publication agreement number 40050880

March - April 2016

Recreational Aircraft Association Canada www.raa.ca The Voice of Canadian Amateur Aircraft Builders $6.95 From The features President’s Desk Glass or Steam: Traditional vs EFIS / JC Audet...... 4 Gary Wolf RAA 7379 Where Is Your Aero Centre? Aero Centre, Weight and Balance, and how it affects flight safety / Frank Gue...... 8

Vans Rear Wing Spar Bulletin – Do exchange program. Rotax will act as a regional editor to source Man Was Meant To Fly Not ignore supply a kit of parts gratis, and the tech articles and lead stories from by Barry Meek...... 11 Vans Aircraft has issued a “Before old parts must be returned. Labour the West. Please call the office at Further Flight” Service Bulletin will be reimbursed up to a maximum 800-387-1028 or email to garywolf@ Preciptiation near 0° Celcius 16-03-28 to alert pilots and builders of $550, and must be performed by a rogers.com . Karolina Utko...... 15 of the possibility of rear spar cracks Rotech approved Service Facility or in all models except the RV-12. by a Rotech approved Independent Lawrence Shaw Airspeed vs Angle of Attack The Bulletin describes “Cracking Maintenance Technician. Many years ago Lawrence Shaw Does it Matter? / by JC Audet...... 18 of wing aft spar web at the inboard A special tool is required and it went across this country meeting aileron hinge bracket attach rivets. will be sent out on a deposit, with with local flying and building clubs, Comco Ikarus 2 In addition, for RV-10 and RV- the deposit being reimbursed when and signing them up to form what A new fly-away that's surprisingly affordable / by Gary Wolf...... 22 14/14A aircraft, there is a potential the tool has been returned. Details has become your National organi- for cracking of the flange bends of are at www.rotech.ca . zation. Besides this, Lawrence has 3D Printing for Amateur Built? the inboard aileron hinge brackets.” The program begins immedi- built a Smith Miniplane and his A sea change in how things are made / by George Gregory...... 34 Go to the http://www.vansair- ately and there is no expiry date. own version of the Wheeler Express, craft.com/ website for the 14 page Contact [email protected] or 250-260- both outstanding examples of what Bulletin that describes inspections, 6299 in Vernon BC. an amateur builder with determina- stop drilling, and adding doublers, tion can accomplish. etc. Help Wanted from the West Life moves on and Lawrence is columns If you live in BC or Alberta you will now selling his lifetime accumula- From the President's Desk / Gary Wolf...... 2 Rotax 912IS Stator Recall likely have noticed that there is fre- tion of parts and materials so that he The new Rotax 912IS engine which quently a lack of articles from your can clean house before moving. His Bifold Hangar Door Tune-Up / Gary Wolf...... 12 has electronic fuel injection must area. It is not that there is no activity, extensive list is in this issue's classi- Strength and Vacuum Bagging / J-F Alexandre...... 16 have its stator replaced. There are rather that few write about it. The fied ads. Riveted Joints / Chris Heintz...... 20 some twenty of these engines cur- cost to fly someone from Ontario to Classified...... 38 rently in Canada and a list of their gather articles several times per year Across Canada: Chapters in Action...... 40 serial numbers is available on the is out of the question, so it falls to http://www.rotax-owner.com/ yourselves to do this. website, along with details of the RAA is asking for someone to

The Recreational Aircraft Emails can be sent to President Gary to the aerospace sciences. The intention Association Canada Wolf at: [email protected] and of the magazine is to promote educa- George Gregory at gregdesign@telus. tion and safety through its members to 22-4881 Fountain St. North net. the general public. Opinions expressed Breslau RR2 Ontario N0B 1M0 The Recreational Flyer is published bi- in articles and letters do not necessarily Telephone: 519-648-3030 monthly by the Recreational Aircraft reflect those of the Recreational Aircraft Member's Toll Free line: Association Publishing Company, Association Canada. Accuracy of the 1-800-387-1028 Waterloo Airport, Breslau, ON N0B material presented is solely the respon- 1M0. The Recreational Flyer is devoted sibility of the author or contributor. George Gregory An Estra 500 at Arlington, 2014 On the cover: Comco's Ikarus. Gustavo Corujo photo. worth in excess of $80K. This aircraft It is very easy to spend in the Glass or now costs $130K but the owner would never get close to that. order of $30,000.00 and more Steam? When considering these cock- pits, we should look at three distinct aspects: the flight instruments, the on the instrument panel of radio stack, and the other gadgets. Deciding what's best for your The world is changing, our flying an Amateur Built aircraft baby's cockpit / by JC Audet environment is changing, the regu- lations are changing, the airspace is changing, and on, and on. What serves us best in our cockpit? ADS-B is about to hit us. My current of an airliner, and the number and Let’s first look at the radios. Not radio stack is all Narco purchased complexity of the systems on board, much has changed in voice com- new in 1990 and still working like and the miles of wiring, it becomes munications in a long while and I new. Although next time that I have to readily apparent that this new tech- honestly do not expect much change spend significant money on my radio nology can bring about some very The modern cockpit has given way to glass panels in that respect that will impact us sig- stack, I will have no choice but to con- significant savings in the empty and an assortment of electronic gizmos. Most are typically nificantly in the future. On the other sider the new technology. weight of the aircraft, yielding an high quality designs and do the job they are supposed to hand, when it comes to navigation, a I suppose before getting into the equivalent increase in payload. The do. But they are also expensive. It is very easy to spend lot has changed with the widespread really heavy stuff, we might as well maintenance aspect of the same air- in the order of $30,000.00 and more on the instrument use of GPS and its wonderful features. be done with my third aspect of the craft is realistically improved by that panel of an Amateur Built aircraft. This can be considered The typical ground based navigation cockpit: the other gadgets, or engine same technology, again yielding better relatively low cost in a Lancair Evolution, but in the typi- aids such as NDB, VOR, and DME instruments and other instruments dispatch reliability and reduced costs. cal A-B it is rather pricey. These cockpits also make use of that we all learned to know and love and indicators that pilots like to have. Or consider a modern fighter aircraft complex technology. The integrated cockpit provides an are disappearing in the name of cost Some manufacturers offer sensational like the F-18 for instance (not so new enormous amount of information to the pilot, useful or savings. GPS does it all and is gradu- equipment to allow a homebuilder to anymore, one might argue). The pilot otherwise. The cost of these systems is driven in part by the ally replacing all these navaids, and have a massive amount of informa- of such a platform could not derive sheer number of sensors spread around the airframe, all of quite rapidly. It seems like only the tion at the touch of a button, and all its necessary maneuverability and its which have to be converted and integrated in some form ILS might survive, and only for a in a very small instrument. This is incredible performance without this Photo Credits: Zenair of flight computer that in turn processes all this data and limited time I’d bet. Definitely, if one an absolute space saver and a major advanced technology. When we think feeds the glass panels, according to what the pilot wants to prefer the good old round dials, the steam gauges if you needs to acquire radios and naviga- advantage when space is at a pre- of the many tasks the F-18 pilot has to see on that panel. As many users have come to know, any prefer. I like to fly an airplane, not an airborne computer. tion equipment, the wise choice is to mium, as is typically the case in our perform at an alarming rate of speed, troubleshooting, repair, or maintenance action imposes a Many hours flying a Cirrus gave me enough arguments to go for the modern NAVCOM/ILS/ aircraft. So no contest here, modern and the accuracy required in carrying visit to your friendly avionics shop where the aircraft must support my choice, a choice I do not attempt to impose on GPS and if you want to do IFR, then technology is definitely a winner. But out the mission, and so on, this tech- be hooked up to an expensive computer to analyze the anybody else, but nonetheless a source for good discus- WAAS approved is the right choice. I still like my dials and needles; they nology offers a definite advantage to problem and make necessary adjustments. All of this takes sion. I have always enjoyed keeping abreast of the airplane Be careful though because if you plan look like a real airplane. In either case, the user. And the same weight savings the concept of homebuilt aircraft in a significantly differ- market: the different types, their equipment, their price. I on flying at much higher latitudes, we still need numerous sensors, and and reduced maintenance benefits ent direction and into the upper spheres of the builder’s find it quite educational. where it really gets cold, GPS is not probes, and wires. also accrue in this situation. While the budget. This article is simply a personal perspective on Over the past few years, more and more old aircraft so good. You will still need ADF and Now, let’s spend some time on complexity and acquisition costs of the relative merits of going to this new technology, and are showing up with an updated instrument panel, i.e. a VOR, and DME. But granted not the major stuff, the great looking these systems are frightening, the air- not an attempt to document what is available in integrated glass cockpit. The asking price reflects that upgrade and of many Amateur Builts live up there. and expensive stuff. The operational lines believe that their operating costs cockpits, their features, and their capabilities. Also, it is not course the seller hopes to recoup the money spent on that The radio stack is the part of the need of airlines and military aviation are reduced, and in any case, these meant as criticism of the builder’s/owner’s/pilot’s choice. panel. I would much prefer to buy such an aircraft with an cockpit where I readily embrace the for weight savings and improved costs are passed on to the paying Might as well admit it right away, I am not a fan of old panel and do the upgrade myself: at least it would be new technology simply because it efficiency and reliability drove the customer. In the case of the military, I glass panels and integrated cockpits in light aircraft (A-B what I wanted, not somebody else’s vision. I recently saw incorporates GPS. And my acceptance development of these modern avion- guess it is not really an issue as much or store bought), or at least, in the ones that I fly. I far a $50K aircraft (fair market value) with a fresh upgrade also applies to the transponder, as ics. If we consider the physical size as it is a matter of national security, or

4 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 5 lent regulation for glass cockpit for club for the purpose of renting an We did a short flight, with an RNAV with its steam instruments does not small aircraft (Part 23). It is incredibly aircraft. I am not anti electronics, I approach in CYXU, on to CYTB, then require this adaptation aspect if one skimpy and ultra basic, thus the pro- am pro pilotage. I do recognize their an ILS approach back at CYKF, all flies a variety of aircraft as when rent- liferation of different designs that all value and what they can bring into on autopilot, except for my bit at the ing at different flying clubs. promise to be better than everybody the cockpit, and I fully respect the controls. On an airplane this fast (our On Thanksgiving Monday, I went else’s. Essentially, they must adhere choice of the aircraft owner/builder/ flight was mostly around 160KTS), flying in my Long-EZ with its steam picture of an EFIS to what the regulations mandate for flyer who chooses that route, but I the waypoints and procedures come gauges panel. It turns out I did a very what flight instruments must be on will continue to spend my money fast, hence the pilot must be very similar flight to the one Ivan and I did board and it stops there: the basic T (very little of it) on steam gauges. I comfortable with the cockpit. This is two days earlier. Of course, I did have configuration or IFR six-pack depend- might lose one instrument in flight, obviously the case with Ivan and he to do some button pushing: tune ing on your wishes. From that point two on a really bad day, but losing my handled the entire button pushing radio frequencies, set the altimeter, on, the designer/manufacturer pretty PFD would mean I lose it all. I have much has a free hand in what will be experienced PFD failures twice in IFR: displayed and how and where. And once in cruise, once on approach. I most manufacturers allow the users am grateful for the good old round The number of functions available to to program what they want on the back-ups. displays. I thought my article was done and the pilot is mind boggling The number of functions avail- ready to send off to our magazine. On Photo: Dynon able to the pilot is mind boggling, this beautiful Thanksgiving Saturday so says the government, and the cost to the extent that some pilots spend morning, Ivan Christensen invited me exercise with extreme ease, with lots set the transponder code, that’s it. The is passed on to the tax payer. Here their entire flight pushing buttons to join him for a flight and breakfast of time to brief the approach plates, major difference between my steam comes the F-35!!! and being amazed at the graphics in his RV-10. Obviously, my wife’s and chat about the lovely scenery, gauge panel and an integrated panel But let’s get to the type of aircraft and other stuff in front of their eyes well laid-out plans for this beautiful and so on. On the other hand, when is where the integration happens. In a that really interest us: our Amateur instead of enjoying the flight and the morning were quickly forgotten and one uses this aircraft for typical cross- conventional panel, all the integration Builts. The advent of this equipment great scenery, or better yet, looking off I went. This was my first flight in country flights, which is what the air- occurs in the mind of the pilot who in our cockpit does evolve from the outside for traffic. The savings related an RV aircraft, all models considered. craft is really designed for, the button then turns/pushes a knob once in a needs described above to some extent, to reduced weight and easier mainte- From my experience that morning, pushing is reduced to a bit at take-off while. In the integrated cockpit, the but it is also the result of the electron- nance do not accrue appreciably on a I agree that the RV-10 is a great per- and climb, some in approach and integration occurs in the computer but ics industry wanting to cash in on the small homebuilt since our aircraft are former and it definitely deserves all landing, and the odd event during only if the pilot inputs all the param- desire of today’s pilots to have a com- already very small and light by design the praise that has been directed its cruise. Back on the ground, we were eters. In other words, in both cases, puter in their cockpit, with its ability and maintenance is typically easy way. We flew Kitchener-Waterloo joined by another RV-10 builder who the pilot receives/holds all the param- to automate a multitude of functions due to the absence of very complex (CYKF) to London (CYXU), then on is getting ready for final inspection in eters. In one case, pilot enters these as well as to customize the informa- systems. to Tillsonburg (CYTB) for breakfast, a few days. We all agreed that glass in the system to allow the system to tion provide on the instrument panel. Personally, I am all for good old and back home. When Ivan invited cockpits are great but they require the integrate them and give the relevant That glass cockpit aircraft flies like round dials, and needles, and all kind me to take the controls on the way pilot to have a very good knowledge info back to the pilot. In the other all the ones we flew before, but the of things that move around and are to CYTB, I quickly accepted. The of the installation and how it works, case, the pilot integrates the param- instrument panel requires study and easy to read, and understand, and RV-10 is a joy to fly and Ivan let me and this requires time and practice. eters in his/her mind and executes a training because of the complexity at maintain, and are standard across fly it to touchdown. Ivan’s RV-10 is a Ivan, a highly experienced corporate minimal amount of actions to fly the initial use and there is no standardiza- any non-glass cockpits we encounter. magnificent flying machine; as it was pilot, feels that he finally got really plane according to these parameters. tion in those cockpits. The old style of I prefer ‘’steam gauges’’ as they are featured in the July-August 2014 issue comfortable with his installation at I love my steam instruments but I cockpit instrumentation is very well often referred to. With steam gauges, of the RAA Flyer, I will not report on about the 100 hour mark. And this admit if I have to do a cross-country, defined in a whole list of relevant we do not need special training when it. This aircraft has a glass cockpit and takes on a very critical perspective in any condition, Ivan’s aircraft is a FAR’s/CAR’s used in the certifica- we climb aboard a friend’s homebuilt Ivan was pushing a lot of buttons and when doing IFR. Our consensus was great platform. tion process. Try to find the equiva- aircraft or when we visit a new flying such. But let’s put this in perspective. that the good old conventional cockpit continued on page 42

6 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 7 Where is your Aerodynamic Centre?

...and why should you care? by Frank Gue

The position of the aerodynamic centre of moment (leverage) for each. your airplane strongly influences its tolerance • Add all these moments together to get a for changes in loading (baggage, passengers, total moment. etc.) and its stability. Therefore it is helpful for • Divide this total moment by the total the pilot to know where it is on the aircraft com- weight of the aircraft to give an overall arm. pared with some standard and with other air- This result is the Centre of Gravity, the imagi- craft. Unfortunately not many operating hand- nary point at which we say the total weight books discuss this. We will do so in this article. would be concentrated if it were all at one place. There is an aerodynamic centre in the side We can rewrite that almost word for word view of the aircraft and another in the top view. using “area” instead of “weight”, and we get: This article will discuss the aerodynamic centre seen in the top view, because (a) it governs lon- Aerodynamic Centre is calculated as follows: gitudinal stability, which is the primary require- ment of every private aircraft, and (b) its side • Determine the area and arm (distance back view location is determined in exactly the same from the spinner) of each area in the aircraft way, and so need not be explained. (nose, elevator, stabilizer, etc.). Think of your aircraft as an arrow. The • Multiply each area by its arm to get a arrow flies straight and is stable mainly because moment (leverage) for each. the feathers (its aerodynamic centre) are very • Add all these moments together to get a far behind its balance point (its c.g.). That’s total moment. not practical for an aircraft, but let’s see what • Divide this total moment by the total top is practical. view area of the aircraft to give an overall arm. The relationship between Aerodynamic centre and centre of gravity This result is the Aerodynamic Centre, the imag- the Aerodynamic Centre are first cousins. Recall that in ground school inary point at which we say the total area would we were shown how a weight-and-balance is be concentrated if it were all at one place. of your airplane and its done: (The propeller also contributes to this top view area through its “prop normal” effect. Centre of Gravity has From Wiki (edited): This is so unpredictably variable that most text- everything to do with the Center of gravity (CG) is calculated as fol- books ignore it, so we will too. Similarly, the lows: fuselage is usually ignored because its effect is safe operation of your air- • Determine the weight and arm (distance small and a fussy formula is needed to solve for back from the spinner) of each weight in the air- it. Both these small variables are considered to craft. Here's how to know craft (engine, pilot, etc.). be included in the 15% of wing chord discussed your aircraft is safe. • Multiply each weight by its arm to get a below.)

March - April 2016 Recreational Flyer 9 able loading, while a short, stubby Boredom is overcome by our pas- largest portion of the GA fleet are Clyde Cessna knew what he airplane is less so. Man Was sions, whatever they may be, from still the old Continentals and Lycom- Clyde Cessna knew what he was gardening to photography, writing to ings. It’s like we’ve taken these giant was doing 90 years ago doing 90 years ago, as witness the Meant to Fly making wine, and of course by air- steps forward, but with the other foot hundreds of 150-looking designs that planes and flying them. we’ve taken only baby steps. One have followed his lead! Barry Meek Orville and Wilber Wright were side hasn’t kept pace with the other. passionate about flight. We’re lucky A good thing or a bad thing? That’s The farther aft of the c.g. this aero- how far aft his aerodynamic centre is, “If man was meant to fly, he’d have they were! But if it weren’t for them, really a separate question. Many dynamic centre is, the more longitu- therefore how longitudinally stable been born with wings”. How many someone else would have taken up pilots feel much safer behind one of dinally stable the airplane. A design- his aircraft is, thus how tolerant it is of Frank Gue B.Sc; MBA; P.Eng is a Registered Professional times have we heard that from a non the cause, and in any case, there’s no these engines than something that’s er’s rule of thumb is that it often is aft loading with baggage and people. Engineer living in Burlington. He is a published author on pilot, or from someone who’s afraid doubt we would still be flying today. newer and not yet a proven design. about 15% of the wing chord aft of An eye-ball, walk-around analysis factory management, education, politics, and economics. to fly? Even from someone who’s The time for flying had come. There On the other hand, it’s been asked, the c.g., from which it follows that of different aircraft can use this air- He flies a C150, which he uses better to understand the afraid to admit he’s afraid to fly. was enough knowledge around back “How can technology that’s 40 or 50 broad wings need more stabilizing man’s rule of thumb: a long, skinny theoretical basics of flight. He uses R/C models to test Clearly, man WAS meant to fly. then to accomplish it. All that was years old be as reliable as something than narrow wings. This now brings airplane with wing aspect ratios outrageous designs that would be too expensive for a human We also swim beneath the surface of needed was the passion and excite- developed in the past few years?” us to the practical use of the aerody- around six to one has its aerodynamic to test. One result is a patented hydrofoil landing gear for the water without having to come up ment to put it all together. With new materials and procedures, namic centre: The careful pilot learns centre well aft and is tolerant of vari- waterplanes. for air. We travel at warp speed, see Many wonder, “What’s next. manufacturers should be capable of in pitch dark, observe through walls Where do we go from here?” The building an even better engine. and flesh, keep warm in sub zero futurists have their own ideas, and There is no doubt that aviation, temperatures, listen to sounds hun- there’s nothing more interesting than like all technologies, will continue dreds of miles in the distance. Pretty a documentary featuring their forays to change and advance. It may amazing considering we begin life as into the years ahead. Aviation maga- have slowed down a tad, reached Letter to the Editor tiny, helpless, unseeing, soaking wet zines are full of what’s happening and somewhat of a plateau in the last bundles requiring absolute and total what’s coming for the future of flight. few years, but there is evidence of it care. For many years, navigation aids taking off again. There will always A response to “A response to Loners”. organization, and by not either asking for or heeding But more important, we were all like GPS plat- forms were be people with a terrific passion for the advice of their peers, have paid with their lives. born with a brain. The wonders of featured and making things better, and that Membership in any aviation organization does Sadly, in some cases, the lives of innocents were also the human brain include its ability talked about includes those in the field not, in and of itself, make for safer fliers. On this point I lost. Their names and experiences have made front to form and shape thoughts, ideas, by everyone. of aviation. have to find myself agreeing with Mr Hane. HOWEVER page news, as well as the "life news" page of the local concepts, and to make decisions. Then came the – Membership in an association such as COPA, the section of the newspaper. I hope not to find Mr Hane's Undoubtedly the most complex life glass cockpit con- EAA, or RAA most definitely makes it much more likely name there before his time. form on earth, the brain is man's cepts, along with elec- that a flier will avail himself of the accumulated wisdom There is an old saying that is applicable to these ticket to accomplishing all we do. tronic engine and flight and experience of the flying community at large – and situations –and although not “politically correct” I Emotions are formed there as monitoring equipment. definitely makes it much easier. Particularly with home- will put it forward for the collective readership of this well. Emotions called anger, love, Advances in engine builders, the experience of those who have gone before magazine, membership of this organization, and fliers/ pain, and excitement are all part of technology share the spot- can be invaluable, and the chance to bounce ideas builders at large. Taken from a quote by Otto Von this highest form of life. Without light these days. Turbines and off fellow builders in a familiar and non-threatening Bismark – and expanded on by a wise man I had the emotions, there would be no one diesels, even electric motors may environment makes it much more likely that important pleasure to learn a lot from: flying, or swimming, or traveling, or well be in our future in a big way. questions will be asked – and serious insight gained. The smart man learns from his own mistakes, the wise doing any of the things that enhance In just over one hundred years, As long as Sadly, there are several recent examples of man learns from the mistakes of others, and the fool our lives. That’s because we do all we’ve gone from the Wright broth- we have emotions builder/fliers who have, by their nature, been never learns, because he “never makes mistakes”. these for the excitement, the emotion ers to supersonic airliners, vertical like “passion” and unwilling to avail themselves of this wealth of they create in us. flight and space travel. Even with all “excitement”, this experience, even while being a member of such an Clare Snyder Passion springs from the enjoy- this progress, when you remove the progress will con- ment and excitement of an activity. cowling from your general aviation tinue. We hear that word, passion, so often airplane, you’ll find technology that’s when we talk about our leisure hours. over 50 years old. The engines in the

Photo Credit: George Gregory 10 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 11 Tech Tips Bifold Hangar Door Tuneup

Gary Wolf loose enough to spit the key out. The design of a keyed shaft and flange system assumes that the key is a perfect fit in both the shaft and the flange. In the real world the key can and will rock slightly, and when this happens it chews away at the key slots. In the case of my door the key finally got loose enough to pop out, and when that happened there was no drive to that side’s lineshaft. I checked the door of another hangar and saw that the keyway in one of the flanges had widened by 25% and the key was no longer clocked in line with the keyway. I ended up replacing the flanges with new items made from steel. Mild steel is 50,000 psi tensile while cast iron can be as low as 20,000 psi. I also replaced the keys with new items but one must be careful when buying keystock. Initially I went to Princess Auto but found that all of their ¼” keystock was.002-003” undersized when measured with a set of mikes, not with a caliper. Then I bought real keystock at a machine shop supply and it was bang on .250”. There is no point in beginning with parts that are already loose enough to rock in the keyway. Everything was Opening the 50 ft wide door of my hangar has reassembled and the door resumed working. always been easy - just push the button and hold it until The mechanics of a bifold door are interest- the door is at the desired height. Day in and day out this ing. When the door is first being opened the load has worked for the past fifteen years until last week. The on the keyway (and the cables) is the highest. door was on its way up, about 4 feet, and there was a Brampton member Al Girdvainis suggests that it “whump” noise when one end of the door dropped a foot is a good idea to reduce the initial load on a door and jammed. A door this size weighs some 3000 pounds by momentarily turning on the switch, and imme- so the rest of the day was spent with a forklift and several diately shutting it off. The door will then tip out a friends, letting it down inch by inch. foot at the bifold hinge line, and he then resumes The cause of the failure was a surprise. Many large lifting the door. bifold doors have an electric motor and reduction box at Top: This is the typical wear pattern from a key that is rocking. Note the radial crack emanating from the keyway. The cables are under a heavy initial load and the centre of the lower edge, driving two line shafts that Above: keyed flanges take the drive from the gearbox to the lineshafts they are most likely to fray in the first few inches. act as windlasses to pull the cables that lift the door. The On my door each cable runs through a hole drilled gearbox has two output shafts, one for the left line shaft in the flange. The cable goes through the hole, and the other for the right. The output shafts and the line Top: The door is lifted by lineshaft and cables, powered by a motor and worm gear box. good situation. makes an abrupt 90 degree turn and then wraps shafts are keyed to take the rotation of the gearbox to the Above: The cable idler pulleys are usually stamped mild steel. The flange that had lost its key was removed and an inspection around the windlass drum. Unfortunately the hole line shafts. The connection between the gearbox and the showed a crack down the length of the keyway. The flange has two is as-drilled with no attempt made to radius its driveshafts is by keyed flanges that are bolted face to face. grub screws, one to hold the key in place and the other at 90 degrees edges. Al Girdvainis suggests using a dremel tool The key and keyways are heavily loaded and in the to take up any slack in the fit between the flange hub and the line to give the hole a radius to lessen the tendency case of my door one of the keys had come loose and got shaft. An inspection of the keyway showed that the key had been of the cable to fray. If you decide to replace some spit out, leaving one side’s line shaft without drive, not a rocking and had eroded the cast iron keyway material until it got parts head toTSC Stores or other farm supply. TSC

12 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 13 Tech Tips Science of Flight

carries all the cable, clamps, and ferrules so you might as one up from 4” steel bar and pressed in a real ball bear- well shop there. ing. It has worked flawlessly for fifteen years but it is a lot Precipitation Some doors have an idler pulley attached to the header quicker to buy extras and change as necessary – if you can beam, with the cable running up from the windlass, find them. Near 0°Celsius around the pulley, and then back down to the base of the While you are looking at your drive system you door. This gives a 2:1 ratio. The idler pulleys are usually should also inspect the other loaded parts. The rollers at Karolina Utko just stamped steel with a low quality bearing, just balls the bottom corners of the door bear against the front face running in the stamped steel halves. Every once in awhile of the hangar. When the door is shut there is no load on For the last year two years I have been I see one or two little steel balls on the floor and I know the rollers but as the door rises the roller load increases, involved in a research study to analyze hazardous that it is time to replace that idler wheel. When I had first and meanwhile the load on the gearbox and lineshaft is freezing precipitation from 1960 to 2012 over Prairie bought my hangar I did not know where the steel balls lessening. When the door is fully open there is very little and Western Arctic Regions of Canada. The occurrence came from but eventually I found that a bearing had dis- load on the cables and most of the load is pressing the of freezing precipitation happens at every month of the integrated, and the remains of the pulley were sawing rollers against the I-beams. The rollers are sometimes year in Canada. With that said, in the warming climate, through the 3/8” axle bolt. TSC Stores used to carry these sealed bearings and sometimes just plain steel rollers with these hazards and associated impacts will continue to pulleys but now they do not so you must chase them down bolts as axles. If the latter you should lubricate and check occur and it is important to understand past conditions on the internet or make your own. I had to do this one for wear. Motorcycle chain lube is a good lubricant for to advance our understanding of their future likelihood. holiday weekend when the stores were closed so I turned this. Freezing rain tends to occur as snow falls into an above- freezing inversion aloft where it melts before reaching the surface as supercooled drops. Freezing drizzle sibly dangerous on the part of Nav Canada, to shut down occurs through all-liquid processes within clouds at these NDB’s at Smithers for cost saving temperatures < 0°C. Ice pellets generally form if melt- In the event of unforeseen or catastrophic failure of ing snowflakes fall back into a sub-freezing layer closer To: Nav Canada 6 Aprpil 2016 the GNSS systems (due to natural phenomena, technical to the surface and have enough time to re-freeze before Subject: Notice of Consultation: Smithers 'TK' & 'YD' NDB failures, or political influences), this would leave large reaching the surface or melted snowflakes are nucleated COPA National consulted with its SMEs regarding portions of Canada and its isolated communities without in this sub-freezing later and are also able to freeze. the decommissioning of the TK & YD NDB’s redundant navigation aids. It is critical to assess when and where such pre- Facts: COPA strongly suggests looking at developing a cipitation occurs because of its hazardous impacts • Smithers is a northern BC mountainous community comprehensive national plan, in consultation with all the especially in aviation. Sounding analyses revealed that has a population 5400 with a rural catch area that Canadian Associations, Transport Canada, Nav Canada differences in vertical atmospheric conditions associ- increases this number. and also the communities that rely on air transportation, ated with the different forms of freezing precipitation. • All serious medical issues are flown out by mede- not only for their day to day transportation needs, but Depths of melting and lower subfreezing layer were vac. There are mountains in close proximity to 8603 feet. also for emergency services. consistent with freezing precipitation profiles between • The departure procedures are based on an NDB In fact, in light of this Notice of consultation and the 0-500m North of 60° latitude and 500-1000m South of track. others of similar nature, COPA is asking for a morato- 60° latitude. For pilots, this is important especially • There are 4 RNAV approaches and an NDB(DME)/ rium on the decommissioning of traditional navigation when flying into icing conditions on approach and final. NDB A approach. aids, particularly at Northern and/or isolated sites simi- Knowing where the inversion occurs through 0°C can Identified risks: lar to Smithers, until such time as there is a comprehen- help you avoid icing. Additionally, temperature dif- • If there is a GNSS failure of the system, the commu- sive long term plan relating to air navigation redundancy. ferentiation can vary greatly on the ground but you can nity would not have any IFR capability, particularly for Please do not hesitate to contact me for further dis- still receive icing in the air. Freezing precipitation was emergency air services. cussion. recorded at maximum temperature on ground of 9.6°C • In that there is a VOR in the vicinity, the enroute South of 60° latitude and minimum temperature of loss of the LF airways does not have as large an impact, Sincerely, -15.8°C North of 60° latitude. but it is still a loss of existing facilities. Bernard Gervais For those interested in further education in effects on COPA believes that it would be a premature and pos- President and CEO, COPA aircraft icing I welcome you to take a free online course offered by NASA: http://aircrafticing.grc.nasa.gov

14 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 15 Tech Tips Tech Tips

thickness and the width will be 5 coupon dry will heat the resin and Strength and Vacuum Bagging times. This coupon should be cut out transform the edge into a glassy state With regard to fibre of a test sample using a wet tile cut- that can easily be broken. This will Making sure your vacuum bagged part is as strong as it's supposed to be / by JF Alexandre ting saw. You cannot use a hacksaw, not accurately represent the strength ratio, the more fibre bandsaw, or dremel - cutting the of your layup. you have the better.

With just a simple setup you can compare an existing airplane layup and test to see how you can make your own the same strength, a kind if reverse engineering. You can use a load cell or a fish scale to pull at the centre of the part, using a lever arrangement to apply the load. Make sure you increase the load slowly and always at the same rate. Back to our earlier question, both parts have the same layup with 2 car- A B bons each side of 4 layers of glass. B is far heavier because it has more resin. On a short beam test the B part gave about 1290 N, but by being lighter and thinner the A part gave nearly 2000 N. The reasonable explanation is that the fibre ratio (fibre fraction) is higher than A, and if you look closely at B you can see some air voids. Both parts were made by infusion but the B part got an air leak into the bag during the cure, which dropped From my earlier article about composites, I will the vacuum level to around 15 inHg. now deal with strength of a layup. From the photos, before The same part redone as A got a full you read the rest of the article, what can you really deter- cure at 29.96 in Hg with no leaks. We mine? Does B have more fibreglass and carbon than A, or can conclude that while vacuum bag- does it have more resin in it? ging is always better than nothing, a In fact the way to determine the strength of the material higher vacuum is always preferable. is to test it. With the ASTM method you end up with accu- With regard to fibre ratio, the rate data that you can use to compare with its spec sheet. more fibre you have the better. If you A builder can do the same at home but as the scale will wish to have a part with good stiff- be different, for most it will be useful just to compare one ness to resist deformation, as in the layup technique with another. You will still get valuable wing walk area, this will improve the data with a simplified method. Opposite top: which one do you think is stronger? Both parts have the same layup with 2 carbons sandwiching 4 layers of glass. resistance to buckling. A proper panel The easier test is the ASTM D2333, which is a 3 point Opposite: a 3 point bend gives a good idea of the material's shear strength. Top: Testing showed the thicker sample, which actually designed for this application would be bend, that gives a good approximation of shear strength. had more resin (and therefore weighed more) was not as strong. Above, the thinner, lighter sample has more fibre in it and was even better, even if it ended up being The test coupon will have a length 10 times the material nearly twice as strong as the thicker one. It had a higher fibre fraction. the same thickness as B.

16 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 17

Source Photo: https://wall.alphacoders.com Science of Flight Science of Flight

This is sad as this is something that we should practice regularly for obvi- Consciously or not, we always fly the AOA ous reasons. Lately, I happened to have sev- as this is what defines our speed. eral discussions on that latest cockpit gadget: the Angle Of Attack (AOA) strongly suggest that you invest time many of these aircraft, the pilot needs indicator. The relevant marketing in knowing your aircraft very well, more than just the ASI, hence the Airspeed vs Angle of hype has convinced numerous pilots in understanding its capabilities and importance of the AOA indicator. that this is an absolute requirement features, and above all, in understand- The AOA indicator for small air- Attack: Does It Matter? for safe flight. Granted, this AOA ing the behavior of your aircraft lead- craft is not a bad thing in and by itself. indicator will give you good reli- ing up to stalls, including accelerated The avionics industry, in its constant JC Audet able information on how your angle stalls. I definitely recommend that need for generating more revenues, is of attack is doing. This, of course, is under these circumstances, your eyes expertly marketing this device, as an Do I fly airspeed or angle of attack? Does it power all in one motion, and eventually trim as true, providing it is a good design and should be outside with a regular look absolutely necessary safety item. Each really matter? This topic of discussion has sud- we proceed to climb. The aim of this description it has been properly installed. And at your ASI, instead of monitoring a owner/pilot is responsible to decide denly taken on much importance with the recent is not to provide a lesson in flying but rather this information is useful providing small display about AOA. if his/her airplane needs this instru- advent of the Angle Of Attack or AOA Indicator. to draw attention to the relationship between you know what to do with it. We all So what is the purpose of another ment and again, I respect that choice. You can look up Aircraft Spruce, or several other airspeed and angle of attack “α” (Alpha from learned to climb at a given airspeed, thing to look at on the panel and be I would prefer to see this pilot invest stores or aviation magazine to view the offer- the Greek alphabet). I go back to the days when we cruise at predetermined airspeed, concerned with? Well, if most of your more time in knowing and under- ings and prices. One thing I got early in military we had α, α Transducers, and α Indicators. and we approach and land at specific flying involves high load factors, standing his/her airplane, particularly flight training and never forgot is this: Eventually, α was replaced by AOA (Angle Of speeds. And we also stall at a given extreme maneuvering, or high bank at the edge of its flight envelope, Attack) in modern aircraft documentation. With airspeed, an airspeed which varies angles with heavy loads, one of these where the wing is approaching the Attitude + Power = Performance the arrival of the F-18 in my world, I had to depending on the weight of the air- AOA indicators might be useful. If critical angle of attack. I honestly feel change to AOA, AOA Vanes, AOA Transducers, craft and the maneuvering we are you are flying a heavy transport air- this would be a much better insurance The simple interpretation of this axiom is that and AOA Indicators. I always suspected that the performing, like a high bank angle for craft, or a fighter, the AOA is probably policy. if the pilot uses the appropriate aircraft attitude American design teams on the F-18 and the new instance. Well guess what: all those necessary. These larger heavier air- with a suitable power setting, the aircraft will do generations of fighters had naturally all tran- speeds are directly dependent on the craft, particularly fighters, have been what the pilot wants. In practical terms, the atti- sitioned to the computer for their daily work angle of attack we are using at any using these AOA indicators for a long tude defines the airspeed and the power setting and since the symbol α is not on the keyboard, particular moment. But we stall at the time. Their pilots also rely on their ASI defines the altitude. And its corollary is Atti- they could not figure out where to get it, so here Critical Angle of Attack which is con- for all aspects of their flying, except tude – Power – Trim (APT) used for climbing comes another acronym. Or maybe they just stant for the particular wing section typically when they come in for land- JC Audet has a MSc in Physics and BEducation and is a (and PAT for descending). We were taught that don’t know about Greek. you have on your aircraft, regardless ing. In order to slow down, they have former military pilot also qualified as an Aerospace Engineer. to transition from normal cruise to a stabilized Consciously or not, we always fly the AOA of weight or maneuvering, because it to increase the angle attack as con- He has worked for Bombardier Aerospace, Fairchild-Dornier climb at a specific airspeed, the pilot first must as this is what defines our speed. Granted, none is part of the design of that wing sec- firmed by their ASI. These aircraft are and worked with Israeli Aircraft Industries in Tel-Aviv. Upon set the attitude appropriate to the desired climb- of us thinks of selecting a particular AOA, we tion. From a practical perspective, we large and heavy (airliners) or have a returning to Canada, JC did some consulting work with ing airspeed and wait for the aircraft to settle simply decide what speed we want to fly and all fly according to the speed shown small thin wing designed for extreme the Air Force and Transport Canada before accepting the at that airspeed. The aircraft will initially start set the nose (or AOA) accordingly. Then we set on the ASI because this is what we high speeds (fighter) and they do not responsibilities of Program Manager and System Engineering climbing as it trades speed for altitude. When power as we need to control altitude. This is learned, this is the instrument we all like slow flight. Due to their weight or Manager with CAE in Montreal. He later formed his own the desired climbing airspeed is achieved, the what we were all taught on our way to our pri- have, it is meaningful, and it is easy configuration, their moment of inertia company to design, test, and certify special purpose aircraft pilot must add power and finally trim out the vate license and we all use, consciously or not, to interpret. But in fact, we are flying takes over quite rapidly (more so with modifications. JC is currently the Chief Flight Operations aircraft. Remember we are talking small trainers that technique in our flying today, because it the angle of attack which defines our a fighter) and getting too close to the and Chief Test Pilot at CMC Electronics, a manufacturer of here, not jet fighters, although the same concept works. We also learned about stalls, how to rec- speed as shown on the ASI. In other Critical Angle of Attack can quickly communication and navigation equipment for airline and the still applies. As we gain experience, we all get to ognize them and how to properly recover from words, we all have sort of an AOA lead to an unrecoverable situation military transport aircraft. He holds an Airline Transport Pilot disregard this nice, carefully orchestrated tech- a stall. The major problem here is that most of indicator via the ASI. If you fly any which could prove to be catastrophic License and has accumulated more than 1000 flying hours as a nique and we just pull the nose up and apply us put that behind us once we have our license. type of small/light aircraft, I would when close to the ground. Thus, in Flight Instructor.

18 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 19 Tech Tips Tech Tips

I was researching some rivet information If we have, for example, 1,000 lbs. in earlier columns). They have good joint, which can cause such joints to much larger with respect to the static Riveted for my Sonex, when I came upon a good to be carried over from one skin to corrosion resistance and are compat- be less reliable. loads). As mentioned, solid riveting article by Chris Heintz. I have included another, we can choose various ways ible with 2024 and 6061 materials. Next, let's look at what makes the when correctly done is an excellent Joints the first part in this issue, the second of achieving this (see figure 1). Now, let's look at why they are set rivet (AD rivet) a good fastener. fastener - both reliable and durable. part will be in the May issue, I hope you The designer of an aircraft also a good structural fastener. (See 1. First, AD rivets are manufac- But it also has some drawbacks: by Chris Heintz find it useful. – Slipstream Ed. chooses the solutions best adapted figure 2). First the hole is drilled tured with adequate quality control 1. You need special equipment to the materials used - a continuous slightly oversized (via the use of which guarantees you the correct (you'll need to buy an air compressor, as printed in the Slipstream Newsletter Aircraft raw materials joint with wood and composites, a number drills) so that the rivet can alloy (when you mix bonding cement rivet gun(s), rivet snaps and bucking come in different but limited sizes single bolt or heavy (thick) fittings easily be introduced after deburring or resins. you are responsible!) bars); due to manufacturing limitations with steel; or riveted joints on rela- (see Figure 2, item E). 2. The rivet fills the hole com- 2. You need some expertise and as well as economical distribution. tively light gauge materials and/or Note that the drawing also pletely so that no relative motion is prior practice (you'll need a good The designer has to choose materials when the joints are long (to avoid the indicates correct rivet size depend- possible. teacher for this - errors can be costly which are available, can be trans- weight penalty of many steel bolts). ing on the total metal thickness, 3. The original as well as the in more ways than one); ported to the manufacturing facility For over 50 years, riveted alu- called the "grip'. Then the rivet is formed head both rest both very 3. It is noisy (your family and (even the homebuilder's basement minum structures have been very squeezed (compression is achieved well and the parts having been com- neighbors may object to your setting or garage), can be cut to required successful, and are found to vary- by a rivet 'gun" and a "bucking bar". pressed into place. This makes for a rivets in your basement or garage sizes with the minimum tools, and ing degrees on virtually all aircraft The pneumatic gun hammers on one snug and sealed joint which will pre- after 10 p.m. or on Sunday morning . can be handled without causing too (whether the complete airframe or side while the bucking bar, which is vent any water from creeping under . . and that is just when you have the many rejects due to mishandling ... just an instrument panel). They do simply a heavy chunk of steel, pro- the heads and corroding underneath. time for it); and still end up with an aircraft of not fail under static or repeated loads vides the reaction on the other.) Also very important is the fact 4. You need access to both sides appreciable size, adequate strength and they do not corrode if the rivets When the rivet shank is com- that the heads squeeze assembled of the parts to be assembled (and this and good looks. Aircraft can't just be are well chosen and properly set. is obviously not always easy or pos- made out of one big sheet of material How to set the rivets correctly can sible: How will you get the bucking bar inside an aileron of a small air- craft?). You'll often need a helper to "buck" the rivet on the other side, or have long skinny arms and/or a full assortment of bucking bars. So another solution has been devised - blind rivets, which have none of the above-mentioned disad- vantages. Blind rivets, often incor- rectly referred to as "pop" rivets, pressed, its diameter grows until the parts tightly together and when the have been used on aircraft since the hole is completely filled. (See Figure loads are applied (see arrows on production of the DC-3 (the tubular 2, item F). When we further compress Figure 2), part of the load is transmit- 'Chobert' rivets). In the next article the rivet it can only grow further ted from one sheet to the other by we will discuss the good and also the outside the hole and thus the formed friction. It just happens in aircraft questionable qualities of blind rivets head is shaped (see Figure 2, item (this is not the case with racing cars) in more detail. and "wrapped together." Rather, vari- be learned quite easily and should be G), which also gives a correct formed that the part of the load transmit- ous parts have to be formed out of explained by the designer when he head dimension. Note that a visual ted by friction corresponds to the different types of material and joined sells drawings or kits to build an alu- inspection of the rivet will immedi- high frequency engine loads which together. Each of those parts carries minum aircraft. The choice of rivets ately tell you if the rivet is good or if would otherwise fatigue the rivet a load and the fastener that brings is very simple: only 2017 alloy rivets it has to be drilled out and replaced. (or require an overdesign of the rivet Chris Heintz is the designer of numerous homebuilt and these parts together has to carry are commercially readily available Such easy inspection is obviously joint which is done in racing cars kit plane designs and was involved with the design of the the load from one part to the other. (these are the "AD" rivets mentioned not possible on a bonded or glued where the engine vibration loads are Concorde. In 1999 he was inducted into EAA's Hall of Fame.

20 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 21 Feature

Europe’s most popular light plane has landed in Canada. The German-manufactured Comco Ikarus is the most popular light plane in Europe with thousands sold since 1995, and it is now available from Sportplane Inc. of Brantford Ontario. . In Germany the design standards are very strict, with a maximum gross weight of 990 pounds, so to be able to carry two full sized adults requires a competent designer and careful fabrication methods. Designer Hans Gygax had already designed a full range of ultralight aircraft when twenty years ago he came forth with his Ikarus. He wanted a real airplane that would use the Rotax 912 series engines to advantage, and the plane had to be roomy, quiet, and quick, with landing gear robust enough that European flight schools could use it from grass strips. Twenty years later, it is fair to say that he has achieved his goal. The Ikarus dealer network now spans the globe, from China, Russia, Europe, and the UK, to South Africa, Brazil, and now Canada. For many pilots who want what boaters would call a “daysailer,” the magic combination is two comfortable seats, an easy100 mph cruise, and four gallons per hour. In the fifties there were many planes that purported to achieve this but Comco's Affordable Fly-Away Comes to Canada there were always compromises. First off people were skinny back then and fuel was cheap. A 39” wide Cessna 150 cockpit was adequate, 95 mph was close enough, and 4-1/2 gph of 100LL was affordable. The world is much different now. Few Gustavo Corujo photo. pilots weigh 175 pounds, and 100LL costs $8.00 per gallon (plus HST) so a two hour flight in a Cessna 150 means that the passenger will prob- ably be scrunched against his door while the old Comco Ikarus 2 Continental noisily burns up nearly $80. 22 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 23 Feature Feature

Left, two tubes brace the top corners of the bulkhead to the boom tube, with a bellcrank for the elevator pushrods mounted between. The battery is at the far end - its weight and position are critical for weight and balance. Right, the fabricated cross member and the 8" boom tube are the main fuselage structure

By comparison the Ikarus C42 ribs, just the shrunk in place fabric by a servo acting on the bellcrank. more than meets the daysailer to hold everything together. Zippers Comco Ikarus offers a wing fold requirement. The cockpit is 48” wide near the wingtips quickly allow an option but it is the type that has a and it will cruise happily and qui- inspection of the structure and the stub spar, allowing the wings to be etly at over 100 mph, while burning aileron pushrods and bellcranks. unbolted and rotated to be positioned under 4 gph of auto fuel that cur- By itself a ladder wing has little alongside the fuselage. This almost rently sells for less than five dollars torsional rigidity so each wing has the same work as removing the Gap seals are by overlapped velcroed fabric, simple and effective per gallon. a V lift strut with jury struts. I had wings, but it saves the need for wing expected that in flight the wing might racks on the trailer or in the hangar. The Wing have been flexible but even at 120 In this country where hangarage is tube. The engine mount attaches to it at the north The construction of the Ikarus mph it was rigid. The 31 ft. span usually affordable this type of wing end and the tail attaches to it at the south. Imme- Although the plane looks as if it wing pays great attention to weight wing has a 2412 semi symmetrical fold has little advantage, so the test diately behind the seats is a formed aluminum saving. The wing is a tubular alu- airfoil with 135 square feet of area, plane did not have the option of fold- crossmember that has a half round cutout, and has a composite fuselage, what minum ladder with three compres- and a chord of 52”. The resulting 7:1 ing. this is firmly fastened to the fuselage tube. The sion struts at the root, the tip, and at aspect ratio and the clean airfoil com- landing gear pivots from the centre of this cross- you see does not handle any of the the lift strut attach point. The wing bine to give an 11:1 glide ratio. The Fuselage member and the suspension and lift strut loads covering is a sewn sock made from The flaps and ailerons have large The real genius of the Ikarus is the are fed into the crossmember’s ends. flight or landing loads. a Kevlar/polyester/mylar woven diameter tubes as their leading edges, simple (patented) fuselage design, Attached to the top of the crossmember is a fabric that is used on the Goodyear and small diameter tubes as ribs and made possible by the light weight of trapezoidal bulkhead built from aluminum tubes, Blimp. At each rib station are upper perimeter. Hinged on clevises, these the wings. with a diagonal tube to give lateral rigidity. Both and lower chordwise sewn pockets controls are covered in the same Although the plane looks as if it the bulkhead and the crossmember are braced by into which are fitted formed alumi- fabric as the wings, and at the gaps has a composite fuselage, what you four triangulating tubes that fasten to the 8” fuse- num tubes. These have thermoplastic the wing skin and aileron/flap skins see does not handle any of the flight lage tube well down its length. end fittings that locate the rib tubes meet in a line of Velcro to provide or landing loads. The actual struc- The top corners of the trapezoid are the against the large diameter spars. a perfect gap seal. The flap leading ture is an 8 inch diameter aluminum attach points for the rear spars. A triangular There are no vertical or diagonal edge tubes meet at the centerline of tube that runs from the engine to the structure made from steel runs forward from the members joining the upper and lower the aircraft and are directly actuated tailpost, with all loads fed into this top of the bulkhead to meet the front wing spars at the centerline of aircraft. This triangle is braced

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vertically by a 2” tube that runs down to the 8” fuselage tube.

Tail The empennage is framed in bent aluminum tubing and covered in the same fabric as the wing, with a velcroed line as gap seal. The vertical fin is braced to the stab by a pair of streamlined tubes, and the rudder is actuated by cables, while the elevator operates by a pushrod with a rod bearing at the horn. The rudder has a small fixed trim tab while the elevator has a hinged tab actuated by a servo.

Landing Gear Two stainless tubes feed hot air from the muff to the plenum. A butterfly spans the oval cold air intake to determine whether the engine will receive cold or hot air. The tricycle landing gear is very light, with The panel hinges down for full access without any gymnastics Below, three steel tubes converge at the junction of the front spars, with a vertical tube running down to the 8" fuselage tube swing arms made of aluminum, pivoting from the bottom of the 8” fuselage tube. Fore and aft the oil cooler and instead uses a heat The Ikarus has a particularly quiet of propeller or its pitch must prove location is by trailing arms, also pivoting from the exchanger so that the water rad also exhaust system that employs a large conformity with the regulation. To say centre of the fuselage tube, and suspension is by cools the oil, resulting in oil and water volume silencer canister behind the that the Ikarus is quiet is an under- air pressure oleos. A plane that meets the German temperatures that move in unison. The engine, with a tailpipe exiting at the statement. 990 pound category requirements must pay great rad is front and centre in a duct that lower right corner of the cowling. Ger- Surrounding the stainless silencer attention to the weight of its components. A spring keeps the temperatures in the green, many has very strict noise standards canister is a heat muff that feeds heated aluminum gear would be cleaner but a lot heavier, even in climb, and a cable actuated and the result is a low pitched exhaust air to the intake air tract. A NACA duct and with the attention Ikarus gives to fairing butterfly can be used to block airflow that will offend no one. The standard on the top of the cowling feeds ambi- everything there is little drag penalty. The track of on cold days. is so tight that in Europe even a change ent air to a butterfly-controlled plenum the main gear 63”, reasonable for a plane that has that has two Scat hoses, one leading a low landing speed. Brakes are hydraulic on the to each carburetor. The carbs always main gear, both actuated by one motorcycle lever receive some heat from the muff but on the control stick, and the wheels are 4.00 x 5 it is largely diluted by the incoming with Swedish Trelleborg tires. ambient air. Closing the intake ple- num’s butterfly results in the engine Firewall Forward receiving only the hot air from the heat The engine compartment and cowlings of muff, a very effective and simple way the Ikarus are well engineered. Most light aircraft of handling the issue of carb heat. in this category use the Rotax 912 series engines, The composite cowlings are and the water and oil hoses tend to provide a lot smooth and well fitted, shrink of clutter. There is only so much that can be done wrapped around the 912S engine, to clean this up but Comco has dispensed with with quick camloc fasteners to remove the top section. A small door allows a check of coolant and oil before every The tail components are made from aluminum tube, visible through the fabric. flight without having to remove the Battery access is through the removable panel on the right hand side. Centre, a cowling. Rotax engine compartment is always busy, this one slight less so because of the

oil/water heat exchanger. Bottom, The inset panel allows good sightlines while Cabin landing, with space for all necessary VFR instruments The cabin is spacious and comfort-

26 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 27 Feature Feature

dard but the test plane added a Dynon Skyview that provided much more. With its fuel burn of under 4 gph the Ikarus Even with that there is extra space for pilots who want more toys. One has a range of 400 miles, and fillups with nice feature is that the panel is bottom hinged and lies down flat for inspec- mogas cost less than half of what the Cessna tions and maintenance – no need to get upside down in the hellhole at annual owner was paying. time. All controls are readily accessible from either seat. pounds of fuel and two 200 pound authority, and a cross control produced Behind the cabin is the luggage crew, plus a laptop and camera. There an impressive rate of descent. In level compartment, accessible by removing was still enough payload for over 50 flight it was possible to leave the stick the left side panel. While there is a lot pounds of luggage. alone and fly on rudder - the rudder of space and enough payload for suit- We rotated at 50 mph and then induces roll so with trim and rudder cases, there is no dedicated place for maintained 5000 rpms for a 75 mph the plane flew well enough to leave them. Some sort of floor with a net or climb in the zone. Once out of the zone the hands free for map work (remem- a box would make the luggage space we increased the climb angle to main- ber maps?) or checking the CFS. The more useful for trips. tain a 66 mph airspeed and a solid 1000 British authorities require that a light Immediately behind the passenger fpm rate of climb. plane be controllable with one major seat is a 65 litre clear polyethylene fuel Cruise at 4200 rpms was 92 mph, control disabled, and the Ikarus meets Left: The trapezoidal bulkhead with a diagonal tube take the wracking loads to the tank. This is behind the CG but it is so and at 4800 rpms it was 104 mph, a their requirement handily. crossmember. Above: The elevator pushrod has rod bearings throughout. The bluff rear end of close that it has little effect. The battery very relaxed rpm for a 912S Rotax. Returning to the circuit we the fuselage is necessitated by the 8" diameter boom tube. is at the tail and it has a lot of effect on Increasing to 5000 rpms raised the reduced rpms to 4200 and 92 mph. CG, so when it needs replacement the cruise to 110 mph. (By comparison a On base we were at 3600 rpms and 75 able, with good headroom. A six footer the circuit without the heat that comes gain limited access to the luggage area. owner must ensure that the new one is 701 with the same crew needs that rpm mph. losing 300 fpm. Dropping the fits perfectly, with six or seven inches with a completely clear cabin top. The There is also some storage available the same weight, or else take steps to to maintain level flight at 70-75 mph.) flaps one notch at 68 mph increased of space above his head. Neither the cabin temperature is regulated by two under the seats, and a laptop fits easily. correct the CG. A removable panel in Top speed at 5400 rpms was just over the descent another 300 fpm. We tried pedals or the seats are adjustable but fresh air vents and an effective muff The two throttle levers have hinged the top of the tailcone can be used for 120 mph. (Vne is 138 mph) We then the second notch but we were too hot even a 6’3” pilot has adequate leg- heater. The test flight was on a 50F day shafts so that they may be lowered the ballistic parachute that keeps wives reduced rpms to just above idle and so the flap load sensor prevented this room, and a pilot under 5’9” can place and we were comfortable, even when while getting in and out of the plane, happy, but this plane preferred to be raised the nose for a stall but it never and returned to the first notch, while a cushion behind his back. The centre at altitude. and so that a passenger will not inad- flown by its pilot. broke – all we could get was a mush admonishing us with a flashing red stick is well placed, and as well as the Getting in and out of the Ikarus vertently take control. The test plane and a resumption of level flight. light. brake lever it holds the elevator trim is made easy by the large door cutout had the optional electric flap actuator The Test Flight The stick forces were light to mod- Over the fence the airspeed was switch and the PTT. The wraparound and the fact that the lift struts attach that has an unusual feature. There are After the usual walkaround and erate, not twitchy but light enough 65 mph and the touchdown was at 44 lexan windshield drops well down on behind the seats. This is not one of three positions, and if the pilot lowers fluid checks the usual next step with not to be fatiguing. Roll and pitch mph. With the low cowl line and the the fuselage side with good sightlines those planes that require the pilot to the flaps below the allowable airspeed a Rotax is to ensure that the mags are stick forces were equal and the plane sightlines between the panel and the at the edges, for a better view of the reach down to pull up his foot, while the indicator light flashes and the flap off and then hand prop half a dozen showed positive stability in both axes. windshield there was no problem with ground when landing. Because the his knee is against his ear. The high automatically retracts to the previous blades to chase the oil from the crank- (This is a requirement for AULA but seeing the runway. We could have fiberglass bodywork is non structural back seats are fiberglass covered in position. Manual flaps with an over- case to the remote sump. We climbed some manufacturers ignore it.) There landed slower but at this speed the the doorposts are not the cabanes, black material, with well shaped cush- head actuator are standard but the in and the engine started immediately was no noticeable adverse yaw and rollout was only a few hundred feet so so they can be very slim. The curved ions, and the padded central armrest electric one is so much nicer. and I remarked how quiet it was, a with feet flat on the floor the ball got why bother? doors are top hinged with air spring provides a comfortable arm position The panel is low for good sight- combination of the effective engine only half out of the cage. The electric I was impressed by the perfor- cylinders to hold them open. The for flight. lines over the nose, and large enough silencer and the three blade 68” Warp trim worked well and it was possible mance and the cross country capabili- large side windows and two oval roof Behind the seats is a padded fabric to hold everything necessary for day Drive prop. to maintain altitude or to produce ties of the Ikarus. The importer and a windows provide good sightlines in bulkhead cover with a Velcro release to VFR. Analogue instruments are stan- The takeoff roll was brief, perhaps a consistent cruise climb or descent friend made a trip to PEI last summer 300 ft, surprising because we had 90 using only trim. The rudder had good in company of a four seat Cessna.

28 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 29 Feature News

Brantford Ontario where Sportplane CARTER AVIATION ANNOUNCES “Our slowed rotor technology allows the aircraft the Ikarus is perfect for a pilot who waited Inc. has its headquarters. At first gasp to fly at 525 mph (450 kts) without the rotor advancing the price might seem high but if you RECORD BREAKING CARTERCOPTER tip speed exceeding Mach 0.95,” pronounces Jay. “The until his fifties or sixties to get a license, look around you will find that new 2 slowed rotor (no variable speed transmission required) stroke around-the-patch ultralights can April 8, 2016 (Wichita Falls, Texas) – Carter Aviation reduces the rotational drag so dramatically that the and does not want to spend a couple of cost two-thirds that price, and a factory Technologies, LLC (Carter) is moving forward with rotor drag becomes only about 10% of the total aircraft assembled 912S Kitfox will cost $125K securing partners to begin production of CarterCopters drag – basically a function of the rotor wetted area.” years building a plane. US. Even a quickbuild Sonex with a at a variety of size classes. In the meantime, Carter has This drag reduction is a function of the rpm ratio cubed They cruised at the same speed and medical, albeit without a passenger. If VW conversion will approach $65K developed a configuration that can break the rotorcraft – dropping the rotor rpm from 300 to 100 reduces the the Ikarus crew was more comfortable the PP-UL holder takes extra training CDN and you still have to spend a world records for speed, range, and altitude – records rotational drag by a factor of 27. Carter intends to because of its quiet cabin. With its fuel for a passenger endorsement and gets year or more doing assembly and fit- that have been unbroken for half a century. “We had this demonstrate not only record breaking performance, burn of under 4 gph the Ikarus has a a doctor to sign his medical he can ting, then panel and paint. This is what concept on the boards for several years and decided it was but also continue to demonstrate other critical features range of 400 miles, and fillups with then take his Granny for rides. Current it costs in the real world these days. time to move forward,” explained Jay Carter. “We expect such as unparalleled safety with an auto-rotating high mogas cost less than half of what the Rec Permit and Private pilots can of The Ikarus is an engineered and to achieve speeds in excess of 400 kts, distances greater inertia rotor that acts as a built in parachute that can Cessna owner was paying. course fly this plane with a passenger. factory built real airplane that has great than 2,000 nm, and altitudes of over 50,000 ft.” To achieve operate at any altitude or speed and extremely quiet In this country the Ikarus is reg- Besides appealing to a graduating flight qualities and useful cross coun- this performance, Carter will employ two Honeywell cruise flight performance, something lacking at various istered in the Advanced Ultralight Ultralight pilot, the Ikarus is perfect try capabilities. There is a good reason TFE731-20 turbofans coupled with its Slowed Rotor / levels in today’s conventional rotorcraft fleet. (AULA) category. The category limit for a pilot who waited until his fifties that in Germany it was the best selling Compound (SR/CTM) technologies. The installed power “Everyone likes the idea of high speed and long is 1232 pounds and the Ikarus with its or sixties to get a license, and does not aircraft of 2015. from these turbofans will also give the aircraft the ability range with exceptional cruise efficiencies, but one 1180 pound gross fits in nicely. With an want to spend a couple of years build- to break the time to climb record for rotorcraft. of the little known features of a CarterCopter is ride empty weight of 630 pounds there are ing a plane. In this country the Ikarus Contacts: This configuration will make an ideal VTOL Business quality in cruise flight,” described Jay. “With a tall 550 pounds for crew, fuel, luggage, and comes fully built with only the wings Ikarus Flight Centre 416-712-5399 519- Jet that could provide point to point transportation for tilting mast supported with flexible supports, the rotor odds and ends. This is a very useful and tail to bolt on. The plane is ready 222-7368 up to 6 passengers and cruise at 400+ kts for up to 2,000 loads are essentially isolated from the fuselage. What plane and it has the advantage that it to fly the same day it is unpacked. The [email protected] miles. Carter envisions this aircraft once demonstrated this means to the crew and passengers is a jet smooth can be flown on the PP-UL Ultralight current price is $85K CDN plus about www.ikarus.ca will open up other possibilities for other variants both ride, which is dramatically improved over today’s Permit with a self declared Class 4 $4K for shipping from Germany to larger and smaller with different mission profiles – helicopters.” Carter is now formulating business plans downtown city to city transportation, point to point to secure partners and assemble a team to complete the cargo and humanitarian support for developed as well as detailed design, fabrication, and ultimately With the wide doorway and the rear mounted lift strut, even an old curmudgeon can get in and out easily. undeveloped countries, Medevac, UAVs, diesel powered the record breaking demonstration SR/C aircraft driving Carter scimitar props for extreme of this exciting new CarterCopter efficiencies, etc. configuration.

Roadable Aircraft News Switchblade Wing Stowage Mechanism Completed and Tested

The testing and perfecting of the powered wing swing mechanism was accomplished, and various videos have been posted about it on YouTube and Face Book. We could have opted have this be done manually, but since the tail will be moved electrically, we wanted to provide the same for the wings. It really does make things easier, and James Bond would have wanted it that way. There was quite a bit more to perfecting the wing swing than simply hooking it up and turning the switch. It would have been nice if it were that easy, but to produce something that employed a simple design, would swing the wings in a reliable manner, and would be easy to maintain, we had to work through several approaches. A video of the mechanism can be viewed at https://www.youtube.com/watch?v=uqvRyJd1P6k

30 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 31 News News

George Neal, 97, Pioneer Airman, Passes Away in Toronto Cardston 7th Annual Fly-In Breakfast. Joe English Memorial Fly-In UPCOMING June 15, Cardston, AB : Breakfast from Pancake Breakfast April 6, 2016 It was with great sadness the new DHC-1 Chipmunk trainer. He with Pup Great War fighter and built 0800 - 1030. July 27, Cayley, 8:00 - 10:00 that Canada’s Aviation Hall of Fame became Chief Test Pilot in 1948 and, an award-winning flying replica of the learned of the passing of George Arthur with the introduction of the British de aircraft, now on display at the Canada London-St. Thomas RAA Fly-in Fathers' Day Morinville Fly-In Edmonton 3rd annual COPA for Kids Neal, peacefully on April 4, 2016 in Havilland Vampire jet into service in Aviation & Space Museum, at Rock- June 4th – Mark Matthy’s Field June 16 at Mike Poworoznik’s, Morinville August 10, Edmonton, AB. North York, Ontario, at the home where the RCAF, Neal became one of the first cliffe Airport in Ottawa. -- look on Google Maps for Edmonton- he was born and lived all his life. Born civilian pilots in Canada to become Neal was Chief Pilot for the COPA Flight 90, Fly-In Breakfast/ Morinville Aerodrome Westlock, AB Fly-in Breakfast on November 21, 1918, George was the jet qualified. He did a considerable National Aviation Museum until 1991, COPA for Kids Aug 11 Airspace closed at 11:15 a.m. son of the late John and Kate (Dennis) amount of demonstration and develop- when their program of flying the vin- June 9, Bonnyville, AB 7:30-11 COPA Dunvegan Flight 174, Fathers for airshow. Neal. He is survived by his sisters ment testing of this aircraft across the tage aircraft collection ended. He flew Day Fly-in Breakfast Evelyn LoPatriello and Doris Mund- country and the world. the Sopwith Pup, Avro 504K, and Nie- Innisfall Annual Fly-In Breakfast June 16, Fairview UPAC Convention inger and many nieces and nephews. The flight testing of the DHC-2 uport 17, which are in the museum's June 9, Innisfail, AB (EM4): 8:00 a.m. to August 19-21 Lubitz Field, Plattsville ON He is predeceased by siblings Kathleen Beaver, first flown by Russ Ban- collection, and rebuilt a Hawker Hind 12 noon. Arlington, WA Fly-In Neal, (2007) and John Neal (1994). nock, was completed by Neal in 1948. for the museum. He accumulated more Arlington Municiapl Airport July 7-9, Canadian International Air Show “We have lost a pioneer in Cana- This included the certification test- than 15,000 hours on over 100 different Air and Auto Extravaganza at Wiarton 201. Drive in or fly in, camping available. Sept 3-5 - CNE Grounds dian aviation,” said Tom Appleton, ing required to obtain a Civil Type aircraft types during his lifelong pas- Airport For more information call 360-435-5857 Chairman of Canada’s Aviation Hall Approval. His convincing demonstra- sion for aviation. Saturday June 11, 2016, Rain date email: [email protected] Brampton CNC3 Grand Finale of Fame. “On behalf of the Hall, we tion of the short take-off and landing In 1999, George was commemo- Sunday, June 12. Wiarton Keppel Monday Night BBQ extend our most sincere condolences to (STOL) features of the Beaver led to rated by the Royal Canadian Mint, with International Airport (CYW). 50+ Aircraft RAA Midland/Huronia Northern Mon. Sept. 5 Brampton CNC3—6:30 pm George Neal’s family and friends.” sales throughout the world, and has a $20.00 coin with his profile and the Exhibitors including antique, military, Regional Fly-In Grand Finale, Monday Night BBQ. The George was the winner in 1989 of become one of the most famous Cana- DHC-6 Twin Otter on the reverse and corpoate, SAR and recreational. Car July 9, 2016, Midland/Huronia, ON, last Monday night BBQ of the season. Canada's most prestigious aviation dian aircraft. the Queen on the obverse. and motorcycle exhibits, and a Hangar CYEE, Unicom 122.85: Annual RAA One of the largest turn-outs. Burgers, award, the Trans-Canada (McKee) On December 12, 1951, he piloted George continued flying until 2015, Village Market with over 70 vendors. Northern Regional Fly-In (NRFI) hosted sausage, and all fresh trimmings. Trophy, and inducted as a Member the first flight of the DHC-3 Otter, and when he flew his personal DHC-1 There will be live music, food vendors by the Midland chapter. A Transport Nominal cost. RAA-TR Hangar, north of Canada's Aviation Hall of Fame in over the next two years undertook the Chipmunk from Brampton Airport in and face painting and clowns for the Canada seminar is scheduled for 10:00. end of Brampton airport CNC3. Pres. 1995 at a ceremony held in Edmonton, testing necessary for certification in the Toronto, for display at the 43rd Annual kids. For more info contact Peter Zenair factory and the Midland Model Pres. Fred Grootarz, 905 212-9333, Alberta. original land-plane configuration, and Induction Gala of Canada’s Aviation Ceponis at 416-388-4193 or email Railway Association, both located on the [email protected] ; V.P. Alain Ouellet, Neal learned to fly at the Toronto later in the float and ski-plane versions. Hall of Fame. This flight was recorded [email protected] field, will hold coincident open houses. 416-709-2020, [email protected] Flying Club in 1935 and earned his Pri- The first flight of the prototype and earned George recognition by Antique/Classic cars and motorcycles vate Pilot's License in 1936. From 1937 Caribou was flown by Neal on July 30, Guinness World Records as the oldest Brampton CNC3—6:30 pm Monday will also be on display. Breakfast and Brampton CNC3--Christmas Dinner to 1941 he was employed at de Havil- 1958. Toward the end of the Caribou active licensed pilot, and flying his own Night BBQs begin! lunch will be available at the picnic Sat. Dec. 10, Brampton CNC3-- land Aircraft of Canada (DHC). In 1941 test program, during high speed trials, aircraft at 96 years and 194 days as of Mon. June 13, Brampton CNC3—6:30 pavilion. For further information please Christmas Dinner, Cocktails @ 6pm, he enlisted in the Royal Canadian Air a modified version developed aerody- June 2, 2015. pm Monday Night BBQs begin! Every contact Rob MacDonald at 705-549- Dinner @ 7pm The Do-Not-Miss event Force (RCAF) and was posted to No. namic flutter. After the loss of part of At George’s request he has been Monday night to Sept. 3rd. Join us for 1964, Ray McNally at 705-717-2399, of the year. Held annually in the Wings 10 Air Observers School in Chatham, the tail surface, it became unmanage- cremated and a private family intern- our Legendary Monday Night summer Midland airport at 705-526-8086 or raa. restaurant. This is the occasion at which New Brunswick, where he became a able, and Neal and the accompanying ment has taken place at Westminster BBQ. Going strong into our 11th [email protected]. Completion, and First Flight awards are Flight Commander, Chief Test Pilot and Department of Transport test pilot were Cemetery. A memorial service is being season. Burgers, sausage, and all fresh presented, among other recognition Assistant Maintenance Superintendent. forced to abandon the aircraft. Neal's organized with the help of volunteers trimmings. Nominal cost. RAA-TR Vulcan Flying Club 37th Annual Fly-in awards, followed by a key-note speaker. In 1946 he rejoined DHC where attention to detail before he bailed out from Canada’s Aviation Hall of Fame. Hangar, north end of Brampton airport. Breakfast Pres. Pres. Fred Grootarz, 905 212- he would be employed for the next 37 prevented fire following the crash, and Messages and memories may be Pres. Pres. Fred Grootarz, 905 212- July 21, Vulcan, 0800 - 1100 9333, [email protected] ; V.P. Alain years. His first job was in the engine enabled a clear study of the cause of the sent to memoriesgeorgeneal@gmail. 9333, [email protected]; V.P. Alain Ouellet, 416-709-2020,aouellet@ shop, and in 1947 he was transferred to flutter. com. FMI: Ouellet, 416-709-2020, aouellet@ Airventure 2016 icecanada.com the flying staff as a full time pilot and In the 1950s he procured a copy Tom Appleton [email protected] icecanada.com July 25-31 - Air Venture Oshkosh in took over the development testing of of the original drawings for the Sop- Credit: Canada's Aviation Hall of Fame Wisconsin

32 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 33 Innovations Innovations

Remember when laser printers cost tens of thousands of There are numerous places online that can give more 3D Printing for Amateur-Built Aircraft? dollars? Now inkjet printer are practically given away information on the process. Here's a few to check out: at Best Buy and London Drugs. George Gregory General Electric and Airbus are close to marketing http://makerplane.org parts and GE is already using 3D printing to create parts http://synergyaircraft.com for jet engines. Even SpaceX recently revealed 3D printed http://www.designnews.com/author.asp?doc_id=274578& Remember Star Trek? The original series ran for a the computer desktop. This promises to make aircraft rocket engine parts. In fact, this is where the technology http://abt.cm/1sHOV98 scant 3 seasons back in the mid 1960's but has spawned lighter while maintaining the requisite strength. And really excites. A 3D printer on the International Space http://abt.cm/1qYKDcc a franchise that continues to this day. "Trekkie" has such optimization could mean faster and cheaper since Station would enable the astronauts to create their own become part of modern lingua. material and the tooling costs are largely eliminated tools after a simple upload from Houston. - that offered components for popular designs to the One of the featured technologies was the replicator. from the equation. One really interesting site is makerplane.org. The amateur built community. But now the possibility of In the series, it's usually found in the galley, making food Typically, the designer would use a 3D design site states: “The mission of MakerPlane is to create inno- downloading a specific file to a supplier and getting a and drinks that make months in deep space a little less app like Blender, SketchUP (both come in free ver- vative and game-changing aircraft, avionics and related finished part back is becoming a reality. A new kind of onerous. But it's a technology - now called 3D printing sions) or SolidWorks to create a shape that could then systems and the transformational manufacturing pro- business, one that will perhaps change the way we build - that is beginning to become reality in the manufactur- be sent to a printer for output. At a glance, programs cesses to build them. As a result of this aim, aircraft can airplanes. Maybe someday the printers will become ing world, and it's poised to impact the aviation world like SolidWorks, with its ability to do stress analysis be built with consistent, repeatable and highly accurate cheap enough to enable individual builders own one of in a huge way. would be the darling of the aircraft set. And of course processes which create safer flying at lower cost. ” They their own. What sort of innovation in design might that Sometimes called "The Internet of Things", it prom- it's expensive. continue, "Basically we are designing an aircraft that sort of access create? We live in exciting times. ises a sea change in the way manufacturing is done; it's I am not an engineer, but I have little doubt that can be built on a computer controlled mill at home, or I've seen this before. During my 35 years in the print been around for nearly 20 years but is now coming into people a lot smarter than me are figuring out ways at a makerspace which is easy to assemble and quick to industry, and I've seen how the automation of tasks has its own as a mass manufacturing technology. Originally to make this work; the manufacturing world is buzz- build. The plans and instructions will be available for reduced the labour involved even as it increased the showing promise as a way to create prototypes, 3D ing with the possibilities, which are breathtaking for free to anyone that wants them!". It's open source avia- reach and power of designers; in fact, this magazine is printing is now moving into its own as a manufactur- manufacturing in general, but also for the world of the tion. It looks to me like they are not going to create an an example. It's designed in British Columbia, but the ing process, and companies are springing up that offer homebuilder. entire aircraft out of a printer, but they are as a point of print files are sent over the internet first to RAA HQ for custom services using this process. This makes eco- The process uses a heat source to melt a metal doctrine trying to use these new technologies wherever proofing and then to the print shop, which is located in nomic sense because expensive tooling can be avoided; powder - titanium, stainless steel, brass, bronze, and they can to create easier, more accurate aircraft. It will Orillia ON. files that can be used to print hundreds or thousands of others - as the printer lays them down in in layers to be interesting to see what comes out of this group in the We live in a post-manufacturing age, and what hap- physical items can also be used to print a single exam- create complex shapes. It looks like earlier iterations of months and years to come. CNC can be used to create pened in my industry is coming now to other parts of ple. The printer may be pricey but can make any part the technology used a binding agent of some sort, but foam cores for Rutan style composites; hardpoints, the factory floor. Bad news if you're in an affected trade; that the programmer desires, and it doesn't care how now lasers and other heat sources are actually being brackets could, to my thinking, be printed. but for innovators and people bringing new products to complex the shape is; that is determined at the design- used to fuse the materials together to make a solid John McGinness is using CNC to create the molds the world, it's just plain wonderful. er's desk, not at the point of output. It creates exciting metal part. for his gamechanging Synergy kitplane. While the really Back to the original replicator from Star Trek: yes, new ways of making an imagined part into a physical, ASTM is already developing a working standard, remarkable thing about this design is the aircraft itself they are experimenting with edible products too. The serviceable component. Imagine downloading a file WK6188, addressing powder bed fusion AM meth- - which could just as well be built in a more traditional Fab@Home printer, available now, can work with mate- for a complex landing gear assembly and creating it on ods for 3D metal printing, and there are a number of fashion - he is using whatever technology he can to rials from peanut butter to processed cheese. But can it the same machine that just output spar brackets or an other standards that have been created to address dif- bring this aircraft to the public sooner rather than later. do Klingon cuisine? elevator horn. ferent aspects of the process. Companies are springing And the parts can be exquisitely optimized. Not up offering their services, and consumer-level units Perhaps at some point we will see businesses spring George Gregory is the RAA's resident roadable aircraft nut, having caught the bug only does the process show promise in how quickly (probably not aircraft component capable) are already up that are offering 3D output to the amateur-built air- nearly 20 years ago. He holds private, commercial ratings and is a former flight parts can be made, the parts can be output to a much available. While ones able to create aircraft quality com- craft community. As long as there have been homebuilt instructor. He's also the Recreational Flyer's Art Director, which puts him in the enviable more precise standard, eliminating under or over-build- ponents out of metal may cost more the technology airplanes, there have been cottage industries - some of position of being able to spout off about flying cars or any thing else he thinks is cool ing. Stress analysis is done as the part is developed on will undoubtably cheapen as it finds widespread use. which became full fledged suppliers in their own right whenever space allows.

34 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 35 port. Contact: President Fred Grootarz - out weekends and more. Contact President taker [email protected] Website www.raa85. RAA Chapters and Meetings Across Canada Tel: (905) 212-9333, Cell: (647) 290-9170; Bob White 403-472-1035 pittsflyer111b@ ca. e-mail: [email protected] gmail.com VANCOUVER ISLAND AVIATION SOCI- TORONTO ROTORCRAFT CLUB: Meets Edmonton Homebuilt Air- ETY (VICTORIA): Third Monday 7:30 pm The following is a list of active RAA Chap- Marc Tremblay, 418-548-3660 http://www.kwraa.net/. 3rd. Friday except July, August, December craft Association: meets second Victoria Flying Club Lounge. Contact Pres. PLANS & KITS PLANS & KITS ters. New members and other interested SHERBROOKE LES FAUCHEURS de LONDON/ST. THOMAS: First Tuesday and holiday weekendsInfo Packs at 7:30 $10 pm /ea Etobicoke Monday - Sept. to June. Contact Pres. RogerInfo Damico,Packs $10250-744-7472. /ea people are encouraged to contact chapter MARGUERITES. Contact Real Paquette 7:30 p.m. At the Air Force Association Civic Centre, 399 The West Mall (at Burn- Roger Smeland - 780-466-9196 or THOMPSON VALLEY SPORT AIR- presidents to confirm meetings as places and 819-878-3998 [email protected] building at the London Airport. Contact hamthorpe), Toronto. Contact Jerry Forest, Jim Gallinger 780-242 5424. Website CRAFT CLUB: Second Thursday of the times may vary. President Phil Hicks [email protected] Pres. 416 244-4122 or gyro_jerry@hotmail. www.ehaa .ca month 7:30 pm Knutsford Club, contact 2/3 Mustang AMF-S14 2/3 Mustang AMF-S14 ONTARIO 519-452-0986 com.one & two seaters two & four seatersGRANDE PRAIRIE: Third Tuesday,one (Sep & -twoPresident seaters Darrentwo Watt & four 250-573-3036 seaters ATLANTIC REGION Barrie/Orillia Chapter 4th Monday MIDLAND/HURONIA WIARTON: Bruce Peninsula Chapter #51 tember to April), 7:30, 2nd floor boardroom ALASKA HIGHWAY: meetings held every HAVELOCK NB: Weekly Sunday morning of the month at 6:00 PM at the Lake Simcoe Meetings: first Tuesday of each month, 7:30 breakfast meetings start at 8:30am on the of the Grande Prairie Terminal Building. third Thursday of every month (except July & get together year round, all aviation enthu- Regional Airport for the months of June, July pm, at the Huronia Airport terminal building second Saturday of each month in the Gallery Summer events on an informal schedule. For August) at the Taylor Fire Hall at 7:30 p.m. siasts welcome. Havelock Flying Club - 25 & August (BBQ nights) For other months (CYEE). Contacts: President Rob MacDonald of Flying Early CanadianFlight/RoofFlea F12 Top Cruiser Cafe at more information contact Lee MerloFlying at 780- FleaFor more informationF12 Cruiser call Gerry at 250-782- mi west of Moncton. Contact Sterling God- contact Dave Evans at david.evans2@sym- - 705-549-1964, Secretary Ray McNally - Wiarton-Keppelone & two seaters Airport. Astwo there & are three some seaters- 518-4254 or e-mail [email protected] & two4707 seaters or Heath twoat 250-785-4758. & three seaters dard 506-856-2211 sterling_goddard@hot- patico.ca or 705 728 8742 705-717-2399, e-mail - raamidland@gmail. timeHIPEC changes, Covering contact Brian Reis at 519-534- com HIPEC Covering mail.com COBDEN: Third Thursday of the month com 4090 NOor [email protected] Ribstitching NO RibstitchingChapter executives, please advise of changes NO Tapes Lo Labor NO Tapes Lo Labor BRITISH COLUMBIA at the Cobden airfield clubhouse 20:00 hrs. E-mail – [email protected] . Lo Cost… Proven! F11 Sporty Lo Cost… as Proven! they occur. F11 For Sporty further information QUEBEC REGION President - Grantley Este 613 432 0797 NIAGARA REGION: Second Monday at MANITOBA ABBOTSFORD: Third Wednesday 7:30 pm regarding chapter activities contact RAA COTE NORD (BAIE COMEAU): Meeting [email protected] 5:30 pm in the orange hangar at Niagara BRANDON:FALCONAR Brandon Chapter AVIA RAA INC. meets Abbotsford Flying Club, Abbotsford Airport. FALCONARCanada, Waterloo AVIA Airport, INC. Breslau ON times to be advised. Contact Pres. Gabriel COLLINGWOOD AND DISTRICT; The Central Airport June to September. Con- on [email protected] second Monday of each month at the Contact President, John Vlake [email protected] N0B 1M0 Telephone: 519-648-3030 Member's Chouinard, 418-296-6180. Collingwood and District RAA, Chapter tact Pres. Elizabeth Murphy at murphage@ Commonwealthwww.falconaravia.com Air Training Plan Museum email [email protected] www.falconaravia.comToll Free line: 1-800-387-1028 LES AILES FERMONTOISES (FER- 4904, meets every first Thursday of every. cogeco.ca , www.raaniagara.ca at 7:30 PM except in the months of July and DUNCAN: Second Tuesday 7 pm members Emails can be sent to President Gary Wolf 780-465-2024 780-465-2024 MONT): First Sunday 7:30 pm at 24 Iber- month, at 7:30 PM except July and August, OSHAWA DISTRICT: Last Monday at 7:30 August. Contact Pres. John Robinson 204- homes (rotating basis). Contact Pres. Howard at: [email protected] and George ville, Fermont. Contact Pres. Serge Mihelic, at the Collingwood Airport or at off-site PM at the Oshawa Airport, South side, 420 728-1240. Rolston, 250-246-3756. Gregory at [email protected]. 418-287-3340. locations as projects dictate. The January Wing RCAF Assoc. Contact President: Jim Winnipeg: Winnipeg Area Chapter: Third OKANAGAN VALLEY: First MONTREAL (LONGUEUIL): Chapter meeting is a club banquet held at a local Morrison ,905 434 5638 jamesmorrison190@ Thursday, 7:30 pm RAA Hangar, Lyncrest Thursday of every month except 415, Meeting in French second Wednesday establishment. For more information con- msn.com Airport orPLANS other location as arranged.& KITS Con- July and August (no meetings) PLANS & KITS at 8 pm, at CEGEP Edouard Montpetit 5555 tact Pres. Skip Reeves 705-429-5154 OTTAWA/RIDEAU: Kars, Ont. 1st Tues- tact President BenInfo Toenders Packs at 204-895-8779 $10 /ea at the Mekong Restaurant.1030 Info Packs $10 /ea Place de la Savane, St. Hubert, PQ. Contact EXETER: Second Monday 7:30 pm at Sum- day. Contact: Secretary, Bill Reed 613-858- or email [email protected]. No meetings June, July Harvey Ave. Dinner at 6:00pm, president Normand Rioux at NRIOUX@ mers-Sexsmith Airfield, Winters-Exeter 7333 [email protected] & Aug. RAA Winnipeg info also available at meeting at 7:30pm Contact Pres- lapresse.ca Legion. Contact Pres. Ron Helm, ron. SAUGEEN: Third Saturday for breakfast at Springfield2/3 Mustang Flying Center website at AMF-S14 http:// ident, Cameron Bottrill 250-558- 2/3 Mustang AMF-S14 OUATOUAIS/GATINEAU: Every Sat- [email protected] 519 235-2644 Hanover Airport. President: Barry Tschirhart www.lyncrest.org/sfcraac.html.one & two seaters two & four seaters5551 [email protected] one & two seaters two & four seaters urday 9:00 am to noon at the restaurant FLAMBOROUGH: Second Thursday 8:00 P.O. Box 1238 27 Ridout Street Walkerton, QUESNEL: First Monday/ l9Aileron in the airport terminal. Contact pm at Flamborough Airpark. Contact Pres. Ontario. Home: 519-881-0305 Cell: 519-881- SASKATCHEWAN Month 7:00 p.m. at Old Termi- Ms N.C. Kroft, Gatineau Airport, 819-669- Karl Wettlaufer 905 876-2551 or lazyk- 6020. Meetings are held every second Tues- Chapter 4901 North Saskatchewan. Meet- nal Building, CYQZ Airport. 0164. [email protected] day evening, at 7:30pm. Location(s) Saugeen ings: Flying Second Flea Tuesday of the monthF12 Cruiser 7:30pm Contact President Jerry Van Flying Flea F12 Cruiser one & two seaters ASSOC DES CONSTRUCTUERS KENT FLYING MACHINES: First Tues- Municipal Airport, Kincardine or Port Elgin. Prairie Partners Aero Club Martensville,two & three Sk. seatersHalderen 250-249-5151 email: one & two seaters two & three seaters

D’AVIONS EXPERIMENTAUX DE day 7:00 pm at various locations. Contact All interested pilots are welcome. Email: info at HIPECwww.raa4901.com. Covering Brian Caithcart is [email protected] HIPEC Covering NO Ribstitching NO Ribstitching QUEBEC (QUEBEC): Third Monday 7:30 President Paul Perry 519-351-6251 [email protected] the chapter president. Contact email: presi- SUNCOAST RAA CHAP- NO Tapes Lo Labor NO Tapes Lo Labor pm at Les Ailes Quebecoises, Quebec City [email protected] YQG AMATEUR AVIATION GROUP [email protected] Cost… Proven! F11 SportyTER 580: Second Sunday 13:30 Lo Cost… Proven! F11 Sporty Airport. Kitchener-Waterloo. Meetings (WINDSOR): Forth Monday, 7:30 pm Wind- pm Sechelt Airport Clubhouse, ASSOC AEROSPORTIVE DE are on the second Monday of each sor Flying Club, Airport Road, Contact: Kris ALBERTA FALCONAR AVIA INC. sometimes members homes. Con- FALCONAR AVIA INC. RIMOUSKI: First Saturday at 9:00 am, La month at 7:30pm upstairs at the Air Browne [email protected] [email protected] chapter meets every 4th Monday tact Pres. Gene Hogan, 604-886- [email protected] Cage aux Sports, Rimouski. Contact Pres. Cadet building at CYKF except during SCARBOROUGH/MARKHAM: Third each monthwww.falconaravia.com with exception of holiday Mon- 7645 www.falconaravia.com Bruno Albert, 418-735-5324. the summer months when we have fly- Thursday 7:30 pm Buttonville Airport, But- days and July & August.780-465-2024 Meetings from CHAPTER 85 RAA (DELTA): 780-465-2024 ASSOC DES PILOTES ET CON- ins instead. tonville Flying Clubhouse. Contact Bob 19:00-22:00 are held at the Southern Alberta First Tuesday 7:30pm, Delta STRUCTEURS DU SAGUENAY-LAC ST Please contact Dan Oldridge at kwraa@ Stobie 416-497-2808 [email protected] Institute of Technologies (SAIT) Training Heritage Airpark RAA Club- Also single seat F9A & F10A & 2 seat JEAN: Third Wednesday 7:00 pm at Exact execulink.com for more information or TORONTO: First Monday 7:30 pm at Hangar at the Calgary Airport. Join us for house. 4103-104th Street, Delta. tandem Cubmajor, Majorette & Turbi. Air, St Honore Airport, CYRC. Contact visit our newly expanded website at Hangar 41 on north end of Brampton Air- builder discussions, site visits, tech. tips, fly Contact President Peter Whit- *Add $3 postage for info packs. PLANS & KITS PLANS & KITS Info Packs $10 /ea Info Packs $10 /ea 36 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 37

2/3 Mustang AMF-S14 2/3 Mustang AMF-S14 one & two seaters two & four seaters one & two seaters two & four seaters

Flying Flea F12 Cruiser Flying Flea F12 Cruiser one & two seaters two & three seaters one & two seaters two & three seaters HIPEC Covering HIPEC Covering NO Ribstitching NO Ribstitching NO Tapes Lo Labor NO Tapes Lo Labor Lo Cost… Proven! F11 Sporty Lo Cost… Proven! F11 Sporty FALCONAR AVIA INC. FALCONAR AVIA INC. [email protected] [email protected] www.falconaravia.com www.falconaravia.com 780-465-2024 780-465-2024 Classifieds Stinson 108-3 with heavy case 165 hp project. Don 519 372 1383 . we3kingers@ 0101 (Cessna 337)$150. ea. Lyc O-435 $100 Franklin. Airframe 2365 hrs, and recovered yahoo.ca Piper Pitot static tester adapter,P/N Stinson 10A LH and RH gearlegs complete To submit or delete a classified ad, please send to [email protected] and place “RAA ad” in the subject line. in 2005. Engine 998 hrs. Float kit. Two props, PS56620M2-4-4, with hoses and case. $650. with tires and brakes. Both $400 Pair of NEW one fine for climb and one coarse for cruise. Lycoming O-235 dismantled for inspection. From the back of the Hangar. Cleveland wheels and brakes, 500-5 with The Recreational Flyer is pleased to offer you colour advertising $24000 Quesnel BC. 250-991-7958 One mag, no carb, includes ring gear but 24 volt starter, electro System p/n MHJ- 1-1/4” axle $650 Prop governor McCauley within the magazine. Previously limited to the back cover, we have added 4 new colour pages which will be available with missing bellhousing. $900 millfly@sym- 4003SR, o'haul/2000. $350.00 762092, $50 limited space for your advertising needs. Our rates for both black patico.ca 519-822-6693 24 volt starter prestolite, p/n MHJ-4003S ser- NEW aerobatic carb, Ellison EFS-4, serial and white and colour ads remain very competitive and you reach viceable. $300.00 # 1061, $500 NEW, 3 pieces 600-6 x 15 tires a captive and qualified audience. Emails can be sent to President Gary Wolf at: [email protected] and George Gregory at Full Lotus 1220 floats with new aluminum 24 volt alternator Delco Remy 50 amp. p/n 6 ply, $150 each Aluminum shrinker and [email protected] stiffener tubes, $800. EDO 1400 certified 1100747 $300.00 Oil filter adapter kit Mod. stretcher, $40 each 2 available, 600-6 4 ply Deadline for submissions is the first of the month preceding date floats asking $10K. 519-2898-5792 BC700 for all Lycoming 235, 320, 360, 540, Goodyear wheels, brake cylinder and discs, of issue. Artwork: Rates apply to camera ready artwork. Digital files 720. $500.00 $450 pair are preferred and should be sent as email and in .txt format, Acro Sport 2 project for sale,close to first Cessna 172 nose cap cowling p/n 0552019- Piper nosebowl mould for fibreglass, $90 PDF, JPEG, MS WORD, Photoshop or other common file types. Advertising is payable prior to printing of magazine unless other KR 2 trigear 2180cc Great Plains VW. 3.5 inspection, O-320 motor fresh rebuild, wings new. $100.00 Stabilator tip fairing p/n 8 x 3 tailwheel assy $250 4” tailwheel assy arrangements have been made. Payment is in Canadian funds. gph @ 130 mph Cruise. TTAF/TTE 54hr. int/ on plane. For more info contact morrison- GF95620-07 Piper PA-200/220 $150.00 $350 Lycoming GPU 4 cyl O-290G 125 hp, no 10% Discount applies to one year (6 issues) insertion paid in ext 10/10 This is a nice cross country plane [email protected] for pictures and price, McCauley Propeller p/n 1A101GCM6948 mags $400 advance. Commercial Classified ad rates 1/8 page minimum. Advertising Policy: The Recreational Flyer Publisher reserves that trims well and is very economical to good deal lots of work done. garage. 4 beds, 2 renovated bathrooms and bolt pattern 4 3/8in. $800.00 Prop spin- Differential cylinder tester $50 400 running the right to refuse any or all advertising for any reason stated or fly. $15000 call Ray Larson 905 892-6389 brand new dream kitchen with granite coun- ner 10in.dia,. 12in. tall bolt pattern 4 1/2in ft of square tubing 5/8” .035, $200 the lot 50 unstated. ter tops. Wood stove, 1500 sq' drive-in shop $125.00 running ft of square tubing 7/8 x .035, $25 The Recreational Aircraft Association Canada does not assume responsibility for advertisements, but does exercise care to restrict Sensenich propeller M76 AM-2-54 w/attached office. Deep well, two ponds. Cantact len Kennedy 506-622-0105, cell 506- the lot advertising to responsible, reliable individuals. with Saber bolts and includes spinner. $800 35 acres crop annually rented to neighbour 623-8162 email - [email protected] Several Lyc O-290 cylinders and several Please note: Ads running more than 3 issues must be renewed to CDN OBO. Conical style motor mount up to pays taxes. 15 acres hardwood wood lot Miramichi NB . Franklin 350 cylinders, Make an offer Stin- guarantee continued display in the magazine. 150 hp but from unknown plane. $350 OBO with groomed trails. 25 min. S.W. of London son 10A fuselage static display only, $100 Recreational Aircraft Association Canada Gary Johnson 705-879-4696 Kindsay ON at N42.78 W81.6 See http://www.cleco. Moving and Cleaning out: Fleet Canuck fuselage static display only, President: Gary Wolf / Treasurer: Wayne Hadath ca/gallery2/v/Brandywine for more info Continental A65-8 with logs, #1166018. $160 Jodel D11 fuselage and wings, static

Recreational Flyer Magazine Lycoming IO-540 A1A5 wetsump; this is • Contact J. Davis, Owner - located Appin, TT930, 130 STOH - $3000. 4 cylinder BMW display only, $200 1 set seaplane floats-to- a certified engine with logs, includes injec- ON Canada • Telephone: 519-868-0447 • motorcycle engine - $150 fuselage rigging, J3 Cub to EFO 1400, $500 Registration Mail Publication No. 09869 tors and 2 mags, timed out at 1200 hrs but [email protected] Project, a McDonald S21,single seat all metal Contact Lawrence Shaw, Orillia Ontario.

Contributing Editors: Gary Wolf, Don Dutton, George Gregory, running condition. No starter or alternator low wing. 1st inspection done. No engine, Phone/fax 705-325-8017 Wayne Hadath, Tom Martin or ring gear. Great core for rebuilding. $6000 FOR SALE: CONTINENTAL A75-8 $1000 Metal prop for Continental with 43 Art Director and Layout: George Gregory. OBO 519-331-9760 ENGINE.APPROX 30 HOURS SMOH $ hrs, 74 x 45. $600 Bendix mag, 4 cyl. New Zenith 300 project - all new drawings, and Printed by Rose Printing Orillia, ON “Cleaning out the Hangar” Best 8500 contact: Pat [email protected] style. $495 A-B project Aeronca S-7EC. most welded parts are finished. The ribs The Recreational Flyer is published bi-monthly by the Recreational Offer: New Fly Baby fuselage and vertical Complete overhaul of airframe 2010, Lycom- and spars are all ready, and the tailplane and Aircraft Association Publishing Company, RAA Canada 22-4881 tail/rudder. Thorpe 18 fuselage, gas tank, SPRING CLEANING ! Starduster, SA100 250 ing O-290-G 125 hp with 90 hrs. Zero time centre section bulkheads have been built. Fountain St. North Breslau RR2 Ontario N0B 1M0 . Toll Free line: 1-800-387 1028 lots of small parts and front landing gear. Hrs. Lycoming O290D2 chrome cylinders, metal 74-52 prop. 1500 Federal skis and 1800 There is enough sheet metal to complete Purchased separately, membership in RAA Canada is $35.00 per Complete EAA Bi-Plane with 0290 wood stits, dacron fab. $15,000. PK floats.600-6 wheels. Intercon and ICOM the aircraft. Buy it and just start putting it year, subscription to Rec Flyer is $35.00 per year; subscribers are Rebuilt Grob 102 glider, all fibreglass, prop, always been hangared, not flown in PIPER TOMAHAWK 1982, AFTT radio, xponder, cyl temp and exh temp together. $5000 OBO. elegible for reduced membership fees of $15.00 per year. Rec Flyer to have a single issue price is $6.95. modified to motorglider with Rotax engine, years. Benson Gyrocopter complete, very 14055 Reconditioned, ENGTT 2475 on con- gauges. Make an offer. Beechcraft LH land- 519-843-2221 (Ontario) The Recreational Flyer is devoted to the aerospace sciences. 190 hours, flew from Lindsay Airport. Trailer nice rotor blades, always stored in Hanger, dition crank and cam reserviced with bear- ing gear assy - $100 Beechcraft RH landing The intention of the magazine is to promote education and safety is included. Please contact Ronald Lohr (519) Continental 65Call or email for photos and ings, Top overhaul , repainted, new interior gear assy - $100 Lycoming oil pan 150 hp rear through its members to the general public. Material in the Flyer is contributed by aerospace engineers, designers, builders and 824-9230 for more information. information 705-653-4525 davidcarlaw@pro- panels, Sterling Spar STC, new life now mount carb TO 320 81A One set NEW 500-5 restorers of aviation devices and vehicles, used in an amateur totyperesearch.com 19,000 Hrs. $25,000.00 . wheels and brakes $600 capacity, as well as by other interested persons, publications New Aero Vee 2180 cc VW engine, assem- Hartzell prop HCE2YR-1BF, hub DK1077, 2 used Goodyear brake wheel cylinders, and organizations. Contributions to the Recreational Flyer are voluntary and without remuneration. Opinions expressed bled but never run. Baffle kit, oil press & FLY-IN RESIDENCE/SHOP/HANGARS Blades F8477-4, removed for upgrade to complete with axle. $375 600-6 4 ply tires Ads run for a maximum three issues depending in articles and letters do not necessarily reflect those of the temp sensors, prop plate, carb filter, oil • $729,000 • FOR SALE BY OWNER • 3 blade on IO540, last overhaul 600hrs. (used) 6 available, $20 ea. 600-6 6 ply tires on space available and then must be renewed Recreational Aircraft Association Canada. Accuracy of the material cooler, exaust pipes, CHT sensors, 36 mm Private S.W. ON 2000 x 85' grass strip and TT1200hrs. passed all AD'sAnd SB's. $2,500. (used) 6 available $25 ea. Lycoming O-435 for continued display. Please direct all classified presented is solely the responsibility of the author or contributor. The Recreational Aircraft Association Canada does not guarantee socket. . Landed cost was 12K CDN when dream home on 50 acres. 3000 sq ft four+ O200 L/H muffler (CESSNA) rebuilt by case and crank assy, complete with mags inquiries and ad cancellations to: garywolf@ or endorse any product offered through articles or advertising. The our dollar was higher. I am asking 9K CDN. bedrooms, two baths. Modern, efficient 27 Acorn Welding. $450. 28 VDC voltage regu- $500 Lycoming O-435 prop hub for splined rogers.com and place “RAA ad” in the subject Flyer and its publisher welcomes constructive criticism and reports . I am getting too old and tired to finish the year old three story home with attached 2 car lators, 2 ea. kelly Aerospace, P/NVR500- shaft $50 Hartzell 76” adjustable prop, fits line. of inferior merchandise or services offered through advertising in the publication.

38 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 39 Chapter Chapter Across Canada RAA Chapters in Action

Chapter 85 Vancouver with the start of the flying season just adjustable Whirlwind propeller, spin- Above: Some of the work crew in one of the locations where the chapter is working on the project. Right, some Air Cadets dropped Chapter 85 held its annual awards around the corner. Apart from a list ner and a collection of exhaust sys- by to help with and see the project. Initiative like this involves young people and demonstrates the ability ordinary people have to banquet on Saturday March 26th at of regular awards, members of the tem and cylinder spare parts. Gerard construct and fly their own aircraft. the Delta Town & Country Inn. A 750 Cruzer building project were rec- van Dijk and Cyril Henderson made great Baron of Beef dinner was served ognized. A 50/50 draw was also held the trek to Williams Lake, performed by the Town & Country staff and then and the proceeds went to the 750 Cru- an initial engine inspection, and re- ly made an emergency trip for extra for Saturday, July 2nd . These events members and guests were treated to zer engine fund. turned with the engine in a long day eggs and made it back when there will be covered in the next message a presentation by Bill Yearwood from The 750 Cruzer building project on the road. The Cruzer project has were 2 eggs left to go. Twice a year, from the President. Until then, aviate Transport Canada. Bill gave a colour- made some significant advances with progressed to being almost ready for usually in May and October, Chapter safely and enjoy scenic flights. ful presentation on several aviation the acquisition of a used Continental a pre-cover inspection by MDRA and 85 hosts meetings at the round house incidents which were examples of O-200 which is in flight ready condi- James Aspley has been appointed as for Vancouver Metro Parks where RAA Midland how a serious event can result from tion after being removed from the pre- the inspector. The forward fuselage Parks conduct their management There is ongoing progress on the chap- a string of minor events or omissions. vious owners plane in Williams Lake, has been joined to the rear fuselage meeting for the airpark. This year the ter's Zenith. Here's a few updates: This was a good message for everyone BC. The engine came with a ground with work continuing on the main meeting was held on May 5th with landing gear installation and fabrica- local farmers and airpark tenants rep- Sat. Feb. 20/16 tion of the flaperons. resented. There were no major prob- Look at plans, decide what is required, The second Sunday in April was lems or complaints other than about get our parts sorted out so they are Chapter 85’s turn to run the monthly powered hang gliders or parachutes used for the correct procedure, work pancake breakfast at Delta Heritage flying at low level along the Bound- on right main spar and right rear spar. Airpark. Several new members vol- ary Bay dike road. One flight incident Thur. Feb.25/16 unteered with the breakfast and good was recorded where an ultra-light lost we have 2 small left wing fuel tanks weather helped to bring out a large power on departing the airpark and and one large fuel tank with a dent. turnout with close to 80 breakfasts be- landed in an adjacent farmers filed. Pressure test fuel tanks..all ok. Work ing served (Figure 4). José Font kind- Gerard van Dijk was able to tow him on main and rear spar. back to the airpark with the tractor. Saturday, Feb. 27/16 There was no damage to the ultralight Ray, Don, Jim, and Ian finish buck riv- or its pilot and passenger. eting right wing. Start aligning and Above, right: some Beavers came to visit the chapter's project. Upcoming events will be an air- installing nose ribs. Top left, the 0-200 that has been selected for use with the park cleanup day on Saturday, May Brian and Adam drill and cleco dou- Cruzer. Left, the chapter's monthly Pancake Breakfast is always 28th for all airpark tenants. This is bler on rear spar. a hit. Here two visitors watch at the counter while Pink the in preparation for the Annual Delta Thursday, Mar. 3/16 and Saturday, airport cat poses for the photographer. Airpark Fly-In, this year scheduled continued on page 42

40 Recreational Flyer March - April 2016 March - April 2016 Recreational Flyer 41 Chapter NEW The Zenair ch-750

Chapter / continued from page 41 Hicks, Daryl Kings, Serge Lavoie, project and recent progress. Stan McClure, Hans Schroeder, The Business portion of the meeting March 5/16....no notes but we had Herman Siemons, Mike Stoddard, was concluded at 7:55 pm. fun!! Ray Taylor, Jim Tyler, Bill Weir The Program this evening was a Thursday, Mar. 10/16 Call to Order: The meeting was viewing of the 1938 classic World Had two guests join us this evening.. called to order by Eric Bartlett at War I flying movie, The Dawn Patrol, Tyler and his father Tom. Discussed 7:40 pm. starring Erroll Flynn, Basil Rathbone engine choices, and talked about Minutes: The January meeting min- and a young David Niven. Suffice steam/2016 instruments or glass for utes were approved as published it to say, no one left early – the film the panel. Jim going to take one of in the Slipstream upon a motion by (and the flying) was riveting. our 2 small right tanks and change Len, seconded by Bob. April Meeting: the fittings to make it a left tank. Business arising from the minutes: Angus McKenzie will be speaking More work on right rear spar and - Bob Buchanan will continue as about float flying the de Havilland put more nose ribs on right main Membership Officer. Bill Wier will DHC-2 Beaver. Come join us, we spar. Had Tyler try out the air riv- assist where possible. will be visited by our friends from eter. - Denny Knott has asked to step Chatham. 7:30 p.m., 427 Wing. Saturday, March 12/2016 down as a member of the Executive Coming Events: April 13th - COPA More discussion on engines, Chi- due to upcoming extensive travel Flight 7 – Transport Canada Safety nese round instruments, and pro- plans. We need nominations and/ Seminar, Navy Club, 1420 Lougar pellers..metal or wood. What instru- or a volunteer from the group to join St. Sarnia, ON M7A 5N4 April ments we need and who may have the Executive. 24th - Hanover Rust Remover May some. Ian talked to Vince at Midland - Gus inquired as to the status of 3rd –London – St. Thomas RAA – Instruments re used instruments.. “Director” positions. Executive has 427 Wing May 28th – Kent Flying he has none. Ian and Garry talked located the Club constitution and Machines – Chatham –Fly-In and to John Dion about engine choices. is reviewing. There are a number of Safety Seminar. Breakfast 8:00 to SPREAD YOUR WINGS More work on spars. things that need cleaning up (includ- 10:00. Transport Canada seminar @ ing the Club name). 10:00. For more info call 1-519-798- RAA London - St. Thomas New Business: None 3286. The chapter met at 427 Wing RCAF Reports: June 4th – London-St. Thomas RAA For 40 years, Zenair has been offering quality or fast-build kits—“Buy-As-You-Build” available. Association, 2155 Crumlin Road, Treasurer: No report. Fly-in – Mark Matthy’s Field aircraft drawings and kits to flying enthusiasts • Many engine choices for each design and related Firewall- London Airport Membership: Bob reported that paid around the world. The CH 750 CRUZER is our latest Forward Packages Present: Eric Bartlett, Bob Buchanan, membership stands at 20 to date. design, combining competitive performance • 1-2 day introductory workshops for builders and their helpers Gus Cameron, Len Fallowfield and Member Project Reports: with easy-access doors, a spacious cabin, huge • A comprehensive builder-assistance network and technical guest Frank, Howard Faulkner, Phil - Serge discussed his Super Cub baggage area, exceptional comfort and visibility, support program and gentle handling. Like all our designs, the CRUZER is available • A full line of straight and amphibious floats for any light in easy-to-assemble standard or advanced kits. aircraft (details at www.myfloats.com) Our Canadian-made kits feature CNC matched-hole technology Glass or Steam / continued from page 7 vendor is not the right place to go for chose and why. How does it perform, for straightforward, hassle-free building. We offer: We love to fly and have been leaders in Canada’s recreational help in finalizing such a decision. I how satisfied are they, what would • A full range of professionally designed 2 and 4 place all metal aircraft community since 1974. Find out why thousands of pilots My intention with this article is to believe our magazine could be a great they do differently? I am convinced aircraft, both high wing and low wing already fly a Zenair kitplane – be the next! Call for a factory tour start a healthy debate on integrated source of information based on actual this could help those in the process • Zenair offers the option of building from plans-only, standard or demo flight... cockpits versus good old steam experience if we could get this debate of building or contemplating upgrad- gauge cockpits. Many of our home- going, where builders/owners/pilots ing their cockpit before big money is builder friends are debating which to would share with the group their committed. choose and asking the manufacturer/ cockpit design, what equipment they

Classifieds On The Internet: http://tvsac.net/BS1.html - more ads from our Kamloops chapter http://www.lyncrest.org/sfcclassifieds.html - more ads from our Winnipeg chapter quality and affordable kit Aircraft since 1974 Zenair Ltd. Huronia Airport • Midland, ONtario Tel: 705-526-2871 web: www.zenair.com 42 Recreational Flyer March - April 2016

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