set it at the rear of the cross piece. When you put your cockpit combing on you'll find it might cut you in the back if you decide to line it up with the seat. We did, and we shouldn't have!

TOOLS
You've heard of guys building airplanes with nothing but hand tools. This is fine, and certainly commendable, and shows great talent and resourcefulness. But it is so much easier if you have some basic tools and equipment. A metal-cutting band saw will really save a lot of work in cutting the metal fittings, and you'll begin wondering whether this is really a wood airplane after working on the fittings for a while. You can get by with a plain ordinary hack saw and a pretty decent vise. You should draw-file the edges of your metal fittings to avoid minute nicks which could lead to stress failure. You can save a lot of time and work if you have a belt sander because after cutting the metal roughly the belt sander can finish shaping it for you as well as making the edges very smooth. A drill press is particularly handy, not only for metal but for all the drilling of wood that is necessary, naturally, a table saw and a grinder will help out a great deal. You could use a small metal brake for bending 4130 steel parts accurately. We made one ourselves which worked beautifully. We do have the drawings somewhere, I'm certain, and we'll include them here sometime. When you're bending the metal in a vise you may get a deep scored line from the edge of the vise which could lead to failure. Jigs of all sorts help out and are easy to make. We'll include sketches of some in one of our subsequent issues. A nibbler, about seven bucks or so, is excellent for roughing out holes in metal. We finished the holes in aluminum with a small cutting tool we purchased in a hardware store. It fits into a drill or a drill press and its vertical cutting edges do a real job in finishing the hole smoothly. For perfectly round holes try a tapered carborundum grinding piece, about 3 inches long, about 1 inch in diameter at the top and about 1/4 inch at the bottom. In a drill press it does a dandy job of making smooth round finished holes, after they are first drilled with a drill bit.

UNUSUAL METHOD OF CONTROL FOR PIETENPOL
Some of you may be aware of this, but we were not, and never heard of it before. We're lucky enough to have Forrest Barber, test pilot for Taylorcraft, fly our ship. The Taylorcraft is assembled and test flown at Barber Field, Alliance, Ohio, where we keep our Cessna '120' and our Air Camper. Forrest feels the Air Camper is one of the greatest airplanes ever designed and he takes a special delight in flying it. Of course it out climbs a J-3, and is about 10 miles per hour faster than the Taylor Cub E-2 (1931). But the other day he put his arms out to show it is flying itself and he discovered that by putting both arms up, above the wing, the ship will climb. Putting them down, along side the fuselage the plane will nose down. Extending them in various degrees sideways will make the plane turn. He said he felt he could land the ship without holding the stick! He won't try it but it certainly shows an unusual capability, doesn't it?

CONTINENTAL OR LYCOMING 65 ENGINES
If you build a Pietenpol "Air Camper", you'll find that following Mr. Pietenpol's recommendations of sloping the cabane 3-1/2" to the rear will make the ship come out right. But be certain, all the while to avoid any excessive weight toward the rear. Trim the leading and trailing edges of the tail surfaces to the shape shown on his plans. Don t put a big, bulky, steerable tail wheel back there. Try a small, light, fixed tail wheel. Some have used bogey wheels from a John Deere Snowmobile with a good deal of success. Also, if you follow Mr. Pietenpol's plans and recommendations your ship won't have a nose sticking out a mile. With the aircraft engines, which are much lighter than the Ford, you've got to work at keeping that back end light. Remember, things add up. Don't, for heaven's sake, put plywood to the rear of the cockpit. It serves no purpose, other than adding weight, and destroys the energy absorbing characteristics of the fuselage design.

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ROUT YOUR WING SPARS
Did you know that by routing your wing spars, as is shown on the plans, you will save 4 lbs on each spar, or a total of sixteen pounds? That is significant. You lose no strength whatever, so don't kid yourself into thinking you're going to make yours stronger by not routing them. Again, if BHP says to do it, do it, and you won't regret it.

CONTROL STOPS
You'll find it a lot better if all your controls have a stop to restrict travel. Although not shown on the drawings anywhere, Ed Sampson had a nice arrangement that fits on the rear control stick by which the degree of travel is restricted. It was published in the IPA Newsletter some time ago. Works well. A rudder bar stop is needed because you'll find the trailing edge of your rudder is marked up by the edge of the elevators when you're trying to steer on the ground with a tailskid and no brakes and really pushing it hard. A hardwood piece along the diagonal portion of the plywood on the front of the front seat, with perhaps some rubber on the face, will act as a decent stop until you learn not to push so hard. Aileron stops can easily be placed at the hole through which the torque tube passes between the front and rear cockpits.

AILERON GAP
You've heard it said, probably, that the Pietenpol aileron response is hardly, or barely, adequate. Well, it all depends upon what you're after. The plane was flown for well over fifty years safely with the ailerons designed for it. It won't roll like a Pitts, or some of the other high performance ships. Remember, this is a vintage aircraft, and it flies like the planes flew in the late twenties and thirties. We flew our Air Camper and realized the wing wouldn't jump when you pushed the stick to the side, but it worked satisfactorily. However, we then installed transparent weather-stripping tape to seal the aileron gap from the bottom. We then put a narrow strip of the tape on top of the aileron gap to keep stuff from getting lodged inside. You ought to see the performance after that procedure. You've got all sorts of aileron response. Wingovers work out beautifully and you can rock it so easily. Don't let anyone mislead you about the ailerons on a Pietenpol - they work adequately. Keep something else in mind. It's a vintage air plane, and you've got to immerse yourself into the state of the art of that era. If it's a Pietenpol, put yourself back into the 20's and 30's, and you'll enjoy it to the hilt. It is an unusual airplane by today's standards, but it is one you'll be proud to say you built.

MORE PUBLICATIONS OF INTEREST
Converting the Model 'A' engine for flight, by Bob Whittier in the August 1966 issue of Sport Aviation, with Part 2 in the December 1966 issue of Sport Aviation. ... Converting Ford Model 'A' Engines, by B. H. Pietenpol, Part 1, December 1932 issue of Popular Aviation. Part 2 in January 1933 issue of same magazine. ... How to Convert the Model 'A' Engine, by B. H. Pietenpol, February 1933 issue of Popular Aviation magazine. All these are excellent articles and we'll include some excerpts in subsequent issues of our Buckeye Pietenpol Newsletter. A more recent article by Pete Bowers, in the August 1969 issue of American Aircraft Modeler, is quite interesting and has nice detailed drawings of an Air Camper by R. Parks. Air Trails Winter 1971 Sport Aircraft issue has a really interesting article, Pete tackles a passel of Pietenpols, by Pete Bowers. Tells some interesting experiences he had in flying some Pietenpols. ... we'll quote a bit from one of his articles. "These people made little "improvements" here and there; trying to perk up what they thought was pretty feeble aileron effectiveness by adding wing-tip plates, changing wing-tip and tail shapes to express their own individuality, substituting a "better airfoil like the Clark "Y" (which dates from 1922) for the original Pietenpol, and seeking better climb and speed by using modern 65 hp flat- four air-cooled airplane engines. While the wing and tail changes accomplished practically nothing, many of the engine changes introduced serious new problems. The main one was that modern engines were considerably lighter than the old cast iron Ford engine and radiator combination, with the result that the "improved" airplane becomes very tail heavy. This can be corrected in one of two ways: by adding ballast to the nose, or by moving the lighter engine forward to restore the balance. The latter course is undesirable for a number of reasons. First, the longer nose considerably alters the lines of the airplane. Second, the longer nose coupled with an already short tail, increases the tendency of the gyroscopic action of the propeller to make the nose swing on takeoff. One recent builder of a long nose Air Camper had so much trouble from this that, in desperation, he converted his ship to tricycle landing gear!" A lot of interesting things by that guy Pete Bowers.

LET US HEAR FROM YOU ... WE'VE GOT LOADS OF INFORMATION ...
WHAT INTERESTS YOU PARTICULARLY?
Editor: Frank S. Pavliga, 2800 S. Turner Road, Canfield, Ohio 44406 [216] 792-6973 (office) [216] 792-6269 (home). Dick Alkire, President, Buckeye Pietenpol Association 6750 Oakfield Drive, Dayton, Ohio 45415

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A BIT MORE ... AFTER BRODHEAD AND OSHKOSH
Back from the BIGGEST AND BEST PIETENPOL GATHERING IN THE WORLD, at Brodhead, Wisconsin, This annual event continues to get bettor each year, providing an opportunity to leisurely rub shoulders and converse with many real leaders in the Pietenpol picture ... people like Allan Rudolf, still flying his Piet since 1940, Chris Egsgaard, who has the #1 Scout, Vi Kapler, who has been closer to Mr. Pietenpol's operation for years than anyone else . . . just come and see. You'll get information not available from anywhere else, and it comes from "doers", not "talkers". Had four Model "A" Ford powered Air Campers, one Continental job and one Lycoming powered one Here you see it all! Paul Castine, formerly from Arizona, the Newhouse brothers from Illinois, Alex Whitmore from Justin, Texas, and Bill Knight from Brodhead, Wisconsin had the Model "A" jobs. Tom Nolan, Utica, N. Y., the Continental and Charlie Rubeck, Bloomington, Ind with the Lycoming. Ohio represented by seventeen people! Not bad! Brats, corn, and all other food particularly delicious. Constant conversation groups in session all around the ideal grass strip field, and any person who cared to learn about the Pietenpol had the most ideal circumstances under which to learn. . . . . Saw only one Air Camper at Oshkosh, belonging to Ed Brown. Some talk that guys with low powered jobs are afraid of the big iron. A number of us talked about flying into Oshkosh's Wittman Field en masse, perhaps from Brodhead. We'd certainly make our presence known, wouldn't we? Let's hear from you on this and we'll try to come up with some regional rendezvous points from which we could fly to Brodhead, then on to Oshkosh. There are a lot of Pietenpols out there waiting for a chance to fly to Oshkosh safely. We could get guys from other parts of the country to join us in this effort. Tentative date for Pietenpol Fly in at Winkoop Field, Mt. Vernon, Ohio, Sept 24, a Saturday. More later. Zara Royal, Medina, NY., and Tom Nolon, Utica, NY, both say they'lll fly theit ships down. . . . Ron Lustlg, Piet Bullder, Chlcago, sent me literature on the H&H Antique Engine Rebuilding Co., 4451 Ramsdel Ave., La Crescenta, CA 91214 [213] 248-2347. Do all the work you need for your 'A' or 'B' and have all the parts. Short block work or full block. Write to them. . . . . Splendid Pietenpol Forum at Oshkosh, by Vi Kaplor. Not enough time Brodhoad is the solution to that. Brodhead is always the Friday, Saturday and Sunday right before Oshkosh, so you can go right to Oshkosh from there. Never rode in Piotenpol? Get to Broaheadd and never say that sgain! Tom Nolan flew from sun up to sun down carrying passengors Othor's ------- Doc Brooks did his share, too. Dick Alkire has done his passenger-hopping stints in Brodhoad as well as in our own state. . . . . Next issue we will have sketchos of various details, answers to your specific questions, and othor important information and news.