DOCSLIB.ORG

2006 Kit Buyer's Guide

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2006 Kit Buyer's Guide 343 NEW KITS FOR SALE! BUY USED BUT BE SMART Is your next plane one of them? Lycoming O-320 & O-360 Gotchas 2006 Kit Buyer’s Guide All Your Questions Answered! HOW FAST ? HOW BIG ? HOW MANY FLYING ? HOW MUCH ? DECEMBER 2005 P&W Turbine Engine & www.kitplanes.com $4.99 CANADA $5.99 Amphib Floats! XCOM’s 760 Radio: The T-Moose Makes a Big Splash Tiny Platform, The Excalibur II Huge Feature List Is It Up to the Challenger? Engineered to exceed expectations. Engineered for you. Introducing the AuRACLE TM by Xerion Avionix. The new AuRACLE TM advanced engine management system integrates critical functionality with affordability. The Xerion AuRACLE TM incorporates a brilliant 5.0” Active Matrix LCD display, using the latest in surface treatment 188 InHg AuRACLE HP 22.3 fi lms, to bring you the brightest and easiest to read engine 66 2350 RPM monitor on the market. The AuRACLE’sTM revolutionary %HP 13.4 Gal/Hr display presents the MAP, RPM, and FF data in a layout 1503 °F 65.2 1900 -93 °F LOP 500 OP - PSI similar to cockpit controls. The graphic design, which displays 180 OT - °F the critical information at all times, quickens your scan and TM TM 385 4.7 reduces your workload. The AuRACLE SmartLean Vac - InHg system guides you through the leaning process ROP or LOP 46.3 Gal +4.0 TM Fuel Rem Amps by sensing your actions. Once leaned, the AuRACLE 3:26 26.6 provides you with a continuous status of the Leanest/Richest Time Rem 800 123456 200 Volts TIT EGT CHT TM 1:15 1476 °F 1410 °F 368 °F 30 46 cylinder. If connected to your GPS, the AuRACLE is a Fuel Res INST ENG ANA FUEL MAINT Carb - °F OAT - °F fully functional fuel computer. The fuel load entry is simplifi ed with an intuitive menu-guided process. Aviate. Navigate. Xerion Communicate. Choose the Xerion AuRACLETM to manage RPM Oil P Amps Vac your engine. 1410 188 22.3 InHg 1410 188 InHg 188 22.3 InHg HP EGT °F HP 22.3 EGT °F HP RPM RPM 2350 RPM 66 2350 368 66 2350 368 66 Standard Functions: CHT °F %HP 13.4 Gal/Hr CHT °F 1234 56 %HP 13.4 Gal/Hr 1234 56 %HP 13.4 Gal/Hr 80 65.2 1503 °F 65.2 OP - PSI 1900 150 OP - PSI * Four or Six Cylinder EGT/CHT -93 °F LOP 500 180 180 Initial Fuel Load = 72 Gal OT - °F OT - °F TIT Oil T * MAP, RPM, FF, TIT 4.7 385 4.7 1476 °F 180 °F 0 Time to Dest = 2 Hr 11 Min Vac - InHg Vac - InHg * Fuel Status Calculations Gal Gal Gal 46.3 +4.0 46.3 0 +4.0 46.3 +4.0 Fuel Rem Amps Fuel Rem Amps Fuel Rem Amps Fuel At Dest = 16.8 Gal Fuel Rem 53.7 26.6 3:26 26.6 * %HP, OAT, Voltage and Current 3:26 26.6 3:26 800 -150 Time Rem Vac Oil P Volts Time Rem Gal Volts Time Rem 123456 200 Volts TIT EGT CHT 1:15 4.7 InHg 65.2 PSI 30 46 1:15 30 46 1:15 1476 °F 1410 °F 368 °F 30 46 Fuel Res INST ENG ANA FUEL MAINT Carb - °F OAT - °F Fuel Res INST ENG ANA FUEL MAINT Carb - °F OAT - °F Fuel Res INST ENG ANA FUEL MAINT Carb - °F OAT - °F * 500 Hrs of Stored Data (1 Sample / 2 Sec) Engine Instrument Fuel Status Normalized EA * Download Data to USB Drive (included) Optional Function Package: * Oil Temperature, Oil Pressure Projected experimental ship date October 2005. * Vacuum * Engine Instrument Display Dimensions: Overall 6.25” W X 4.50” H X 3.00” D STC certifi cations (primary instrument replacement) Cutout 5.75” W X 4.00” H shipments beginning 1st Quarter 2006. TM Personal edition included with every unit. Xerion av i on i x Xerion Avionix, LLC. Canandaigua Airport (D38), 2450 Brickyard Rd. Canandaigua, NY 14424 Copyright 2005, Xerion Avionix LLC. All Rights Reserved (585) 394-1060 www.xerionavionix.com Contents DECEMBER 2005 VOLUME 22, NUMBER 12 On the cover: This month’s compilation of homebuilt images features air-to-air photographs by Howard Levy and Dave Higdon. Annual Directory, Part 1 83 AERO ’LECTRICS A new kid on the block—XCOM’s 760 transceiver; 29 2006 KIT AIRCRAFT DIRECTORY by Jim Weir. We list 343 fi xed-wing aircraft built from kits and give special designation to Light-Sport legal designs; Designer’s Notebook compiled by Julia Downie. 89 WIND TUNNEL 77 AIRCRAFT COMPANY CROSS REFERENCE Are you twisted? Maybe you aren’t but your wings You can fi nd the company if you know the name probably are; by Barnaby Wainfan. of the aircraft design. Exploring Flight Reports 2 AROUND THE PATCH 7 SWORD FLIGHT Getting it right: Ideal fl ying qualities are hard to The Excalibur II may be descended from the Quad develop, easy to misplace; by Marc Cook. City Challenger, but it’s become its own deal; 4 WHAT’S NEW by Dave Higdon. Zenith debuts quickbuild kits for Zodiac XL, CH 801; edited by Brian E. Clark. 25 READERS’ CHOICE AWARDS 2006 Builder Spotlight The polls have closed, and the results are in! 16 BUILD YOUR SKILLS: METAL, PART 5 Compiled by Julia Downie. When is a dimple not a dimple? When it’s a counter- 92 LIGHT STUFF sink. Dig in to fi nd out more; by Dan Checkoway. Smartly styled and Part 103 legal, the Prowler makes 23 MEET THE T-MOOSE fun fl ying for experienced trike pilots; by Dan Johnson. Adding a fi ne whine to Murphy’s outsized amphibian; by Ed Wischmeyer. Kit Bits 95 COMPLETIONS 3 LETTERS Builders share their successes with our readers. 64 LIST OF ADVERTISERS Shop Talk 82 SPECIAL SPORTPLANES ADVERTISING SECTION 86 BUILDERS’ MARKETPLACE 79 ENGINE BEAT How to buy a used Lycoming O-320/360; by Tim Kern. 98 THE CLASSIFIED BUILDER 104 KIT STUFF Drawing on experience; by cartoonist Robrucha. 23 92 95 KITPLANES December 2005 1 Around the Patch BY MARC COOK Getting it right: Ideal fl ying qualities are hard to develop, easy to misplace. don’t know about the rest of you—though, frankly, I have my suspicions—but I With this in mind, as you’re working have no patience for poor-handling airplanes. Hmmm, let me back up. Maybe not on your airplane, think twice before I none at all, but very little, unless the airplane does something else pretty extraordi- making any modifi cation to the con- nary, like make low Earth orbit or carry the famous Cello Posse—a group of four excep- trol system, even something very small. tional college-age cellists of my acquaintance—and their entourage in one fl ight. Think Let’s say, for example, that the aileron about it: If we wanted to fl y crummy-handling airplanes, we could buy any number of bellcrank under the seat seems too them right off the lot. We wouldn’t bother building them. long—wouldn’t it be easier to assem- Good handling is, I confess, a subjective matter—at least to some degree. I think ble if it were just a half-inch shorter? we can all agree that our airplanes need to have reasonably docile stall character- Please, resist the temptation to shorten istics—and I don’t necessarily mean like a Piper Warrior, which really doesn’t have it. You have no idea of the knock-on much of a stall—and predictable behavior. But assuming the airplane doesn’t have effects of such a change until you be- any truly bad habits, the remainder of the handling impressions often come down gin fl ying. (Or, if you really insist and to preferences. Do you like the controls light? Can you easily manage the airplane absolutely know what you’re doing, if the entire control-stick movement describes a box the size of an Andes mint? make such a change only if it’s revers- (Flat, not edgewise; though I’ve fl own a couple airplanes with just that kind of ible.) Aircraft dynamics are, by now, roll/pitch mismatch.) Do you have the upper body strength to wrestle something extremely well understood, but that like a Cessna 210 into the fl are at its forward c.g.? doesn’t make them any less fussy. Don’t How any airplane comes by its fl ying qualities is through a marriage of design undo the hard work of your kit’s manu- (intentional) and execution. In matters of design, we’re at the mercy of the team facturer with control-system mods. You (or individual) that developed our kits or plans in the fi rst place. Some kit manufac- may end up with an airplane that’s turers get it right—I’d have to say that the Van’s designs achieve universally good different from the factory’s efforts but handling qualities—because they spend hours and hours test fl ying the prototypes not necessarily better. and tweaking until it’s just right. This effort requires knowledge of the design, an understanding of the mission, patience and practice. Your Thoughts On LSA? This month we have an interesting example of good intentions gone awry in the We’ve reported extensively on Light- Excalibur II. (See Dave Higdon’s fl ight review on Page 7.) Based on the Quad City Sport Aircraft over the last few months, Challenger, the Excalibur received a host of seemingly simple changes—among and we’re watching closely as new them, an extended cockpit and repositioned prop arc by use of a different engine/ designs arrive, many of which carry- gearbox combination.
Load more

Recommended publications
  • FROM the LEFT SEAT Len Alt, President
    Volume 07 - 05 May 2007 FROM THE LEFT SEAT Len Alt, President Spring greetings. With the good weather finally arrived I hope you are all getting in some great flights. Below see Dave Riedel enjoying the evening air above Warrenton Air Park in his new PPG Quad, the latest addition to the long list at WAP of strange contraptions that will fly. With the great weather comes a welcome increase in flying activity at the Air Park. As we begin the new flying season let’s take a minute to focus on safety in all we do, on the ground as well as in the air. We’ll have more aircraft moving in the skies and over the ground. At the Air Park we have a wide range of aircraft types, with very different operating characteristics, speeds, and takeoff and landing procedures. Please be extra careful of the other guy, especially since in many cases the other guy at Warrenton Air Park is a relatively new pilot with limited experience. If you see someone doing something unsafe, take a minute to discuss it with them and point out a better procedure. If you would prefer not to do that, contact me and I will speak with the other guy and keep your name out of it. You may find out the other pilot was not aware of the hazard created and appreciates the heads up. Thanks to Mel Bearns and Jim Birnbaum for arranging a tour of the FAA Air Traffic Control Center at Vint Hill on May 6th at 11:00 A.M.
    [Show full text]
  • EAA Webinars Are Supported by EAA Sportair Workshops Are Sponsored By
    The Spirit of Homebuilt Aviation I www.eaa.org Vol.2 No.12 I December 2013 A Tale of 10 Tailwinds Jim Clement’s Pride The Maverick LSA Finding a Ride 30 Years of Challengers Flight Control Forces EEAAEXP_Dec13.inddAAEXP_Dec13.indd 1 112/30/132/30/13 99:00:00 AAMM Tower Frequency EAA Tackles the Big Issues By Jack J. Pelton All segments of personal aviation will face FBOs so it can be available to more pilots. High Cost of New Airplanes: Airplane major challenges over the coming years. Making autogas STCs possible was the manufacturing costs are driven by many At EAA we have programs in place to help crucial fi rst step, and now we need to factors including small production runs resolve the biggest problems. We’re not help create a distribution method. and complex FAA certifi cation rules. EAA miracle workers, but by working together is strongly supporting a revision of the we can make a difference. EAA is participating closely with the avia- FAA rules that govern small airplane certi- tion industry and other aviation associa- fi cation. Simplifi cation of those standards Shrinking Pilot Population: This is the No. tions to help identify and certify a lead- can reduce new airplane development 1 issue because when fewer people fl y, free replacement avgas. The key here is costs. If costs can be brought down, the entire aviation activity—including to fi nd the unleaded fuel that works for production rates can increase, creating airports and infrastructure—shrinks and all piston airplane owners with minimum additional savings and lower prices.
    [Show full text]
  • Bing 54 Carb Update
    AIRCRAFT ENGINES SERVICE LETTER RUNNING MODIFICATIONS ON CARBURETORS FOR ROTAX® 2-STROKE UL AIRCRAFT ENGINES SL-2ST-005 Repeating symbols: Please, pay attention to the following symbols throughout this document emphasizing particular information. ▲ WARNING: Identifies an instruction, which if not followed, may cause serious injury or even death. ■ CAUTION: Denotes an instruction which if not followed, may severely damage the engine or could lead to suspension of warranty. ◆ NOTE: Information useful for better handling. 1) Planning information 1.1) Engines affected: - all 2-stroke UL aircraft engines 1.2) Concurrent ASB/SB/SI and SL Further to this Service Letter the following additional Service Instruction must be observed and complied with: - SI-07-1995 current issue 1.3) Reason Owing to continious development and the standardization of carburetors a number of modifications have been introduced. 1.4) Subject - Running modification on carburetors for ROTAX® 2-stroke UL aircraft engines. 1.5) References In addition to this technical information refer to the current issue of: - Operator´s Manual (OM) - Installation Manual (IM) - Maintenance Manual (MM) - Illustrated Parts Catalog (IPC) - all relevant Service Instructions (SI) 1.6) Interchangeability of parts - All parts are interchangeable 2) Material Information 2.1) Material - cost and availability Price and availability will be supplied on request by ROTAX® Authorized Distributors or their Service Center. 2.2) Material volume ◆ NOTE: Introduction of the various modifications into serial production started with the following engine numbers: - ROTAX 447 UL: from S/N 3,940.675 - ROTAX 503 UL: from S/N 4,795.201 - ROTAX 582 UL: from S/N 4,656.088 - ROTAX 582 UL mod.
    [Show full text]
  • CEE Rotax MAX Challenge Special Technical Regulation 2018 (The Technical Regulations 2018 Replace the Technical Regulations 2017)
    CEE Rotax MAX Challenge Special Technical Regulation 2018 (The Technical Regulations 2018 replace the Technical Regulations 2017) 1. General 1.1. Categories 125 Micro Max 125 Mini Max 125 Junior MAX 125 MAX 125 MAX DD2/Masters 1.2. Amount of equipment For each RMC race event (from qualifying practice to the final) following maximum amount of equipment is allowed: 1 chassis 1 sets of dry tires + 1 spare tire wet tires are free number of pieces 2 engines 2. Equipment 2.1. Chassis 125 Micro MAX According to the valid Rotax regulations and CIK-FIA specifications with the following additions Should satisfy the CIK-FIA regulations. The use of chassis elements corresponding to CIK-FIA specifications is mandatory. ONLY homologue MINI 950 +/-15mm chassie can be used. 2.2. Chassis 125 Mini MAX Should satisfy the CIK-FIA regulations. The use of chassis elements corresponding to CIK-FIA specifications is mandatory. ONLY homologue 1040 +/-15mm chassie can be used. 2.3. Chassis 125 Junior MAX and 125 MAX For national RMC's any chassis sanctioned by an authorized Rotax distributor is allowed. Maximum diameter of rear axle = 50 mm, minimum wall thickness according to CIK-FIA rules. At IRMCE and RMCGF chassis with a valid CIK-FIA homologation only are allowed. Any brake system must have a valid CIK-FIA homologation. Front brakes are not allowed In the 125 Junior MAX and 125 MAX. 2.4. Chassis 125 MAX DD2/Masters For all national RMC, IRMCE and the RMCGF 125 MAX DD2/Masters classes, chassis approved by Rotax only (see http://www.rotax - kart.com/Max - Challenge/MAXC hallenge/Approved-Chassis-125- MAXDD2) are allowed to be used.
    [Show full text]
  • Just Aircraft Superstol a Helio for the Light-Sport Set
    The Spirit of Homebuilt Aviation I www.eaa.org Vol.2 No.8 I August 2013 Just Aircraft SuperSTOL A Helio for the light-sport set When the Kit Doesn’t Arrive E-LSA—Make It Your Way The ULPower Six-Cylinder Engine More About Sawtooth Climbs Tower Frequency It’s Time to Celebrate By Jack Pelton It’s time for Oshkosh, the best week of the year. And, as instead of shrinking. People are so dedicated to preserving always, we have many reasons to celebrate our love of all fl ying history that restoration projects once thought to be things that fl y. impossible are now almost routine. During the rest of the year it’s easy for me, and I’m sure Even the standard category airplanes nearly all look their you, too, to become bogged down by the steady drumbeat best. No airplane owner wants to fl y to Oshkosh without of bad news and threats to personal aviation from all cor- fi rst washing and polishing his airplane and making it look ners. And at EAA we are always on guard to protect our as good as it possibly can. All pilots who fl y to Oshkosh freedom to fl y and to keep personal aviation accessible take immense pride in their airplane and their accomplish- to as many people as possible. But at Oshkosh, during ments as pilots no matter what they fl y. AirVenture, is the time to recognize just how successful we have been. In 1975 Tom Poberezny was named chairman of the Oshkosh fl y-in.
    [Show full text]
  • Fly Safely! Table of Contents
    All of us at TEAM sincerely hope you enjoy your TEAM aircraft. The United States Ultralight Association can help you enjoy your aircraft or ultralight by keeping you informed about current events in our community. If you have never flown an ultralight or ultralight type vehicle, take advantage of the experience of USUA Flight Instructors and receive proper training or check ride. Ensure your ability to get years of safe and enjoyable flying. TEAM strongly supports the United States Ultralight Association. We urge you to become a member of the USUA and participate in the pilot and vehicle registration programs they offer. Especially if this is your first venture into aviation, the wealth of information available from the USUA is time and time again well worth being a member. USUA P.O. BOX 667 FREDERICK, MD 21705 Ph: 301-695-9100 or call TEAM or your Dealer for details. Other helpful resources: EAA P.O. BOX 3086 OSHKOSH, WI 54903 Federal Aviation Administration P.O. BOX 25082 OKLAICITY, OK 73125 FLY SAFELY! TABLE OF CONTENTS CHAPTER PAGE 1 SPECIFICATIONS 1030R, 1100R, 1200Z 5 1300Z, 1400Z, 1500R 6 1550V, 1600R, 1650R, 1700R 7 2. DESCRIPTION General Configuration 8 Structure 8 Controls 8 Engines 9 3. OPERATING LIMITATIONS MAX-103 11 MINIMAX, ZMAX 12 HiMAX 12 VMAX&EROS 13 Instruments 14 Documents 14 Placards 14 Instrument Markings 15 4. NORMAL PROCEDURES Preflight 16 Engine Starting 17 Pre-Take Off 17 Take Off 18 Landing 18 Securing Aircraft 18 5. EMERGENCY PROCEDURES Engine Failure 19 Spin Recovery 19 TABLE OF CONTENTS 6. MAINTENANCE AND PERIODIC INSPECTION Engine 20 Propeller 20 Airframe 21 Covering 21 APPENDICES A.
    [Show full text]
  • Kiwiflyer ZK-REVIEW IS PROVIDED COURTESY OF
    KiwiFlyer ZK-REVIEW IS PROVIDED COURTESY OF Contributed by Penny Belworthy ARRIVALS - April/May 2010 ZK-MWS ZK-VDB Sonex CDT P & M Aviation Pegasus Quantum Mr R D Mason Rangiora Microlight Class 2 DDB Avid Mark IV Microlight Mr A J McNeal Whangarei Microlight Class 2 ZK-CDT P&M Aviation Mike Whittaker MW6S HIJ Robinson R22 Beta CHL Investments Ltd Christchurch Helicopter HJU Schweizer 269C-1 The Reliance Group Limited Papakura Helicopter Pegasus Quantum Trike THE Mike Whittaker MW6S aircraft was HQK Eurocopter AS 350 B3 Faram Aviation Group Limited Hastings Helicopter HSE Aerospatiale AS 350B Rotor Flite N.Z. Limited Clevedon Helicopter DIAMOND DA20 designed in the UK and since 1986 there HUM Robinson R44 II Heliflite Pacific Limited Papakura Helicopter HXB Robinson R44 II Partner Group Limited Auckland Helicopter have been 42 registered. Having built boats, IHF Eurocopter AS 355 F2 Helicopter Services (BOP) Ltd Taupo Helicopter cars and houses, Grant Sandiford felt it was KAW Pacific Aerospace 750XL Pacific Aerospace Limited Hamilton Aeroplane KBA Pacific Aerospace 750XL Pacific Aerospace Limited Hamilton Aeroplane time to build a plane from plans and began KFB Gulfstream GV-SP ExecuJet New Zealand Limited Wellington Aeroplane this project about 5 years ago. MAR Cessna 182T Mr R B C Shepherd Rotorua Aeroplane MWS Mike Whittaker MW6S Mr G Sandiford North Shore City Microlight Class 2 The MW6S has an aluminum structure, RIG Acorn Industries UFO Heli-Thruster Mr G W Price Whitford Gyroplane SPR TL TL-3000 Sirius Sport Aircraft Ltd North Shore City Microlight Class 2 plywood wing ribs which are fibreglassed SUS TL TL-3000 Sirius Sport Aircraft Ltd North Shore City Microlight Class 2 to the spar and then the whole structure is FOR Mark Norgate of Whangarei the SWG Piper PA-28-181 Southern Wings Limited Invercargill Aeroplane TLS Tecnam P92 Echo Classic de luxe Ardmore Aviation & Giovanni Nustrini Papakura Aeroplane fabriced.
    [Show full text]
  • The Avenger Easy to Build, Fun to Fly!
    The Avenger Fisher Flying Products is proud to offer the Avenger to ultralight and light plane builders and flyers. The ultralight/light plane industry has lost sight of the original impetus for the movement of “Low Cost Flying.” The Avenger was designed to be both attractive and inexpensive from the very first drawing. Fisher has kept the larger pilot in mind, making the Avenger capable of accommodating a pilot up to 6’4”tall and 270 pounds. The kit contains all the materials needed to complete the airframe except: engine, engine mount, instruments, pilot restraints, and paint. All wood is cut dimensionally and all plywood is cut to shape. Metal parts are ready for installation. The construction is all wood using a Warner Truss frame with 1/8 birch ply skins yielding the lightest, strongest fuselage available. Kits feature premolded fibre-glass cowling and molded windshield with canopy for cold weather flying. Full sized plans are included in each kit. Easy to build, fun to fly! The Avenger kit was laid out from the beginning with the first time builder in mind. Just like assembling a large model airplane, most parts are precisely cut to the correct size. Each part is numbered with the corresponding numbers on the prints. In about 300 fun and exciting hours you should have your Avenger assembled, covered, and ready to paint. With a 26-50 hp two stroke (the Avenger) or a 65 hp VW (the Avenger V), the plane shows spectacular performance on takeoff, climb, and cruise. The Avenger is quite stable for hands off flying while maintaining light control pressure with good control response.
    [Show full text]
  • August 2017 16 Need Breaking Occasionally
    Don’t forget to socialize There are a number of benefits to mixing in a group of people who share the same interests or requirements. In this case I’m obviously talking about our club, but it works for many other aspects in life as well. I know that life would have been far more difficult if we hadn’t been in contact with other parents of special needs children too. Or sharing information with owners of other similar aircraft or cars. In CRAC’s case the benefits, for me, have included absorbing the general attitude to flight safety and ‘doing the job correctly’. Once a pilot is past the requirement to take an instructor along for every flight we run the risk of imposing our own idiosyncrasies or simply forgetting some processes. I’ve mentioned it before as an example, but you only have to look at the number of drivers who forget how to use a turn signal after they finish their training. If you fly with a group of CRAC pilots (in my experience anyway), you’ll always hear great radio calls and position reports, and be exposed to some very good airmanship. Other benefits, however, are just plain good fun. We had the CRAC Mid-winter meal a few days ago as I write this, and it was very poorly attended. Admittedly the venue and times had changed since it was first announced, and it was in the middle of some fairly extreme weather, but it was thoroughly enjoyable. The food was great and the company was even better.
    [Show full text]
  • Live the Backcountry Adventure— Homebuilt Style!
    BUILDER SHORTCUTS BIG-SCREEN ADVICE Should you buy a partially built kit? How to plan your EFIS installation get LiveOut! the backcountry adventure— homebuilt style! NOVEMBER 2005 New Life for a www.kitplanes.com $4.99 CANADA $5.99 $4.99US $5.99CAN Classic Design Engine 11 The SkyRanger II Preservation: Pickle Before See Clearly Now You Park 0 09281 03883 2 Plexiglas Care & Feeding 101 Contents NOVEMBER 2005 VOLUME 22, NUMBER 11 On the cover: Richard VanderMeulen traveled to the Alaskan backcountry to shoot Glasair Aviation’s Sportsman 2+2. Read Brian E. Clark’s trip report on Page 4. Flight Reports 61 AERO ’LECTRICS If it’s not your transmitter, then it must be your 4 SIX PILOTS, THREE AIRPLANES, antenna; by Jim Weir. ONE GREAT ADVENTURE 72 ENGINE BEAT Flying through Alaska and Western Canada is a once- Pickle it when you park it; by Tim Kern. in-a-lifetime experience; by Brian E. Clark. Designer’s Notebook 17 SKYRANGER II 67 WIND TUNNEL A new take on a classic design makes for fun fl ying; Neglect to consider internal airfl ow, and you’ll by Dave Higdon. pay the price in drag; by Barnaby Wainfan. Builder Spotlight Exploring 37 HOW TO PROWL THE HOMEBUILT JUNGLE 2 AROUND THE PATCH Consider these fi ve factors when evaluating a Recovery from Oshkosh. Good thing we do that partially built kit; by Ron Wanttaja. just once a year! By Marc Cook. 48 LACK OF CORNCENTRATION 24 OSHKOSH 2005: BIG NEWS FROM THE BIG SHOW Another Dawn Patrol trip to Cap Girardeau, and an The developments at this year’s AirVenture fl y-in other airplane ends up in the stalks; by Dick Starks.
    [Show full text]
  • FLIGHT TEST > > > FLIGHT TEST A
    > FLIGHT TEST FLIGHT TEST >> ‘Glass’ panel is less cluttered and the Odyssey is great for airspace warnings The story of this month’s air test of the undercarriage axle meant that the improved the look of the machine, albeit it starts way back in the mid-1980s undercarriage had to be rigid. remained in open-cockpit format. with the mid-wing MiniMax. With its angular, no-frills appearance making Initially designed for the single-cylinder Product of Tennessee-based it somewhat like an ultralight version of an two stroke Rotax 277 engine of around TEAM Aircraft founder Wayne Ison and Evans VP-1, the original MiniMax nevertheless 28bhp, and similar featherweight friend Jim Collie, a research engineer proved popular among the old timers because powerplants, designer Wayne Ison found GENTLE HIMAX working for the US Air Force’s Arold it was one of the few designs of deregulated that for those not bound by the ultralight Engineering and Development Centre, ultralight to sport a thoroughly conventional weight limit, the airframe went very well the MiniMax was designed originally as wooden structure covered with doped and indeed using the more powerful 40bhp, A nimble, short-field microlight with 60mph cruise and 80- a very simple US deregulated ultralight painted fabric, rather than the ‘norm’ of in-line, twin-cylinder Rotax 447 engine, (max allowable empty weight 254lb), with Dacron fabric stretched tent-like over a bolted, and that building the MiniMax as an mile range. With great views and finger-light controls, the a low-wing loading and slow top speed.
    [Show full text]
  • Fly-By-Wire for Homebuilt Aircraft?
    ® www.kitplanes.com $4.99 CANADA $5.99 $4.99US $5.99CAN Fly-by-Wire 07 for Homebuilt Aircraft? 0 09281 03883 2 JULY 2004 VOLUME 21, NUMBER 7 ADVERTISER INFORMATION ONLINE AT WWW.KITPLANES.COM/FREEINFO.ASP ® On the cover: Brian Raeder’s dream of building an Flight Reports award-winning Sky Raider became a reality last year 32 THE ITALIAN JOB when he was honored at Oshkosh AirVenture with the How two builders constructed Italy’s most pop- Grand Champion award. Read about his triumph—and ular kit in six months; by Geoffrey P. Jones. what led up to it—on Page 8. Photo by Jim Raeder. 73 ROTOR ROUNDUP From helicopters to gyroplanes, continued; by Ken Armstrong. Builder Spotlight 8 GRAND CHAMPION SKY RAIDER How to build a show plane; by John M. Larsen. 14 GEAR UP! An RV-4 with a difference; by Ishmael Fuentes. 39 A LITTLE PERSONALITY Builders get creative on aircraft interiors and exteriors; edited by Cory Emberson. 44 BUILD A SEAREY, PART 3 We prepare the SeaRey for inspection and first flight; by Don Maxwell. 60 COMPLETIONS Builders share their successes. Shop Talk 55 AERO 'LECTRICS We test the ILS radios; by Jim Weir. 67 ENGINE BEAT Want to be your own mechanic? by John M. Larsen. Designer’s Notebook 52 WIND TUNNEL We discuss critical mach number; by Barnaby Wainfan. Exploring 2 AROUND THE PATCH Light-sport aircraft? Not quite yet; by Brian E. Clark. 6 WHAT’S NEW 8 Garmin’s 296 arrives; edited by Brian E. Clark. 19 LADIES AND GENTLEMEN, PLEASE BE SEATED How Oregon Aero “un-engineered” a safe seat for the RV-10; by Dave Martin.
    [Show full text]