Alone Across the Atlantic

2014 BUYER’S GUIDE ISSUE! KITPLANES DECEMBER 2013 ® Kit Buyer’s

Guide Alone Across • Transatlantic the Atlantic RV-8 • HP-24 Sailplane • Design to Fit • Swagelocks • Dawn Patrol • Testing to DO-160 • Home

Shop 2014 Kit Aircraft Adventure Machines BuYeR’s Guide in an Over 350 Planes Listed! RV-8 HP-24 Flight Review DECEMBER 2013 BELVOIR Soaring on Homemade Wings

PUBLICATIONS IN THE SHOP Swage Fittings • Tire Changing 101 Are Your Cables Secure? • Easy Fiberglass Prep • Aerodynamic Bookworm www.kitplanes.com Enjoy the Freedom of Homebuilt Aircraft

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SkyView should already be your IFR platform of choice. But if that’s not enough, SkyView 7.0 introduces geo-referenced instrument approach charts, airport diagrams, and the best mapping software we’ve ever built. Go Fly! www.DynonAvionics.com 425-402-0433 [email protected] Seattle,Washington December 2013 | Volume 30, Number 12 Annual Buyer’s Guide, Part 1 26 2014 Kit Aircraft Buyer’s Guide: The state of the kit world is sound. By Paul Dye and Mark Schrimmer. 38 Kit Aircraft Quick Reference: A brief overview of available kit aircraft for 2014. Compiled by Richard VanderMeulen and Omar Filipovic. Flight Report 16 HP-24: Soaring on homebuilt wings. By Eric Stewart. 6 Builder Spotlight 6 transatlantic Homebuilt: Los Angeles to England in an RV-8. By Mark Albery. 48 The Big Squeeze: Fabricating aircraft cables. By Dan Horton. 56 from the Inside Out: In an attempt to build a two-place LSA, one would-be builder starts with the seat. By John Mackay. 92 Ask the DAR: Common paperwork errors. By Mel Asberry. Shop Talk 69 Pr actical Electrical: Understanding DO-160. By Robert L. Nuckolls, III. 74 Home Shop Machinist: Machines! Part 2. By Bob Hadley. 78 Maintenance Matters: Save time and money changing tires. By Dave Prizio. 93 Aero ’lectrics: Star Wars or Vizz Wars? By Jim Weir. Shop Tips 61 Bead Blast for Bond Prep: By Dan Horton. 91 Flange Transplant: By KITPLANES® Staff. Designer’s Notebook 89 Wind TunneL: It’s in the book! By Barnaby Wainfan. Exploring 26 2 editor’s Log: Build or buy? By Paul Dye. 5 What’s New: Cleaveland Aircraft Tool Howe Fittings. By KITPLANES® Staff. 62 tHe Dawn Patrol: “Hey, who you callin’ old?” By Dick Starks. Kit Bits 4 Letters 83 list of Advertisers 84 Builders’ Marketplace 96 Kit StufF: Drawing on experience. By cartoonist Robrucha. 16 On the cover: Mark Albery’s Van’s RV-8 photographed by Ed Hicks over the Cotswold’s, England.

KITPLANES December 2013 1 Editor’s log Build or buy? As we enter the season of Kitplanes® goof-proof. Anyone considering a used rarely black and white, and the line can Buyer’s Guides (Kits this month, followed homebuilt should do their own due dili- often be blurred. For instance, even in by Plansbuilt options, then Rotorcraft and gence and have a complete pre-purchase the world of builders, there are different Engines in coming months), it is appropri- inspection performed by both an A&P tolerances to the parts of a project. Some ate to discuss the question that is often and a builder familiar with the type. One enjoy the creation of structure, some the found on Internet bulletin boards and of the great things about buying a used installation of systems. Some love fire- forums dedicated to homebuilding— homebuilt is that if it is not equipped the wall-forward work, and others can’t tell a should a person build or simply buy the way you want it, you can change it. This spark plug from a fuel filter—but they are airplane they want? Many years ago, is not as true with certified aircraft, where incredibly adept when it comes to fiber- people built airplanes because it was far your choices are more limited. With the glass work and finishing. I personally get cheaper than buying and maintaining a Experimental, anyone can work on and my greatest satisfaction from designing certified machine.I n today’s economy, it modify the craft, which opens up a world cockpits and systems for a particular mis- is still impractical for many of us to own a of possibilities for systems, panels, and sion. And while I have painted airplanes new certified airplane, and it is common finish. It is an attractive way to go if you in the past, I now farm that task out to to find Experimental aircraft selling for have the patience to shop meticulously. others. Does farming out a task make me less than what it would cost in parts (or On the other hand, this magazine is less of a builder? I don’t think so—and kits) to build them. If it is cheaper to buy about promoting the building of air- it is something that everyone needs to someone else’s completed homebuilt craft, and there are many advantages decide for him- or herself. than to build your own, what is the incen- and rewards in the process. Everything Here in our pages we tend to empha- tive to build? that makes it difficult is a challenge to size the joys and skills of building, and For many, the answer is simple—just overcome, and challenges overcome are some might wonder if they will truly be buy! We should never underestimate the satisfying in the triumph. Bringing an air- accepted into the club of Experimental impact that a homebuilt aircraft project craft project to completion is something aviation if they choose to buy. Accep- will make on a person’s life. The time that very few humans have ever accom- tance, of course, is up to the collective commitment is huge—both in the shop plished. Building your own design is a culture of this society known as “home- and in doing research. It takes a commit- remarkable achievement, but so is build- building,” but I, for one, have no preju- ment in space (spouse’s automobiles will ing from plans or a kit. Even with a kit, dice against anyone who enjoys at least a most likely be banished from the garage there are a remarkable number of choices part of this world. Buyers contribute their for the duration) and finances. Relation- to be made: engine, prop, the design of knowledge and experiences as pilots, just ships often suffer. There will undoubtedly the interior, and the choice of avionics. as builders contribute their stories and come moments of immense self-doubt Some kits are good enough that they lessons learned from construction. All are and fear of sinking a great deal of money really should be considered “custom air- welcome to participate in creating flight into something that will never reach frui- craft,” rather than what was traditionally out of a pile of raw materials—or enjoy- tion. In short, building an airplane is not known as Experimental—and it is in the ing that flight and sharing the creation for the faint of heart. customization that builders truly shine. with others. Buying a homebuilt is not a trivial mat- It is often said that there are build- If you are choosing a project or an air- ter of course; quality varies widely, even ers and there are flyers, and a lucky few plane, enjoy the process and let us know with kits that are advertised to be nearly who truly enjoy both. But the world is how we can help. J Paul Dye retired as a Lead Flight Director for NASA’s Human Space Flight program, with 40 years of aerospace experience on everything from Cubs to the space shuttle. An avid home- builder, he began flying and working on airplanes as a teen and has experience with a wide range of construction techniques and materials. He currently flies an RV-8 that he built in 2005 Paul Dye and an RV-3 that he recently completed with his pilot wife. A commercially licensed pilot, he has logged over 4500 hours in many different types of aircraft. When not writing on aviation topics, he consults and collaborates in aerospace operations and flight testing projects.

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17442 G3X Lower Price Ad-KitPlanes.indd 1 5/7/13 7:45 AM EDITORIAL Editor-in-Chief paul Dye [email protected] What’s in a Name? over Flying and Plane & Pilot. I find that Managing Editor mark Schrimmer I just opened my September issue of they are both comparatively short on Art Direction Dan Maher Editorial Director paul Bertorelli KITPLANES® and found a very nice substance. KITPLANES®, on the other Contributing Editors larry Anglisano, Roy Beisswenger, article describing leakdown testing of hand, has the feeling of an independent, chuck Berthe, LeRoy Cook, robert Hadley, Dan Horton, an engine. But I am perplexed. Why did quasi-academic journal. The quality of ed Kolano, Amy Laboda, someone title the article “Compression the writing is superb (for the most part) rick Lindstrom, Dave Martin, Testing: Checking a Cylinder’s Health”? and highly informative. It even man- robert Nuckolls, Dave Prizio, Doug Rozendaal, Dean Sigler, The article was about leakdown testing, ages to be entertaining. Keep up the fine Dick Starks, Barnaby Wainfan, not compression testing; I scanned the work. I am looking forward to enjoying Jim Weir, Tom Wilson. Webmaster Omar Filipovic whole article and could find no mention my subscription. Cartoonist Robrucha of “compression testing.” The author did Jonathan Tager ADVERTISING such a fine job with the article, I’m won- Sr. Advertising Manager chuck Preston dering if someone else changed his title. I’m once again tearing articles out of my 805/382-3363 [email protected] Vic Armbrust, M.E. KITPLANES®, stapling them together and saving them. BUSINESS OFFICE Belvoir Media Group, LLC While you are technically correct that Sig Siefkes 800 Connecticut Avenue the cylinder test described in the article Norwalk, CT 06854 is a leakdown test, the truth is that this is We love that people feel our articles are EDITORIAL OFFICE frequently referred to in aviation mainte- valuable enough to tear out and save, but P.O. Box 1295 Dayton, NV, 89403 nance literature as a compression test, and for subscribers, we should point out that 832/851-6665 it does tell us about the cylinder’s ability you can go online and download every [email protected] to hold pressure—the actual matter of issue—and individual articles—to save CIRCULATION interest. There are literally thousands of and reprint if you prefer to keep your mag- Circulation Manager Laura McMann logbook entries that label the results of azine intact.—Ed. SUBSCRIPTION DEPARTMENT the leakdown as “compression”; and while 800/622-1065 it might not be a perfect description, it is And We Can Do Better… www.kitplanes.com/cs P.O. Box 8535, Big Sandy, TX 75755-8535 commonly understood by most mechanics Regarding the Home Shop Machin- For Canada: Box 7820 STN Main, London, ON N5Y5W1 and owners.—Ed. ist’s quick mount for a handheld— BACK ISSUES Quick? Six pages in your mag and P.O. Box 22251 They Like us! the need of a machine shop? Cost? A Beachwood, OH 44122-2251 800/571-1555 The September issue is the best ever in 10-cent strip of Velcro works for me www.kitplanes.com/backissues my experience. Thank you and keep up and many of my friends. Get real. REPRINTS FOR PUBLICATION the great work. John Moffit AND WEB POSTING AVAILABLE Sam Chitwood Minimum Order: 500 Contact Jennifer Jimolka, 203/857-3144 While you’re correct that a piece of Velcro I usually stay away from magazine can do the trick (if the glue doesn’t melt Change of address? subscriptions since I travel for several off in the heat), the point of homebuild- Missing issue? months of the year, but having both digi- Subscription Question? ing for many is creating new parts. In fact, tal and print editions available makes it it’s cheaper and quicker to buy than to Visit www.kitplanes.com/cs. worth my while. I own and fly only certi- build many airplanes today—but we still Or call 800/622-1065 from the U.S. and Canada. fied aircraft, and it is highly unlikely that choose to build. For those who like to create, I will ever build a kit airplane. Neverthe- we offer the techniques necessary to help Foreign 903/636-1112 or fax less, I prefer reading your publication 203/857-3100. them out.—Ed. J

Back Issues: Call 800/571-1555 Web site Information: General homebuilt aircraft information, back issue availability, online directories ordering info, plus a Kitplanes® article index and selected articles can be found at www.kitplanes.com. Unsolicited manuscripts: are welcome on an exclusive basis, but none can be acknowledged or returned unless accompanied by a stamped, self-addressed envelope. No responsibility is assumed for loss or damage to unsolicited material. Kitplanes® (ISSN 0891-1851) is published monthly by Aviation Publishing Group, LLC, an affiliate of Belvoir Publications, 800 Connecticut Avenue, Norwalk, CT 06854-1631, Robert Englander, Chairman and CEO; Timothy H. Cole, Exec. Vice Pres./ Editorial Director; Philip L. Penny, COO; Greg King, Exec. Vice Pres./Marketing Dir.; Ron Goldberg, CFO; Tom Canfield, Vice Pres., Circulation. Periodicals postage paid at Norwalk, CT, and at additional mailing offices. Copyright ©2013 Aviation Publishing Group, LLC. All rights reserved. Reproduction in whole or in part is strictly prohibited. Printed in USA. Revenue Canada GST Account #128044658. Canada Publishing Agreement #40016479. Subscriptions: One year (12 issues) is $29.95 U.S. $41.95 in U.S. funds in Canada, includes GST. $41.95 in U.S. funds for Foreign Surface Mail or $57.95 in U.S. funds for Foreign Air Mail. Single copy price $4.99 U.S., $5.99 Canadian. POSTMASTER: Please send address changes and subscription inquiries to: Kitplanes®, P.O. Box 8535, Big Sandy, TX 75755-8535, or call 800/622-1065. Kitplanes® is a registered trademark of Aviation Publishing Group, LLC.

4 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Cleaveland Aircraft Tool Howe Fittings New bulkhead fittings add flexibility. Most homebuilders have experienced the struggle to properly clock AN fittings that penetrate bulkheads and the firewall. Murphy’s Law rules as we try and point 90-degree fittings properly on both sides of a penetration, yet the torque keeps coming up short. And sometimes, special situations require the use of different types of fittings on either side of the bulkhead—fittings which simply don’t exist, no matter how many times you peruse the Internet and catalogs. Cleaveland Aircraft Tool comes to the rescue with the Howe Fitting—a bulkhead penetration that screws into either side of the firewall, tank skin, or web and allows any standard AN pipe-threaded fastener to be screwed into either side. Need a 90-degree elbow on one side and a straight fitting on the other? No problem—just screw them in. How about a beaded pipe for attaching a soft hose? Again, the pipe-thread portion will screw right on—no matter if you need it straight, 90, or even 45. The Howe fitting was designed by California builder and machinist David Howe and is manufactured by Cleaveland. It consists of two pieces: the bulkhead penetration and the nut that screws on the other side. It leaves you with a female pipe thread on both sides that can accept whatever you have to assemble. This allows custom and convenient configurations to be used and can simplify hoses and plumbing by giving you exactly what you need—not just what the AN catalog can provide. Cleaveland recommends mounting the Howe Fitting with a (supplied) .015-inch stainless steel washer to stiffen the firewall or bulkhead and tighten things up. They work great for all of the fluid and instrumentation penetrations necessary on a firewall or fuel tank. The Howe fittings are available in ¼-inch NPT or 1/8-inch NPT sizes and come blue anodized, just like standard AN fittings. They are manufactured from 6061-T6 aluminum. The ¼-inch size mounts in a 7/8-inch hole, while the 1/8-inch size uses a 5/8-inch opening. Both can be used on bulkhead thicknesses from 0- to 5/16-inch. For more information, go to www.cleavelandtool.com. Find a direct link at www.kitplanes.com. J

To submit a press release on a homebuilt-related product, email a detailed description and high-resolution photograph to [email protected]. Mailing address is KITPLANES®, New Products, P.O. Box 1295, Dayton, NV 89403. Your submission may be used in print or online at www.kitplanes.com.

Photos: Courtesy of Cleaveland Aircraft Tool KITPLANES December 2013 5 Transatlantic Homebuilt Los Angeles to England in an RV-8. By Mark Albery

Flying an RV-8 from Los Angeles, Cali- and Iceland to Britain and the Euro- Planning the Trip fornia to Oxfordshire, England in 19 pean theater, would provide the critical Pre-trip planning largely focused on two days may strike many as an adventure fuel stops to complete my journey. These concerns: fuel planning and preparing of a lifetime. For me, the 7000-n.m. WW-II fields are now civilian airports to deal with arctic weather. Historically, trip was my way to return home after and provide a route for shorter-range bad weather and poor fuel planning working four years in the Tesla Motors aircraft crossing the northern Atlantic claim many more victims than mechani- Design Studio in Hawthorne, Califor- while avoiding a high-frequency radio cal failures across this route. nia. Airfields along the Crimson Route, requirement. With this trip in mind for The crossing of Greenland from west partially developed in WW-II as a way a couple of years, I bought a more versa- to east over the icecap presented the from North America across Greenland tile RV-8 to replace my previous RV-4. biggest challenge and most critical leg

6 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Equipment Carried Various national regulations supplemented by Oxfordshire, my personal choices dictated the equipment England carried on the trip. Included were: Transatlantic ✓ Single-place Beaufort life raft ✓ Life jacket Los Angeles, ✓ Immersion suit California ✓ Insulated swimming suit ✓ 406MHz ELT Homebuilt ✓ Personal Locator Beacon (PLB) for fuel planning purposes. There was fuel for all contingencies, and make sure ✓ Handheld radio only one usable airfield on my planned everything is working properly before ✓ Delorme InReach satellite tracker 380-n.m. route across eastern Green- heading for the Arctic! Obviously, avoid- and messenger land, and a diversion to the next-closest ing known icing conditions is a big part ✓ First aid kit field would add another 350 n.m. to the of weather planning for a small aircraft. ✓ trip. Adding contingencies for winds Axe, folding saw, and knife and IFR reserves, I settled on a planned Prelude—Crossing the USA ✓ Aerial flares, laser flare, day/night minimum endurance of 7 hours at 150 The journey started for real on Mon- hand flare KTAS to give me a comfortable safety day, April 8, 2013. My apartment was ✓ Fluorescein margin. In principle, the 42-gallon stan- empty and the keys handed back to the ✓ Stove, billy cans, water, waterproof dard fuel capacity of the RV-8 would be landlord. The aircraft was loaded and car matches, candles, string, compass, foil okay, but to build in my “comfort fac- delivered. Fellow RV pilot, Scott Chest- blanket, water purifying tablets, insect tor,” I added a 10-gallon fuel cell in the nut, picked me up and delivered me to repellent, bear spray, emergency water front locker. I discussed this approach the Hawthorne airport. pouches. with Jon Johanson (noted for his world- Reports of strong, gusty conditions ✓ Tent, sleeping bag, and Therm-a-Rest rounding RV-4 trips), and he agreed (common over the Southwest’s desert in mattress with my plan to plumb the cell directly spring) populated the METARs. Check- ✓ Oxygen bottles (9 and 6 cu. ft.) and into the spare inlet of the Van’s fuel valve ing the PIREPs, I abandoned my plan for cannula and vent it at the bottom of the firewall. lunch at Sedona, Arizona, and re-filed ✓ Oximeter The most valuable planning came by for Carlsbad, New Mexico. The extended ✓ Snacks totaling 3000 calories reading reports and talking with several distance (720 n.m.) provided a good people who had been that way before. checkout of all systems, including the full ✓ TravelJohn bags The overwhelming emphasis? Don’t take auxiliary tank. After climbing to 15,000 ✓ Two 5-gallon fuel jugs chances with the weather, carry sufficient feet, an amazing 85-kt tailwind from the

N713MB at Kulusuk, Greenland.

Photos: Mark Albery and Ed Hicks KITPLANES December 2013 7 west pushed my groundspeeds up to 240 knots. Arriving in Carlsbad, the winds were still strong and confirmed the wis- dom of selecting this airport with four wide, WW-II-era runways providing six potential landing directions. Thanks to the tailwinds, I arrived in about 3.7 hours and only used 26 gallons. The original WW-II Crimson Route followed a great-circle path out of Los Angeles and up into northern Canada. I, however, planned my transcontinen- tal travel to put me in Florida for Sun ’n Fun, then up the east coast into Canada. Therefore, I continued from Carlsbad Site of Wright Brothers first flight. to Denton, Texas. The first day covered over 1000 n.m. and ended with a han- tracker. After confirming that tracking, featured on this year’s SNF poster, gar for the plane and a room offered by email, and text messages through my and their photographer took photos fellow RV pilot, Russ Madden, through iPad worked in flight, we spent much of the poster, me, and the plane, add- Vansairforce.net’s “RV Hotel” list. It time talking about the trip. I knew they ing them to their Facebook feed. I also was a good start to the journey. would be tracking my progress on the was asked to sign several copies of the I made my next overnight stop with Delorme web site all the way home. poster. I guess this is what it’s like to Mike and Judy Ballard in Lanett, A relatively short run in good weather, be famous! Alabama. Two years earlier, I had per- with a quiet Lake Parker arrival the next A good opening between a series of suaded the Ballards to sell their beau- morning, brought me to Sun ’n Fun. frontal systems along the East Coast pre- tiful RV-8, N713MB, to me so the Mary Jane Smith greeted me with a big sented itself on Sunday, nicely coincid- stop was a homecoming for the plane. hug once I shut down the engine. Regu- ing with my planned departure. I had a During the stop, we also sorted out a lars at Homebuilt Camping will know good run up to St. Simons Island, Geor- Bluetooth connection issue with the what I mean. It’s like coming home gia. With weather catching up, I made brand-new Delorme InReach satellite when you arrive—a great bunch of peo- a quick refuel and continued up to First ple gather each year in HBC. Flight Airport at Kill Devil Hills, North Sun ’n Fun provided a nice break Carolina, for the obligatory photo with Charts Carried and good opportunity to catch up with the Wright Brothers National Memo- ✓ U.S.—ForeFlight nicely covered this old friends. News of my trip preceded rial behind. After a quick tour of the portion of the flight with backup paper me and regularly popped up as a topic site and museum, and a late lunch, I WACs and a TAC for the Hudson River route. of conversation. My aircraft had been made a short hop to Williamsburg, ✓ Canada—IFR charts and electronic plates from FltPlan.com plus paper VFR Navigation Charts (VNCs). Hudson River, George Washington Bridge. ✓ Greenland—No official VFR charts are available, so I used Operational Navigation Charts (ONC) and Tactical Pilotage Charts (TPC) for the route. ✓ Iceland—Very expensive VFR charts were obtained from the Icelandic Civil Aviation Authority. ✓ UK—I used the new 1:1,000,000 VFR chart that covers the entire UK. ✓ EuroFPL (www.eurofpl.eu ) provided PDF sets of European plates and some charts for a small subscription. ✓ I also bought the Jeppesen Europe navigation database for my GRT EFIS and a world database for my Garmin 695.

8 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Better Aircraft Fabric TM

Looking out over Frobisher Bay, Iqaluit.

Virginia for the night stop and a visit to Colonial Williamsburg. The next leg took me to Bangor, Maine. Passing through New York City, I dropped down to 1200 feet and routed into the Hudson River Corridor by the Verrazano Bridge. Aimed for the east bank, I kept busy taking photos, making reports, and swivelling my head for traf- General Aviation Products fic. Assorted alerts for obstacles, terrain, Aircraft Fabric and Decal Systems for Your Airplane... and traffic flowed from the Garmin No Paint Necessary! 695 and GTX330 transponder’s Traffic Information Service (TIS) through the intercom, while I shouted, “I know, I know!” which didn’t help much. I passed Boston just after the dread- You like fabric covered planes, but... ful marathon bombing, unaware of the • You want to save over half the time it events unfolding on the ground. Then, takes to fabric-cover your airplane with Bangor less than 100 miles away, a change in exhaust tone, followed shortly • You’re sick and tired of painting, by a CO alarm, grabbed my attention. sanding and solvents Closing the heater and opening the cabin • You want to save half the cost of vent, I alerted Center to the situation getting airworthy results and picked Sanford, Maine as a close and • You’re annoyed by the paint cracking promising diversion. Exhaust backfir- off the base fabric ing accompanying the power reduction seemed to confirm a likely exhaust leak. • You’re looking for signiﬁ cant The next morning, it became appar- weight-saving and super-easy repairs and mods ent that the #2 exhaust stack had failed just below the pipe-to-flange weld. Dis- If that’s the case, it’s time to cussing this failure and the impending take a look at: trip with a local mechanic, we decided to overnight the stack to Clint Busenitz BetterAircraftFabric.com at Vetterman Exhaust in South Dakota (907) 229-6792 for repair and reinforcement with extra gussets. Southern Maine Aviation Quality Made in Germany by couldn’t have been more helpful, let- Lanitz Aviation ting me use the crew car for three days. The Maine coast wasn’t the worst place

KITPLANES December 2013 9 Cumberland Penninsula, Nunavut, Canada. Frobisher Bay, Iqaluit.

in the world to be stranded, and the Border Services Agency’s program for refuel and night stop at Sept-Îles, on the lobster was delicious. Kennebunk and clearing border crossings) wouldn’t be north bank of the St. Lawrence River. Ogunquit were rather quiet this early available there on the weekends. So, I re- in the season, but it was a pleasant area planned for Moncton, New Brunswick, Into Canada to pass some time. The repaired stack filed with Canada’s Electronic Advance Temperatures steadily dropped and arrived back on Friday and was quickly Passenger Information System, and the terrain became wild and unpopu- replaced, allowing me to finally con- secured a smooth clearance through the lated as I flew toward Schefferville in tinue to Bangor. U.S. Customs and Border Protection Northern Quebec during the next I stopped overnight at Bangor to get folks. A weather front had just cleared day. Passing Labrador City and the the paperwork sorted with the brokers Bangor, so I delayed my departure to Wabush Airport brought signs of civi- for exporting the RV. My next planned avoid catching up. I didn’t quite time it lization. Another hour in the wilder- stop was to be Sept-Îles, Quebec, but the right, arriving at Moncton with 1000- ness and some mine workings signaled delay meant that CANPASS (Canada foot ceilings and rain, forcing the first the arrival at Schefferville. There, both instrument approach of the trip. When local fuel suppliers indicated that avgas nobody from customs came out to me, was unavailable, contrary to their Overflight I secured my CANPASS clearance by entries in the Canada Flight Supple- phone. By then, the weather was starting ment. Enacting Plan B, a helpful local and Landing to clear, so I departed to the north for a pilot ferried me to the gas station and Permissions Experimental aircraft don’t have an Refueling at Ilulissat, Greenland. automatic right to fly everywhere outside the United States. Canada, Mexico and the Bahamas have free and simple procedures, but require specific application and payment of fees. Denmark authorizes flights through Greenland and the Faroe Islands. Greenland, Iceland, and the UK provide time-limited authorizations within their territories and charge fees. All countries except the United States require liability coverage of about $2.5 million, which is very difficult to obtain in the United States. I eventually secured a policy from a UK broker, Traffords Ltd., which also included search and rescue (SAR) coverage. Greenland and Iceland require that one present evidence of SAR insurance when applying for landing permissions.

10 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes View over Disko Bay, Ilulissat. Icefjord at Ilulissat.

I loaded 10 gallons of unleaded mogas potential ditching an interesting propo- heating system, and made reaching the into the plane to give a safe reserve for sition. Weather was generally good with ground a welcomed event. the next leg. As I was about to leave, I the Iqaluit Airport reporting a broken Fourteen days into the trip and this learned avgas was available, but only in cloud layer at 2500 feet agl and light was the true Arctic—the start of the 50-gallon drums. snow. An easy visual descent across the real adventure! The time came to don the immersion solidly-frozen Frobisher Bay led to a suit and lifejacket for the 100-mile leg comfortable landing at the Iqaluit Air- Across the Atlantic crossing the Hudson Strait to Baffin port. Temperatures en route at 9500 I checked the onward weather the next Island in the territory of Nunavut. The feet had been around -18° C, which morning to see forecasts of IFR condi- strait was still 99% frozen, making a was beyond the capacity of the RV-8’s tions at my next planned stop and the

KITPLANES December 2013 11 Disko Bay, Greenland. Preparing to leave Ilulissat.

alternates in western Greenland. The plus two 5-gallon jugs to use for emer- give me a guided tour of Iqaluit. Calvin weather at Iqaluit, though, was cold and gency fueling, and left about 10 gallons Le Sueur is a keen young pilot, really clear and provided a good excuse for a to support the local economy. interested in the RV and spending a few rest day to prepare for the next leg. Avgas The RV attracted a fair bit of atten- years in the Arctic developing his career at Iqaluit is sold by the 50-gallon drum. tion as I ventured north, and a chap skills. He loves the kind of flying they do. I bought the whole drum for $310 Cana- came over to see me as I was going over The next day came with much better dian, filling all of the airplane’s tanks, the aircraft at Iqaluit. Wes Alldridge, the forecasts, so I filed for Ilulissat in Green- chief pilot of Air Nunavut, turned out land, a place I was very keen to visit. Set to be enthusiastic about my trip and had in the beautiful Disko Bay next to the Additional lots of good advice based on his 30,000 World Heritage Site, Ilulissat Icefjord, is hours flying in the Arctic. He affirmed a glacier above the fjord that moves over Requirements that mid-Spring, before the sea warms 60 feet a day and calves an incredible with the threat of rapid fog formation, number of vast icebergs. Crystal-clear Encountered is a good time for clear weather. He also conditions greeted my arrival in Disko ✓ Mark’s U.S. policy covered Canada’s offered the use of their hangar to de-ice, Bay after a 3-hour flight over a solidly- minimal insurance requirement (as if needed, before departure—something frozen Davis Strait. The Bay itself was well as Mexico and the Bahamas). usually prohibitively expensive. Fortu- open to the local fishing fleet and not ✓ Mark purchased a standard European nately, I only had a dusting of dry snow icebound. However, the approach plates insurance policy that covered the and that assistance wasn’t needed. Wes warn of possible icebergs as high as 750 minimal insurance requirements for also asked one of his King Air pilots to feet msl on the approach! the U.K. and Iceland (as well as North Africa and the Middle East). Approaching Kulusuk. ✓ To meet Greenland’s insurance requirement, Mark had to purchase a single-trip extension to cover ferrying across Greenland that cost more than the fuel, handling fees, and hotel expenses crossing Greenland; he had no choice as Greenland requires pilots to show evidence of insurance coverage to obtain landing and overflight permits. ✓ Canada and Iceland insist that pilots are qualified and equipped for IFR flying, even if flying VFR. ✓ Iceland requires pilots to plan for 3 hours of fuel reserve on single engine flights!

12 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes My taxi driver from the airport sorted me with a private apartment at about a quarter the cost of a hotel—very welcomed with the high arctic prices for everything. I spent the remainder of the day exploring and enjoying the fabulous scenery. A walk around the town didn’t take long, seeing fields full of sled dogs basking in the sun despite the -12° C air temperature. A walk across the frozen inner harbor, followed by a hike on the trail to the nearby Ilulissat Icefjord, brought me to signs warning against going down to the beach due to potential tsunamis (commonly—and incor- rectly—called tidal waves) caused by giant calving icebergs. It was a spectacu- lar sight and a real highlight of the trip. The next day, Thursday, seemed a good day to leave before the national holiday on Friday when the airport would be closed. I filed VFR at 11,500 feet over the icecap to Kulusuk, the only airport in eastern Greenland, which provided an opportunity to fly up the Icefjord, then climb above the largest ice field in the Northern Hemisphere. The largely featureless landscape and the veil of haze that often covers the area gave no distinct horizon, so the autopilot provided a great help. There are old Cold War early-warning stations on the icecap. While I fluttered with the idea of detouring to see DYE2, one of 58 Dis- tant Early Warning Line radar stations, I held steady on my course east. Eventually, the mountains of eastern Greenland came into view. METARs from Kulusuk were reporting a few clouds at 1500 feet and scattered clouds at 3000 feet, but there was a clear view of the sea and islands that allowed a VFR arrival. Despite light blowing snow at the airfield, arrival on their gravel strip proceeded uneventfully. I topped off with $18/gallon avgas, warmed up from the -18° C en route temperatures, checked the weather towards Iceland, and filed again for Reykjavik. This leg stayed over the Atlantic Ocean for 380 n.m. and below cloud bases at 2,000–5,000 feet msl. With temperatures just below the freezing point, the cockpit once again felt toasty warm. Radio coverage was remarkably good,

KITPLANES December 2013 13 Airfields Used During the Trip:

UNITED STATES KHHR Hawthorne [Jack Northrop Field/ Hawthorne Muni], CA KCNM Carlsbad [Cavern City Air Terminal Airport], NM KDTO Denton [Muni], TX 7A3 Lanett [Muni], AL KLAL Lakeland [Lakeland Linder Regional], FL Iceland coast. KSSI Brunswick [Malcolm McKinnon picking up Iceland radio about 100 miles severe ice warnings at lower levels. I Airport], GA out. Iceland controllers vectored me to opted to enjoy a scenic tour around KFFA Kill Devil Hills [First Flight the bay north of Keflavik, where I made southern Iceland and reposition to Airport], NC a very pleasant approach to Reykjavik’s Egilsstaðir in eastern Iceland. The north/south runway. I had arrived in move put me closer to Scotland and KJGG Williamsburg [Williamsburg- Europe, geographically at least. After the away from the worsening conditions Jamestown Airport], VA Arctic, it all seemed remarkably civilized approaching Reykjavik from the west. KSFM Sanford [Sanford Seacoast and normal again. A big conference was This proved to be a good choice, as the Regional], ME going on in Reykjavik, and that meant situation in the north of Scotland was the adjacent Hotel Loftleidir was full, so steadily improving and Egilsstaðir KBGR Bangor [Intl], ME I found a place at the Radisson not far remained in good, clear weather. away. The taxi driver was also a Cessna I filed IFR at 11,000 feet msl to CANADA 140 owner, making for a good chat over Wick, Scotland, where I had arranged the short ride to the hotel. There was a to do the paperwork for importing CYQM Moncton, NB fine, clear sunset over the Atlantic from the RV to the UK. That route brought CYZV Sept-Îles, QC my hotel room. me above a scattered layer of cumulus CYKL Schefferville, QC The next day dawned equally clear clouds in excellent flying conditions. and fine. Scotland, however, was not I flew past the Faroe Islands, a self- CYFB Iqaluit [Frobisher Bay], NW so good, with cumulonimbus clouds governing territory of the Kingdom (CBs), occasional heavy rain, and of Denmark. Its single airport, Vágar, GREENLAND BGJN Jakobshavn (Ilulissat) Volcano, Iceland. BGKK Kulusuk

ICELAND BIRK Reykjavík BIEG Egilsstaðir (Egilsstadir)

UK EGPC Wick (Caithness), Caithness, Scotland EGNA Hucknall, Nottinghamshire, England EGTN Enstone Airfield, Oxfordshire, England

14 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Editor’s Note:

Ironically, the journey never ends, and there is no rest for the weary. Just as Mark was leaving California for his trip home, he was offered a position with a new auto- motive venture in Silicon Valley. So, the RV-8 is now re-registered as G-RRVV and hangared at Enstone, England, while he once again lives 6000 miles away in Cali- fornia! He says he may be in the market for another RV-4 soon. lbery A lbery Mark Mark Albery studied aero- Leaving Reykjavik. nautical engineering at holds a notorious reputation for tur- wishing to make an unnecessary VOR Kingston University on the former site of both the Sop- bulence on the approach. approach, I cancelled IFR and landed with and Hawker aircraft at Wick with a 20-knot crosswind and factories. While working for Arriving Home in the rain, but glad to be on the ground with Rolls-Royce on the acoustic United Kingdom no more ocean to cross. The Far North design of aircraft engines, Approaching Scotland, the remnants of Aviation crew marshalled me in and took he earned his private pilot’s the weather system could be seen with the me straight to the hotel, still wearing my license at the RR Merlin Fly- tops of embedded CBs up to around my immersion suit and life jacket. Paper- ing Club. He now holds com- level, but easily avoided. Scottish infor- work could wait till tomorrow! mercial and flight instructor mation picked me up and handed me The next day, with paperwork sorted ratings and has owned a over to Wick approach at about 50 miles and weather improved, it was a pleasant Taylor Monoplane, Cessna out, where I started my descent amongst 2.5-hour flight over now-familiar land- 120, Jodels 1050 and the clouds and weather. Initially clear fly- scapes, stopping at Rolls-Royce Huck- DR200, ing, I started to pick up very light icing at nall Aerodrome near Nottingham to DH Chip- 5500 feet as I flew in and out of clouds. see some old friends and then, finally, munk, two At 25 miles, I could descend to 2500 feet, Enstone in Oxfordshire. RV-4s and which immediately melted the remain- I’d arrived! It felt great…but it was the RV-8. ing ice. About 10 miles out, I emerged now time to relax! J into the clear and could see the town of Wick and the airport beyond. Not

Glacier, Iceland.

KITPLANES December 2013 15 HP-24

Soaring on homebuilt wings. By Eric Stewart

16 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes In a corner of my hangar lies a grace- ful white pod, the remains of an Ameri- can Eaglet motorglider my uncle built in the 1980s. Lovely on paper, it was a beast in the air; after a terrifying test tow, my uncle sawed the wings in half so that it might never pose a threat to anyone again. Later, Derek Piggott, in a PIREP for Gliding Magazine, wrote that “it was the only time when flying a glider [that] I continued with a tow because I was too scared to release.” The Eaglet eventually made its way to my shop as an item of curiosity. The longerons appeared to be constructed Parts for the autoconnect arm and funnel. This autoconnect does just that—automati- of curtain rods and the control fittings cally connects the flaperons and airbrakes to the controls when the wings are assembled. Kuykendall studied causes of glider accidents and found that failure to properly connect HP-24 made use of fishing tackle (this is not the controls when assembling the wing was a common cause of accidents. The autocon- a joke). However, in the ’80s, this was nect precludes this from happening. sometimes what Experimental aviation looked like—and sometimes still does. renewed interest in soaring. Of course, gliders were offered as kits in the ’60s and Things have changed substantially there has always been a diehard core ’70s. The HP-18 was his last and most since the Eaglet was designed. An of soaring pilots in America, but their popular kit design, but with the rise of example of just how far homebuilt sail- ships have come almost exclusively from European glass ships, the HP-18 was no planes and motorgliders have come is Europe. With the HP-24, that may be longer a serious contender at the contest Bob Kuykendall’s HP-24, a high-per- about to change. level. Nevertheless, they remain popular formance, 15-meter glider aimed at the with soaring clubs; and, in 1999, Bob Experimental market. With the upward Asymmetrical Wings Kuykendall and Steve Smith, formerly of spiral of avgas, and words like “eco” The HP-24 builds on the legacy of Rich- NASA and known as “Dr. Smith” to you and “green” working their way into the ard Schreder, a soaring pilot and home- Mythbusters fans, decided to develop a aviation lexicon, the U.S. is seeing a built-glider designer whose HP series of set of HP-18 “super wings” that would

Brad Hill’s HP-24/Tetra 15 is the first flying example of the new HP-24 kit.

Photos: Tim Heneghan, Bob Kuykendall, Brad Hill, Eric Stewart, and courtesy of HP Aircraft LLC. KITPLANES December 2013 17 keep the stock spar, but use a more modern airfoil. Smith suggested using an airfoil from a popular European glider. Since there were no published coordinates for this particular airfoil, Kuykendall took measurements directly from an actual wing, which Smith used to create a smoothed data set on his computer. They then scaled the coordinates and made fiberboard templates to validate against the original wing. And this is where the story gets interesting. The next time they had access to that particular sailplane, they tried the templates on it. “They didn’t fit worth a darn,” says Kuykendall. “There were The tapered carbon fiber spars are pinned together at each end. The tubes fore and huge gaps. It was like the templates were aft of the spar are lift pins to react to wing torque (pitch) forces. The flaperon and drag brake pushrods can be seen just behind the spar; their respective funnels have yet to for an entirely different glider. Puzzled be installed. and disappointed, we headed back to Steve’s car. Then we both stopped at the go-like-stink gliders that fly straight as “On the basis of those template tests,” same time, turned to each other, and an arrow and have national champion- Kuykendall continued, “I decided that simultaneously asked: ‘Which wing did ships to their credit.” the accuracy and consistency required to we originally measure?’ [Author’s note: Just to be clear, this make truly-high-performance sailplane “We returned to the trailer, got out asymmetry was not a design feature. wings lay within the grasp of an ama- the other wing, and tried the template While it is true that many aircraft use teur sailplane developer such as myself. on it—a perfect fit! What we had dis- different airfoils at different span sta- Soon afterwards, I started the sketches covered was that the airfoils of this par- tions, the asymmetry that Kuykendall and working drawings for what was to ticular glider are substantially different and Smith discovered was instead a become the HP-24 kit sailplane.” between the right and left wings. Tests byproduct of the manufacturer’s appar- using our templates showed this same ently loose fabrication tolerances—tol- RV-Inspired Sailplane Kits asymmetry in every example of this erances that nevertheless resulted in Kuykendall’s hero, and a source of glider we encountered. And these are a safe glider with no apparent perfor- engineering inspiration, is Richard not dog-meat gliders; they are expensive, mance decrement.] VanGrunsven, designer of the RV

18 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes The airbrake torque tube jigged up for welding. All steel parts of the glider are sent out for professional welding on precise jigs fabricated by Kuykendall. series of aircraft. While most kitbuild- ers are familiar with the RV line of kits, what is less commonly known is that VanGrunsven is an avid sailplane pilot. In fact, VanGrunsven offered hangar space at his factory to do the static load test of the prototype HP-24 wings. Kuyken- dall wants to do for kit sailplanes what VanGrunsven has done for small GA kit aircraft: allow builders of average mechanical aptitude to construct straight, safe planes with a reasonable investment of time and money, enabled by economies of scale and excellent customer support. “The evolution of VanGrunsven’s designs, from essentially scratch-built to CNC prepunched, and finally, to match-hole technology, takes a lot of the stress and worry out of aluminum construction,” says Kuykendall. “The HP-24, with its composite construction, is obviously a different animal, but our design and evolution philosophy is driven by similar concerns and is based on lessons learned from problems inher- ent in previous kit sailplanes.” Kuykendall says he has “personally examined almost every kit sailplane out there, including most of the composite ones. What one tends to see is companies selling long, floppy shells— fuselage halves and wing skins—that require builders to spend hundreds of hours building alignment jigs. There is a lot of time and energy that goes into

KITPLANES December 2013 19 HP-24 Kit price ...... $32,000 ($26,000 first five kits) Estimated completed price...... $35,000–$40,000 Estimated build time ...... 500–1000 hrs Number flying (at press time): ...... 1 Powerplant...... The sun! Airframe Wingspan...... 49.2 ft/59.0 ft (15 m/18 m) Length: ...... 22.9 ft Wing area: ...... 107 sq ft/117 sq ft Aspect ratio: ...... 22.6/29.7 Dihedral: ...... 3.1 degrees Flaps: ...... -5 to +15 degrees Empty weight: ...... 500 lb Max payload: ...... 325 lb Max water ballast: ...... 250 lb Max gross weight (dry/wet): ...... 825 lb/1075 lb Seating capacity...... 1 Bonding top and bottom wingskins. Once all internal fixtures are complete, the top skin is lowered onto the bottom skin and the two jigs clamped together for bonding. Alignment Performance* pins and in-mold bonding ensure precise alignment and straightness of the final wing. L/D max: ...... 42 Minimum sink:...... 1.8 fps builder a significant amount of time exists), but there is simply too much Stall speed ...... 42 mph and stress.” paperwork and compliance for his *Specifications are manufacturer’s estimates and are based Those jigs and molds are production- small company, HP Aircraft, LLC, to on the configuration of the demonstrator aircraft. quality pieces of art and represent a deal with at this stage. Nevertheless, he huge investment of man-hours—an guarantees that the HP-24 will qualify addressing the worry over straight- investment the builder avoids by doing for Experimental/Amateur-Built. “I ness, and this is a bigger concern on a the large-scale layups at Kuykendall’s will do whatever it takes to ensure 60-foot wing, where a small deviation shop during the factory-assist portion that builders are in compliance with inboard can be quite large at the tips, of the build. the 51% rule. Early kits will naturally as compared to, say, the wing of an require more builder involvement, RV. By preassembling components on Construction Considerations but as we move forward toward more our factory jigs and molds, while stay- Kuykendall considered going the LSA prefabricated parts, we will work with ing within the 51% rule, we save the route (for which a glider category the FAA to ensure the builder is still What’s in the Box? A lot of carbon fiber! The kit consists of four subkits: fuselage, wing, The standard kit wings span 15 meters, but builders will have tail and finish kit. Everything needed to complete the HP-24 except the option of installing mounting points for removable winglets primer, paint, and instrumentation is included. In order to ensure or tip extensions that increase the span to 18 meters. The first five quality parts, and that the builder leaves with enough knowledge kits will be sold at a substantial discount ($26,000 at 2013 prices) to finish the project and perform future maintenance, Kuykendall to encourage getting kits into the hands of builders. After that, strongly encourages builders to spend at least one week at his shop in the price will bump up to $32,000 and be essentially indexed to the Arnold, California. Self-disclosure: I’ve participated in two Akafliegs price of oil, since the manufacture of the two main construction and they are fun, fascinating, and highly educational. You would materials, epoxy and carbon fiber, are both heavily dependent on pay good money to learn these techniques at composites seminars petroleum products. elsewhere. Participation is open to all those seriously interested in HP Aircraft, LLC has been in business since 1999, when Kuykendall learning more about the HP-24 and composite construction tech- purchased Richard Schreder’s Bryan Aircraft, in order to supply the HP niques before committing to a kit. soaring community with upgrades and parts inventory for legacy HP Once the builder has completed the required factory-assisted portion ships. Thirteen years of HP-24 development can be seen at Kuykend- of the build, they will take home (presumably by trailer) upper and lower all’s web site, www.hpaircraft.com, which has a wealth of pictures and wingskins, a fuselage, and control surfaces. At that point, most of the commentary documenting the design, tooling and fabrication of the remaining work is fitting and bonding smaller parts; all critical rigging is HP-24. Current updates are available on Kuykendall’s Facebook page, done in Arnold. Only common hand and power tools will be required, and HP-24 Sailplane Project. there are no complex layups to do after leaving Kuykendall’s shop. —E.S.

20 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes on builder skill level and familiarity with composite techniques, builder participation is paramount. Kuykend- all encourages all builders to spend at least one week at his shop, laying up tail, wing and fuselage skins, and thereby learning the skills necessary to finish and maintain their sailplane. The first five builders of the HP-24 will receive a significant discount off the price of their kits. Kuykendall knows these early customers will be beta builders, working with standard kits before quickbuild kits are available. He views these builders as sharing This jig fits into alignment holes on the upper wingskin mold and allows the airbrake in some of the development work of to be precisely located on the skin. The extensive use of such jigs in the HP-24 project validating the kit assembly process, so means that customers will get parts that fit precisely right out of the box. he plans to reward them with $6,000 off the 2013 kit price of approximately doing the major portion.” For exam- er’s home shop, rather than at Kuyken- $32,000. (This price is for the basic kit ple, bottom wingskins will be molded dall’s shop. And for Canadian E/A-B and does not include paint, avionics, with removable panels that allow the rules, which require inspection before or trailer.) builder to install the integral control closing up major assemblies, Kuykend- hardware for flaperons and ailerons. all will provide fuselage halves rather Down the Road This work traditionally requires lots than the prebonded fuse that U.S. Given Kuykendall’s “open-source” mind- of cure-cycle time for individual parts buyers will receive. set, it is no surprise that even with only (i.e., needing to wait for a part to cure Although Kuykendall sees a rela- one ship flying, he’s already thinking before proceeding to the next step), so tively-fast build time for the kit, esti- about HP-24 variations made possible it is more efficiently done at the build- mated at 500-1000 hours, depending by future technology. “Long term, I’d

KITPLANES December 2013 21 Akawhat? By its very nature, the HP-24 project has drawn quite a few people into its orbit—designers, pilots, prospective builders curious to see if this could be their next project, even engineering students. Most get first-hand involvement via the “Akaflieg,” a term Bob Kuykendall borrowed from the German “Akademische Fliegergruppe.” These are groups of aero-engineering students at German technical universities who typically design gliders. Kuykendall hosted his first Akaflieg in 2005 and had just wrapped up AF15 as this article was going to press. The Akafliegs are a great way to learn composite construction skills, network with like-minded folks, and get an idea of what building an HP-24 kit involves. The AF15 crew was composed of Kevin Christner, a venture capitalist and glider historian with 500+ hours in more than 30 glider types; Joshua Daisey, an aviation industry business manager with 75 hours in his RS-15; Doug Gray, a retired Silicon Valley engineer with 40+ years in gliders; Craig Wexelberg, a 29,000-hour captain with US Airways; and myself. Our work mostly centered on laying up the flaperons for Gray’s ship, HP-24 kit number 2. For Christner, Daisey and Wexelberg, the Akaflieg was an opportunity to learn more about the Laying up the fuselage in the production HP-24 before actually purchasing a kit. “I was impressed with Bob’s referencing experts in critical molds is a team effort at an Akaflieg. areas and then applying his own manufacturing techniques,” said Daisey, a graduate of Embry- Riddle with both an A&P rating as well as an MBA. From Christner’s perspective, “there are many ways to construct a glider to fly a particular profile. What is more important are the planform, convenience, and features like autoconnects—and these are covered well by the HP-24.” Christ- ner has a particular need for tip extensions and water ballast, and Kuykendall’s willingness to customize kits to customer’s requirements was a big plus for him. In contrast, Wexelberg was more focused on ease-of-build, as well as a kit offering an FES (front electric sustainer), issues which he was able to discuss face-to-face with Kuykendall. The week allowed him to learn new skills, and also realize that he’d probably have to wait for the kit to mature a bit more before he’d be ready to build. Gray has been with the project since its inception; Kuykendall, in fact, crewed gliders for Gray as a youth. Gray emphasized his confidence in Kuykendall’s design but admitted that beta kits are still at a preproduction level. “I’m satisfied with Bob’s engineering design ability—he hasn’t tried anything radical, and all production is under his oversight,” Gray explained. “But much of it is still in his head. Manuals and plans have yet to be formalized, and the HP-24 components require a higher level of prefabrication compared with the typical kit plane, because so much is bonded together. Safety-critical parts need to be completed at the factory.” Gray also stressed the importance of prospective builders attending Akafliegs: “Builders need to have an idea of the construction of critical parts, and what and where you can sand without causing damage.” Gray is aware that, statistically, only a small proportion of homebuilders finish the job. To succeed, The finished fuselage half, ready to meet its mate. All major components for the HP-24 he said, “you need time, other planes to fly while building, and preferably, a big shop with the will be molded at the HP Aircraft facility. necessary tools.” Sounds like the ideal starting point for any type of kit. Participation by the builder will be part of —E.S. the package.

Summer 2013 Akaflieg participants, L to R: Doug Gray, Craig Wexelberg, Carbon fiber produces the lightest structure in a compact and Bob Kuykendall, Kevin Christner, Joshua Daisey, and the author. aerodynamic package.

22 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Finished wing loaded to 4.4 G (2200 lbs). Future wings will feature a spar good for more than double that. Note the degree of deflection – the tips have deflected almost 4 feet relative to the support stand. like to see a self-launch model, an FES [front electric sustainer] system, and water ballast options that will significantly expand the cruise-speed profile,” he explained. In a sense then, customization of the HP-24 is part of the building process. “It’s important to me that readers understand that, in my philosophy, ‘HP-24’ is not the name of an aircraft type. Rather, it is the name of a personal dream, an epic project, and most broadly, a kit from which an aircraft can be assembled,” said Kuykendall. “In the eyes of the FAA, the person who builds and certifies an E/A-B aircraft is the manufacturer of record, and they are free to call the aircraft whatever they wish. I therefore wish to establish a tradition in which the sailplanes arising from this kit each bear a unique name. Brad Hill, builder of kit number 1, started this off by declaring his aircraft the ‘Tetra-15’; and when I finish my own aircraft, it too will have its own name. I realize this is somewhat unusual, but it reflects my belief that no two amateur-built aircraft— even those built from the exact same kit of parts—are identical. So, I guess you could say, ‘We provide the dream, you create the story.’”

KITPLANES December 2013 23 A Carbon Pussycat—HP-24/Tetra-15 PIREP I’ve been flying sailplanes for 35 years now, and the HP-24 is my third a wing runner, I have roll control within just a few feet; there are no homebuilt sailplane. In the late 1990s, I was the first builder of the Rus- unusual or exceptional control inputs required on takeoff. sian AC4K, which I flew for several years before purchasing a Slovenian Apis13 kit. I was also the first one in the air with that model, so I’ve What a Joy! managed to gain quite a bit of experience and knowledge regarding After release, I roll right to clear the tow plane. My thought when I the techniques used to build composite sailplanes. first flew the HP-24 at this point was “What a joy!” The HP-24 is very I originally met Bob Kuykendall back in 2009 at a speech he was stable about all three axes. Roll rate with the full-span flaperons is giving at the Museum of Flight in Seattle, Washington, where I had approximately three seconds, 45º to 45º. Due to the prototype bellcrank worked for Boeing for many years as a technical illustrator. Bob and geometry, the Tetra is set up with the following flap settings: two up, I immediately hit it off; I offered to do a 3D CAD model of the HP-24, neutral, and two down. (This has been changed to one up, neutral and and the next thing I knew, I was at his shop in Arnold, California, three down in the production HP-24 kit.) I use positive flaps for slow helping to design and build tooling for the ship. I found myself with flight and climb, and negative for high-speed cruise (75-120 knots). the time and resources to act as the beta builder, but I was working Negative deflection makes a big difference—I can really feel the glider so far ahead of Bob’s schedule that, eventually, I called my ship the accelerate with negative flaps. I should point out that both the flap Tetra-15. Aerodynamically, the aircraft itself is essentially an HP-24, and airbrake controls are levers rather than slides, which is a departure but the cockpit is fairly customized. So although I’ll refer to the from normal gliders. But I have to say, I actually prefer the levers now. HP-24 in this PIREP, realize that these are my experiences based The elevator is very light, but has a positive stick coefficient. The on the Tetra-15. spring trim is effective between 80-120 knots, beyond which I have to override. However, this is no different than production sailplanes. With Rigging flaps down though, trim override drops to about 80 knots on the Tetra, The HP-24 is rigged with standard rigging tools—it can be done alone which is lower than I’d like. I also find that in this configuration, I need or with a helper. With two people, we can go from trailer to flight ready to trim often. On most ships, you set it and forget it. This is one area of in under 20 minutes. Because each wing weighs only 110 pounds, tip the controls that Bob is addressing for the production ships. weight is minimal. One feature that I do not particularly like are the The controls are well-harmonized and coordinated flight is a piece non-tapered lift pins. I understand why they were designed without of cake. It’s easy to hold a banked turn and keep the yaw string either taper, but it does mean guiding the wing in takes a bit of precision straight back or towards the high wing, depending on your prefer- and finagling. Ground handling is a snap, and with a tailwheel dolly ence. Even with full flaps and spoilers, control balance and harmony and wing dolly I am easily able to push the glider to the staging area remain perfect. by myself; it helps that the glider is about 100 pounds lighter than comparable ships. Mixing it up The tow hook is a Tost unit in the nose. Tost is the German gold stan- Stalls don’t harbor any surprises, and my Tetra seems to drop off to the dard for hooks, and with the hook in the nose, tows are quite enjoyable. left. In my experience, most gliders favor a break either left or right, The plane naturally wants to track, and I can retract the gear as soon as and the fact that mine breaks left may merely be a rigging issue with we are in the air, which keeps things quiet. If I am launching without the tiplets; it’s certainly not a design feature.

The cockpit is typical of a modern sailplane with room for neces- Up and away—the sailplane looks more at home in the air than sary instruments and computers. most flying machines, soaring on slender wings for hours at a time.

24 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes The HP-24 is typical of modern sailplanes – a compact egg- Sailplane flights start with a noisy tow to altitude, but they shaped cockpit, minimal boom, and a T-tail for good control become oh so quiet when the towplane departs. and ground clearance. I’ve only spun the Tetra once—by accident—just above incipient. I ride in turbulence. The cockpit is roomy and relatively quiet; the glider was a few knots above stall, really working some light lift to avoid landing has adjustable rudder pedals and can accommodate pilots up to 6 feet out, and I pushed it too far. It was interesting; it popped out as soon as I 2 and 240 pounds. The canopy rails are low enough to give excellent relaxed stick pressure. Altitude loss was only 200 feet, and I find that com- downward and rearward visibility. I have plenty of room for parachute, forting. To provoke a spin, you really have to exaggerate control inputs. water, oxygen, and my flight gear. Ingress and egress are quite easy I am not a qualified aerobatic pilot, but early in my flying career, I with the forward-hinging canopy and pedestal-mounted instrument did some pretty crazy stuff with hang gliders. I once managed to find panel. The landing gear, which I would call “legacy Schreder,” is robust myself tumbling from a loop and unable to pull out, only to regain and shock-absorbing, and the airbrakes provide excellent glide path control at about utility-pole height! Suffice to say, I now leave the control. I have no fear of landing out, even in a small field. aggressive stuff to competent aerobatic pilots. I have done chandelles, I should point out that for actual performance data, interested wingovers, that sort of thing, but no loops! Nevertheless, the Tetra-15 readers can go to www.onlinecontest.org, where I log all my On-Line spars were tested to 4.4 G, and production HP-24s will have even beefier Contest flights. I have several times been Region 8 OLC Champion, spars to accommodate the 18m tips; so loops or other aggressive and occasionally have ranked in the top one or two worldwide. Of maneuvers are certainly within the performance envelope of this ship. course, this is based on who logs their flights, but there are several thousand pilots competing, so that’s not too bad. In addition, my Contest or Cross-country? YouTube page, apisdude, has quite a few HD videos shot from the tail During my Phase I testing (which I like to point out was shorter of the Tetra-15. than that assigned for my previous homebuilts, so I guess the FAA was impressed with the design), I went through a variety of test cards Final Impressions drawn up by some of my Boeing associates. We flew the cards on rela- So, how does the HP-24 stack up against German glass? Well, it stacks tively stable days, but there is still a fair amount of scatter in the data. up great, if you compare apples to apples. By that I mean, current Nevertheless, our conservative estimate for L/D is approximately 39:1. top-of-the-line German ships are not a fair comparison: they are prob- [Kuykendall points out that Brad’s estimate may indeed be con- ably triple the cost and use both high-tech aerodynamics like active servative, since Brad himself has reported gliding evenly with other boundary layer control and high-tech tooling that just isn’t available gliders whose manufacturers have reported L/Ds in the 42:1 range. to homebuilders. To design something of that nature was beyond the Whether those numbers are themselves accurate is perhaps a game scope—and the acceptable risk levels—of this project. of liar’s dice, but Kuykendall’s design calculations—which have been That said, compared to a 1980s-vintage Ventus or LS6, which are in quite accurate so far—are closer to 42:1; so it is possible that, with a a similar price/performance range to a new HP-24, the HP does well. bit of tweaking and a professional test pilot, the production HP-24s I fly in a lot of competitions. And although I can’t keep up at certain will see those kinds of numbers.] cruise polars, I can outclimb just about anyone; and the ship seems to Due to the unexpectedly-light weight of the plane (and thus lower be holding its own pretty well. I’m not a seasoned competition pilot wing loading) penetration starts falling off around 80 knots, but this though, and that is one thing Bob would like to do—get an HP-24 into can be improved by using water tanks. I know that Bob is currently the hands of a professional and see what it can really do. developing a set of wings for a customer with water-ballasted leading Because the HP-24 has no vices, and because the controls are so well edges that will take the wing loading up to around 11 pounds per balanced and harmonized, a student with 100 hours in a fiberglass trainer square foot, which should give some fantastic cruise speeds on strong would have no problem flying one. As far as building, it has been designed days. On the flip side though, I can outclimb just about anything out and laid out so that a first time builder will find it easy to build. And not there; the usual comment I hear in thermals is “I can’t catch you!” only fun, but educational as well. I’ll reiterate what Bob has said: “You As a cross-country ship, builders will not be disappointed; the HP-24 build it yourself, and you can fix it yourself.” I literally touched every part has met and exceeded all my expectations. I have flown several seven- of this plane during the build. It was a fascinating experience. J hour-plus flights with no fatigue. The carbon wings give a super smooth —Brad Hill

KITPLANES December 2013 25 2014 Kit Aircraft Buyer’s Guide The state of the kit world is sound! By PAUL DYE and MArk SCHRIMMER That is the conclusion we reached in our visit to AirVenture 2013 this past July. Walking the grounds, talking with kit manufacturers, and most importantly with builders (and prospective builders), the buzz we found was that people are interested in not only completing existing projects, but in starting new ones. While the shear volume of entirely new aircraft kits might be down, there is a lot of activity in the kit company community: providing kits and parts for existing designs, improving kits already out there—and yes, showing the new designs on which they have been toiling. The down economy of the past few years seems, at least to us, to be easing back into recovery to the point where people are eagerly looking at and buying new products and projects. The recession has not killed Experimental aviation; it is coming back! Without looking at the AirVenture vendor directory and comparing it to prior years, we can only estimate (based on appearances) that the North Display Area (a.k.a. kit manufacturer’s row) seemed better stocked and more crowded than in recent memory. There were new airplanes in several booths, upgraded designs in others. At least two companies have new single-seaters for the LSA market, and Sonex has rekindled the jet homebuilt market with its offer to sell the first ten deliv- ery slots of its little SubSonex, an aircraft bound to be compared to the BD-5J that got so many of today’s generation interested in homebuilding in the first place. In between the LSAs and the jet, we found new STOL aircraft to delight those looking to go into the wild, and smooth flyers for going after that hundred-dollar ham- burger. To all appearances, vendors weren’t just standing around and talking; they were writing orders! This year’s Kit Buyer’s Guide reflects both the new and the old—and the upgraded ideas in between. Once again, our staff has taken the time to do some shopping for you, pulling together information on the kits available on the market as of this writing. This issue will highlight those new ideas that have appeared in the past year, and the online database started last year will help readers compare different designs and find more information on existing designs. It is our goal to provide a jumping-off point for someone asking the question, “What kit is right for me?”—and for experienced builders looking towards their next project. KITPLANES® is proud to provide the information and insights necessary for our readers to inform themselves and make better decisions as they jump into the world of homebuilding, and the staff stands by, ready to assist those builders in the years to come, as they complete and fly their dream machines.

26 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Aircraft Buyer’s Guide Online Access This year the Online Aircraft Buyer’s Guide follows the format we established last year and provides useful features for users. Among them is the ability to do a side-by-side comparison of more than one aircraft using various selection criteria. Unlimited access to the Online Aircraft Buyer’s Guide is free for subscribers, but for a limited Our directory lists 138 kits with trigear, 149 with a tailwheel like this RANS S-7, time only, we are offering non-subscribers and 52 that can be built either way. a chance to sample the site, too. Here’s how it works: Newsstand buyers may visit www. kitplanes.com. There will be a button labeled Defining What’s New “Newsstand readers’ access” that will take you to Each year as we prepare these industry guides, we have to look closely at the a signup page. The access code is Kitplanes74136. long list of press releases that have accumulated in our inbox over the past This will give you 30 days access (from signup 12 months. Manufacturers regularly announce new products, new designs, date) to the Online Aircraft Buyer’s Guide and and new deals. But oftentimes, the “new” is interesting, but not enough also to explore the entire web site, so go in and to call the airplane a new model. Sorting the significant changes from the have a look around. new aircraft models is interesting and takes judgment. One of our primary criteria, of course, is if the manufacturer carries a new model (rather than simply listing options to existing models) on their spec and price sheets. Most manufacturers in our small industry are very good about that. If an entirely new manufacturer comes along (as has happened every year), we are overjoyed to start a new listing. When existing manufacturers come up with an entirely new design within their family of kits, that is also reason for rejoicing—and a new listing. But simple changes to landing gear, powerplant options, and cabin amenities will generally be noted with appreciation in the detailed listing and not generate a new model. For those manufacturers that offer a wide range of support for different engines, we will generally only list the aircraft once; it is up to the builder to call it what they will, depending on the powerplant they choose. Changes and Upgrades Most kit manufacturers can’t seem to keep from tinkering with their models or designs. By nature, they are homebuilders themselves, and they like to build; keeping a design the same for a year would bore them. So, models change and are upgraded. New wheelpants add speed. Additional engine choices are made available. Fairings, drag reduction, lift enhancement— they are all on the table for every airplane. While we try to reflect these in our listings, the best source of the most current specifications and features for every airplane in our database is the manufacturers themselves. Not only will they be happy to tell you what they have done to improve over last year, many will be happy to tell you what they are working on for the future. Our recommendation, of course, is to always buy the airplane that exists, and rejoice if something new and better comes along. Banking on the “new and better” that does not yet exist can be a recipe for disap- pointment. Research and Development generally takes longer than anyone expects—no matter how expert. Why Digital? Last year, KITPLANES® changed from a completely printed version of the popular Buyer’s Guide to an online database, introduced by fewer pages of description in the printed magazine. Change is, as always, a bit

Photos: Kitplanes Staff, Richard VanderMeulen, and courtesy the manufacturers. KITPLANES December 2013 27 painful, and we received a number of responses critical of the change. It should be noted that we received almost an equal number of compli- ments; but as always, we like to please as many of our readers as possible, and it pains us to displease anyone. A great deal of discussion went on With over 360 aircraft in our online database, it’s regarding the responses to the change, both positive and negative, and a easy to see there’s a homebuilt for almost everyone. lot of time was spent deciding on this year’s format. In the end, we believe We’re constantly amazed at how many different that going online gives a lot of benefits for those truly researching new ways there are to build a flying machine. Here’s a kits and designs—the ability to compare two (or more) designs directly quick look at aircraft we flight tested in 2013. They being the most valuable. While we recognize that many of our readers are only a very small sample of the kits available to were comfortable with the old way of doing things, we also know that the builders. But they do show the diversity that exists world is changing, and it is rare to find someone who does not have the in the homebuilt aircraft market today. ability to go online and get connected. That said, this year we have done something different. For quick refer- Lancair Turbine Evolution ence, all kits and manufacturers—and a few basic specifications—appear in Powered by a Pratt & Whitney PT6A engine, with print. However, the details of each design are not in the magazine—they are a cruise speed in the neighborhood of 300 knots, a in the online database. Whether you subscribe or have bought this single climb rate of 4000 fpm, and the range to go almost issue, you have access to the database, and we encourage you to use it to find anywhere in the country in a day, the pressurized the specifics on whichever kits interest you. Lancair Turbine Evolution is a serious contender for One of the reasons that we decided to go (and stay) electronic with the the title of “the ultimate Experimental.” Buyer’s Guide is the great amount of information that remains the same This is not a typical kit where the builder each year. In this issue, in print, we will touch briefly on what’s new since completes the majority of the airframe in a garage. last year. The many fine kits that remain the same are still in the online Because of the complexity of the airplane and the guide, and they can easily be compared to the new ideas and designs that tooling required, the builder begins the project have come along. at the Lancair factory. Over a two-week period, Just as the homebuilding world has grown and changed from tube and working under the watchful eye of experienced fabric “fly it in the pattern” airplanes to cross-continent cruisers, the media technicians, the builder closes large assemblies world has changed as well. We hope that you will understand and utilize the like the wings, horizontal stabilizer and control online database in your research, and—as always—we seek your comments surfaces, and installs internal plumbing and wiring. on how to make the database better. The process has been carefully designed to ensure the completed aircraft will meet the standards for Choices, Choices. licensing as amateur built. Choosing a kit is one of the most difficult things a prospective builder At the end of two weeks, the airframe is sitting will ever do—that is until he or she actually starts building and discovers on the maingear, basically completed firewall other, more difficult parts of the endeavor. But honestly, choosing the kit aft. The wings are removed (they are indexed for that is right for you is a task that shouldn’t be taken lightly. As a classically foolproof reinstallation) and the aircraft is moved trained aeronautical engineer, I personally start with “mission.” I ask, to the customer’s choice of location for continuing “What is it that the airplane I am looking for needs to do? Does it need to construction and finishing. go fast? Far? Carry a lot of load? Does it need to be aerobatic? How about As you might expect, the Lancair Evolution is expensive; the basic airframe costs $545,000 and There are 149 kits designed around a Rotax the estimated completed price is $1.3 million to $1.5 engine, including the SeaRey. Lycoming engines million. Estimated build time is 1000 to 1200 hours. (or Lycoming clones) power 71 kits. (Photo by David Forster)

Lancair Turbine Evolution reviewed in KITPLANES® July 2013 issue.

28 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Sonex Aircraft Onex At the opposite end of the spectrum from the Turbine Evolution is Sonex Aircraft’s Onex. You could probably buy a fleet of 50 Onex airplanes for the price of a single Turbine Evolution, but you really only need one to have plenty of fun. There are 61 kits with tandem seating and 137 kits with side-by-side seating, The single-seat Onex is basically an 85% scaled- including Van’s Aircraft’s RV-7. down version of the two-place Sonex. Powered by an 80-hp AeroVee engine, it has a cruise speed a good sightseeing airplane—does it fly slow and have good stall charac- of 155 mph at 8000 feet (135 mph at sea level), a teristics? How about visibility? Does the airplane carry enough people, climb rate of 700 to 900 fpm, and is stressed for cargo and/or fuel? How about support for avionics?” Takeoff and landing +6/-3 G. Takeoff distance is 400 feet and landing distances, altitude performance—all of these have to do with mission. distance is 500 feet. The Onex meets Light Sport On the other hand, there are folks that choose an airplane because it requirements and is available with a tailwheel or looks sexy. And many of those folks are successful builders, happy as clams tricycle gear. with their choices. It is not our place to tell you how or what to choose, The Onex also includes a folding wing. One but to give you the information necessary to make those choices. We can person can quickly fold or unfold the wings, and the suggest that you pick something appropriate for what you want to do with wing-fold mechanism automatically connects the it—but for some, it is all about the panache and the looks you get taxiing up aileron pushrods. to the fuel pump or airport restaurant—and that’s OK as well. The Onex is primarily made of 6061-T6 aluminum. Whatever method you put into your aircraft selection progress, we urge Blind rivets are used throughout the kit, except for you to do your homework and put in the time it takes to do it right. Build- the mainspar, which is assembled with solid rivets. ing an airplane is not really a hobby—it is more of a way of life. You will A pre-assembled mainspar is available as an option, be living with your choice for a long time (statistically speaking, several and Sonex also offers quickbuild kits. The basic Onex years), and you need to be happy with it. Nothing causes builder burnout airframe kit starts at $12,995. Quickbuild kits start at more quickly than continuing to work on a project that started out well, $22,995. As long as but now appears to be a dead end. Many a builder started out with a small you’re going to build single- or two-place airplane and then found themselves with extra small the airframe, why people in their family who need places to sit. Build for the mission you not build the engine, expect to have in the timeframe that the aircraft will be completed, not too? The AeroVee just for what you need now. engine is available as a kit with a base Where Does the Data Come From? price of $6995. Esti- The information in the KITPLANES® kit listings comes, primarily mated completed from the manufacturer—not from independent trials by KITPLANES® price for the Onex staff. Although we would love to be likeConsumer Reports and test hun- is $25,000. Esti- dreds of products using a battery of trials, that simply is not possible mated build time in the Experimental aircraft industry, for a couple of reasons. First and is 500 hours. foremost, no two kit aircraft are ever identical. Giving precise, as-flown numbers, corrected to standard-day conditions, would be wonderful— but fairly meaningless—expect for the specific aircraft used for the test. Some have suggested we get a bunch of Cub-like aircraft together with a bunch of KITPLANES® writers at a mountain airstrip for a week. We’d let everyone fly every airplane a few times and then compare and contrast them all. While this is certainly an attractive idea to most of our regular writers, it is entirely impractical when you consider fuel costs, insurance issues—and the simple fact that comparing two different aircraft designs is fraught with peril for the reviewer because no two aircraft designs have the exact same mission. Most flight reviews are limited in scope and give the writer/test pilot a Sonex Aircraft Onex reviewed in KITPLANES® June good feel for the airplane and whether it comes close to the design criteria. 2013 issue.

KITPLANES December 2013 29 If we see a significant disconnect between the numbers we obtain and the numbers published by the company, we generally call that out in our review. For data boxes, in order to get consistency, we generally use the manufacturer’s numbers and say that plainly at the bottom of the table. We don’t Vans Aircraft RV-14 fly every model of aircraft listed in the Guide, and therefore, the best way Need more load-carrying capability than the single to give everyone an honest chance is to use the manufacturer’s numbers. seat Onex, but don’t have the budget for the Turbine If we see an 1100-pound gross weight, 100-horsepower airplane claiming Evolution? Don’t worry, there are hundreds of choices a high-Mach cruise, we’ll call the company on that. But generally, we have in between. A good place to start your search is Van’s an honest industry; the dishonest companies fail to meet their claims and Aircraft’s RV series. The company’s newest model is the don’t survive. RV-14. It’s a roomy two-place aircraft with side-by-side So we rely on our readers’ good sense to verify claims before purchase and seating, plenty of cargo capacity, a 193 mph cruise look at the numbers with a critical eye. The laws of aerodynamics can be speed, a climb rate of 1800 fpm, and to top it all off, it’s bent a little, but rarely can they be broken. If something looks too good to capable of sport aerobatics. be true, it probably is—use your due diligence and check things out. The RV-14 certainly looks similar to other side-by- side RVs, but it’s noticeably larger. The basic idea was to New Aircraft build a two-seat airplane with the room and comfort of This year’s new designs include everything from a high-performance sail- the four-place RV-10. Speaking of the RV-10, the RV-14 plane to a single-place personal jet. In between these extremes are two aer- uses the same proprietary airfoil, which was optimized obatic single-seaters, a four-place family hauler, and a three-quarter-scale for cross-country flight. Nevertheless, the RV-14 is replica of the Spirit of St. Louis, powered by a radial engine. There’s also stressed for +6/-3 G at the aerobatic gross weight of a variety of two-place aircraft. All are LSA legal, but they were built with 1900 pounds. Maximum gross weight is 2,050 pounds, completely different design objectives. So, without further ado, let’s take a with a typical empty weight of 1240 pounds. Useful closer look at the newest kit aircraft. load is 810 pounds, and full-fuel payload is 510 pounds. Under the cowl is a 210-hp, angle-valve Lycoming Sonex Aircraft SubSonex IO-390, connected to a Hartzell constant-speed If you’ve ever dreamed of owning your own personal jet, your dream can propeller. Takeoff distance is 630 feet, and landing now become a reality. The single-seat SubSonex climbs at 1900 feet per distance is 715 feet. Stall speed is 67 mph clean minute, has a sea-level cruise speed above 180 mph, and stalls at 59 mph or 56 mph with flaps down in landing configura- with full flaps. Range is over 300 miles with reserve. Empty weight is 416 tion. The type of landing gear is up to the builder: pounds, useful load is 484 pounds, and the aerobatic weight is 750 pounds. tailwheel or tricycle. Takeoff distance is 1200 feet, and landing distance is 1000 feet. The RV-14 is built from 2024-T3 aluminum, fas- Powering the SubSonex is a PBS TJ-100 turbojet engine that produces tened with solid rivets. The kit features match-hole 247 pounds of thrust. The engine was designed for UAV, UCAV, Experi- technology, with rivet holes punched to the final size. mental aircraft, and motorized gliders. Sonex Aircraft: SubSonex Quickbuild and standard The SubSonex is intended to fly under kits will both be available. Experimental Exhibition category rules. Engine: PBS TJ-100 The basic airframe kit Without the 51% rule restrictions associated Max speed: 298 mph starts at $28,000 and the with Experimental/Amateur-Built airwor- Cruise speed: 180 mph estimated completed thiness certification, the SubSonex will ship Stall speed: 59 mph price is $85,000–$90,000. with pre-assembled wings, fuselage, tail, con- Gross wt: 900 lb Estimated build time trol surfaces, canopy, and windshield. Cus- Useful load: 484 lb is 1100 hours. tomers will install the outboard wing panels, No. of seats: 1 engine, fuel system, retractable landing gear, Kit price: $125,000

Van’s Aircraft RV-14 reviewed in KITPLANES® March 2013 issue. Sonex Aircraft SubSonex

30 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes The Airplane Factory Sling 2 While many Light Sport Aircraft are used for sightseeing and short, local hops to the nearest airport eatery, others have earned their stripes as serious traveling machines. That’s certainly the case for the Sling 2 Zenith CH 750 Cruzer prototype, which was used by The Airplane Factory founders, Mike Blyth and James Pitman, to fly around the world in 2009. avionics, electrical systems, BRS full-aircraft recovery parachute system, pre- Powered by a 100-hp Rotax 912 and a Warp Drive molded fiberglass components, upholstery, and paint. three-blade ground-adjustable propeller, the If all those tasks sound more like work than play, relax! Experimental Sling 2 cruises at 132 mph, climbs at 800 fpm, and Exhibition category regulations allow customers to hire builder assist cen- stalls at 52 mph clean at a gross weight of 1320 ters or aircraft finishing services to do the work for them. pounds. Typical empty weight is 796 pounds, leav- To fly the SubSonex, pilots must qualify for an FAA Letter of Authoriza- ing a typical useful load of 524 pounds. Baggage tion (LOA). Commercial pilots operating jet or turboprop aircraft should capacity is 77 pounds. The Sling 2 takes off in 394 easily meet the requirements. Pilots without jet experience can also qualify feet and lands in 230 feet. after completing appropriate training, which will be available through Unlike many LSA-eligible aircraft, the Sling 2 Sonex Aircraft’s T-Flight Transition Training Program. was designed for a maximum gross weight of 1,540 Sonex Aircraft is accepting $10,000 refundable deposits for the first pounds. It can’t be flown by a Sport Pilot at that 10 kits, which are priced at $125,000. Included in the price are the weight, but it is certainly acceptable for a Private SubSonex Ultra-Quick Build Kit and the PBS TJ-100 turbojet engine Pilot to take advantage of the extra 220 pounds of with installation accessories. The price is guaranteed for the first ten capacity. Just be aware that once the takeoff weight kit reservation deposit holders. Kit deliveries are expected to begin in exceeds 1320 pounds, even if it is only one time, the mid-2014. aircraft no longer meets the definition of an LSA and can never be legally operated with a Sport Pilot act- Zenith CH 750 Cruzer ing as pilot in command. Most components in the Sling 2 kit are delivered Zenith Airplane Company has been quite Zenith: CH 750 Cruzer successful with their Light-Sport-eligible to the builder at what would normally be called the STOL CH 750. It has amazing short take- Engine: UL Power quickbuild stage. The major portion of the airframe off and landing capability, a roomy side- Max speed: 125 mph is built from 6061-T6 aluminum and fastened by-side cabin, excellent visibility, good Cruise speed: 118 mph together with pull rivets. Solid rivets are used on flying characteristics, works with a wide Stall speed: 39 mph the mainspars, which are fully assembled at The Air- range of engines, and can be built from Gross: 1440 lb plane Factory. Composites are used for the wingtips plans or a well-developed kit that goes Useful load: 660 lb and cowling. together quickly. No. of seats: 2 Price for the Sling 2 kit is $26,730 and estimated With all this going for the STOL CH Kit price: $20,980 completed cost is $55,000–$67,000. Build time is 750, why did Zenith develop the new CH estimated at 700 to 900 hours. 750 Cruzer? Because many people who liked the basic CH 750 design didn’t really need extreme STOL capability and wanted a higher cruise speed. There’s no doubt that the CH 750 Cruzer looks similar to the STOL CH 750. They use the same basic fuselage, but the design has been optimized for economical cross-country cruising and use on paved runways. Perhaps the most obvious change is the wing. Gone are the leading-edge slats, replaced by a new wing with a completely different airfoil. The internal structure of the wing is also different, because the Cruzer has a single aerodynamically faired lift strut on each side, instead of the dual lift and jury struts found on the STOL CH 750. For easier access to the cabin, the gear legs have been shortened a few inches. Wheelpants have been added to reduce drag, and the empen- The Airplane Factory Sling 2 reviewed in KITPLANES® nage has been changed, too. The high-lift design of the STOL CH 750 January 2013 issue. has been replaced with a thinner-section tail plane that is more than

KITPLANES December 2013 31 adequate for normal operations. The rudder is the same, but the vertical fin is new. How do the changes affect performance? The Cruzer is about 20 mph faster than the STOL version and climbs approximately 200 feet per Just Aircraft Highlander SuperSTOL minute faster. Takeoff and landing distance is 350 feet, quite a bit more In the world of bush planes, short takeoff and landing than the STOL CH 750, but still very short. Most important of all, you capability is good, and shorter-than-short takeoff can now build a CH 750 that’s optimized for the type of flying you enjoy and landing capability is even better. It’s not just for most. For more information on the Cruzer, see KITPLANES® November bragging rights that bush pilots desire STOL aircraft. In 2013 issue. some situations in the backcountry, it could make the difference between a successful takeoff or landing, or HP Aircraft HP-24 Sailplane ending up in the trees, a hospital, or worse! With avgas prices north of $6.00 a gallon, the idea of building an aircraft Short of a helicopter, there aren’t many aircraft that that doesn’t use any fuel keeps looking better all the time. The HP-24 is a can takeoff and land in less than 100 feet. But Just 15-meter glider that is built from composites. With delightful handling Aircraft’s SuperSTOL certainly fits the bill. The aircraft is characteristics and a very-respectable lift-to-drag ratio of 39:1, it’s not an a no-compromise, hardcore, short-takeoff-and-landing exaggeration to call it a high-performance sailplane. machine, featuring a thicker airfoil than a regular Just The HP-24 project began when Bob HP Aircraft: Aircraft Highlander, two-thirds-span flaps that extend Kuykendall and Steve Smith decided to HP-24 Sailplane 45°, and self-actuated slats in the leading edges of the develop a new set of wings with a modern wings. Stall speed is around 35 mph, but what also airfoil for the HP-18 glider. The HP-18 Power source: The sun! contributes to the SuperSTOL’s incredible performance was the last of a series of homebuilt glid- L/D max: 42 is its ability to make fairly steep approaches and land ers designed by Richard Schreder and Minimum sink: 1.8 fps precisely on a spot with minimal float or flair. Strong offered as kits in the 1960s and ’70s. Stall speed: 42 mph brakes and an incredibly brawny landing gear help, too. After working on the wings, Kuykendall Gross (dry): 825 lb So much for landings; for equally short takeoffs, started working on sketches and draw- Useful load: 325 lb the SuperSTOL is powered by a 100-hp Rotax 912 ULS ings for what would become the HP-24 No. of seats: 1 engine turning a Kiev ground-adjustable 3-blade prop. kit sailplane. Kit price: $32,000 For even greater performance, there’s an optional One of Kuykendall’s heroes, and a source of engineering inspiration, turbocharged Rotax 912 ULS that puts out 130 horse- is none other than Richard VanGrunsven, designer of the RV series of power—15 more than the standard Rotax 914. aircraft. VanGrunsven is an avid sailplane enthusiast and even provided All this STOL capability comes at a price, and not just the hangar space where Kuykendall performed static load tests on the pro- nearly $14,000 added cost for the SuperSTOL versus a stan- totype HP-24 wings. But make no mistake; building an HP-24 is a com- dard Highlander. Top speed suffers, too. With 29-inch tires pletely different process than building an RV. and a cruise prop, typical cruise speeds are 90–100 mph. When you open the crate to an HP-24 kit, the first thing you’ll see is a When built with a gross weight of 1320 pounds, the lot of carbon fiber. There’s definitely a learning curve to working with this SuperSTOL can be flown by a Sport Pilot, or it can be material, so Kuykendall strongly recommends that builders spend at least built with a 1550 gross weight and flown by a Private one week in his shop in Arnold, California, laying up tail, wing and fuselage Pilot with a current medical certificate. The basic kit skins. This ensures that builders will learn the necessary skills to complete costs $36,650, and a complete plane without paint and maintain their sailplanes. Even with builders doing some work at the will cost $70,000–$80,000, depending on equipment. factory, Kuykendall says the HP-24 kits are fully in compliance with the Add another $16,000 for the 130-hp engine. Build FAA’s 51% rule. For more information about the HP-24, see page 16 of this time is estimated to be 800–1000 hours. issue of KITPLANES®.

Just Aircraft Highlander SuperSTOL reviewed in KITPLANES® October 2013 issue. HP Aircraft HP-24 Sailplane

32 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Bearhawk LSA Just Aircraft isn’t the only company offering STOL performance in an LSA. Depending on weight, the Bearhawk LSA takes off and lands in 200–450 feet. That’s not as short as the SuperSTOL, but Airdrome Aeroplanes Spirit of St. Louis Replica still impressive. And the Bearhawk LSA is significantly faster, with a typical cruise speed of 100 to 125 mph. Airdrome Aeroplanes Airdrome Aeroplanes: Although it looks like a classic ragwing Spirit of St. Louis Replica Spirit of St. Louis Replica taildragger, the Bearhawk LSA has a flapless metal Replica historical aircraft have long been Engine: Rotec wing with a Harry Riblett 30-613.5 airfoil. Stall a part of Experimental aviation, and most Max speed: 105 mph speed is a low 30 mph, which is even more impres- look like WW-I or WW-II fighters. Robert Cruise speed: 95 mph sive when you consider that the Bearhawk LSA has Baslee’s Airdrome Aeroplanes builds kits Stall speed: 45 mph a higher top speed than similar aircraft that often that resemble Fokker, Nieuport and Sop- Gross: TBD have much greater horsepower. with aircraft from almost 100 years ago, Useful load: 400 lb Speaking of horsepower, the Bearhawk LSA but now they’re offering something dif- No. of seats: 1 was designed around a modified Continental ferent: an extremely realistic replica of the Kit price: $12,995 C-85 engine that puts out an estimated 105–110 Ryan NYP, more commonly known as the horsepower; however, the Bearhawk will fly Spirit of St. Louis. just fine with as little as 65 horsepower. Climb The project began when a bank commissioned Baslee to build a rep- rate will vary between 700–1300 fpm, depend- lica of the original Spirit of St. Louis for a television commercial. Baslee ing on the engine. started with a 110-horsepower seven-cylinder Rotec engine that just The Bearhawk’s typical empty weight is 750 so happens to be three-fourths the size of the Wright Whirlwind J-5C pounds, leaving a 570-pound typical useful load at radial that powered the original Spirit of St. Louis. The rest of Baslee’s the LSA gross weight of 1320 pounds. When oper- replica was scaled to the engine, and like the original NYP, it lacks ated in the utility category, gross weight is 1500 many features we now take for granted, including brakes, steerable gear pounds, with a useful load of 750 pounds. and forward visibility. Quickbuild kits for the Bearhawk LSA contain Baslee made the kit prototype as realistic as possible and believes that all parts unique to the airplane. The fuselage many potential customers will want to experience flying the same way it is completely welded and painted with epoxy felt to Lindbergh when he made his historic flight in 1927. No forward vis- strontium chromate primer and epoxy. Tail ibility may be acceptable for brief flights in remote areas, but when the kit is surfaces are ready for cover and assembly, and available later this year, Baslee will offer a viable solution. the wings are mostly complete. Price for the One possibility is to use video cameras and a cockpit display. Another quickbuild kit is $36,000, and standard kits are option is to make the forward fuselage from Plexiglas and cover it with vehi- available for $30,000. Estimated completed price cle-wrap film. This material is usually used for graphics on cars and buses, is $50,000–$65,000. Estimated build time is 800 to and often covers the entire vehicle—including the windows. From the out- 1100 hours for a quickbuild kit or 1300–1700 hours side, the forward fuselage of the replica Spirit of St. Louis will look just like for a standard kit. the original, with a large fuel tank with a turned-metal finish. But inside the cockpit, the pilot will be able to see through the film and will have an unobstructed view forward. Baslee estimates a cruise speed around 105 mph, stall speed below 45 mph, and a three-and-a-half-hour range. The kit is expected to sell for $12,995, not including engine and avionics. Purists who value historical accuracy will have to wait and see if, like the original NYP, a side periscope is available as an option. Sport Performance Aviation Panther Single-seat aircraft have never been as popular as aircraft with more seats because there’s no way to share the fun. On the other hand, they are often Bearhawk LSA reviewed in KITPLANES® September more economical to build and fly than larger aircraft. For pilots who enjoy 2013 issue.

KITPLANES December 2013 33 Titan Aircraft T-51D Mustang What pilot hasn’t dreamed of flying a fighter? And what fighter would most pilots probably like to fly? The obvious choice is the legendary P-51D Mustang. If a real P-51 is out of reach, Titan Aircraft’s T-51D might be the next-best thing. Sport Performance Aviation Panther The T-51D is powered by a 245-hp Honda engine; Rotax and Suzuki engines have also been used success- fully, but aren’t as powerful as the Honda. No matter flying solo, Sport Performance Aviation’s Sport Performance: which engine is chosen, the propeller of choice is a Panther is a viable option. Aviation Panther four-blade Whirl Wind. After all, the whole point of the Speaking of options, there’s certainly Engine: Corvair T-51D is to look like a real Mustang, so you have to have more than one way to build a Panther. The Max speed: 170 mph a four-blade prop! aircraft can be built with a 23.5-foot wing- Cruise speed: 138 mph With the Honda V6, cruise speed for the T-51 is span to meet LSA requirements, or a 21.5- Stall speed: 51 mph 180 mph at 7500 feet at 75% power. Maximum rate foot wingspan for greater speed and sportier Gross: 1115 lb of climb is 2500 fpm, and stall speed is 52 mph clean performance. To save space in a hangar, or to Useful load: 465 lb and 42 mph in landing configuration. Gross weight allow the Panther to fit in a trailer, a single No. of seats: 1 is 1,850 pounds, typical empty weight is 1,180 person can fold the wings in about two min- Kit price: $11,500 pounds, and useful load is 670 pounds. The T-51D utes, without disconnecting the controls. is rated at +6/-4 G at an aerobatic weight of 1,650 The next decision is the engine. Lycoming, Continental, Jabiru and lbs. For pilots who want to share the fun, there’s a ULPower engines will all be supported, but a Corvair powers the proto- rear seat for a passenger. The T-51D is also available type. Why Corvair? It just so happens that Panther designer Dan Wese- as a Light Sport Aircraft. It doesn’t have retract- man and his wife, Rachel, have been selling components for Corvair flight able landing gear or a constant-speed propeller, engines for years. and gross weight is limited to 1320 pounds. Typical After deciding on an engine, the next option is landing gear. The proto- empty weight for the LSA version is 850 pounds, type is a taildragger, but development of a Panther with tricycle gear is well and useful load is 470 pounds. underway. The bubble canopy is replaceable by a small windshield and skirt Estimated build time is 1600 hours. Standard for open-cockpit flying. airframe kit prices start at $54,900, not including The Panther can be built from a kit or from plans. The skins are 6061 alumi- engine or any other options. Estimated completed num, and the fuselage has a 4130 steel cage from the seatback to the firewall. price is $80,000– The cage is welded at the factory and pre-built spars and fuel tanks will be avail- $100,000. Quickbuild able as an option. Flush rivets are specified for most of the airframe, but solid wings add $8,000 and rivets can also be used. The main wingspar must be riveted with solid rivets. a quickbuild fuselage The Panther is stressed for +6/-4.4 G at 1150 pounds for the short-wing adds $25,000 to the Sport version. Gross weight is 1150 pounds, and empty weight will be 650– cost. LSA kit pricing 850 pounds. Top speed is estimated at 160–200 mph, depending on engine. starts at $53,400. Vne is 220 mph. The long-wing LSA version is stressed for +6/-4.4 G at 1020 pounds. Gross weight is 1115 pounds and top speed 140–180 mph. However, for the Panther to remain LSA compliant, an engine/propeller combination must be used that will limit top speed at maximum continuous power to 138 mph at sea level on a standard day. Empty weight for the LSA Panther is 650–750 pounds and Vne is 200 mph. The Panther kit is priced at $11,500. It does not include hardware, engine mount, engine, propeller, wheels, brakes, cowling, spinner, instruments and avionics. The Airplane Factory Sling 4 In 2009, The Airplane Factory proved that Light Sport Aircraft could be Titan Aircraft T-51D Mustang reviewed in serious traveling machines when company founders Mike Blyth and James KITPLANES® February 2013 issue. Pitman flew the production prototype Sling 2 around the world, with a stop

34 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Velocity V-Twin Twin-engine homebuilts are almost unheard of, but the Velocity V-Twin offers solid performance, quiet comfort, seating for four or five, retractable gear, and the security that comes with an extra engine. The Airplane Factory Sling 4 Using a pair of 160-horsepower, XP-320 Engines from Superior Air Parts, it cruises at 193 mph at 65% power, while burning 12 gallons per hour. Push the throttles at Oshkosh during AirVenture. In 2011, the The Airplane Factory: forward to 75% power and the V-Twin will cruise at Sling 4, a four-seat variation of the standard Sling 4 213 mph, burning 16 gph. Maximum rate of climb with two-seat Sling, also circumnavigated the Engine: Rotax two engines is over 2000 fpm, and takeoff and landing globe. The Sling 4 is now available as a kit. Max speed: 161 mph distance is 1500 feet. Powered by a 115-hp turbocharged Cruise speed: 138 mph Maximum gross weight is 3200 pounds. Typical Rotax 914 UL engine and an Airmaster Stall speed: 54 mph empty weight is 2000 pounds, leaving a useful load electric constant-speed prop, the Sling 4 Gross: 2028 lb of 1200 pounds. Fuel capacity is 100 gallons, for a full- has an empty weight of 1036 pounds, a Useful load: 992 lb fuel capacity of 600 pounds. gross weight of 2028 pounds and a useful No. of seats: 4 Because of the design of the canard, the V-Twin load of 992 pounds. Cruise speed is 120 Kit price: $36,310 main wing won’t stall. Even with one dead engine and knots, climb is 800 fpm, and fuel burn is the other at full power, as speed decreases and rudder typically less than 6 gallons per hour. It’s one of the few homebuilts that is applied, the canard stalls before the main wing, is capable of carrying 4 adults, their baggage, and 6 hours worth of fuel. causing the nose to drop and preventing the aircraft The Sling 4 is essentially an elongated Sling 2 with a small increase in from entering a stall or spin. wingspan. Two extra seats were added in the baggage compartment of the Like other Velocity aircraft, the V-Twin is constructed Sling 2, and the area was extended far enough to still provide ample room from composites. In fact, it shares the same fuselage, for baggage. Slightly larger fuel tanks were added to the wings, and the can- landing gear, and many of the systems found in other opy received gull-wing doors. Flying characteristics and performance of the members of the Velocity family. The V-Twin is sold as a Sling 4 are virtually identical to the Sling 2. quickbuild kit only, with all major airframe compo- Like the Sling 2, the Sling 4 is built primarily from aluminum. Solid rivets nents included in the kit and a large portion of the are used on the mainspars, and pull rivets are used for the rest of the struc- wings and fuselage completed at the factory. The basic ture for easy assembly. The landing gear is composite construction, as are the kit sells for $110,000. Add in two engines, top-of-the- cowling, fairings, wheelpants, instrument panel and canopy structure. line avionics, upholstery The basic kit price is $36,310. Add in the Rotax 914 UL, the Airmaster and paint, and the esti- prop, leather upholstery, avionics, a parachute system and other extras, and mated completed price a completed aircraft will be in the neighborhood of $110,000. is $271,543. An optional builder assist program SAM Aircraft SAM LS is also available for There’s no shortage of Light Sport Aircraft these days, but few are metal $80,000, which brings kits with tandem seating. That’s the niche the SAM LS will occupy. Com- the total to $351,543. pany founder, Thierry Zibi, is a big fan of the Ryan STA, a gorgeous, low- wing, tandem taildragger from the 1930s. It became the inspiration for the SAM LS, although the prototype has tricycle landing gear, so it looks more like a Varga Kachina than it does the Ryan. SAM aircraft will offer several different variations of their design, all based around a common fuselage, tail, and wing center section. The first version available is the SAM LS, which meets Light Sport Aircraft requirements. Builders can choose between tricycle and tailwheel landing gear, and a full canopy or an open cockpit with a windscreen. If the full canopy is purchased, it can quickly be removed and reinstalled, making it easy to convert back and forth to the open-cockpit configuration. The engine of choice is a 100-horsepower Rotax 912 ULS. With its Velocity V-Twin reviewed in KITPLANES® April 28-foot-7-inch wingspan the SAM LS cruises at 125 mph and climbs at 2013 issue.

KITPLANES December 2013 35 Dakota Cub Super 18 Even after 76 years, Cubs remain popular. Because of its simplicity, the design was a natural choice for homebuilders. In fact, in 1988, none other than SAM Aircraft SAM LS Piper Aircraft announced a kit version of the Cub. Piper didn’t sell Cub kits for very long. But since 710 fpm at the LSA gross weight of 1320 SAM Aircraft SAM LS then, plenty of other companies have, including pounds or 600 fpm at the design gross Engine: Rotax Dakota Cub Aircraft, manufacturer of the Super 18. weight of 1450 pounds. Max speed: 155 mph The Super 18 is similar to a Piper PA-18 Super Need greater speed? The SAM CC Cruise speed: 125 mph Cub, but it has some significant improvements. (Cross Country) will use the same basic Stall speed: 42 mph Perhaps the most visible change is the squared-off airframe as the SAM LS, but will have a Gross: 1450 lb wing, with ailerons that go all the way out to the shorter 25-foot-3-inch wingspan. It will Useful load: 620 lb wingtips. The result is greater roll control and a meet the requirements of the Experimen- No. of seats: 2 quicker roll rate. A leading edge slot allows the tal/Amateur-Built category. Also planned Kit price: $23,200 Super 18 to fly slow, without rolling into a spin is the SAM STOL, with a longer 31-foot- when fully stalled. Also available are Dakota Cub 10-inch wingspan, stressed for 1,320 lb. flaps, which are 44% larger than what you will find The SAM LS kit consists primarily of pre-punched parts, which are fas- on a PA-18 and drop down a full 50°. tened together with pulled rivets, except for the 5/32-inch solid rivets in the Changes have been made to the fuselage, too. main wingspar. These rivets can be set with a rivet gun or squeezer, or build- The cabin is wider by four inches, for a total width of ers can order an optional pre-assembled spar. The 4130 roll-protection cage 28 inches. An X-brace in the cockpit adds protection is delivered welded and corrosion protected. The fiberglass fuel tanks are for the occupants, and there’s additional bracing in assembled and leak-tested by SAM. Estimated build time is 900 hours for a the baggage compartment and tail section. Power standard kit and 500 hours for a quickbuild kit. options include a 160-hp O-320 or a 180-hp O-360. Until the end of winter 2014, standard kits are $23,200 and quickbuild With the O-320, the Super 18 climbs at 600 fpm at kits are $33,440. Estimated completed price, including engine, propeller, a gross weight of 2050 pounds. Typical empty weight avionics and instruments is $61,680. Beginning in spring, 2014, prices will is 1150 pounds, for a useful load of 900 pounds. Fuel be $29,000 for standard kits and $41,800 for quickbuild kits. Estimated capacity is 46 gallons, and baggage capacity is 190 completed price will be $68,850. pounds. Cruise speeds range from 100–120 mph, and stall speed at gross weight is 45 mph clean and 40 RANS S-20 Raven mph in landing configuration. Takeoff distance is 200 Two of Randy Schlitter’s most popular designs have been the S-6S Coyote feet and landing distance is 225 feet. II with side-by-side seating, and the tandem-seat S-7S Courier. The new The airframe kit costs $67,040 and the estimated S-20 Raven is a combination of both. Designed to be a side-by-side bush completed price is $88,000. Estimated build time is plane, its wings, tail, fuel system, and ailerons are from the S-7S, while the 800–1100 hours. engine system, control sticks, flap lever, rudder pedals, seats, and instru- Dakota Cub has made PMA replacement parts for ment panel were originally used in the S-6S. Super Cubs since 1993, and now manufactures every Of course, the Raven has some new features, too. Reversible landing gear part in the airframe. Therefore, when ordering a makes it easy to switch from trike to tailwheel in just a few hours. The large Dakota Cub kit, metal baggage area provides 21.2 cubic feet of space and has a capacity of what the builder 80 pounds. Wide doors and sliding seats make it easy to enter or exit the really receives is cabin. And there’s even a choice of tail styles: RANS’ signature tail shape or a complete PMA a curved tail that is reminiscent of a classic taildragger. Super Cub in a box, The S-20 Raven is powered by a 100-hp Rotax 912 ULS spinning a less a data plate. ground-adjustable prop. Gross weight is 1,320 pounds and estimated cruise That’s something is 110 mph, so the aircraft easily meets LSA requirements. Takeoff roll no other kit should be about 300 feet, landing distance will be around 340 feet, and rate manufacturer of climb is estimated at 900 fpm. Empty weight is 720 pounds, leaving a can claim. typical useful load of 600 pounds. To make construction easy, the rugged steel fuselage and tail are welded Dakota Cub Super 18 reviewed at the factory. One-piece stamped ribs are pre-punched to final hole sizes, in KITPLANES® August 2013 issue. and CNC-drilled spars eliminate almost all critical drilling and locating of

36 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes American Legend Aircraft Super Legend Cub There’s more than one way to build a Cub. Although it RANS S-20 Raven looks similar to the Super 18, the Super Legend Cub is a different interpretation of the common Cub theme. holes. The kit also includes a CNC-machined RANS S-20 Raven The first American Legend Cubs were similar to aluminum boot cowling for faster assembly. the Sport-Pilot-eligible Piper J-3, but were made Engine: Rotax Estimated construction time is 500–700 with modern materials, engines, and avionics. Max speed: 130 mph hours for a standard kit and 250–350 hours When Lycoming introduced the O-233 engine, a Cruise speed: 110 mph for a quickbuild kit. Complete standard lightweight version of the O-235 that was used in Stall speed: 33 mph kits are priced at $24,500 firewall back. the Piper PA-18-105 Super Cub, American Legend Gross: 1320 lb Quickbuild options add $9,750 to the stan- began work on the Super Legend Cub. Their goal Useful load: 600 lb dard kit price. Engine, firewall-forward com- was to come as close to the original design as pos- No. of seats: 2 ponents, avionics, and paint are not included sible. They even used Piper’s original drawings for Kit price: $29,000 in the kit. many components. And like the PA-18, the Super Legend Cub uses the USA-35B airfoil. Aerochia LT-1 That’s not to say American Legend didn’t make One look at the Aerochia LT-1 and you know this single-seater was influ- improvements. The cabin was widened by 3 inches, enced by WW-II fighters. It has racing in its DNA, too. Aerochia was a robust X-brace was added in the cabin skylight founded by Andy Chiavetta and Darryl Greenamyer. Their first project area to improve crashworthiness, and for comfort, a was construction and modification of Greenamyer’s Lancair Legacy racer. second door was added to the left side of the airplane. After numerous wins at the Reno National Champion Air Races, Chiavetta Although they look similar to the Super Cub, the tail began to focus on building a low-powered, high-performance, carbon-fiber feathers have 18% more surface area and an aerody- aircraft. The result is the LT-1. namically balanced elevator. Powered by a 2-cylinder, 4-stroke, 60-hp HKS 700E engine turning a The end result is a lightweight airframe that, like 2-blade AeroLux propeller, the LT-1 tops out at 160 mph while burning the PA-18, will do just about anything but go fast. only 4 gallons of auto fuel per hour. Typical cruise at 60% power is 138 mph Maximum cruise is around 109 mph, rate of climb is and Vs is 55mph. Climb rate is 650 fpm at gross weight or 1000 fpm lightly typically around 950 fpm, and stall speed is 36 mph loaded. Vne is 207 mph. Fuel capacity is 18 gallons. clean or 32 mph in landing configuration. Takeoff The LT-1 airframe is 90% carbon fiber, with the majority of the parts pre- distance is 200 feet and landing distance is 250 feet. molded. The builder merely bonds the components together, like building With an empty weight of 845 pounds, the Super a giant model airplane; no large-scale fabri- Legend Cub has a useful load of 475 pounds when cation is required. The result is an airplane Aerochia LT-1 operated at the LSA gross weight of 1320 pounds. In with an empty weight of 500 pounds, a gross Engine: HKS Experimental/Amateur-Built form, gross weight is 1750 weight of 793 pounds, and a useful load of Max Speed: 207 mph pounds. That opens up the possibility of using a 150- or 293 pounds. Maneuver limits are +6/-4 G. Cruise speed: 160 mph 160-hp Lycoming O-320, or even a 180-hp O-360. The LT-1 kit consists of four subkits: fuse- Stall speed: 55 mph The airframe is sold in four kits: fuselage, wing, lage and empennage, wing, firewall-forward, Gross: 793 lb tail and firewall forward, totaling $52,200. Engine, and finishing kit. The kit price is $29,900 Useful load: 293 lb prop, and engine acces- and does not include engine, propeller, avi- No. of seats: 1 sories cost $32,135. onics, upholstery, and paint. J Kit price: $29,900 Estimated completed cost is $100,000 or more, depending on avionics Aerochia LT-1 and options. Build time is estimated at 500 to 750 hours, and a 21-day builder assistance program is available for $18,000. American Legend Aircraft Super Legend Cub reviewed in KITPLANES® May 2013 issue.

KITPLANES December 2013 37 2014 Kit Aircraft Quick Reference Here is an overview of available kit aircraft for 2014. You’ll find full details about each model, and have the ability to make side-by- side comparisons, at www.kitplanes.com/aircraftdirectory.Prices shown are estimated completed prices.

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price A.S.A.P. Chinook Plus 2 2 83 95 35 ✔ $21-37k www.ultralight.ca Beaver RX-550 Plus 2 73 85 37 ✔ $21-28k Beaver SS 1 67 85 30 ✔ $15-17k A-Air LLC (XAir) X-Air H 2 81 106 28 $25-30k www.x-airlsa.com X-Air F 2 50 75 28 $22-26k X-Air S (Standard) 2 63 75 28 $21-25k Ace Aircraft, Inc. Baby Ace 1 100 110 35 ✔ $35-75k www.aceaircraft.com Junior Ace 2 109 115 38 ✔ $37-78k Aero Adventure Aviation Aventura UL 1 55 60 24 ✔ $20-24k www.sea-plane.com Aventura HP 1 75 90 32 ✔ $24-32k Aventura II 2 85 105 30 ✔ $23-29k Toucan 2 62 85 28 ✔ $20-27k Aero Concepts, LLC Discovery 2 225 240 58 $60-150k www.itsdiscovery.com AeroCad Inc. AeroCanard SX 4 205 225 71 $50-100k www.aerocad.com AeroCanard FG 4 205 225 71 $50-100k AeroCanard RG 4 210 225 78 $50-100k AeroCanard SB 4 200 220 78 $50-100k Aerochia LT-1 1 160 207 55 ✔ www.aerochia-lt1.com Aerolab Mfg, Inc. (was Aerolab s.a.s.) LoCamp 2 106 132 45 ✔ $60-75k www.aerolab.it Aeroplanes DAR Ltd (was DAR DAR Duo 2 75 90 35 ✔ $32k Aviation) www.aeroplanesdar.com DAR Solo 1 65 75 25 $25-28k Airdale LLC Airdale 2 108 130 48 $26-56k www.airdale.com Avid Plus 2 90 120 35 ✔ $25-55k Airdrome Aeroplanes, Inc. Bleriot Model XI (Full Scale) 1 50 55 32 ✔ $14-21k www.airdromeaeroplanes.com Bleriot Model XI (3/4 Scale) 2 40 43 28 ✔ $8-13k DeHavilland DH-2 1 61 63 29 ✔ $10-12k Dream Classic Strut Braced 1 54 63 26 ✔ $6-9k Dream Classic Wire Braced 1 67 63 26 ✔ $6-9k Dream Fantasy Twin 2 45 52 27 ✔ $8-15k Fokker DR-1 (Full Scale) 1 72 94 32 ✔ $16-19k Fokker DR-1 (3/4 Scale) 1 64 78 34 ✔ $13-15k Fokker D-VI (3/4 Scale) 1 73 78 30 ✔ $9-15k Fokker D-VII (80% Scale) 1 94 105 34 ✔ $13-18k Fokker D-VIII (3/4 Scale) 1 80 92 32 ✔ $9-15k Fokker E-III Eindecker (Full Scale) 1 68 81 34 ✔ $11-11k Fokker E-III Eindecker (3/4 Scale) 1 54 65 26 ✔ $9-15k Morane Saulnier L 2 63 65 31 ✔ $9-11k Nieuport 11 (7/8 Scale) 2 74 80 34 ✔ $12-15k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

38 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Altitude Group Airdrome Nieuport 17 Radial Rocket TD Bearhawk LSA

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Airdrome Aeroplanes, Inc. Nieuport 17 1 89 97 40 ✔ $17-22k www.airdromeaeroplanes.com Nieuport 24 (Full Scale) 1 83 95 36 ✔ $15-18k Nieuport 28 1 84 95 39 ✔ $25-30k Sopwith Baby 2 81 95 40 ✔ $28-34k Sopwith Camel (Full Scale) 1 85 103 40 ✔ $33-40k Sopwith Pup (Full Scale) 1 81 95 37 ✔ $27-30k Sopwith Schneider 2 78 91 40 ✔ $18-22k Sopwith Tabloid 2 78 91 40 ✔ $18-22k Spirit of St Louis 2 95 105 45 ✔ $28-32k Taube 2 65 80 35 ✔ $18-20k Airsports USA DFS Single Trike 1 48 65 19 ✔ $6-13k www.flyforfun.net DFS Dual Trike 2 52 75 21 ✔ $6k Alisport Silent 2 1 50 136 37 ✔ $47-53k www.alisport.com Silent 2 Electric 1 56 136 40 ✔ $116-122k Silent 2 Targa Self-Launch 1 56 136 40 ✔ $69-76k Silent Club 1 50 124 36 ✔ $40-46k Silent Club Self-Launch 1 53 124 38 ✔ $55-60k Silent 2 Self-Launch 1 56 136 40 ✔ $60-68k Altitude Group LLC Radial Rocket TD 2 242 255 70 $105-145k www.radialrocket.com Radial Rocket RG 2 254 267 70 $111-151k Alturair BD-5G 1 229 232 55 $20-35k www.alturair.com BD-5B 1 205 232 66 $20-35k

American Legend Aircraft ✔ www.legend.aero Super Legend 2 100 108 35 $150-240k Amphibian Airplanes of Canada Ltd. Seastar Sealoon 2 100 112 40 ✔ $85-105k www.seastaramphibian.com Super Petrel 2 100 112 45 ✔ $80-100k Arion Aircraft, LLC Lightning LS-1 2 138 138 51 ✔ $96-115k www.flylightning.net Lightning 2 155 184 46 $60-85k Auriga Design Inc. Aerocat SR 4 260 219 53 $225-350k www.auriga.on.ca/aerocat.html Aerocat SRX 4 235 204 53 $250-300k Aviat Aircraft, Inc. www.aviataircraft.com Eagle II 2 165 184 58 $200-225k Bakeng Deuce Airplane Factory www.bakengdeuce.com Bakeng Deuce 2 110 140 51 $75-100k Ballard Sport Aircraft Pelican PL Turbo 2 152 155 50 $65-85k www.ballardsportaircraft.com Pelican Sport 600 2 130 135 44 ✔ $45-75k BD-Micro Technologies, Inc. www.bd-micro.com FLS Microjet 1 184 288 74 $190-210k Bearhawk Aircraft Co. (AviPro Aircraft, Bearhawk 4 155 175 40 $70-100k Ltd.) www.bearhawkaircraft.com Bearhawk LSA 2 125 140 30 ✔ $60-75k Bearhawk Patrol 2 145 165 35 $60-75k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

Information compiled by Richard VanderMeulen and Omar Filipovic KITPLANES December 2013 39 Belite UltraCub Bush Caddy R120 Dakota Cub Super 18-160

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Bede Corp LLC BD-4B 4 190 240 55 $46-66k www.jimbede.com BD-6 1 128 134 48 ✔ $13-14k BD-17 1 141 150 54 $32-38k BD-4C 4 190 240 61 $30-90k BD-17 E-LSA 1 131 149 48 ✔ $32-60k Belite Aircraft LLC Trike 1 55 63 28 ✔ $10-26k www.beliteaircraft.com Belite UltraCub 1 62 80 28 $10-20k Superlite 1 62 63 28 ✔ $13-15k Better Half VW Legal Eagle UL 1 55 28 ✔ $4-5k www.betterhalfvw.com Legal Eagle 1 60 63 25 ✔ $3-5k Double Eagle 2 70 85 35 ✔ $10-13k Legal Eagle XL 1 60 63 25 ✔ $5-7k Blue Yonder Aviation, Inc. EZ Flyer 2 75 100 38 ✔ $25-30k www.ezflyer.com Merlin EZ 2 85 110 30 $48-65k EZ Fun Flyer 1 50 17 $14-14k

Breezer Aircraft USA, LLC ✔ www.breezeraircraftusa.com Breezer II 2 120 135 43 $46-46k Bushcaddy International Inc. BushCaddy L160 3 115 125 42 $60-110k www.bushcaddy.com BushCaddy R80 UL/Sport 2 110 120 32 ✔ $50-65k BushCaddy R120 2 110 120 34 $60-90k BushCaddy L164 4 125 140 42 $80-120k BushCaddy L162 Max 4 125 140 42 $60-110k Classic Sport Aircraft classicsportaircraft.com S-18 & S-18T 2 180 215 63 $30-45k Comp Air Inc. Comp Air 4 4 155 175 39 $56-90k www.compairinc.com Comp Air 7SLX 6 210 250 54 $98-375k Comp Air 6 6 165 175 39 $66-100k Comp Air 7 6 230 250 53 $87-325k Comp Air 8 8 210 227 48 $187-425k Comp Air 10 10 180 200 56 $250-425k Comp Air 9 8 253 288 71 $770-1200k Composite Aircraft Technologies Express 2000 RG 4 200 290 50 $200-250k www.compairtechllc.com Express 2000 FT 4 207 230 55 $200-250k

CubCrafters, Inc. ✔ www.cubcrafters.com Carbon Cub EX 2 115 138 32 $100-150k Culp’s Specialties Culp’s Special 2 170 240 72 $70-250k www.culpsspecialties.com Sopwith Pup 2 170 220 72 $90-240k Custom Flight Ltd. North Star 2 115 120 25 $80-100k www.customflightltd.com Lite Star 2 100 120 45 ✔ $35-60k Dakota Cub Super 18-180 2 100 148 51 $100-130k www.dakotacub.com Super 18-LT 2 90 110 44 ✔ $90-110k Super 18-160 2 100 125 49 $100-125k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

40 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Europa XS Trigear Light Sport Falcomposite Furio LN 27 RG Fisher Celebrity

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price DFE Ultralights, Inc. Ascender 3A 1 40 55 25 ✔ $7-8k Ascender 3B 1 40 55 28 ✔ $8-10k Ascender 3C 1 40 55 28 ✔ $8-10k Dream Aircraft Inc. www.dreamaircraft.com Tundra 4 118 132 52 $110-160k

Earthstar Aircraft eGull Electric 1 63 63 24 ✔ $30-35k www.thundergull.com Odyssey 2 87 108 37 ✔ $22-35k Soaring Gull 1 63 63 26 ✔ $18-23k Gull 2000 1 63 63 27 ✔ $17-22k Europa Aircraft (2004) Ltd Europa XS Trigear Light Sport 2 138 155 45 $56-114k www.customflightcreations.com Europa XS Monowheel 2 167 175 57 $47-114k Europa XS Trigear 2 155 170 57 $56-114k Europa XS Motor Glider 2 138 146 43 ✔ $65-124k Excalibur Aircraft Excalibur Stretch 2 90 100 32 ✔ $23-24k www.excaliburaircraft.com Excalibur Four Stroke 2 90 100 33 ✔ $28-29k Excalibur 2 90 100 32 ✔ $23-24k Falcomposite Furio LN 27 RG 2 201 219 62 $180-240k www. falcomposite.com Falconar Avia Inc. Turbi D5 2 81 108 34 ✔ $20-35k www.falconaravia.com AMF-14H 2 92 115 36 ✔ $19-40k F11E Sporty 2 110 130 41 ✔ $20-40k Falconar F9A 1 100 116 43 F11A Sporty 2 123 140 38 ✔ $20-40k F12A Cruiser 2 150 175 51 $22-45k SAL Mustang (2/3) 2 176 200 60 $40-80k AMF-Super 14D Maranda 2 120 130 39 $28-40k Mignet Flying Flea 290E/293E 1 90 110 28 ✔ $11-20k Fisher Flying Products Super Koala 2 75 95 32 ✔ $17-20k www.fisherflying.com FP-404 1 72 80 30 ✔ $11-13k FP-505 Skeeter 1 60 63 26 ✔ $10-12k FP-606 Skybaby 1 60 63 26 ✔ $10-12k Classic 2 85 100 39 ✔ $15-17k Dakota Hawk 2 100 100 35 ✔ $25-35k R-80 Tiger Moth 2 80 100 35 ✔ $25-30k Avenger 1 60 63 28 ✔ $9-11k Avenger V 1 85 100 31 ✔ $10-12k Youngster 1 85 110 32 ✔ $13-15k Horizon 1 2 95 100 40 ✔ $17-20k Horizon 2 2 100 110 38 ✔ $22-25k Youngster V 1 85 110 32 ✔ $13-15k Celebrity 2 85 95 40 ✔ $20-25k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

KITPLANESKITPLANES December October 20112013 41 Glasair III Kitfox Super Sport Kolb Firestar IIS

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Fisher Flying Products FP-303 1 60 70 25 ✔ $8-10k www.fisherflying.com FP-202 Koala 1 55 75 26 ✔ $10-12k Glasair Aviation Glasair Super II RG 2 221 238 73 $80-200k www.glasairaviation.com Glasair Super II FT 2 210 228 73 $80-200k Glasair III 2 278 300 78 $125-300k Sportsman 4 172 186 48 $80-200k Two Weeks to Taxi Sportsman Carbon 4 172 186 50 $204-250k Two Weeks to Taxi Sportsman 4 172 186 48 $189-250k Green Sky Adventures, Inc. Micro Mong 1 80 100 35 ✔ $14-30k www.greenskyadventures.com

HP Aircraft, LLC ✔ www.hpaircraft.com HP-24 Sailplane 1 150 45 $36-45k Hummel Aviation H-5 1 120 130 42 ✔ $17-32k www.flyhummel.com Hummel Bird 1 115 125 38 ✔ $8-15k Ultracruiser 1 75 95 28 ✔ $17-26k ICP Srl Savannah 2 85 110 30 ✔ $45-50k www.icpaviazione.it Savannah VG 2 95 110 30 ✔ $45-50k Savannah ADV 2 115 125 34 ✔ $55-60k Bingo 4S 2 75 84 28 ✔ $35-45k Savannah VGW 2 95 110 30 ✔ $45-50k Indy Aircraft, Ltd. T-Bird I 1 60 78 26 ✔ $15-30k www.indyaircraftltd.net T-Bird II 2 66 90 36 ✔ $17-55k Ion Aircraft Ion 100 2 138 138 52 ✔ $47-75k www.ionaircraft.com Jabiru USA Sport Aircraft, LLC Jabiru J430 4 138 138 57 $65-100k www.usjabiru.com Jabiru J170 2 115 132 52 ✔ $45-60k Jabiru J230 2 138 138 52 ✔ $65-100k Jim Kimball Enterprises Inc. www.pittsmodel12.com Pitts Model 12 2 175 239 64 $115-140k Just Aircraft SuperSTOL 2 100 132 35 ✔ $55-85k www.justaircraft.com Escapade 2 110 132 42 ✔ $55-85k Highlander 2 105 132 39 ✔ $58-85k Kitfox Aircraft LLC Kitfox Model (Classic) IV 2 110 115 37 ✔ $32-55k www.kitfoxaircraft.com Kitfox S7 Super Sport Tri-gear 2 123 140 41 ✔ $35-60k Kitfox S7 Super Sport Tailwheel 2 123 140 41 ✔ $35-60k Kolb Aircraft Co LLC FireFly 1 63 63 28 ✔ $15-18k (The New Kolb Aircraft Co) ✔ www.kolbaircraft.com Slingshot 2 85 115 41 $21-38k Mark III Xtra 2 90 100 27 ✔ $32-45k Kolbra 2 75 110 45 ✔ $26-39k Fire Star II SS 2 68 90 34 ✔ $15-40k FireStar 2 80 90 27 ✔ $22-28k Mark III Classic 2 80 100 41 ✔ $28-42k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

42 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Kolb Firestar IIS Lancair Evolution Turbine Legend M-Squared Breese 2

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Lancair International Inc. Legacy FG-390 2 200 215 65 $180-225k www.lancair.com Lancair Legacy RG-550 2 270 276 65 $250-300k Lancair Legacy FGC-550 2 240 250 65 $200-295k Evolution 4 325 345 70 $1250-1350k Legend Aircraft, Inc. www.turbinelegend.com Turbine Legend 2 333 356 66 $180-500k

Lockwood Aircraft, Inc. Air Cam 2 85 110 39 $105-140k www.lockwoodaircraft.com Super Drifter 2 75 85 34 ✔ $47-55k Loehle Aircraft Corp. Sport Parasol 1 65 70 22 ✔ $12-21k www.loehle.com P-40 1 85 90 30 $19-61k 5151 Mustang 1 80 90 30 ✔ $19-59k 5151 RG Mustang 1 85 95 30 $21-61k Spad XIII 1 65 70 20 ✔ $22-41k SE5A 1 65 70 20 ✔ $22-41k Fokker D-VII 1 65 70 20 ✔ $19-41k KW-909 1 85 95 30 $19-61k Makelan Corporation www.hatzclassic.com Hatz Classic 2 100 150 43 $45-60k

Mini-IMP Aircraft Co. www.mini-imp.com Mini-IMP 1 180 200 45 $15-27k

M-Squared, Inc. Breese SS 1 46 82 24 ✔ $25-35k www.msquaredaircraft.com Breese DS 1 65 93 26 ✔ $26-35k Breese 2 DS 2 75 93 32 ✔ $25-60k Breese 2 SS 2 55 87 28 ✔ $26-60k Sport 1000 2 74 103 39 ✔ $36-60k Sprint 1000 2 58 94 27 ✔ $35-60k Murphy Aircraft Mfg. Ltd. Renegade Spirit 2 90 105 36 ✔ $48-55k www.PattersonAeroSales.com Rebel 3 120 140 40 $55-70k Maverick 2 80 110 32 ✔ $30-40k Rebel Sport 2 105 160 40 ✔ $50-60k Elite 3 132 145 42 $75-85k Moose 6 140 165 52 $100-130k Mustang Aeronautics Midget Mustang 1 175 202 57 $25-40k www.mustangaero.com Mustang II 2 220 225 58 $40-75k Norman Aviation Int’l Inc. Norman VI-912-SW 2 103 140 34 ✔ $45-45k Norman VI-914 2 115 135 34 ✔ $55-55k Mini Explorer Nordic 8 2 90 110 35 ✔ $60-60k NuVenture Aircraft www.nuventureaircraft.com Questair Venture 2 276 305 70 $130-250k

nV Aerospace (was Rand-Robinson KR-2 2 180 200 52 $12-24k Engineering, Inc.) www.nvaero.com KR-2S 2 180 200 52 $21-28k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

KITPLANESKITPLANES December October 20112013 43 Quad City Ultralight Pipistrel Virus Progressive Aerodyne SeaRey Challenger Light Sport XS-50

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Osprey Aircraft Osprey 2 2 130 140 58 $25-35k www.ospreyaircraft.com GP-4 2 240 250 65 $50-68k Phoenix Manufacturing, LLC Hawk Classic 1 65 80 35 ✔ $18-26k (was CGS Aviation) ✔ www.cgsaviation.com Hawk Arrow 1 75 90 35 $21-28k Hawk Plus 1 85 100 40 ✔ $21-28k Hawk Arrow II 2 80 100 45 ✔ $24-28k Hawk Ultra 1 55 63 27 ✔ $17-19k Hawk Sport 1 75 90 35 ✔ $19-26k Pipistrel-USA Sinus 2 136 149 39 ✔ $82-100k www.pipistrel-usa.com Virus 2 140 155 40 ✔ $82-100k Apis Bee 1 52 138 36 ✔ $67-76k Apis Bee Electro 1 52 138 36 $67-76k Taurus 2 84 138 39 ✔ $82-100k Taurus Electro 2 84 138 39 $82-100k Virus SW (Short Wing) 2 138 138 39 ✔ $80-100k Plane Perfection BRM LA582 2 90 25 ✔ $40-55k www.planeperfection.com LA912 2 96 25 ✔ $46-60k Pro-Composites Inc. Personal Cruiser 1 140 168 58 $19-29k www.pro-composites.com Vision EX 2 157 168 54 ✔ $30-40k Progressive Aerodyne, Inc. SeaRey LSX 2 95 120 38 ✔ $60-90k www.searey.com Quad City Ultralights Aircraft Corp. Challenger Light Sport XS-50 2 95 120 32 ✔ $22-28k www.quadcitychallenger.com Challenger II LSS XL-65 2 90 100 32 ✔ $32-32k Challenger UL-103 1 75 90 25 ✔ $14-16k Challenger Special 1 90 105 28 ✔ $16-22k Challenger II 2 75 90 30 ✔ $16-23k Challenger II Special 2 85 100 37 ✔ $19-23k Challenger II CW LSS 2 95 110 37 ✔ $22-27k Quicksilver Manufacturing Inc. MX Sprint 1 54 54 24 ✔ $15-17k www.quicksilveraircraft.com MX Sport 1 49 59 27 ✔ $16-18k MX II Sprint 2 51 55 27 ✔ $24-27k MXL II Sport 2 54 61 32 ✔ $24-28k GT 400 1 58 61 27 ✔ $20-22k GT 500 2 86 97 42 ✔ $38-59k Sport 2S 2 59 69 35 ✔ $27-39k RANS Designs, Inc. RANS S-7S Courier 2 110 130 33 ✔ $47-52k www.rans.com RANS S-6ES Sport Wing Coyote II 2 110 130 36 ✔ $43-46k RANS S-6S Coyote II Sport Wing 2 115 130 36 ✔ $43-46k RANS S-12XL Airaile 2 90 100 35 ✔ $25-45k RANS S-19 Venterra 2 136 150 45 ✔ $50-55k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

44 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes RANS S-10 Sakota Sequoia Aircraft F.8 Falco Team Mini-Max AeroMax

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price RANS Designs, Inc. RANS S-9 Chaos 1 120 130 43 ✔ $30-40k www.rans.com RANS S-10 Sakota 2 125 130 48 ✔ $34-44k Raven Aircraft Corp. www.ravenaircraft.com Raven 2XS 2 188 200 60 $70-150k

Ravin Aircraft USA, Inc. www.ravinaircraftusa.com Ravin 500 RG 4 220 242 62 $150-250k

Rocky Mountain Wings, LLC Ridge Runner Model II 1 90 110 29 ✔ $17-19k www.realflying.com Ridge Runner Ultralight 1 58 62 24 ✔ $17-18k Ridge Runner Model III 2 80 100 28 ✔ $18-28k Ridge Runner Model IV 2 100 110 35 $25-37k SAM Aircraft www. sam-aircraft.com SAM LS 2 125 155 42 ✔ $50-65k

Sequoia Aircraft Corp. www. seqair.com F.8L Falco 2 190 212 62 $130-170k

Sherpa Aircraft www. sherpaaircraft.com K650T 8 197 235 37 $995-1150k

Sky Raider LLC Frontier 2 105 130 38 ✔ $35-45k www.skyraiderllc.com Super Sky Raider 2 80 95 32 ✔ $24-32k SlipStream International Genesis 2 75 100 40 ✔ $28-32k (Slip Stream International LLC) Ultra Sport 2 70 100 40 ✔ $28-32k www.slipstream.bz Revelation 2 66 90 37 ✔ $22-32k Sonex Aircraft, LLC Onex 1 135 155 45 ✔ $25-30k www.sonexaircraft.com Sonex 2 130 150 40 ✔ $27-40k Xenos Sport Motorglider 2 100 120 44 ✔ $34-50k Waiex 2 130 130 40 ✔ $28-40k SubSonex Personal Jet 1 180 298 59 $130-150k Sport Performance Aviation LLC Panther 1 138 170 51 ✔ $20-40k www.flywithspa.com Supermarine Aircraft LLC Mark 26B Spitfire 2 187 253 51 $230-260k www.supermarineaircraft.com Tapanee Aviation Inc. Pegazair 100 2 105 115 28 $45-125k www.tapanee.com Levitation 4 4 120 130 38 $65-180k Levitation 2 2 115 125 35 $60-170k Team Mini-Max LLC Mini-MAX, 1100R 1 65 75 31 ✔ $8-10k was JDT Mini-Max LLC ✔ www.teammini-max.com 1030R MAX 103 Ultralight 1 55 62 26 $8-10k Open Cockpit, 1500R 1 65 75 31 ✔ $8-10k V-MAX, 1550V 1 75 85 38 ✔ $8-10k Enclosed Cockpit, 1600R 1 72 75 28 ✔ $7-9k Enclosed Cockpit, 1650R Eros 1 75 80 33 ✔ $10-12k Hi-MAX, 1700R 1 70 75 31 ✔ $7-10k AeroMax 1 75 100 33 ✔ $12-14k

Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

KITPLANESKITPLANES December October 20112013 45 Thunder Mustang Van’s RV-14 Velocity XL-RG-5

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price TEAM Tango Tango XR 2 210 260 63 $72-112k www.teamtangoaircraft.com Tango 2 2 210 220 63 $70-110k Foxtrot 4 4 220 260 62 $100-180k Texas Sport Aircraft Company Texas Sport TX-11 2 98 115 38 ✔ $55-84k www.txsport.aero Texas Sport TX-3 2 98 115 38 ✔ $55-84k The Airplane Factory Sling 2 2 132 155 45 ✔ $65-80k www.airplanefactory.com Sling 4 4 138 161 54 $80-100k Thunder Mustang LLC (Gut Works, LLC) thundermustang.com Thunder Mustang 2 345 375 68 $350k

Thunderbird Aviation, Inc. Hiperlight SNS-8 1 58 93 27 ✔ $19-30k www.hiperlightaircraft.com Hiperlight SNS-9 2 85 113 39 ✔ $30-50k Titan Aircraft Tornado I Sport 1 95 113 30 ✔ $20-35k www.titanaircraft.com Tornado II Trainer 2 110 150 35 ✔ $35-45k Tornado S Model 2 125 150 35 ✔ $35-50k Tornado MG 1 100 130 35 ✔ $16-25k Tornado SS 2 125 150 40 ✔ $38-60k T-51 Mustang 2 180 197 42 $80-100k T-51 Mustang LSA 2 138 197 42 ✔ $80-100k Turbine Cubs of Wyoming LLC Supercruiser 3 115 130 28 $100-120k www.turbinecubs.com Supercub Replica 2 112 120 28 $100-120k Mackey SQ2 2 115 120 20 $106-126k U.S. Aviation www.ultralight-soaring-aviation.com Cumulus 1 75 90 32 ✔ $12-19k

Ultimate Biplane Corp. 10-200 1 170 190 60 $60-90k www.ultimatebiplane.com 10-300 1 190 195 60 $95-190k 20-300 2 190 200 58 $108-213k Van’s Aircraft, Inc. RV-3 1 196 207 51 $35-63k www.vansaircraft.com RV-4 2 192 204 51 $37-73k RV-7/7A 2 206 216 51 $41-97k RV-8/8A 2 212 222 51 $41-98k RV-9/9A 2 188 196 50 $44-82k RV-10 4 197 208 63 $95-121k RV-12 2 131 135 52 ✔ $60-65k RV-14 2 195 205 53 $75-95k Velocity, Inc. Velocity SE-RG 4 215 230 69 $75-150k www.velocityaircraft.com Velocity XL-RG 4 236 230 75 $125-195k Velocity SE-FG 4 198 230 69 $70-140k Velocity XL-FG-5 5 213 230 75 $110-185k Velocity XL-RG-5 5 236 230 75 $125-195k Velocity XL-FG 4 213 230 75 $110-180k Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

46 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes World Aircraft Vision Wag Aero Sportsman 2+2 Zenith STOL CH 801

Manufacturer/Web Site Model Seats Cruise Speed Max Speed Stall Speed LSA Legal Price Velocity, Inc. Velocity TXL-RG-5 4 288 230 75 $175-250k www.velocityaircraft.com Velocity V-Twin 4 213 230 85 $235-400k

W.A.C.O. Aircraft Company Ohio, Inc. WACO M-F 3 120 140 48 $120-150k

Wag-Aero Group, The Sport Trainer 2 85 94 38 ✔ $35-45k www.wagaero.com Sportsman 2+2 4 124 128 38 $45-60k Wag-A-Bond 2 124 126 43 ✔ $29-40k Wings of Freedom LLC Flitplane 1 63 70 28 ✔ $7-12k www.wingsoffreedomaviation.com Phoenix 103 1 63 75 28 ✔ $1-2k Spirit 2 115 143 35 ✔ $55-65k World Aircraft Company Spirit 2 110 125 35 ✔ $60-75k www.worldaircraftco.com Vision 2 105 125 27 ✔ $60-75k Zenith Aircraft Co. CH 750 Cruzer 2 118 118 39 ✔ $21-50k www.zenithair.com STOL CH 701 2 90 100 30 ✔ $30-50k STOL CH 750 2 100 110 35 ✔ $38-65k STOL CH 801 4 105 125 39 $40-80k Zodiac CH 640 4 150 160 47 $45-100k Zodiac CH 650 2 138 138 44 ✔ $35-65k

Information based on manufacturer-supplied data. All speeds are in mph. For a side-by-side comparison of models, visit www.kitplanes.com/aircraftdirectory.

KITPLANES December 2013 47 THE BIG SQUEEZE

Fabricating aircraft cables. By Dan Horton

It was just another day in the banner- built by American Champion between AC43 was first created. Although often tow business. The pilot pushed the J5A 1989 and 2005, as well as every aileron cited by mechanics as their reference into a gentle dive, aiming for the sweet cable assembly purchased from Ameri- source, much of the information is out- spot above the poles. The pickup was can Champion and installed on previ- dated or incorrect. routine until suddenly, during the pitch ous production. Maule Aircraft found For example, the “Tested Strength” up, the pilot felt and heard a “pop” from itself in a similar situation following values listed in Table 7-6 are too high the elevator cable and the stick moved the failure of a rudder-cable swage. for design and do not reflect the notable full aft with no resistance. He reduced Experimental and ultralight kit produc- strength difference between carbon steel power and the aircraft settled into a ers are certainly not immune, nor are cable and stainless steel cable. (Oddly gentle descent. It eventually impacted a builders working alone at home. A cur- enough, the correct values, 2000 and rough field beyond the pickup area. The sory review of NTSB reports suggests 1760 pounds respectively, are found in pilot walked away. swaged sleeve failures are about evenly Table 7-3 in the same chapter.) Upon inspection the cause was obvi- divided between certificated aircraft and Note the asterisk next to the word ous. The thimble eye in the end of an E/A-B and UL, with each group further “plated.” It means (per the note at the elevator cable had slipped in its oval-sleeve divided between manufacturer and field bottom of the table) that a plated sleeve is swage fitting, disconnecting the cable. fabrication error. to be used on corrosion-resistant (stain- Investigation found the banner opera- less) cable. However, the listed 28-series tor’s mechanics had been using the wrong AC43.13, MS51844E, and Nicopress part numbers are zinc-plated groove in the crimp tool and subsequently Manufacturer’s Data sleeves. Zinc-plated sleeves on stainless failed to gauge the crimps as required. Most mechanics and builders are famil- cable has been an obsolete recommenda- Inspection of the operator’s fleet resulted iar with Advisory Circular AC43.13- tion for more than 40 years. in the replacement of 36 swages and 41 1B/2B, Acceptable Methods, Techniques, Last, what about other manufactur- cable assemblies on 27 towplanes. and Practices, Aircraft Inspection ers? Table 7-6 only lists Nicopress part Improper crimping is not just a prob- and Repair. Information specific to numbers. Can another brand be used? lem with mechanics in the field. The Nicopress-brand oval sleeves is found in To get answers, I started by going to the pilot of a 7KCAB Citabria suffered loss Chapter 7 and Table 7-6 (Fig. 1). Like source, FAA AFS-300 in Washington, of aileron control due to a slipped oval much of AC43.13, the entire Nicopress DC. AFS-300 is the office responsible for sleeve. Subsequently AD2005-24-10 section is old—so old it may have come AC43.13. FAA specialist Kim Barnette required inspections of every aircraft directly from a CAM document when was kind enough to return my call.

48 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Fig. 1. AC43.13’s Table 7-6 is both out-of-date and incorrect.

Kim began by noting how few users tends to remain as the minimum stan- Swaging-Wire Rope, most recently read the very first line on AC43’s signa- dard unless clearly proven unsafe. Per the updated in December of 2012. Every ture page. It says: signature page, AC43 may only be used cable fabricator should have a copy. This advisory circular (AC) contains in the absence of other, more up-to-date Most sleeve manufacturers represent methods, techniques, and practices accept- information, notably manufacturer’s data their product as conforming to this able to the Administrator for the inspec- and established military and industry standard, which defines performance, tion and repair of nonpressurized areas standards. A fabricator or mechanic is of civil aircraft, only when there are no encouraged to use a better method, tech- manufacturer repair or maintenance nique, or practice, assuming he can pro- instructions. duce supporting data acceptable to the The legal basis is found in FAR Administrator. When performing main- 43.13(a), also quoted on the title page: tenance or repair on a certified aircraft, …each person performing maintenance, FAR 43.13(a) requires the use of methods alteration, or preventive maintenance on stated in the manufacturer’s most current an aircraft, engine, propeller, or appli- instructions. Builders of E/A-B aircraft ance shall use the methods, techniques, are exempt from Part 43, but are well and practices prescribed in the current advised to consider its contents. manufacturer’s maintenance manual or All major suppliers publish specific Instructions for Continued Airworthiness guidance for sleeve installation. For prepared by its manufacturer, or other example, if you install a Nicopress sleeve methods, techniques, or practices accept- you want National Telephone Supply able to the Administrator…. Instruction No. 32. The Locoloc docu- Kim explained that FAA managers ment is Instruction 11. National, Loos, realize industry techniques and prac- and generic suppliers like GBG generally tices change and improve with time. package the instructions required for Part However, updating AC43 is not as easy 43 compliance with the crimp tools. as one might think. A change requires The current government standard regulatory due process, thus older data for oval sleeves is MS51844E—Sleeve, Fig. 2. Nicopress patent application.

Photos: Dan Horton KITPLANES December 2013 49 Fig. 3. Sleeve material is cold formed into Fig. 4. Oval swage sleeves are available in bare copper, zinc-plated copper, and tin- the cable until the cable and sleeve are plated copper. one unified mass. hand you easily satisfy Part 43’s “accept- this article we’ll focus on the three com- materials, and acceptable combinations able to the Administrator” requirement. mon copper sleeves. for 15 sizes of cable and copper sleeve. Why three types? The idea is to match With the manufacturer’s current instruc- The Basics sleeve and cable finish for the least dam- tions and MS51844E-spec product in The original 1943 Nicopress patent appli- aging galvanic potential between compo- cation (Fig. 2) illustrates the basic crimp nents. While any copper sleeve choice will process very well. A jaw with an annular initially withstand the rated load when opening of specific dimension compresses installed on either galvanized or stainless A Little History a malleable metal sleeve around two sec- cable, corrosion will weaken the mechan- Otto Warner and Frank Stewart, tions of cable. The sleeve material is cold ical joint given time, the wrong environ- assignors to the National Telephone formed into the cable until the cable and ment, and the wrong combination of Supply Company of Cleveland, OH, filed sleeve are one unified mass (Fig. 3) materials. The specifications are quite their oval swage sleeve patent on June Oval swage sleeves are available in alu- specific. Bare copper or zinc-plated sleeves 4, 1942. Although the design patent minum, stainless steel, and copper alloy. are used on galvanized carbon steel cable. expired long ago, National Telephone’s Copper sleeves are further divided into Tin-plated sleeves (or as noted previously, “Nicopress” trademark was renewed as three types: bare, zinc-plated, and tin- stainless steel sleeves) are used on stainless recently as 2009 and remains in force. plated (Fig. 4). Aluminum sleeves do not cable. There are no exceptions. Today most users refer to any oval meet the requirements of MS51844E swage sleeve as a “nicopress fitting,” but and are rarely used on aircraft. Stain- Let’s Make An Eye there are many functionally identical less steel sleeves are airworthy (and The process of assembling a cable eye is products. National Telephone’s largest highly corrosion resistant) when prop- not complicated. Start by trimming the competitor appears to be the Loos & erly installed on stainless cable, but few end of the cable with a proper cable cut- Co. Cableware Division of Naples, FL, mechanics are familiar with them. In ter so it is not frayed (Fig.5). producer of “Locoloc” branded sleeves and tools. Loos & Co. has been in the swage sleeve business more than 40 years. Locoloc sleeves even fly on the International Space Station. A third source is Continental Cable/ GBG Industries, a popular supplier of oval swage sleeves and tools sold by multiple retailers under various part numbers. There are others, including imports. In the following sections the names “Nicopress” and “Locoloc” will refer to specific trademarked products from their respective manufacturers, while “oval sleeve” will refer to all similar products, including those from National and Loos. Fig. 5. Trim the end of the cable with a Fig. 6. Slip the cable through a short length —D.H. cable cutter so it is not frayed. of adhesive heat shrink, then the sleeve.

50 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Fig. 7. Pass the end back through the Fig. 8. Pull the cable tight around an Fig. 9. Position the sleeve in the correct sleeve to form a loop. AN100 thimble. groove of the tool and squeeze.

Slip the cable through a short length the ends and then crimping in the mid- So simple, yet… of adhesive heat shrink, then the sleeve dle, as it does not allow proper flow of the How can things go wrong? (Fig. 6). malleable copper. In the absence of spe- The number one cause of failure is Pass the end back through the sleeve cific instructions, this is a good general an improperly adjusted crimping tool, to form a loop (Fig. 7) and pull it tight rule to follow with any crimp tool. combined with failure to gauge every around an AN100 thimble (Fig. 8). Without question, the most impor- crimp. Some operators may not realize Properly position the sleeve in the cor- tant step is to gauge every crimp. The the crimping tools are adjustable, or that rect groove of the tool and squeeze the gauge must pass over each crimp, mea- they may not remain in proper adjust- handles. Be sure to check the manufactur- suring across what was formerly the ment. Gauge every crimp! If a crimp er’s data for the correct groove and number widest part of the sleeve, Dimension does not gauge properly, destroy the for crimps. This particular tool and sleeve D in MS51844E. This is a Nicopress cable assembly and adjust the tool per combination (Nicopress 64-CGMP and gauge, using the “M” width appropriate the manufacturer’s instructions. 428-4-VM) required three crimps using for a sleeve on 1/8-inch cable (Fig. 10). Next on the list is crimping with the the ‘M” groove (Fig. 9). When all crimps are completed, the wrong groove. Most users purchase multi- National Telephone specifies a particu- minimum length of the free end is one groove tools and must pay close attention lar order in which multiple crimps are to cable diameter extending beyond the to the markings on the tool jaw, as the be made: first in the middle, then nearest sleeve. There is no maximum, and most manufacturers are not consistent. the loop, and last the tail end. Loos allows installers prefer more than one diameter. Nicopress-brand tools are marked making the first crimp at either end and Slide the previously installed heat shrink using a letter system, thus a user must working across to the opposite end, or tube over the tail and warm it with a heat check the data sheet to determine which starting in the middle and working out- gun. The heat shrink simply prevents the lettered groove corresponds to a particu- ward, similar to the Nicopress method. snagging of fingers and clothing, and is lar cable and sleeve size. As noted previ- Both manufacturers prohibit crimping optional (Fig. 11). ously, the correct oval sleeve for 1/8-inch

Fig. 10. Use a gauge on every crimp, mea- Fig. 11. Slide the previously installed heat Fig. 12. Each lettered groove on a Nicopress suring what was formerly the widest part shrink tube over the tail and warm it with tool corresponds to a particular cable and of the sleeve. a heat gun. sleeve size.

KITPLANES December 2013 51 cable is crimped with the “M” groove (Fig. 12). Two of the grooves in the popular Locoloc 1-SC are marked with multiple fractional sizes. Note the “O” and “S”, which mean “oval sleeve” and “stop sleeve”. Crimping an oval swage sleeve on 1/8-inch cable requires using the middle groove marked “1/8 O” (Fig. 13). The popular Continental/GBG Industries S-2236H is sold by aircraft tool vendors under various part numbers. The GBG tool jaws are marked “2-3-4-5-6” (Fig. 14). Although the numbers correspond to the familiar avi- Fig. 13. Two of the grooves in the Locoloc Fig. 14. For oval swage sleeves, the num- 1-SC are marked with multiple fractional bers on the Continental/GBG S-2236H ation “multiples of 1/32-inch” rule in the sizes. Note the “O” and “S,” which mean jaws correspond to multiples of 1/32 inch. case of oval swage sleeves (2/32, 3/32, 4/32, “oval sleeve” and “stop sleeve.” The same is not true for stop sleeves. etc.), the same is not true for stop sleeves. Always check the instruction sheet sup- catch it, but other combinations are not Outright sleeve size errors are pos- plied with the tool. so easy. Recall that zinc-plated sleeves sible. For example, a fabricator can slip Some folks will die to save a buck. They are used on galvanized cable and tin a sleeve intended for 3/32-inch cable onto might actually succeed if they crimp criti- plated sleeves are used on stainless cable. 1/8-inch 7x7 cable. The nominal sleeve ID cal cables with a cheap copycat tool and Woe to the mechanic who allows his is 0.125 inch, while 1/8 -inch (nominal) fail to consider its limitations (Fig. 15). zinc and tin sleeves to be mixed in the 7x7 is about 0.120 inch OD. However, if Compare a Nicopress 64-CGMP (top) parts bin, because the manufacturers crimped with a tool groove intended for with a $30 knockoff (bottom). Although do not mark them “zinc” or “tin” and it the correct 1/8 -inch sleeve, the cable will a copy may mimic appearance, quality can be hard to tell them apart when age pull through under load. (Note: Strictly and detail can vary widely. As purchased takes the shine off the plating. No man- speaking, the use of 1/8-inch 7x7 cable this particular copycat tool did not ufacturer contacted for this article was would itself be an error. MS54844E include a gauge, and did not crimp to the able to offer a simple field method for does not list 1/8-inch 7x7.) correct dimension. If it had been used as plating identification that would work Part numbers can contribute to delivered failures were likely. across all brands, so careful segrega- sleeve selection error. Nicopress-brand Using the wrong sleeve finish for the tion through the entire supply chain is numbers don’t use standard aircraft cable type is next on the list of sins. Obvi- the only defense. Plating error will not sizing nomenclature, i.e. numeri- ously a bare copper sleeve on a stainless result in immediate structural failure, cal multiples of 1/32 inch or 1/16 inch. cable is wrong. A sharp inspector will but it does increase corrosion potential. For example, the part number for a

Fig. 15. A Nicopress 64-CGMP (top) and a $30 knockoff (bottom) Fig. 16. Available crimp tools include (from top) Nicopress CGMP, may look the same, but the copy didn’t include a gauge and inexpensive bar-type, cheap Nicopress knockoff, Locoloc 1-SC, didn’t crimp to the correct dimension as delivered. and Continental/GBG S-2236H.

52 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes 5/32-inch bare copper sleeve is 18-4-P. It’s not hard to understand how an A&P mechanic might look at a parts bin labeled “18-4-P” and assume it to be filled with sleeves for use on 1/8-inch (4 x 1/32) cable. If crimped onto 1/8-inch cable with the “P” groove, as indicated by the last digit of the part number or the sleeve’s physical fit in the tool, the eye will pull through under load. This may have been the scenario for the banner tow failure at the beginning of this article. It is possible to pick the correct size sleeve in the absence of part numbers, or when bin markings are suspect. For all brands, visit the parts bin with cali- pers in hand and remember a simple rule. Within the range of common aircraft cable sizes 1( /16, 3/32, 1/8, 5/32, and 3/16 inch), the correct sleeve has a nominal ID 1/32 inch larger than the nominal cable size. Selecting Tools and Sleeves It wasn’t possible to review every crimp tool on the market, but we did acquire a representative sample. The following tools appear to be the most popular multi-groove choices (Fig. 16). The Nicopress 64-CGMP will build 1/16-inch through 5/16-inch cables (C, G, M, and P in Nico-speak). The copy from the big-box home-improvement store does the same, in theory. A Locoloc 1-SC and the Continental/GBG aluminum frame tool both install 1/16- through 3/8- inch sleeves. The inexpensive two-bar tool crimps 1/16-, 3/32- and 1/8-inch sleeves. The following comments are limited to sleeve and tool performance with 1/8- inch cable only. All three professional tools made consistent, reliable crimps. Sample users liked the Locoloc 1-SC just a bit better than the GBG aluminum frame tool. The difference was the shape of the jaws; the less blocky Locoloc jaws allowed slightly better visual confir- mation of sleeve position and a little more finger room. Our users ranked the Nicopress tool third. Most found it slightly more difficult because the jaws don’t open wide enough to easily insert a sleeve assembly until the handles are

KITPLANES December 2013 53 Breaking News As noted earlier, the number-one cause of failure is an improperly adjusted crimp tool combined with lack of gauging, which raises an obvious question: What is the actual margin for error? In the field we’re rarely concerned with design loads or theoretical capacity. A new cable is assumed to be per specification, thus we’re only concerned with the capacity of the crimped sleeve. When Fig. A. To examine performance at various crimp dimensions, loaded to failure, the cable should always break multiple cable assemblies before the sleeve allows slippage. were crimped and pulled to To examine performance at various crimp destruction. dimensions, a simple load device was fabricated (Fig. A). Multiple 7x19 carbon steel (galvanized Type 1) cable assemblies were crimped and pulled to destruction. The first 18 were baseline combinations, two each in nine combinations of tool and sleeve manufacturer, using the three professional quality tools. All gauging was done with the Fig. 17. Jaw openings of (from top) Nicopress “M” size, as it was the largest gauge dimension of the three choices. All 18 per- Nicopress CGMP, Continental/GBG formed in a satisfactory manner, failing the cable without any sign of slippage at the free tail. S-2236H, and Locoloc 1-SC. Within the limitations of this sample there was no physical evidence to indicate against using any brand MS51844E sleeve in combination with any of the quality tools. spread to an awkward angle. Compare However, be aware that MS51844E is a very strange document; it is a military hard- the jaw openings of the three tools at ware standard that does not closely define the actual hardware dimensions. It offers only the same handle spread (Fig. 17). maximum dimensions for thickness, width, and length, and does not mention wall thickness. The inexpensive bar-type tools tend Although all manufacturers of sleeves purchased for this article have chosen to mimic the to be a subject of much debate. In our dimensions of the original Nicopress pattern, there is nothing in MS51844E requiring them testing this particular generic tool did a to do so. Given the potential for variation, both National and Loos take the position that good job if used with care. However, it performance is only guaranteed if their sleeve is used with their tool and gauge—no mix and was not delivered with a gauge, a serious match allowed. It is a reasonable argument, one conservative users should take to heart. disqualifier. Users also found its per- Next on the list were two samples fabricated using the bar tool. If crimped without forming formance to be variable. Sometimes the flash, and if the bolts were fully tightened so the bar faces met, the resulting crimp actually crimp process formed a squeezed-out gauged a little undersize (about 0.005 inch) compared to crimps made with the most aggressive flash along one or both sides, something professional tool. The excess compression does not appear to be harmful, and those samples that should not be present in a quality performed fine when pulled to destruction, again failing the cable without slippage. This should oval swage. The flash has the potential not be considered an endorsement of the tool, for reasons previously discussed. to prevent full crimp as it forms between A third set of samples was constructed while progressively readjusting the tool for the flat surfaces of the bars. In addition, less and less compression. Under load, samples crimped about 0.015-inch larger than the the tool was slow, tiring, and awkward to Nicopress M-gauge dimension were evenly divided between slippage failure and cable use, a contributor to error. failure. Sleeves gauging larger than 0.020 inch oversize mostly pulled through, while The previously discussed copycat tool samples 0.025-inch oversize almost always failed by pull-through (Fig. B). also resulted in more crimp variation A properly fabricated crimp should slip than desired (as much as 0.010-inch into the gauge slot without resistance, so between individual crimps), lacked a clearly it is somewhat smaller in dimension. gauge, and suffered the same jaw-open- As delivered and used for the successful sam- ing limitation as the Nicopress pattern. ples, the Nicopress 64-CGMP made a crimp Although it is possible to make a service- about 0.024 inch smaller than the M gauge, able crimp with the bar tool or the copy- while the GBG tool crimped about 0.015 inch cat, you’ll put special effort into doing so under, and the Locoloc 1-SC about 0.010 inch. or take an unnecessary risk. No profes- Given these dimensions it would appear the sional mechanic should consider either difference between an airworthy crimp and one. In the era of online aircraft type a potential failure is in the neighborhood of forums, cheap tools don’t make much Fig. B. Under load, samples crimped larger 0.025 inch, and can be less. Is that enough to sense for the amateur builder either. than the gauge dimension often failed by convince you all crimps should be gauged? A post on a forum will easily resell the pull-through, rather than cable failure. —D.H. quality tool after completion of a project.

54 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Fig. 18. We found minor variations between gauges from (left to right) Nicopress, Loco- loc, and Continental/GBG.

Careful measuring found only very Don’t Assume small differences between brands All inspectors, from grizzled A&P-IAs of sleeves. In general, the sampled to humble EAA TCs, should have an Nicopress brand bare copper and zinc- oval swage sleeve gauge in their tool- plated sleeves had slightly greater wall box. It’s safe to say everyone checks thickness (about 0.004 inch) than cables for wear and frayed strands, similar Locoloc or generic sleeves. but how many check swage fittings All brands of tin-plated sleeves had for proper size, compression, and plat- near identical wall thickness. Width ing type? Restorers and mechanics and overall thickness (C and D in have been making cables with oval MS51844E) of all sleeves fell within a swage sleeves for about 70 years. Not narrow range. all were aware of the critical details of National Telephone embosses the this seemingly simple process, so you word “Nicopress” into the surface can bet there are a great many mis- of their bare and zinc-plated sleeves. takes flying about. They only need to Tin-plated Nicopress sleeves are be gauged once, when the old bird first unmarked, as were all sleeve types comes under the care of an individual from all other sources in our sample. mechanic. Crimp dimensions won’t As a practical matter it is impossible change with time, thus future inspec- to tell one unmarked brand from tions won’t require gauging. another in the field. Slippage is harder to detect, but We found minor variation between there are clues. When a cable is heavily gauges (Fig. 18). The overall spread in loaded it tends to deform the AN100 gauge widths for the 1/8-inch nominal eye into a shape with a smaller radius, cable size was about 0.006 inch, with thus a cable with a small radius the Nicopress M being the largest. thimble should be subjected to closer The GBG #4 gauge was the smallest, examination. As an eye begins to slip thus requiring the most sleeve com- under heavy load, it often pulls the pression to pass and in theory provid- AN100 thimble into the asymmet- ing a very small additional margin. ric shape seen in Fig. B (See sidebar). None of the gauges can be called a Keep an eye out for those…an eye for precision device (all are simple steel an eye. stampings), so these variations may or Sorry, couldn’t help it. Build safe, may not be typical. fly safe. J

KITPLANES December 2013 55 From the Inside Out

Blue tape on the wall behind the pilot and seat provide a way to scale the photograph for digital use.

In an attempt to build a two-place, cross-country cruising LSA, one would-be builder starts with the seat. By John Mackay

Building an aircraft that fits the pilot would-be retiring pilots might very well larger pilot population. Take myself as an is nothing new; one-off, single purpose continue enjoying aviation in an air- example: I’m 6 feet 3, overweight, have a experimental machines have been built plane that fits them like a glove. bad back, and reduced range of motion. that way since the Wright Brothers Fifty years ago, while in college, I learned sized their hip cradle to fit the two of Moving to LSA to fly in Taylorcrafts, Luscombes, and J-3 them. But many of today’s builders take I’ve been a Cessna 170A owner for Cubs. All of these post-war, certified air- plans at face value, not realizing that many years. But like many other pilots, craft are LSA-compliant, and I recently minor changes can make their cock- I’ve reached the point where I’d like to considered buying one. Unfortunately, pits much more comfortable—and the continue my love affair with flying in an in my present physical condition, they flying more enjoyable. Using the tech- LSA. Unfortunately, many LSA-compli- all present challenges when I enter or niques shown here, a large number of ant aircraft don’t seem to fit the aging/ exit the cockpit.

56 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes My next thought was to look at the newer, purpose-built LSAs like the Remos GXeLITE. Climbing in and out wasn’t a problem, but the price tag sure was. With a base price of $120,000 for a bare bones, no-frills model, my $25,000 budget would barely cover the down payment. It was obvious I’d have to look elsewhere to find an airplane that would fit my budget and body. Buttercup to the Rescue Way back in 1937, air racer Steve Witt- man designed and built a 2-place aircraft called Buttercup. (You can see it at Oshkosh in the Wittman Hangar A seat can be measured using simple wooden boards that are clamped together or museum at EAA’s Pioneer Airport.) hinged with a bolt. The angle can be read when they are removed. Steve died in 1995, and although he was involved with aviation his entire reversed-engineered Wittman Butter- process of creating construction docu- life, he never did get around to creat- cups for less than $25,000. Scratch- ments because the drawings of various ing plans to reproduce Buttercup— built airframe material typically costs components and assemblies are derived but Earl Luce did. $12,000 to $15,000. from the same 3D virtual model. As As a tribute to Wittman, Luce reverse- It appeared that Buttercup would modifications are made to one drawing, engineered Buttercup, drew up plans, fit my budget. But would my teen- the revisions migrate throughout all of and built a beautiful Buttercup replica. age son and I fit comfortably in But- the other drawings, assuring accurate He sells plans and hard-to-fabricate tercup? A quick look at my licensed plans with reliable dimensions. parts at www.luceair.com. Buttercup copy of the plans told me the answer Obviously, CAD has incredible prac- materials kits are available from Aircraft was, “Maybe.” To find out for sure, I tical advantages over traditional draft- Spruce (www.aircraftspruce.com/catalog/ decided to use AutoCAD to build a ing. It’s also more interesting and fun. By kitspages/buttercup.php). 3-D virtual model. overlaying scaled digital pictures on top Although the design is over 75 years of the drawings, I was able to see exactly old, it meets today’s LSA require- The Digital Advantage how my son and I would—or wouldn’t— ments. If you believe the builders’ Computer Aided Design (CAD) offers fit into Buttercup. As it turned out, I did logs that have been posted on Yahoo many advantages over conventional need to modify the plans. But CAD forums, folks are currently building drafting techniques. Dimensional integ- made it easy to modify the original Wittman Tailwinds and Earl Luce rity is easily maintained throughout the design to my exact specifications.

Digital photos can be scaled, printed out, and measured to A protractor is essential for figuring out seating angles. determine seat geometry.

Photos: John Mackay KITPLANES December 2013 57 Two boards—one representing the seat bottom, one the seat back— All the tools necessary for measuring the geometry of an exist- can be measured after removal from the seat. ing seat are easily acquired at a local art or hobby supply shop.

The Process and door-width dimensions. (Yes, I want front views on the back porch with a digi- I began with the seat and cockpit the seat in my LSA to be much like the tal camera. We included a yardstick in the and worked out from there. I wanted seat in my car because that’s what works picture for scalability. Through trial and the cabin to be wide enough to give the for me in my present physical condition.) error, we learned to place the yardstick occupants plenty of elbow room. Head- After measuring my car, the next step in the picture about the same distance room was important, too. I didn’t want was to use these dimensions with Auto- from the camera lens as from the surface to worry about the button on top of CAD to create a scaled side-view draw- on the body that we wished to measure. my baseball cap mashing into my skull ing of my proposed LSA cockpit. Finally, This technique reduced parallax error in every time I flew through turbulence. after drawing my cockpit, I put myself in the scaled image. For instance, we didn’t Since I’m reasonably comfortable the pilot’s seat by overlaying scaled digi- shoot head-on views with the yardstick in my daily driver, a 1993 Volvo 240 tal side-view pictures of myself on the placed at our feet, as the headroom repre- wagon, I decided to use it as the start- computer-generated sketches. sentation would not be accurate. ing point for my design. Using simple measuring tools, wood clamps, a bubble Shooting Photos Adding Photos to Drawings level, protractor and digital camera, I My son and I both shot digital pictures to In AutoCAD, I overlaid the scaled pilot measured my car’s interior, including proof my design sketches. While assum- pictures on top of the airplane plans. seat, headroom, legroom, seat-to-dash, ing the pilot position, we took side and Where the pictures showed dimensional conflicts with the plans, I revised my design sketches, raising the roof/wing to increase headroom and widening the door openings. Scaled pictures bring dimensional reality to the design sketch. For example, Buttercup’s cockpit height (per Earl Luce’s plan) is 1-7/8 inches lower at the rear spar carry-through than my measured cockpit height requirement. In reality, it’s not much of a stretch, but it is enough of a change to influence headroom and visibility. Designing the Doors Once I had the seat and cockpit dimensions worked out, I began working on the doors. Since damaging my back, it’s Once the seating position and dimensions are determined, they can be overlaid on the difficult for me to get in and out of my aircraft drawings to determine if modifications are called for. car. But it’s still a lot easier than climbing

58 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Photographs can be scaled later if you use a known object in the picture (here, the author’s walking stick) to give relative dimensions. into most of the latest LSA models at airshows, so I decided to use the door width of my Volvo as the minimum opening width for my LSA design. (I must also remember to reinforce my door frames when I build this aircraft, because I pull myself out of my car with my elbows pressing against the outside of the door frame.) Getting a Second Opinion My efforts resulted in a 3-D virtual model in AutoCAD that is easy to revise and any improvements or modifications will be kept dimensionally stable. But is my design actually feasible? Jim Clement is a recognized, award- winning Tailwind expert, who has built more than a dozen Tailwinds. His But- terburger is a blend of Wittman Tail- wind and Buttercup, and the Clement mods are popular and desirable modifications. Jim is about 5 feet 8 and 170 ...and leave your engine pounds. My aircraft will be a bit taller, monitoring to EIS. but with similar fuselage construction. Trusted with everything from 2-strokes I showed my initial computer-gen- to turbines for over two decades. erated sketches to Clement, Luce, and other designers, builders, and owners attending the annual Wittman Tail- wind gathering, held the weekend before FLY IT AirVenture. With their helpful com- like you stole it... ments, plus flight time in Mike Matte’s Buttercup and seat time in Clement’s

Butterburger, I came home with real data www.grtavionics.com • (616) 245-7700 to update and refine my virtual model. Proud sponsor of Tiger Airshows and airplane “thief” extraordinaire, Hotwire Harry!

KITPLANES December 2013 59 Images can be used to determine cabin width as well as profile dimensions.

Clement’s modified door opening, when door openings, etc. Be sure to include applied to my design, significantly eased imported objects of known dimensions ingress and egress issues. in your picture. For example, my walking cane is included in my photo of the Making a Design Your Own Aerotrek A220 door opening for scale. For your own project, you might begin As this was one of the easier LSA models with your personal dimensions and to climb into, the A220’s door opening, then build your plans around your con- once photographed, could then be mea- straints. You can also reference Ron sured in detail (in AutoCAD) using the Wanttaja’s Cockpit Dimensions for known dimension of the cane. Homebuilt Aircraft on the web at www. Scratch-building a custom homebuilt wanttaja.com/avlinks/cockpit.htm. aircraft is a big undertaking that will Airshows, fly-ins, and trade shows likely take years. If you’re going to do offer valuable design verification it, and you intend to modify the plans, opportunities. Not only can you sit in first spend a few hours with AutoCAD. manufacturers’ products to confirm It’s a sure way to know that the airplane your fit requirements, you can also take you’re about to build will also be com- detailed photos of design elements, fortable for you to fly. We Change, Design Methods Change Today, with some blue painter’s tape, a digital camera and CAD, I can make a scalable design tool to proof my virtual occupant cage. I did not have this capability when I built my first seat model in 1976 for my Laminar Light plane design. For that first seat model 35 years ago, we used brown craft paper from a 48-inch wide roll for the preliminary side views of my Bruce Carmichael inspired hydraulic-drive Laminar Light plane. Full-size brown paper cutouts were drawn and then taped to my dining room wall after we refined the side-view profile. We first began by lofting the fuselage full size with half-inch-wide masking tape on my apartment’s 25-foot-long dining/living room wall. We spent hours in peel ’n stick design, stepping back to look at the profile’s line and then repositioning the tape again until we got it right. Masking tape was our media of choice to loft that organic fuselage shape. Charlie Menard and I then built seat mockups from thick industrial cardboard stock that he located. Being draftsmen, we chose structural cardboard as our test media because we could draw scaled plans on it and then cut the stuff with matte knives and not have to use power tools in my apartment late at night. (First rule of good homebuilding—must not wake the neighbors.) The seat, plus full-sized motor-bay drawings and other cross-section views, were positioned against the brown paper silhouettes for scale. There’s nothing like the dimensional realities of full-sized drawings to proof a design. J —J.M.

60 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Bead Blast for Bond Prep SHOP By Dan Horton TIPS

Bonding to a glossy, fully-cured epoxy surface (the left side of the photo) will result in a weak joint. The usual method of surface preparation is to abrade the surface thoroughly using sandpaper prior to any bonding step. Sanding works, but often requires cutting into the topmost fabric ply to really remove all the gloss. It is also dusty and slow, and it can be difficult to fully sand the surface down inside pits and opened blisters. The glossy surface on the left is untouched, and will provide a poor bond. The right side has been bead blasted and will give a good grip. But there is another way. Do you have access to a bead blast evenly abrade every bit of the surface, bonding. Just blow off the dust and cabinet? The quick approach is to gen- including pits and voids (the right proceed with subsequent lamination tly blast the surface. The glass beads side of the photo), leaving it ready for or surface fill. J

KITPLANES December 2013 61 The Dawn Patrol “Hey, who you callin’ old?” It was one of those so-called “defining Little did we know that in a few min- had enjoyed for many years. Out of the moments” that happen in everyone’s utes Sharon, “My Little Snugglebuns,” 12 planes, Robert’s designs numbered life. You know what I mean… a tiny little was going to experience a real life-defin- seven. There were three of his 7/8-scale blip in your timeline that stays with you ing moment of Biblical proportions. Fokker D-7s (owned by himself, Darryl forever. Lots of little common every- Porter, and Ron Myer), Sharon’s Morane- day events can turn out to be defining Season Opener Saulnier Parasol, Ken Hines Nieuport 28 moments, and in many cases, change Yep…we were flying our first airshow of project, Dick Lemons’ Fokker DR-1, and your life from that moment on. 2013. We always start off the new year’s Jeff Givens with one of Robert’s 7/8-scale For instance, at the age of four I did my flying season with our favorite airshow Nieuport 11s. There were three Gra- first “face-plant” when I went over the event, the Memorial Day Salute to Vet- ham Lee Nieuport 11s and one Graham handlebars of my tricycle. I can remem- erans Celebration, held at Columbia Lee Siemens-Schuckert D-1 (the Ger- ber it like it was yesterday—the image of Regional Airport, just south of Columbia, man Nieuport). The one unique plane that driveway coming up to my face in Missouri. This was our 21st year in a row attending was Harvey Cleveland’s rep- slow-motion. From then on I was a total flying here. lica of a 1918 Curtiss Seagull amphibian. washout when facing a fastball pitcher. We had a record gathering of WW-I (Actually it’s a Mariner amphibian, but Probably the most life-altering planes, too. Twelve planes showed up we don’t care; it looks WW-I. Besides it’s moment in my life was that first day sit- out of a possible 16 that had said they the L.G.F. model.) ting in the advanced analysis class in were going to attend. Of the 12 that were college when this little cute-as-a-bug there, the Robert-Baslee-designed Air- The Moment freckle-faced redhead walked in the drome Airplanes replicas were starting Anyway, back to Sharon’s defining classroom door. to take over from the dominance that moment. The rain in the morning had Wham! It was like getting hit in the the Graham-Lee-designed Nieuports cancelled our start-the-show Dawn Patrol head with a sledgehammer. I knew then and there that she was the one. To this day, I can’t understand why it took her two years to realize we were meant for each other. Ignoring the restraining orders may have helped to convince her that I was really the one man for her. Thankfully, she finally gave in. Now here we were, 46 years later, and I’m still chasing her around. Of course, things are a little bit different. We were in our own homebuilt WW-I replica aircraft flying at an airshow. But nevertheless, it was that old “deja moo” all over again as we went round and round the traffic pattern with a bunch of other replica WW-I aircraft. Mark Pierce smokes the flight line in his Graham Lee Nieuport 16 fighter.

has written two books about the joy of flying: “You Want To Build And Fly A What?” and “Fokkers At Six O’clock!!” He was the recipient of Flying’s 2001 Bax Seat Award “for perpetu- ating the Gordon Baxter tradition of communicating the excitement and romance of flight.” Dick Starks Dick and his wife, Sharon, both fly WW-I replica aircraft.

62 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes it...up-to-his-ankles…head-first. “And to see a little old lady get out of that plane impressed me even more.” There was a short, stunned silence. Several of the other Dawn Patrol members gasped and just backed away a few feet (about a quarter-mile seemed safe), waiting to see what Sharon was going to do. I felt the hair go up on the back of my neck. From bitter experience, I know that when Sweetie gets riled she’s nine feet tall and completely covered with hair. I stepped back to get a better view of the execution. Sharon Starks makes a low pass in her Airdrome Aeroplanes Morane-Saulnier Parasol. But Sweetie just smiled sweetly and thanked him for his interest. After he flight, but we did get to fly Saturday after- falcons. As Sharon was getting out of her walked away she came up to me and noon after the storms moved away. There Morane Parasol, we heard a little kid say, muttered, “What’s this little old lady we were, having the time of our life, mak- “Look daddy, a woman was flying that stuff?” (She didn’t actually say “stuff,” but ing low passes in front of the crowd, wag- plane.” Now, that’s not unusual for us. We you get the idea.) gling our wings and waving. Then the Air hear that a lot when we fly in shows or I looked at her and gently said, “Dear, to Boss got on the radio and told us to start drop-in on a fly-in. Women taildragger a lot of people, we are old. As Mark Twain recovering our planes. For once we all pilots are rare, and a woman flying a is reported to have said, we have ‘reached landed without incident, mainly because WW-I replica is even rarer. the threshold of age.’” She looked at me we used Runway 13. We really like 13 But that was not the moment I’m talk- kind of stunned as it sunk in. because the crowd can’t see our landings! ing about. We don’t feel old. There are some For some reason, landing in front of the We pushed our planes up to their mornings we might feel a little older, but crowd is a pucker-factor maximum-limits parking spots and started to do our sec- most of the time we do things just like modification exercise (as you’ll find out ond favorite airshow activity—talking we did 40 years ago. We approach every- later when I talk about our Sunday flights). about our historic little warbirds. One of thing like we’re killing snakes. Nowadays We all joined up on the taxiway and the spectators came up to Sharon and though, we just kill them slower and went in as a gaggle, all covered in glory. started off by saying, “You guys are such more methodically. People were running to watch us come an inspiration to me. I can stand here The moment passed, but it did make into our parking area on the ramp. They and watch you fly, and it makes me think a lasting impression on both of us. Just wanted to see what kind of fools were that maybe even I could build and fly my thinking that people regard us as old was flying in the little toy airplanes. own replica warbird.” a sobering thought. After a few nanosec- All the engines were shut down, and He should have stopped there. But no, onds of pondering it, we shrugged it off we started to climb out of our canvas he went on talking and really stepped in and went on with the fun at the show.

Harvey Cleveland makes a flyby in his Curtiss Seagull replica. Mark Pierce and Dave Laur fly by in Mark’s immaculate 1945 Piper L-4 liaison plane.

Photos: Bob Punch, Ron Sharek, and Dick Starks KITPLANES December 2013 63 Ron Myer mounts the tail feathers on his Airdrome Aeroplanes All ready to go. Two Nieuports, Morane Parasol, and Siemens- Fokker D-7 project. Excellent workmanship. Schuckert lurk in the shadows of the enormous hangar.

Getting old can come later. We don’t were running off the road as they gawked day. He had about a 20 mph headwind have time for that now. We’ve got places as we thundered by. Trailer weenies rule! right on his nose. to go, things to do, people to see. I’ve Three of the planes attending the We got to Columbia Regional Airport got to build that 1918 WW-I Ford two-man show were not members of the trailer about 1 p.m. and started putting planes tank! We just don’t have time to waste weenies. Dick Lemons’ Airdrome Aero- together in the enormous hangar they’d getting old. planes Fokker DR-1 replica and Mark set aside for us. The work went fast, and Pierce’s 1945 Piper L-4 had been flown- we got the planes all assembled and put Harvey’s Great Adventure in several days ahead of time. (Mark’s away. Then, the waiting started. Where The 2013 Salute To Veterans show was L-4 is not part of the Dawn Patrol, but it was Harvey? Finally we started getting just like all the rest; its sole purpose is to is a real warbird, and you can’t pass up a text messages from him as he wove his honor and remember past and present chance to display that jewel anywhere.) labored, tortuous way east. members of our armed forces and our One last plane had to get there. Harvey The first message we got at 1:45 said, allies. It’s a unique gathering. Cleveland was flying his Curtiss Seagull “I’m ready to take off. I have 25 gallons We did our usual airshow trip and replica in the same day we were driving of pre-mixed fuel on board. More later.” drove to Columbia in a convoy of seven in. It was going to be a looooong flight. (Harvey has a 10-gallon tank on the WW-I planes on trailers. It was a pretty The Seagull might make sixty miles per Seagull. He had another 15 gallons of impressive sight, too. Cars and trucks hour on a good day. This was not a good gas on board in five-gallon cans for the thirsty Rotax 503, plus a good supply of two-stroke oil.) “I made it to the Sibley stack in 15 minutes.” (This was definitely not good. It’s only 10 miles to the Sibley stack. You do the math.) “On the ground at Higginsville at 2:41. Ready to take back off at 2:50. Used 3.5 gallons.” (Harvey didn’t shut the engine down while making the fuel transfers. Most of his stops only took 10 minutes or less.) “Departing Marshall totally topped off. Took a full 2.5-gallon no-spill jug from Higginsville to Marshall. Really glad I gassed up at Marshall. It’s taking quite a while to get to Boonville. I should make Boonville by 4:30.” As Dick Starks taxis back to the ramp after his “bounce-to-end-all-bounces,” Harvey lines the Seagull up to land.

64 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Harvey Cleveland (right) tries to get the kinks out of his legs after his epic flight.

By now the entire Dawn Patrol was The flight was discussed at length and out on the ramp in our lawn chairs with the final ciphering determined that his a big cooler of beer shooting the breeze average groundspeed to go between between Harvey’s messages. Then Liberty Landing International Airport to we got his message from his last stop, Columbia Regional was 33.7 mph. That’s Boonville, Missouri. really tearing up the air. “I am departing Boonville at 4:38. I must be doing about 40 because the Rain Delay cars are going by twice as fast.” With all our birds safely tucked away We all started looking to the west. in an enormous hanger, we left for the Then we saw this little plane hanging hotel to hit the rack. Saturday morning almost motionless in the air on the far was show time! The Dawn Patrol was horizon. Yep…the Seagull was in sight. the first scheduled “act.” Unfortunately, He was in sight for a long time. Har- Saturday morning opened with low ceil- vey finally fluttered into a landing and ings and light rain. There wasn’t going taxied to the ramp, to be greeted with to be any flying by anyone for quite cheers and applause. He fell out of the some time. But there was still a crowd of cockpit and was handed a beer for each diehard airshow aficionados wandering hand. It was 5:20 pm. around the tarmac. The rain increased NAV/STROBE/POSITION LIGHTS Kit #156-0049 Includes: 1 Red Lens Assembly 1 Green Lens Assembly 2 Power Supplies (12V Single or double flash, 28V Single available)

Division of Mellish & Murray, Inc. Distributor & OEM Inquiries Welcome 1-800-322-2052 Ext. 300 1715 W. Carroll Ave • Chicago, IL 60612 Local & Intern’l Phone: (312) 733-3513 Ext. 300 The line to sit in Dick Lemons’ Triplane sometimes stretched to 40 feet. Dave Laur was a Fax (312) 733-0192 very busy bee lifting kids in and out of the cockpit. www.aeroflash.com

KITPLANES December 2013 65 in intensity to a pretty relentless down- pour. The Dawn Patrol hangar started to fill up with people taking shelter. As more and more came in, their interest in the Dawn Patrol’s gaggle of WW-I birds started to show. We all got our informational posters and put them up in front of the planes. The crowd got so dense it was hard to move around. This was actually kind of fun. Pretty soon a steady procession of interested individuals were being helped in and out of cockpits, getting to see what it was like to at least sit in a WW-I warbird. This happy state of affairs lasted for several hours until the rain moved away to the east and skies cleared. Tom Glaeser can sleep anytime, anywhere. The Show Must Go On Sunday we flew our morning flight, and muffinette) of the Dawn Patrol. When recovery. Sharon, drat her sneaky hide, normally that would be it for us. But, the you’re used to a 30-foot-wide grass run- cut across the pattern and landed first. B-25 Mitchell was down with a sick engine, way with grass’s forgiving characteris- And just to rub it in, did a really fine job. so there was going to be some slack time tics, landing one of these twitchy, little, Tom was going to be next. in the afternoon flying schedule. The air narrow-wheeled, short-coupled water Let me set the stage here. Ken Hines, boss asked us if we’d like to fill in for the bugs on a cement runway 150-feet wide the voice of the airshow, had invited B-25. Was he kidding? Heck yes, we’d like is a real attention-focusing, terror-filled Robert Baslee to come to the announc- to fly. This was a real treat for us. The only event. Your normal height-above-the- er’s stand to talk about the planes. While bad thing was the wind was from 200°. ground depth perception is gone. And, we were flying our patterns, Robert kept Yessir…right down the centerline of run- we learned quick in the game, you never up a running commentary about the way 20. And, it was blowing pretty hard— look out the side of the cockpit on a planes and their history. Robert was on 15 to 20 mph. It was a 70° gusty crosswind Nieuport while landing. You’ve got to the mic as Tom rounded out. Here’s what for runway 13. We had no choice: Runway be looking straight ahead, letting your the crowd heard: 20, right in front of the crowd was the run- peripheral vision tell you where you are. “OK folks, here comes Tom Glae- way we were going to have to use. We all blasted off with no problem. ser on short final in his Nieuport 11 This was cause for great consterna- We’d been flying for about 20 minutes fighter. He’s rounding out and starting tion among the stud muffins (and stud when the air boss told us to start our his flare. Here he comes… It’s a two…

With 12 planes in attendance, we broke the group into three gaggles of four planes each for display.

66 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes three… four, five… six... seven, eight, nine point landing. Folks, I’ve gotta tell you… It’s really hard to make a good nine-point landing.” Then it was my turn. After seeing Tom’s landing my pucker-factor was waaay past the red zone. I came in way too hot, hit hard and had one heck of a bounce. Robert’s commentary was, “Here comes Dick Starks now in his Nieuport 11 fighter. Whoa! Look at that bounce! That was one heck of a bounce there folks, but Dick was able to save it and salvage the landing.” It wasn’t that big a bounce—only about a ten-footer. I didn’t have to go around and try again. I think Robert was kinda harsh on both Tom and me. (We know where he lives!) That ended our participation in the 2013 Memorial Day Salute To Veterans Celebration. The planes were pushed back to the hangar, disassembled, and put on their trailers. We headed out, and the drive back to Kansas City was uneventful. Not so for the non-trailerable aircraft. There was nasty weather between Columbia and Kansas City. It was like that for the next seven days. No one was flying anywhere. Finally, the next Monday, we drove to Columbia Regional Airport and were able to ferry two of the three planes home. As I write this, one plane is still marooned at Columbia Regional. I just can’t resist. I’ve gotta say it now—trailer weenies rule! And so…the adventure continues. J Memorial Day Salute To Veterans Celebration www.salute.org Airdrome Aeroplanes www.airdromeaeroplanes.com The Dawn Patrol www.kcdawnpatrol.org/ index.php Graham Lee Nieuport http://nieuports.com/ Mariner Aircraft http://marineraircraft.com/ The Ford Three-Ton, Two-Man Tank http://en.wikipedia.org/wiki/ Ford_3-Ton_M1918

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For fastest service, visit us at www.kitplanes.com/subscribe or call us toll free at 800/622-1065 PRACTICAL ELECTRICAL Understanding DO-160. Owner Built and Maintained (OBAM) for Airborne Equipment (and its predeces- airplanes should be demonstrated to aircraft are largely immune to the effects sors), are not requirements. DO-160 is a function as advertised over a range of of micromanagement rules and regula- constellation of tests intended to verify 13.0 to 15.0 volts (alternator operating) tions regarding system performance. This compatibility for a particular piece of and function with perhaps degraded, happy condition is one of several reasons equipment by demonstrating (1) it will but still useful, performance down to why they are economically attractive— not be damaged by normal and predict- 10.5 volts (end of battery life). Double OBAM aircraft are burdened less by regu- able operating conditions aboard the air- these numbers for 28-volt systems. latory overhead costs of dubious value. plane, (2) it functions as expected in the The study of certified aircraft offers presence of normal noises from other Bus Noise powerful history lessons and tools for systems, and (3) it does not itself gener- Only a solitary battery is a noise-free achieving OBAM aviation design goals. ate noises deleterious to performance of source of energy. Add alternators, Goals sought not because they are other systems. blower motors, strobe supplies, etc. required…rather because they are sup- DO-160 was authored and is main- and the power bus becomes polluted ported by common sense and a history tained by a committee of representatives with noise trash. Expect noise on the of successful recipes. This month, I’d from industry, aviation user groups, and bus ranging from 10 to 100 Hz, ramp- like to discuss the ingredients that have government. The document is a well- ing upward from zero volts pk-pk to 1.5 gone into countless recipes for success considered, elegant solution for tests volts pk-pk. Then from 100 Hz to 1000 in the crafting of electrical and electronic that balance what is necessary against Hz, at a constant 1.5 volts pk-pk. Finally accessories for aircraft. what is practical. It is a cookbook, if you 1000Hz to 10,000 Hz with the ampli- will, of recipes for success. DO-160 is tude ramping downward from 1.5 volts For the Common Good extensive, over 400 pages. Let’s discuss pk-pk to zero at 10KHz. Again, double There is an agency in Washington, DC the features in DO-160 most relevant to these numbers for 28-volt systems. whose full name is somewhat arcane, the OBAM aircraft industry. The point of designing and testing to the “Radio and Technical Commission for DO-160 is an acknowledgement of the Aeronautics.” It has been shortened to Documenting Compliance fact that no vehicular DC power source “RTCA.” Few individuals remember what When a manufacturer declares compli- the letters stand for. ance with DO-160, they may not (and in Founded in 1935, RTCA is a think tank fact, probably won’t) accomplish every of individuals with practical experi- test in the book. Let’s look at some of ence in the art and science of crafting the tests commonly used and how they devices that meet performance goals affect us in the real aviation world. while being good neighbors with other systems on an airplane. A family of RTCA Power input Environmental Tests for Airborne Equip- Unlike regulated, filtered, plug-in-the- ment go back to the 1950s. wall power supplies, DC power from an DO-160, formally titled DO-160, Envi- alternator/battery system is not clean ronmental Conditions and Test Procedures and stable. Devices intended for use in

Bob Nuckolls retired from Beech Aircraft in 2007 after more than 45 years of work in certificated aviation and over 25 years of support for the homebuilt aircraft industry. Bob publishes “The Aero- Electric Connection” from his web site at http://aeroelectric.com. Robert L. Nuckolls, III He also hosts the AeroElectric-List on Matronics.com. This special-interest forum serves approximately 1600 participants.

Photos and graph: Robert L. Nuckolls, III KITPLANES December 2013 69 is “clean” and the prudent designer will and asked, “Is that long enough?” I dem- accommodate it. onstrated 80 volt operation for several seconds and well over 28 volts for 10 sec- Interruptions onds. I got no arguments about the DC Sadly, this test is not high on the list of Power Surge test!) design goals for many manufacturers of processor-based devices for OBAM 300V Spike aviation. This test defines all manner of The term “spike” strikes fear into the interruption and brownout. The device hearts of owners of expensive avionics. first should not be damaged by any The same term is a convenient catch-all excursions of power supply down to and for bench technicians who have repaired including zero volts for any duration. a radio but really haven’t a clue as to the root cause for the failure. A favorite asser- tion states, “I guess a ‘spike’ got it.” In fact, the 300-volt spike test has little significance to the suppliers and users of electronic devices on light aircraft. First, this is a low-energy event and is easily mitigated with a small capacitor across the power input lead to the device under test. Second, while the ‘spike’ might be observed in the wild on aircraft with very long DC power feeders (Like a The device can fail to function below DC-6 or B-29), the potential sources for 10.5 volts, but should come back to nor- such spikes and natural mitigation fea- mal operation in an orderly manner and tures common to all DC power systems without pilot intervention when the bus drove this stress into extinction. Over the returns to normal voltage levels. Many years, I’ve had dozens of opportunities to processor-based devices on the market watch the bus on everything from C-150s misbehave or take a long time to recover to Beechjets for all manner of operations from brownouts due to starter inrush including engine cranking. I’ve never loads on the battery. been able to capture a noteworthy spike in the field. DC Power Surges Nonetheless, the DO-160 test calls for A qualified device should tolerate 20 a short-duration spike (100 microsec- volts for 1 second or 40 volts for 100 mil- onds) of up to 300 volts to be delivered liseconds without damage. Double these through a 50-ohm source impedance numbers at the same time intervals for into the 14-volt input of the device. A a 28-volt system. Meeting these design simple 10uF capacitor (rated for a 40-volt goals is pretty easy using legacy input surge) right across the input stops the power conditioning techniques. spike dead in its tracks. Many years ago, (My first full-blown DO-160 qualifica- I blew a couple-hundred dollars of my tion was about 30 years ago for the first boss’s money at Electro-Mech, building general aviation, multi-speed pitch trim a fixture for spike test generation and system. The system was installed on using it one time. Once the significance the Lear 55 and ultimately retrofitted to of the little spike beasty was identified, the 30-series fleet. In this 28-volt world, all new products got the capacitor and I had to stand off 40 volts for 1 second, the fixture went up on the shelf. and 80 volts for 100 milliseconds. With a (I visited Electro-Mech a few years ago judicious selection of parts, I was able to and saw the fixture sitting on the shelf crank up the power supply from a nomi- and smiled about that lesson learned nal 28 volts to 80 volts while the trim 20 years earlier. I was tempted to inquire system was running…the motor speed about it—Could anyone tell me what it didn’t change a bit. I turned to the FAA was?—but that wouldn’t have been nice. inspector who was witnessing the test They probably would have let me have it

70 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes for my collection of antiques, but I’ve got too much of that stuff already!) Lesson learned: Be wary of assertions citing root cause for a failure to be the infa- mous radio-killing spike. The phenom- enon is more imagination than reality.

Temperature & Altitude There are lots of categories for this test. Cabin-mounted accessories for OBAM airplanes would typically be rated and demonstrated for up to 15,000 feet and operating temperatures of -40° to +55° C. Aside from issues surrounding forced air cooling, I’ve never encountered a concern for altitude effects. When com transmitters needed 300- to 1000-volt power supplies, one might have concerns about high-voltage arcing. Collins addressed this concern on single-sideband trans- ceivers for the 1960’s B-52—the radio’s ® enclosure was a pressurized barrel! Be wary of any notion that solid-state devices are less needy of external air for Print cooling due to low power requirements. Power density sets cooling needs. A stack of tiny avionics may consume less energy and while dissipating heat into a still smaller volume, thus producing a higher temper- Digital ature rise than its vacuum tube ancestors. Case in point: Consider the elaborate cooling systems for the CPU in modern Either Format – Great Savings! computers. Tiny chunk of silicon, big fan, lots of fins, even heat-pipes! Subscribe Now at www.kitplanes.com/subscribe

Vibration There are lots of categories here too, but unless you’re going to mount the device directly on the engine or landing gear, ordinary fabrication techniques will suffice. In this era of surface mount components, it’s really easy to build for mechanical robustness.

Vibration testing in the lab is accomplished on equipment similar to this. The shaker table is like the voice coil to a 10,000-watt speaker, minus the cone. The companion amplifier and controller will excite the shaker table to energetic vibrations over a range of frequencies, intensities and vibration spectrum tai- lored to conditions where the device will be located on an aircraft.

KITPLANES December 2013 71 Items intended for installation on an endeavors, know that there was never a instrument panel are not tested nearly noise problem that couldn’t be whipped. so severely as an item that mounts on an engine or an aileron of a supersonic target. Radio Susceptibility A handheld transmitter with antenna Gunks, Goos, Grit, Bad Gas and held about 12-inches away from a poten- Death by Athlete’s Foot tial victim will often expose the most A prudent designer considers all forms of common susceptibilities. volt sparks to potentially vulnerable wetness, including water, hydraulic fluid, An episode of Mythbusters attempted input/output pins on a device. You can fuel, and oil. The designer may choose to address an urban myth concerning zap flies with it, too. It’s easy to design simply to keep the bad stuff out, or install operation of a cell phone aboard an air- for ESD immunity in a piece of avion- the device where it doesn’t matter. craft with a perceived risk of bent metal ics, but flies— not so much. I’ve seldom There is a test for fungus. There was a and broken people. Had they studied and needed to test for ESD immunity. time when common insulations would understood the real hazards to onboard support fungus growth. Nowadays, a systems and the testing done to mitigate Lightning statement in the qualification document them, they would have known that their This is a big thing with the FAA, but I choose routinely buys off the test that “no mate- made-for-TV experiment was bad science. to ignore it for OBAM aircraft projects. It’s rials that are nutrients to fungus are used Potentially vulnerable systems are taken not terribly difficult to design qualified in the fabrication of this device.” to the lab and radiated at anywhere from lightning protection into a device, but it How about ozone? Used to be lots of it 20v/m to 200v/m of RF at 100Mhz to per- adds a lot of volume to a small accessory, under the cowl that would eat up many haps 18GHz. Cell phones don’t even begin while driving up costs and parts count to forms of plastic finishes and insulation. to radiate at these levels. The problem is guard against a rare event. Today—not so much. that folks watching the show were vic- Further, it’s reasonable to believe that Sand and dust is an interesting test. tims of “erroneous enlightenment” with the pilot who finds himself at risk for tak- You operate your device in a cloud of respect to the science. ing a strike faces risks far greater than calibrated dust. ISO 12103 has replaced worrying about whether his avionics will the material I first knew as “Arizona Road take a hit and keep on ticking. The image Dust.” I am not disappointed for never below is one of several from a narration having needed to run that test! by Paul McCallister describing a strike to his Europa. Radio Emissions Damages to his aircraft and installed Testing the full range of DO-160 frequen- systems exceeded anything that cies in a lab can cost big dollars. However, DO-160 qualification techniques would the OBAM aircraft electronics supplier have demonstrated. would benefit from a quick look-see with a handheld VHF com and GPS receiver. Do any of these critters complain or seem to hear noise when operated in close A number of popular instruments proximity to the device? and electronics produced for the OBAM Some effects may not be discovered aviation industry are sadly susceptible until after the antagonist and poten- to moderate RF stimulus (LED Indicators tial victims are paired on the panel. are one example). For some products Some models of vacuum tube VHF nav/ it’s a condition that has been known for com receivers radiated their local oscilla- years, but the marketplace seems willing tors with sufficient harmonic strength to to put up with the effects. I’m aware of interfere with the naturally weak GPS sig- no upgrades to these devices that elimi- High Power RF Radiation (HIRF) nals. Fortunately, these instances are rare. nates the susceptibilities. This is also a big thing with the FAA. Interestingly enough, the vacuum tube There is perceived risk for flight in vicin- equipment was DO-160 qualified in a time Electro-Static Discharge (ESD) ity of high-powered ground-based sys- before GPS. Later revisions to DO-160 rec- This is a handling issue. Early solid-state tems or being painted by either ground ognized vulnerabilities of the new navi- devices were vulnerable to striking a or airborne radar capable of delivering gation technology and DO-160 radiation machine or body static discharge to a very high levels of RF energy—albeit for limits were adjusted accordingly. connector pin. Formal testing for ESD short periods of time. If you’re on a cou- If you encounter an unanticipated can be accomplished with this hand- pled approach, it would be really excit- antagonist in your OBAM aviation held tool that generates 2,000-30,000 ing if the local weather radar transmitter

72 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes shepherd the work through a growing DO-160. Many times, actual testing is maze of bureaucratic hoop-jumping unnecessary if the historically successful and sand-pounding. techniques and processes are used. My writing often pays homage to Finally, (3) There is an ancient myth repeatable experiments and recipes for prevalent throughout aviation hangar- success. An interesting feature of the lore that suggests it’s a good idea to DO-160 qualification exercise is that indi- turn all the radios off during engine viduals who have designed devices in this cranking, lest some electro-gremlin venue for years enjoy 99% probability of find its way into the radio and render it passing every qualification test the first inoperative. Better yet, airplanes should time because they have “been-there-and- be fitted with a special switch (avionics excited your autopilot into spontaneous done-that.” They’ve done their homework master) used to protect all radios from aileron rolls! with pre-qualification engineering tests. this diabolical entity. For many years, Serious HIRF testing involves radiating The goal for this article has been manufacturers who faithfully complied the device under test with hundreds- three-fold: (1) The educated consumer with DO-160 testing still recommended to-thousands of watts of energy from a of cool gizmos for the OBAM aircraft the avionics master switch and/or turn- beamed antenna. HIRF testing is usually industry should be able to lean on the ing off their device during engine start. reserved for potential victims that navi- counter at OSH and intelligently query The whole point of product qualifica- gate (GPS) or fly the airplane (autopilots). and discuss the “story behind the story” tion to DO-160 is to demonstrate that about pretty screens and cool knobs. no feature of electrical system perfor- Doing this Stuff for a Living (2) Individuals who have some idea for mance will put a qualified device at risk In the trade, we figured about $100- a device, or perhaps a DIY article, will for damage. The only piece of electrical $200,000 in round numbers to write a reduce market risk and add value to their system hardware capable of inflicting test plan, build test fixtures, do a DO-160 work product by considering ingredi- severe damage to other components sweep of a device’s characteristics and ents for success offered by designs that is the alternator. That’s why alternators vulnerabilities, write a test report and would qualify to the spirit and intent of get over-voltage protection systems. J Kitplanes subscriber alert! several of our Kitplanes subscribers have received what appear to be “renewal notices” or “automatic renewal notices” from a company known as preMier subscriptiOn serVice, 5star subscriptiOns, rapiD MaGaZine cOllectiOn, MaGaZine billinG serVices, publisHer’s billinG serVices, or other similar names. addresses for these firms include Dallas, tX; lincoln, ne; Omaha, ne; san luis Obispo, ca; salt lake city, ut and prescott, Fl. These firms have nOt been authorized by us to sell subscriptions or renewals for Kitplanes and we cannOt Guarantee that any order or payment sent to them will be forwarded to us. Kitplanes does nOt offer a subscription term of more than 2 years, nor do we retain your bank account information. if you see an offer for 3 or more years or if you receive a notice that references your subscription anD your banking information, it is nOt an authorized offer. We urge you to report these notices to us, as well as to your state’s attorney General and better business bureau. any offer you receive that does not bear our company logo or corporate/customer service address or 800 numbers should not be considered approved by us. the only autHOriZeD inFOrMatiOn for Kitplanes is: toll free via telephone 1-800-622-1065, ebsco renewal telemarketing, or www.kitplanes.com/cs Our texas customer service center: 1-800-622-1065, pO box 8535, big sandy tX 75755 Or our corporate offices at: belvoir Media Group, llc. aviation publishing Group 800 connecticut ave norwalk ct 06854 should you have any questions at all about mail that you receive, please contact us at our web site: www.kitplanes.com/cs or call us toll free to speak to customer service.

KITPLANES December 2013 73 Home Shop Machinist Machines! (Part 2)

Last month we discussed basic types for a beater! A used Hardinge or LeBlond All of the companies mentioned above of machines for the home shop. You’ve lathe in good shape will be a much bet- are huge national brands with toll-free made up your mind for a benchtop ter machine than most new ones from customer service numbers. You can or freestanding machine and it’s time China. An old beater machine, regardless and should ask if there are customers in to start shopping local dealers, auc- of regal heritage, isn’t. your area. Unless you’re off the grid or tion sites, and on-line stores. Deciding New or used, do not buy a machine on a remote island somewhere, more where to buy can sometimes be as com- sight unseen. If it is a new machine, more than likely someone in your area has plicated as what to buy, especially when than likely it is being sold by a distribu- purchased a machine. At the least you you add the plethora of machines on tor or dealer. Machinery dealers tend to should ask about their purchase experi- eBay or Craigslist. be clustered around major metropolitan ence and if they would buy again from areas. Direct distributors like KBC, Enco, the same company. If not, it’s worth con- Shop ’til U Drop and Grizzly don’t sell through dealers. sidering other options. Window shopping on the web, espe- Instead they have regional showrooms Most of the used machines on eBay cially eBay, is awesome for no other rea- and much of their business is direct ship are sold private party and often require son than the exposure to a huge variety via on-line sales or toll-free telephone. local pickup. That gives you a chance to of machines. Granted most of them will Buying direct makes it tough to com- look first and ask questions. For exam- be too big, too expensive, or the wrong pare the equipment, but not impossible. ple, a few years ago, I was shopping for type (such as a turret lathe) for the home shop, but the education/curiosity value is immeasurable. Often you can glean details about a particular make and model from an auction listing that you could never find elsewhere. This is particularly true for older machines or brands that are no longer around. A good example is Atlas, which also made machines under the Craftsman and Dunlap brands. They ruled the home-shop heyday of the ’40s and ’50s. Although tons of these small machines were made, few today are in pristine condition and fewer still come up for sale. The ones that do garner top dollar. A small Atlas benchtop lathe in good shape might sell for $700 and up. Larger models with a stand might sell for $1500 or more. The price for a used industrial-quality tool room lathe—as opposed to home-shop quality—could easily be three to five times that, even KB Tools in Anaheim, California, is a typical machine tool showroom.

Bob Hadley is the R&D manager for a California-based consumer products company. He holds Bob Hadley a Sport Pilot certificate and owns the VW-powered Victory Stanley Fun-Kist.

74 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes when buying your first machine tool. If buying new, stick with an established brand and you’ll be OK. As I mentioned last month, if you are using the DIY approach, the mini-size benchtop machines are a good choice. The experiences you gain on a small machine more or less transfer directly to larger machines. By the time you’ve mastered the capabilities of a benchtop machine, you’ll intuitively know if upgrading to a larger and more capable machine is right for you.

CNC While unimaginable just a few years ago, it is now possible to park a new CNC machine in your garage for less The Tormach PCNC 1100 shown with the optional tool changer, flood coolant, and than the cost of a used car. Syil Amer- splash guards. ica offers an up-spec CNC version of a small lathe. I found a gem of an Atlas what looked like a nice little surface the mini mill as well as a small CNC bench lathe for sale locally. I contacted grinder (I always wanted one of those). lathe. Little Machine Shop sells a nicely the owner and arranged to look at the The seller was a machine dealer just a few designed CNC benchtop mill. Tor- machine before bidding. What he had miles away. It turned out the description mach is a name that should be familiar was two lathes, one really nice one and was bogus and the machine was in disre- to readers. In addition to consistent one not so nice. He wouldn’t sell the nice pair. As always: caveat emptor. advertising in KITPLANES®, they’ve dis- one and wanted too much for the other Don’t worry too much about mak- played at AirVenture in the past. The one, so I never bid. Another time I found ing the perfect, educated decision Tormach PCNC (Personal CNC) mills

Catalogs, books, DVDs, and reference guides all play a part in the education of the home shop machinist.

Photos: Bob Hadley KITPLANES December 2013 75 (L) A basic part designed in a 3D CAD program. (R) A CAM simulation program representing the cutter and the work piece to be milled by CNC program commands. are arguably the most capable of the about one-offs and Experimental work. by Square 1 Electronics. It helped tre- small CNC mills that would be practi- CNC is like magic when it comes to mendously, and I am still using one of cal for a garage or home shop setting. making parts. Any traditional machin- the freeware programs recommended There are new brands coming on the ist that hasn’t looked at CNC is missing in the book. Most CNC machines come market all the time, so Google “CNC out. It is actually quite easy for a skilled bundled with software to get you mill + benchtop” and browse for new machinist to learn how to program in started. Typically what you get is some or additional suppliers to the ones CNC language (called G-code). You do sort of modeling software (the CAD in mentioned above. not have to be computer savvy. A little CAD/CAM) and some sort of G-code All these machines can be fitted perspective is in order. In the most generator (the CAM in CAD/CAM). The with optional flood cooling, can be basic sense, all a CNC machine does more sophisticated CAM packages will programmed to 0.0005 inch and, with is turn the “hand wheels” that move run solid-model simulations to demon- some practice and attention to good the table instead of a human. You, the strate the tool path the software created tool-path habits, complex parts within machine operator, still must figure out based on your defined parameters, such 0.001–0.002 inch accuracy can easily be how to clamp the part down, what as tool profile, diameter and length, coaxed out of them. tools to put in, where to start cutting, as well as your direction of cut and Except for the Tormach, none of them and in what direction. so forth. It might sound complicated, come with tool changing capability I was a relative latecomer to CNC and but it’s really not. The really fun part is —which limits their usefulness for pro- had to learn it as a job necessity. The first impressing your friends with the cool duction work—but that should be no thing I did was read a book called Easy stuff on the screen and then turning it big deal since home shop machining is CNC by David Benson and published into a real part!

Sequence of computer simulation showing (L to R) the CAM program’s tool path as the cutter works its way through the designed model to the finished part. The same part could be made on a manual milling machine and a lathe or completely on a mill equipped with a rotary table. The difference is time and precision: CNC wins easily in both cases.

76 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Where to Start coaching, trade show demos, catalogs, If you have no machining experience and trial-and-error are among the vari- at all, I think most machinists would ety of ways you can build your knowl- advise you to buy a conventional edge base. In many ways, machine machine instead of CNC. That was my shop practice is like flying: There’s no opinion also, until I talked to Andrew single source for all the information, Grevstad of Tormach. and you never stop learning. “CNC, and especially small CNC A good source for educational mate- mills like our PCNC mills are a little more rial is the book and video section on the approachable than you make it sound Little Machine Shop web site. As of this here for the machining novice,” said writing (summer 2013) I counted no less Grevstad. “Obviously, it’s unrealistic to than 35 book titles and 47 video titles. expect you’ll open up the crate and start Most of the titles are geared for begin- making great parts by the end of the first ners, and the ones that aren’t, such as day, but I’ve been consistently impressed Machinery’s Handbook or Metalworking and surprised by how quickly Tormach Sink or Swim by Tom Lipton, are invalu- customers with no machining experi- able in their own right. Machinery’s ence—CNC or otherwise—advance in Handbook, which has been in print since their metalworking skills. 1914 and is updated regularly (currently “Where I think machining novices the 29th edition), is over 2600 pages struggle the most is not so much with of mathematics, mechanics, materi- the CNC part of machining, but things als, measuring, tools, manufacturing, like part setup, dial work, work holding, threading, gears, machine design and and gauging. These are the skills that more. Lipton’s Metalworking Sink or take time and experience to really mas- Swim, on the other hand, is more of a ter, and they have nothing to do with muse on survival skills for the modern whether or not the mill is computer con- machine shop. Both are published by trolled. That’s where having a mentor or Industrial Press. STATEMENT OF OWNERSHIP, instructor to show you how can really be How-to videos complement books MANAGEMENT, AND CIRCULATION an asset,” added Grevstad. greatly, but not the other way around. (Required by 39 U.S.C. 3685) 1. Publication Title: KITPLANES. 2. Publication Number: 0891- So, if you’re willing to read every- I think you absorb more from reading 1851. 3. Filing Date: 9/6/13. 4. Issue Frequency: 12 issues thing you can get your hands on, take than watching a video, but the videos per year. 5. No. of Issues Published Annually:12. 6. Annual Subscription Price: $29.95. 7. Complete Mailing Address of shop courses and CNC classes (many often provide something that no book Known Office of Publication: Aviation Publishing Group, LLC, an affiliate of Belvoir Media Group LLC, 800 Connecticut Ave, trade schools and community colleges can: those “how it’s supposed to look” Norwalk CT 06854. Contact Person: Greg King, Phone: 203- have CNC courses, and Tormach offers validation moments. If you have no con- 857-3119. 8. Complete Mailing Address of Headquarters or General Business Office of Publisher: Aviation Publishing hands-on instruction at their head- text, you can read all day about “climb Group, LLC, an affiliate of Belvoir Media Group LLC, 800 Connecticut Ave, Norwalk CT 06854. 9. Publisher: Phil Penny, quarters in Wisconsin), it’s possible milling” and have a hard time getting it. 800 Connecticut Ave, Norwalk CT 06854. Editor-in-Chief: Paul Dye, 800 Connecticut Ave, Norwalk CT 06854. Managing Editor: to start making real parts in a couple But seeing it explained on video can be Mark Schrimmer, 800 Connecticut Ave, Norwalk CT 06854. 10. months, if not sooner. Provided you like flipping on the light switch. Owner: Aviation Publishing Group, LLC, an affiliate of Belvoir Media Group, LLC, 800 Connecticut Ave, Norwalk CT 06854. keep at it, in a couple years, you’ll be The Internet, especially YouTube, has 11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount doing things as good as—or beyond— some highly entertaining and educa- of Bonds, Mortgages or Other Securities: None. 12. Tax Status: what many experienced machinists do tional machine shop videos. Pick a sub- Has Not Changed During Preceding 12 Months. 13. Publication Title: KITPLANES. 14. Issue Date for Circulation Data Below: with manual machines. ject and there’s bound to be a variety October ’13. 15. Extent and Nature of Circulation (Average No. Copies Each Issue During Preceding 12 Months/No. Copies of how-to videos. My personal favorite of Single Issue Published Nearest to Filing Date): a. Total Learning the Ropes search is “CNC Machine Crash” because Number of Copies (Net press run): (41,685/39,700) b. 1. Paid/ Requested Outside-County Mail Subscriptions Stated on Form As I just mentioned, your job as the sometimes it’s just as enlightening to see 3541: (25,272/24,446). 2. Paid In-County Subscriptions Stated on Form 3541 (0/0). 3. Sales Through Dealers and Carriers, machine operator is to figure out how how not to do it. Street Vendors, Counter Sales, and Other Non-USPS Paid to fixture the material, what cutters to Trial and error at the machine will be a Distribution: (3,769/3,600) 4. Other Classes Mailed Through the USPS: (0/0) c. Total Paid and/or Requested Circulation: use, how to set them, where to start major part of your learning experience. (29,041/28,046) d. Free Distribution by Mail: 1. Free or Nominal Rate Outside-County Copies included on PS Form 3541: cutting, and in what direction. Those At the start it will be mostly error. As you (56/57). 2. Free or Nominal Rate In-County Copies as Stated are the basic skills that come into play begin to make simple parts you will gain on PS Form 3541: (0/0). 3. Other Classes Mailed Through the USPS: (0/0). 4. Free or Nominal Rate Distribution Outside the on every part you make. But they are a feel for how things should go. Some- Mail: (765/616). e. Total Free or Nominal Rate Distribution: (822/673). f. Total Distribution: (29,863/28,719). g. Copies just that: the basics. times the only way to find out what you not Distributed: (11,823/10,981). h. Total: (41,685/39,700) i. Books, magazines, videos, local and your machine can do is to jump in Percent Paid and/or Requested Circulation: (97.2%/97.7%).16. Publication of Statement of Ownership: Dec.12 17. I certify that community college courses, private and start making parts. all information furnished on this form is true and complete: J Greg King, VP, Circulation .

KITPLANES December 2013 77 maintenance matters Save time and money changing tires. Tires wear every time you take off 5. Whenever there is checking or crack- This can double the life of the tires on and land, so changing tires is an inevi- ing of the tire rubber that goes down such airplanes. table part of aircraft ownership. Doing to the cord. the work correctly will keep you safe You most likely only need to replace Which Tires Should I Buy? and extend the life of both your tires the tube if you have a clean puncture, a Buying new tires is a place where and tubes. Tires get little attention tube failure, or an otherwise sound tire you pretty much get what you pay from the typical pilot/owner because that will not hold air. In my opinion, patch- for. More expensive tires last longer. they are usually tucked inside wheel- ing a tube is an emergency repair, not a Here is a typical price spread of new pants where they are difficult to see. long-term solution to a leaking tube. tires: A Goodyear Custom Flight III It’s the old out-of-sight, out-of-mind Some airplanes like to wear the inside 6.00x6, 4-ply tire costs $163 versus routine. However, a flat tire on a light halves of their tires more quickly than an Air Hawk tire of the same size for airplane usually means that you are the outer halves. For these planes it is $72. Will the Goodyear really last over not going anywhere until it is fixed. perfectly reasonable to flip the tires twice as long? Yes, it probably will, as And if the flat occurs during a landing so the worn part of the tire is on the long as it isn’t damaged or otherwise there is an excellent chance you will go outside and the unworn part is on the abused. Is the Goodyear really worth off the runway, completely out of con- inside. Just be sure to do so before the it? That is something each owner must trol. Take care of your tires and they inside grooves are completely worn off. decide. It is not that inexpensive tires will take care of you.

When to Change a Tire A tire needs to get replaced when one or more of the following occurs: 1. One or more of the grooves that go around the tire wear away. 2. When any tire cord is visible anywhere on the tire. 3. Whenever there is a cut in the tire that goes down to the cord. 4. Whenever there is a flat spot on the tire caused by uneven wear or exces- sive braking that causes the tire to vibrate or thump when you taxi. This is different than the flat spot that can result from not moving an airplane for a long period of time. That flat spot should go away once the tire is Use a dolly to move your plane if it has a flat tire. This prevents damage to the tire and warmed up. wheel and makes it much easier to move.

Dave Prizio is a Southern California native who has been plying the skies of the L.A. basin and beyond since 1973. Born into a family of builders, it was only natural that he would make his living as a contractor and spend his leisure time building airplanes. He has so far completed three—a GlaStar, a Glasair Sportsman, and a Texas Sport Cub—and he is helping a friend Dave Prizio build a fourth, an RV-8. When he isn’t building something, he likes to share his love of aviation with others by flying Young Eagles or volunteering as an EAA Technical Counselor. He is also a member of the EAA Homebuilt Aircraft Council.

78 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Begin the tire-changing process by jacking up the wheel and After removing the wheel, be sure to rest the axle on blocks. Do disassembling the brake caliper. not leave the plane supported only by the jack for any longer than absolutely necessary. are unsafe; it is just that they wear out The one question that always comes from one plane to the next, so get some more quickly. up regarding new tires is, “Do I really advice from experienced owners. This is An alternative to a new tire is the need to replace the tube when I get where that owner/builder forum really recapped tire. Desser is the leading a new tire?” Sadly the answer is yes. comes in handy. Many others have gone maker of recapped aviation tires, and Get the best deal you can on a name down this road before you, so there is no they have a very good reputation and brand tire and buy a new tube. There need to learn this lesson the hard way. loyal following among people who use is no need to match the brand of tube Your kit manufacturer should also have lots of tires. Their standard 6.00x6, 4-ply and tire if you can get a better deal on some suggestions if your particular plane recapped tire costs $59. One caution another brand. does not have a well-organized owner’s regarding Desser tires; they tend to be a group. The important thing is to be safe. little bit larger diameter than new tires, Removing the Old Tire Minimize, and if possible avoid, spend- so there may be clearance issues with The first step to changing a tire is to safely ing any time under an aircraft that is tight-fitting wheelpants. jack up the plane. This is going to vary only supported by a jack. Once the tire is

Remove the valve stem from the tire valve Use a piece of ¾-inch plywood with a Commercially available tire bead breakers to let the air out. You can buy a valve stem hole in the center to break the bead loose work well enough, but they cost about tool at any auto parts store. on your tire. The hole needs to be just $150. slightly larger than the outside diameter of the wheel.

Photos: Dave Prizio, Eddie Rohwedder KITPLANES December 2013 79 removed, support the plane with a stand or blocks, not the jack. Make sure the plane is stable at all times. Always look to minimize risk in your shop. Unstable jacks can fail with catastrophic results. Don’t let it happen to you. Here are the basic steps to remove a tire: 1. Remove the wheelpant and disas- semble the brake caliper only enough to allow the rotor to be removed. 2. Jack up the plane the minimum amount necessary to remove the tire and wheel. 3. Remove the axle nut cotter pin and the axle nut. 4. Slide the tire and wheel off the axle, keeping track of wheel bearings and spacers. When installing the new tire and tube, be sure to line up the valve with the red dot on 5. Lower the plane onto a solid support the tire. If there is no red dot, don’t worry about it, but do look for it. It can be hard to (not the jack). see sometimes. 6. Remove the valve stem from the tube and let all of the air out. going into too much detail, it is obviously Mounting the New Tire 7. Break the bead loose from the wheel important not to reinstall parts that are Here are the steps for mounting a new tire: on both sides of the tire. Use the proper worn out or damaged. If the brake pads 1. Remove any packing material and tools. Pry bars and hammers are not are worn down to the rivets or the rotor is labels, and inspect the inside of the tire included on the list of proper tools. cracked or scored from running the brake for any foreign objects or projections. 8. Remove the bolts that hold the wheel pads down too low, those items need to 2. Shake some tire talc powder inside halves together. Warning! Never do be replaced. The same idea applies to the the tire to ease the movement of the this if there is any air pressure in the wheel bearings. If a quick turn of the bear- new tube inside the tire. (This can be tire. That can be very dangerous. ings reveals a problem, or the bearings very messy.) 9. Remove the wheel halves from the tire. appear to need more grease, be sure to 3. Place the new tube inside the tire There are relatively expensive tools take care of those problems before pro- with the valve pointing outward. Be designed to break the tire bead loose ceeding to install a new tire. sure to move the tube around inside from an aircraft wheel. These are available from aviation vendors such as Aircraft Spruce & Specialty, but are somewhat pricey for the person who changes at most one tire per year. But there is a low-cost option that does a good job and does not damage the wheel or tire. You can make such a tool by cutting a round hole just a bit larger than the diameter of the wheel in the center of a piece of ¾-inch plywood. A square piece about two feet on a side is great, but the dimensions are not critical. It just needs to be bigger than the tire. Place the hole over the wheel and stand on the tool, working it back and forth until the bead breaks loose. Then turn the tire over and do the other side. With just a bit of effort, you just saved yourself $150. Now is a good time to inspect the Inspect each wheel half for nicks and cracks before reusing it. Replace any cracked wheel brakes and wheel bearings, but that will immediately. A cracked wheel can lead to a tire blowout at a most inopportune time, lead- be the subject for another month. Without ing to damage to your plane and possibly you.

80 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Torque the wheel bolts to the wheel manufacturer’s specifications when reas- ® sembling the wheel. Have You Seen Us Lately? the tire so the red dot (if present) and the valve line up with each other. ® 4. Remove the valve stem from the The KITPLANES web site new tube, and blow in enough com- is now better than ever! pressed air to just get the tube to sit squarely inside the tire with no folds KITPLANES.COM is YOUR guide to the most or wrinkles. comprehensive homebuilt information available, 5. Inspect the wheel halves for cracks or and access to our archives and aircraft database other damage. Minor dents around are FREE to registered subscribers! the edges of the wheels are permit- ted, but in no case should you reuse “Like” us on Facebook, follow us on Twitter and get a cracked wheel. When in doubt an RSS feed from our Newsline contact the wheel’s manufacturer. 6. Set the tire and tube onto the inner wheel half, making sure the inside of AIRCRAFT TOOL SUPPLY the wheel is clean. The One Stop Tool Shop For Your Kitplane Needs 7. Set the outer wheel half into the center of the tire, aligning it with the bolt Snowed in? Why not holes in the inner wheel half. Be sure start working on your RV? not to pinch the tube between the With our ATS RV Builders Kit wheel halves. Be sure to inspect the on your side, you will be ready to bolts for damage or corrosion before dig yourself and your finished plane out come spring. reusing them. 8. Bolt the brake rotor and the wheel halves together, at all times being careful not to pinch the tube. Tighten each bolt so it just makes contact with the wheel at this time. If there is any noticeable loss of drag with any of the stop nuts, be sure to RVK-2602A replace them. 9. Be sure all the wheel bolts are tight to the point of just making contact, then torque each bolt to half Don’t have an RV, no problem. We have plenty of riveting kits to suit your needs, or we can custom make you one. Visit us online at www.aircraft-tool.com or call 800-248-0638 for more information.

KITPLANES December 2013 81 the wheel manufacturer’s recommended torque. Then go around a second time and torque to the full value. This will avoid any uneven tension on the bolts. 10. Install the valve stem and fill the tire with air to half its normal pressure. If anything looks amiss as you proceed, immediately remove the air pressure from the tire and correct the problem. Do not be startled when the tire bead pops into position on the wheel. 11. If everything looks OK and you do not hear any air leaking, inflate the tire to its normal operating pressure. If any cracks appear in the wheel as you are doing this, immediately stop Clean brake parts with brake cleaner, available at any auto parts store. Be sure to catch waste cleaner and dispose of it properly. adding air to the tire. 12. With the tire fully aired, clean off Then align the axle nut hole with 18. Give the tire pressure one last the brake rotor and brake pads with the hole in the axle so that a new check, and reinstall the wheelpants brake cleaner. cotter pin can be installed. Do not if applicable. 13. Jack the plane up just enough to over-tighten the axle nut or leave Long tire life comes from proper tire slide the new tire and wheel back any slack in the wheel that will pressure and judicious use of the brakes. onto the axle, again being careful to allow it to move on the axle, except Ideally, your use of brakes should be min- avoid any unstable condition or pro- to rotate freely. There is only one imal-to-none on the runway, especially longed exposure to risk. correct position for the axle nut. Be if you are flying a taildragger. Try to plan 14. Slide the wheel assembly back onto sure to find it, then install a new cot- your landings accordingly. the axle. Any spacers previously ter pin. The simplicity and relative familiar- removed should be reinstalled in 16. Lower the plane off the jack so that ity of a tire change may encourage you their proper places. its weight is supported by the tire. to take it for granted, but it is really best 15. Tighten the axle nut until you can- 17. Reinstall the brake caliper and if you do not shortcut the process or not shake the wheel on the axle. safety-wire the bolts. become casual about safety. J

Apply a light coat of grease to the caliper pins prior to reassembling Properly torque and safety-wire the caliper bolts when reassem- the brakes. This will ensure free movement of the caliper and bling the caliper. more effective braking. Needless to say, be careful to keep grease off the brake pads and rotor.

82 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes BACK ISSUES List of Advertisers O NEW eBOOK O Please tell them you saw their ad in KITPLANES® Magazine. eBook download is the exact same KITPLANES® interactive makes it quick and easy for you to receive instant magazine as on the newsstand. information about products or services directly from our advertisers’ web sites. The difference is: ➥ Go to: www.kitplanes.com/links for a virtual shopping tour via links to their web sites. you get it now! ➥ Call the phone numbers listed below and be sure to tell them you saw their ad & in KITPLANES® Magazine. no shipping costs for e-books! Advertiser page # telephone Advertiser page # telephone Advanced Flight Systems, Inc. 53 503-263-0037 Builders’ Marketplace (a big savings for our international customers) AeroFlash Signal 65 800-322-2052 Aerotrek Aircraft 86 812-384-4972 Aircraft Spruce & Specialty CV4 877-4SPRUCE Airflow Performance 86 864-576-4512 eBooks download as a single, full size, Airflow Systems 85 949-218-9107 Aircraft Tool Supply Co. 81 800-248-0638 full color .pdf document which you can view Alturair 85 619-449-1570 Alcor 95 800-FLI-SAFE on your desktop, laptop or tablet computer. Bedecorp 85 See Advertisement Avemco Insurance Company 23 888-241-7890 Bedecorp 86 See Advertisement PDF eMagazine issues are fully searchable Barrett Precision Engines 19 918-835-1089 Belite Aircraft 84 316-253-6746 Bearhawk Aircraft 71 877-528-4776 and are compatible with all Adobe Acrobat Better Half VW 85 281-375-5453 Beringer 71 708-667-7890 functions such as highlighting, page notes Eric B. Robinson, LTD 87 705-340-2408 Better Aircraft Fabric 9 907-229-6792 and spoken word audio. Falconar Avia Inc 86 780-465-2024 California Power Systems 65 800-AIRWOLF O Fisher Flying Products 85 905-838-1050 Individual monthly issues are $6.95 Consolidated Aircraft Coatings 67 800-362-3490 Flight Data Systems 84 831-325-3131 O A compiled Aircraft Buyer’s Guide Cozy 13 877-4SPRUCE Flight Grip 86 800-204-7625 is $12.95 CubCrafters 61 509-248-9491 Funkwerk Avionics 85 812-384-4972 Dynon Avionics CV2 425-402-0433 Glen-L 86 888-700-5007 O All 12 issues from 2006-2011 on Engine Components International 59 800-324-2359 Great Plains Aircraft 86 402-493-6507 a CD-ROM for $29.95 each year Garmin International 3 913-397-8200 Grove Aircraft 86 619-562-1268 Homebuilt Help 86 See Advertisement + shipping. Grand Rapids Technologies 19 616-245-7700 INFINITY Aerospace 87 See Advertisement Grand Rapids Technologies 59 616-245-7700 Kuntzleman Electronics Inc. 84 610-326-9068 Visit: Ivoprop 95 800-FOR PROP Matco Manufacturing 85 801-335-0582 www.kitplanesbooks.com JP Instruments 13 800-345-4574 Mountain High Equipment 85 800-468-8185 to order Just Aircraft 81 864-718-0320 Mustang Aeronautics 87 248-649-6818

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88 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes It’s in the book! Last month, we took a look at techni- easily calculate most of the important Much of this book is highly theoretical, cal advice, with an emphasis on what to quantities a designer must determine. and the mathematics can get compli- look out for to avoid taking bad advice. The book discusses performance cated. Some chapters are only of interest This month, we shift our focus to some aerodynamics, stability, and control to the theoretical aerodynamicist, rather books and other sources of good and of airplanes. Even though it was pub- than the airplane designer. Despite this, useful information on aerodynamics and lished in 1949, it remains one of the the book is very valuable for the designer airplane design. The list is by no means best texts on basic airplane design. because it gives, in easy-to-use form, complete, but it describes several works Most practicing designers own a copy the methods and formulae for calculat- which I have found useful over the years. and refer to it often. ing the characteristics of wings. Chapter 1) Airplane Performance, Stability and 2) Theory Of Wing Sections: 1 alone makes this book worth having. Control: Courtland D. Perkins and Ira H. Abbott and Albert E. Von In later chapters, the experimentally Robert E. Hage, John Wiley & Sons, Doenhoff, Dover Publications, Inc., derived characteristics of airfoils and the Inc., New York, 1949 New York, 1959 effects of thickness, camber, and other This book is one of the best all-around This book deals entirely with lift- aspects of airfoil geometry are discussed engineering texts on airplane design. It ing surfaces. It covers most of classical in detail. There is also an excellent discus- covers most of the major aspects of the airfoil theory, as well as the theory of sion of high-lift systems, including an aerodynamic design of airplanes, start- three-dimensional complete wings. The extensive table showing the effective- ing from simple concepts and working appendix gives the coordinates and ness of various types of flaps, slats and up to the more complex subjects. It was experimentally determined characteris- other high-lift devices at increasing the written as a textbook to teach introduc- tics for a wide variety of NACA airfoils. maximum lift of a wing. tory airplane design at the college level. Although it was written a long time ago, this book is still a valuable reference. Physics has not changed, and airplanes still behave the same way. The style of the book is quite straightforward and most concepts are explained verbally as well as math- ematically. Most of the mathematics is algebra rather than calculus, and should be understandable to anyone who passed high school math. The majority of the equations shown in the book are derived from first principles, and the derivations can get a bit confusing to the lay reader. It is still possible to get a lot of good information from the book, even if you do not follow the derivations. Concise formulae are given at the end of If you are going to experiment with aerodynamics and design, a well-stocked bookshelf each derivation to enable the reader to is a must.

is a principal aerodynamics engineer for Northrop Grumman’s Advanced Design organization. A private pilot with single engine and glider ratings, Barnaby has been involved in the design of Barnaby Wainfan unconventional airplanes including canards, joined wings, flying wings and some too strange to fall into any known category.

Photos: Louise Hose KITPLANES December 2013 89 Like Perkins and Hage, Theory of Wing Sections is a must-have book for the practicing designer. It is available from several aviation-oriented mail-order book sellers. 3) Fluid-Dynamic Drag: Dr.- Ing. S.F. Hoerner, Hoerner Fluid Dynamics Fluid-Dynamic Drag is a compilation of a vast amount of theoretical and experimental information about aerodynamic drag. Some information on the aerodynamic drag of almost anything, including, believe it or not, the Empire State Build- ing (Page 4-4, Fig. 8) can be found in this book. The experimental data given in the book, although it covers a wide range of subjects, is sketchy in places. Each section, however, ends with an extensive reference list, which will direct the reader to Every good aeronautical engineer has a well-worn copy of Abbott and Von Doenhoff that sources of more detailed and extensive shows the lift coefficients and drag curves for many NACA airfoils. information. In most sections, both theory and experimental results are discussed, subjects, as well as the more common information, and the extensive reference and the correlation between theory and ones, it is quite valuable when attempt- lists provide an excellent starting point experiment is explored. ing to determine the drag of an uncon- for detailed research on a given subject. Fluid-Dynamic Drag is a very useful ventional design. Both volumes of Hoerner’s work are val- book because it contains enough infor- 4) Fluid-Dynamic Lift: Dr.- Ing. S.F. ued and much-used members of my mation on the drag of every conceivable Hoerner and H.V. Borst, Hoerner personal library, and I highly recommend airplane component to allow a designer Fluid Dynamics, P.O. Box 342, Brick then to the prospective designer. to do a first-order drag estimate for an Town, N.J. 08723, 1975 5) Synthesis of Subsonic Airplane entire airplane, using nothing but this Fluid-Dynamic Lift covers the topics of Design: Egbert Torenbeek, Delft book for reference. It is particularly use- lift generation, stability and control, and University Press., Delft, Holland, 1976 ful when considering the drag of airplane control surface effectiveness in much the Professor Torenbeek’s book is an excel- components, and the interference drag same manner as Fluid-Dynamic Lift deals lent text on the complete process of pre- caused by the joining of these compo- with drag. Like its companion volume, liminary design of airplanes. In addition nents. Since it discusses many obscure it is a very useful source of basic design to aerodynamics, the book also covers such topics as propulsion, cockpit layout, weight estimation, and many others. It is an easy book to read and understand, and contains a wealth of useful tabular data of many types. I have found the normally hard-to-find weight-breakdown data particularly useful. The book is more recent than some of the other references I have given, and its treatment of the more modern aspects of airplane design is accordingly much better. I do not know whether this book is easily available in the Unites States (although it is in English), but a university bookstore and some other bookstores should be able to acquire it for you by special order. 6) Some useful NACA reports: a) General Formulas and Charts for the Calculation of Airplane Performance: W. Bailey Oswald, Need to know the drag coefficient of a skyscraper? It’s in the book! NACA Report No. 408, 1932.

90 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Flange

SHOP Transplant TIPS By Kitplanes® Staff

The metal structures in most modern kit the rib web. Here is the new flange and aircraft are often designed by computer, the rib before removing the old flange. cut out by computer, and punched by Next, cut the flange off of the rib that computer. All of this computer design is too long or too short. Dress the ends as and manufacturing provides parts that you would any piece until the edges are fit perfectly. All the builder need do is deburred and smooth. Cleco them together and prepare to set rivets. While some experienced build- Faired or unfaired, fat or skinny? Tires have drag and the books can tell you how to ers might call this cheating, the truth is compute it. that they really wished they themselves had parts that always fit. That’s because Although it was written a long time kits of a more “seasoned” vintage fre- ago, this report is still the basis for the quently have parts that were designed calculation of the performance of pro- and drafted by hand, cut out by hand, peller-driven airplanes. Most texts are and put in the box by hand. It’s up to the simply echoing Oswald’s work when builder to make them fit. discussing performance calculation. One very common problem is having The report gives formulae and data a rib that is slightly too long or too short. Use AC41.13 to determine the rivet plotted in the form of charts, which In order to make it fit in its proper loca- spacing for the size of rivets and thick- allows the designer to determine most tion without bending surrounding parts, ness of metal that you are using. In this aspects of the performance of an air- the end flange needs to be moved. It case, we used eight rivets with appro- plane being designed, or to evaluate is generally bad practice to try and priate spacing and a staggered pattern. an existing machine. straighten out a flange and bend it in a Drill the pattern into the new rib flange, b) Summary of Airfoil Data: Ira H. different place, as it will weaken the part. then match drill and Cleco it to the rib. Abbott, Albert E. Von Doenhoff What is required is a flange splice—cut- and Louis S. Stivers Jr., NACA ting the old flange away and fabricating Report No. 824, 1945 a new one after determining the correct This report provides coordinates and length of the rib. aerodynamic characteristics for a wide This process is actually very simple, variety of NACA airfoils including the requiring only a piece of aluminum (of 6-series laminar sections and the popular the same composition and thickness of 5-digit series. the original) and a few rivets. A few pic- c) The Characteristics of 78 Related tures make the process obvious: Airfoil Sections From Tests in the Start by making a new flange with the Variable-Density Wind Tunnel: correct depth, and a healthy overlap of Eastman N. Jacobs, Kenneth E. In this case, the flange extension is Ward and Robert M. Pinkerton. short enough that new “sides” were This report details the results of exten- not required—if additional rivets are sive tests of the NACA 4-digit series of required per standard spacing, then it airfoils. Some of these airfoils are still in might take a little additional work to use today, and this report is the definitive make the top and bottom flanges, but source for data on their characteristics. the concept is the same. All of these NACA reports are available Set the appropriate rivets to attach from National Technical Information Ser- the new flange, and your extended rib is vice online at: http://ntrs.nasa.gov. J ready for installation. J

KITPLANES December 2013 91 Common paperwork errors. By Mel AsbeRry

Editor in Chief Paul Dye took advan- paperwork filled out and it is correct. him paperwork all filled out and just tage of an overnight stay at Mel’s private Most often when they send it to me I find asked for his signature. airstrip to ask a few questions he has that they have made one or more errors. Often I will receive a weight and heard from builders over the years— Common errors are listing the balance schedule containing a copy topics that are not covered very often. builder and/or owner in a different for- of the kit manufacturer’s sample, not We’ll feature some of these questions mat than that on the registration. The at all related to the particular aircraft. and answers when the mailbag gets a lit- builder, model, and serial number must Or they might send me weight and tle light, but Mel wants to answer your exactly match the registration on the balance for empty weight, but not for questions, so please keep them coming airworthiness application, 8130-6, and gross weight, most forward loading as noted below. the aircraft data plate. The applicant and most aft loadings. Question: What are the most might have listed the year of manufac- When preparing your paperwork, common errors in paperwork that ture as the date they bought the kit. The always talk with your inspector and find you see when builders are applying date of manufacture is the date the air- out exactly how he/she wants to handle it. for an airworthiness inspection? craft is certificated. It will save everyone time in the long run. Answer: The EAA sends out a very Some list the aircraft as both Experi- Question: Do I have to have the good package for the purpose of applying mental/Amateur-Built and Light Sport. windshield glassed in before the for an airworthiness certificate. Unfortu- The Light Sport block is for Light Sport inspection? nately there are two problems. First, these Category, i.e. SLSA. Answer: I’m asked this question, or are filled out by people who are not com- Others have signed in places where something similar, all the time. The pletely familiar with the process, and peo- not appropriate, or they have done aircraft must be complete and ready for ple make mistakes. Second, the FAA will things you wouldn’t even think of. For flight except for removal of the cowling, not accept corrections on these forms. If a example, I have received applications inspection plates and panels necessary mistake is made, you must start over. without the back side printed. People for the inspection. I try to alleviate this problem by filling reason that there’s nothing for them Question: Is there an official list out the forms as much as possible and to fill out, so it’s not needed, right? of “approved” ELSAs? sending them to the applicant for just Wrong! There are blocks that I must fill Answer: Not that I’m aware of. J their signature and minor information. out on the back. This has worked very well for 14 years. I actually had one applicant send his Please send your questions for DAR Occasionally I will get an applicant application to me four times and never Asberry to [email protected] with who insists that they already have the did get it totally correct. I finally sent “Ask the DAR” in the subject line.

92 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes Star Wars or Vizz Wars? In our last article, we said that a low we really want is to either “strum” the bumps as changes in voltage. Yes, we VSWR (pronounce VIZZ-war) was a antenna with a transmitter or let some- can measure the bumps in current and good thing, but we didn’t go into the body else’s transmitter a long ways away power also, but it is a lot easier to mea- why and the how of it. I’m about to rec- make the antenna vibrate (atomically sure voltage. Therefore we have a Volt- tify that lapse. speaking) into a receiver. In either case, age Standing Wave Ratio, or VSWR. The Let’s talk about a simple guitar string. we want a “resonant” antenna for maxi- further you get away from resonance, When you pick/pluck/strum a string, it mum power transfer going out (goesouta) the larger the bumps, and the higher vibrates. You can call it music, you can call or coming in (goesinta). the VSWR. it a note, but it vibrates at one frequency Going back to the guitar string, if you So what? Well, the “so what” raises a and one frequency only. If you glue a little are “off resonance” trying to drive the bit of havoc with our transmitters in that tiny speaker to that string and start feed- string, you will find that instead of the any energy that is sent to the antenna ing it sound energy, you will find that the whole string vibrating as one wave, at off-resonance comes back down the guitar string will accept the energy at the the ends you will see little bumps where transmission line (coax cable) and does same frequency that it emits when you the string is out of resonance. Those lit- little more than heat up the radio’s tran- strum it. Move that frequency above and tle bumps are called “standing waves,” sistors. All that money spent on power, below “resonance” (where the string nat- and with antennas, we can measure the and we just throw it away with a high urally vibrates) and you will find that the string absorbs less and less of the energy until you get to a point where there is no string movement at all; it is accepting zero of the energy you have given into the speaker. As most of us who play a musical instrument know, there is always some way of adjusting the resonant element—be it a string or a hollow tube set with holes like a flute, or a hollow pipe like a trumpet—to let us adjust a little tiny bit up or down to “tune” the instrument correctly. And, a little known fact is that a guitar string can be made very thin or very fat, and by adjusting the tension correctly, you can get those thin and fat strings to play the same note. What is interesting is that the fat string with a speaker attached will accept sound energy over a wider range of input energy frequencies than a thin one. Enough music. Let’s talk antennas. The MFJ antenna analyzer. Note that the VSWR at band center (127 MHz) is below 1.2:1. The What do we want of an antenna? What device actually radiates a signal, so it can be used for receiver testing as well.

is the chief avioniker at RST Engineering. He answers avionics questions in the Maintenance Bay forum at www.pilotsofamerica.com. His new wife Cyndi was his high school sweetheart 50 years ago and now she keeps Jim from making stupid blunders in spelling and grammar. Jim Weir Check out www.rst-engr.com/kitplanes for previous articles and supplements.

Drawings: Jim Weir KITPLANES December 2013 93 The Romex Ranger on the top of the approved RST antenna test The author using the MFJ analyzer to examine the “goodness” VSWR mast (an old piece of 2x2 Douglas fir). Note the FAA-approved of the Romex Ranger on the test mast. Note the new RST “Skunk fastening device holding the antenna in place (rubber band). Works” being constructed above and to the right of the author’s head. This will be the location of the test lab for future projects. VSWR. Or worse, the power comes back with a resonant VSWR of 1.2:1 (usually you will get a VSWR somewhere around down the outside of the coax and radi- just called a 1.2 VSWR) there is less than 3:1 if you use thin wire for your antenna ates into your other electronic devices, 0.3% of the power reflected. Another or 2:1 using a nice wide half-inch copper causing them to have the RF heebie- way of saying this is that 99.7+% of the tape. What does this mean? jeebies. That’s a technical term; you’ll power is transmitted. A VSWR of 3:1 is a power reflection get used to it. But no antenna is perfect, especially of 25% (75% transmitted) and 2:1 is a Ah, you say, define “high” VSWR. OK, when we get away from exact resonance. power reflection of 11% (89% transmit- here’s the math of it. With a (practi- With a com band going from 118 to 137 ted). Thus, with a 10-watt transmitter cally impossible) perfect VSWR of 1:1, MHz, you will probably want the best res- and a 3:1 antenna, 7.5 watts is being all the power going into the antenna is onance at around 127 MHz. But what hap- transmitted and 2.5 watts is heating radiated out. With a practical antenna pens at the band edges? In all probability, up your radio. With a 2:1 antenna those same numbers are nearly 9 watts transmitted and only 1 watt wasted. (For the math techies, % Power Reflected = ((VSWR-1) ÷ (VSWR+1))2.) How well does this theory correlate with the real world? Let’s go back and look at the little Romex Ranger we made for the October issue. Remember? The contest was to make a “good” portable aircraft antenna for under a buck. We cheated by a nickel; it cost us about $1.05, but we came engineering-close to that goal. Now let’s go back and actually measure that antenna. And let me digress for just a short paragraph or two. Most EAA chapters have some sort of “special tool loan” program, whether it be the chapter itself buying the tool or a list of tools owned by chapter members who are willing to loan to other The Bird bidirectional wattmeter. The round white part with the gold band at the center members. What I have never heard of is bottom of the wattmeter is called a “slug” and comes in various frequency ranges and power handling capability. This particular one is 5 watts full scale for power from 100 a chapter with an antenna analyzer for to 250 MHz. loan. Here you go.

94 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes While I rarely, if ever, recommend a source for a product, I’m going to break my tradition. There is an outfit called MFJ (I have no idea what the initials mean, but I’ve heard some bawdy suggestions) that makes a perfect antenna meter called an MFJ-259, or the succes- sor, the 259B. Both are equally good for our uses. You can measure antenna VSWR directly from a meter on the front panel and run it in the field from AA batteries. Why, you ask, measure your antenna? Because, grasshopper, once you glass that sucker over, it is a real job to dig it out of the foam and repair it. It is analo- gous to hanging your engine, riveting the cowl on, and hoping all is well when you fire it up for the first time. That’s a lousy time to find out you put the mags ® on backwards. For less than $300 you can buy the instrument that will measure every antenna on your airplane before you cover it up, and once you are done with that instrument, you will never again have a use for it. Talk the chapter into buying one. It will be the best $300 they’ve ever spent. If you have a radio tech in your chapter, he may have another instrument that will measure forward and reflected power, which gives you pretty much the same information that the MFJ antenna analyzer gives you, but it requires a working transmitter to make it work. The “Bird” power meter will give you excellent results when in skilled hands. A little cheaper, but not anywhere near as easy to use. There is no real reason for me to repeat the graphs I gave you in Novem- ber. The measurements I took on our little copper house-wire ground plane lay right on the theoretical graphs so close it would be a real yawner to simply put more dots on the same lines as you already have. Coming soon—The Boss wants me to take a little look at those old stainless steel whips with the ceramic base grommets and see if I can figure out why keying your transmitter makes all the little LEDs on your panel dance like Christmas trees. I’ll give it my best shot. Stay tuned. J

KITPLANES December 2013 95 By Robrucha

96 KITPLANES December 2013 www.kitplanes.com & www.facebook.com/kitplanes