Pony Up! Short-Sleeved?

PLANS Buyer’s Guide: 142 Aircraft YOU CAN BUILD FROM SCRATCH

140 mph • 22 mpg • Docile Handling • Aussie Pluck And A Cargo Hold As Big As The Outback January 2010 Pony Up! The Mustang’s Enduring Appeal See and Avoid: Carb Ice Short-Sleeved? DIY Engine Hose Protection Go FlyTM The New SkyView!TM $3,900 for 7” PFD System Add $600 for Engine Monitoring

The PFD comes standard with synthetic vision and top-down terrain view. $3,900 price includes a single 7” Display ($2,700) and ADAHRS Module ($1,200). EMS Module ($600) and engine sensor kits additional. Also available: 10” Display ($3,600) and additional ADAHRS ($800 each).

www.DynonAvionics.com 425-402-0433 [email protected] Seattle,Washington January 2010 | Volume 27, Number 1

On the cover: Kevin Wing photographed the Jabiru J230 at Fresno, California. 2010 Plansbuilt Aircraft Buyer’s Guide 30 plansbuilt buyer’s guide This year, we offer more than 140 aircraft designs that can be built from scratch; compiled by Cory Emberson. Flight Reports 6 Jabiru J230 Light Sport The Goldilocks Wing Effect: Not too big, not too little— just right; by Marc Cook. 30 14 horse perennial Mustang Aeronautics celebrates more than 60 years of fast aluminum; by LeRoy Cook. Builder Spotlight 21 the independence project: avionics It’s time to install the avionics package. In the RV-12, it’s not quite plug and play, but it’s close; by Dave Martin. 24 Build a bear: mellow yellow The Texas Sport Cub team brushed up their skills during the paint process; by Dave Prizio. 70 completions Builders share their successes.

Shop Talk 51 hose protection Knit up the “raveled sleeve of care;” by Ishmael Fuentes. 71 aero ’lectrics A fanny switch; by Jim Weir. Designer’s Notebook 60 Wind Tunnel Combating carb ice; by Barnaby Wainfan. Exploring 2 around the patch An awakening in Wisconsin; by Marc Cook. 6 4 what’s New Dynon Avionics has announced pricing on its new 7- and 10-inch SkyView EFISes; edited by Mary Bernard. 54 the DAWN PATROL Road tripping en route to the Columbia, Missouri, Salute to Veterans airshow; by Dick Starks. 58 ask the dar More questions (and answers) about Light Sport Aircraft registration and changing gross weight; by Mel Asberry. Also, news on changes to the 51% rule; by Marc Cook. 63 engine beat The Dreaded Oil Discussion...Again? By Steve Ells. 73 Light STuff Maybe there’s an ultralight in your future after all; by Dave Martin. Kit Bits 5 letters 66 list of Advertisers 67 builders’ Marketplace 14 75 the Classified Builder 80 kit Stuff Drawing on experience; by cartoonist Robrucha. KITPLANES January 2010 1 An awakening in Wisconsin. Over the last month our friends at the ing a ton of new faces into aviation, and gies and trends that affect Experimental/ Experimental Aircraft Association have hasn’t sparked a revival of light-aircraft Amateur-Built aircraft? You don’t go look- been trumpeting changes to the firm’s manufacturing in the U.S. At least not yet. ing for a press release saying that Cirrus publications that should be public by the While Sport Aviation is tipped to has a new cup holder for the SR-22. time you read this. To kick off the 2010 become a broader-spectrum magazine, Don’t misunderstand. I have a lot of publishing season—a bizarre quirk of EAA is also promising more “How do respect for what EAA does for our indus- timing that has us finishing the pages of I?” content. I’m not quite sure what that try, and I was delighted to see Contact! this magazine before the baseball World means, but I can tell you this: The entire magazine’s Pat Panzera tapped to cre- Series is played (go Angels!)—EAA is editorial thrust at this magazine is to ate the online newsletter Experimenter promising big things. answer just those sorts of “How do I?” to serve those readers who are deeply For starters, the EAA Sport Pilot and questions. In order to fulfill my own man- involved in this homebuilt-aircraft Light Sport Aircraft titles will be no more, date to make the very best magazine endeavor. But as Sport Aviation goes even merged into a “larger format” EAA Sport for people who really are serious about broader based—covering, no doubt, Aviation. What are we to make of this? building aircraft, the practical, hands- warbirds, classics, modern iron, resto- Not much, if you have been watching on focus is king, and within that focus rations, airshows, social activities and the industry closely. Here at KITPLANES®, naturally appear the answers to all of the homebuilts—my resolve only strength- we have tracked the development and major “How do I?” queries. Some of the ens to keep KITPLANES® tightly focused growth of the LSA segment, and four important categories, in my view: on what you have told us (in letters and in years ago considered launching a maga- How do you know which aircraft kit is person at airshows) is important to you: zine to serve buyers and fliers of fully best for you? Find a source that provides getting the best, most accurate, even built SLSA models. honest, thorough evaluations that are far entertaining information to help you Unfortunately, the LSA movement was more than fluff and happy talk. It helps to choose, then build and then (crucially, I just getting traction when the economy have pilots who are also builders inspect- think) actually finish your own airplane. veered off the runway and into the high ing the designs; there’s nothing like an Seems so obvious to me… J grass. What’s more, our research said that informed perspective. the SLSA buyers were unlikely to be join- How do you learn a ers, and the curious composition of the new skill or work with a manufacturers cooled our jets—there new material? Follow the were lots of small players, almost none lead and gain from the large enough to support the advertis- experience of real building bulk needed to launch the title. To ers making their way fully support a magazine in such a niche, through metal, compos- you need dedicated staff with specific ites or tube-and-fabric. content. EAA admitted that its members (Helps, too, if the descrip- recoiled from content mirrored from tions are lucid and the Sport Aviation. Can’t say I blame them. photography first rate, The simple fact is that LSA coverage isn’t which is the opening bid a self sustaining publishing business. in my world.) Here at KITPLANES®, we’re a little different. Our editors and I’m still optimistic about the LSA mar- How do you stay up to writers actually build and fly Experimental aircraft. Even to ket, but it hasn’t proven capable of bring- date on new technolo- Winnemucca.

has been in aviation journalism for 20 years and in magazine work for more than 25. He is a 4000-hour instrument-rated, multi-engine pilot with experience in nearly 150 types. He’s Marc Cook completed two kit aircraft, an Aero Designs Pulsar XP and a Glastar Sportsman 2+2.

2 KITPLANES January 2010 Photo: Paul Bertorelli 05444 G500 Kitplanes.qxp:Layout 1 7/1/09 2:07 PM Page 1

Retrofit glass. For not much cash. Introducing Garmin G500.

Designed and priced specifically for Class 1/Class 2 aircraft1 (under 6,000 lbs), this new dual-screen digital “glass cockpit” suite is clearly the TSO’d retrofit option you’ve been waiting for. It fits neatly into the space vacated by your old six-pack instruments. And like our newly upgraded G600 system, it too comes with Garmin SafeTaxi® and initial FliteCharts® preloaded2. It too uses proven AHRS sensor technology. And available upgrade options include a scaled version of our SVT™ Synthetic Vision Technology, as well as a remote adapter that lets the AHRS drive your autopilot in place of a costly-to-maintain gyro ADI. Other options let you add such features as XM™ weather, audio channels, traffic alerts, onboard weather radar, and more. Garmin G500: It’s affordable glass for the owner-flown class.

Follow the leader.

NASDAQ GRMN ©2009 Garmin Ltd. or its subsidiaries 1 Check with your Garmin dealer for G500 compatibility information. 2 Includes initial FliteCharts® approach plates for the U.S. and detailed SafeTaxi® diagrams for 900+ U.S. airports. www.garmin.com EDITORIAL Editor-in-Chief marc Cook [email protected] Dynon Managing Editor mary Bernard Art Director suzanne Stackle Senior Editor Bob Fritz Editor at Large Dave Martin Announces Contributing Editors chuck Berthe, Stein Bruch, steve Ells, Cory Emberson, ed Kolano, Amy Laboda, rick Lindstrom, Dave Prizio, SkyView Dick Starks, Barnaby Wainfan, Jim Weir, Tom Wilson, ed Wischmeyer Webmaster omar Filipovic EFIS Pricing Cartoonist robrucha Dynon Avionics has ADVERTISING Publisher/Ad Director cindy Pedersen announced prices for its new [email protected] SkyView systems, with ship- Sr. Advertising Manager chuck Preston SV-D700. ments scheduled to begin [email protected] soon. The SkyView is a new generation glass panel, offering synthetic vision, fully BUSINESS OFFICE redundant systems, bright screens, flexibility and the ability to upgrade in the future, Main Number: 760/436-4747 203 Argonne Ave, B105 the company says. Long Beach, CA 90803 A SkyView EFIS starts at as low as $3900 for a 7-inch display plus an ADAHRS Editorial: 562/608-8251, Fax 562/372-3288 module. Adding an Engine System module adds $600 for a total of $4500. Adding PRODUCTION & CLASSIFIED ADVERTISING a second redundant ADAHRS module is $800. An “Ultimate System,” with dual Production Manager marsha Blessing 10-inch displays, redundant ADAHRS, engine monitor and backup battery is $9980. 717/731-1405 [email protected] Classified Advertising allyson Patton The SV-D700 (7-inch) display by itself is $2700; the SV-D1000 (10-inch) display alone 717/982-0744 [email protected] is $3600. SkyView network cables, in lengths from 3 to 20 feet, are also available to CIRCULATION facilitate wiring of the system. Circulation Director lisa Evans “Our first EFIS products were based on the premise that we could make high-quality Circulation Manager laura McMann avionics available at prices all pilots could afford,” said Dynon President John Torode. “I SUBSCRIPTION DEPARTMENT am pleased that our team of engineers and developers can continue this tradition with a 800/622-1065; 386/447-6318 technologically advanced www.kitplanes.com/cs Box 420235, Palm Coast, FL 32142-0235 system that pilots will For Canada: Box 7820 STN Main, London, ON N5Y5W1 love to fly behind.” BACK ISSUES For more information, P.O. Box 420235, Palm Coast, FL 32142-0235 call Robert Hamilton, 800/622-1065 sales and marketing man- www.kitplanes.com ager, at 425/402-0433, REPRINTS FOR PUBLICATION email Robert@Dynon AND WEB POSTING AVAILABLE Minimum Order: 500 Avionics.com or visit Contact Jennifer Jimolka, 203/857-3144 www.dynonavionics.com. Change of address? Find a direct link at www. Missing issue? Subscription Question? kitplanes.com. J SV-D1000. Visit www.kitplanes.com/cs. Or call 800/622-1065 from the U.S. and Canada. To submit a press release on a homebuilt-related product, email a detailed description and high-resolution photograph to edito- [email protected]. Mailing address is KITPLANES®, New Products, 203 Argonne Ave, Suite B105, Long Beach, CA 90803. Visit www. Foreign, call 386/447-6318 kitplanes.com/freeinfo.asp for information on “What’s New” items and advertised products. Select the issue in which the item or fax 203/857-3103. appeared, and then select the categories of information or individual advertisers you’re interested in. You’ll receive an e-mail.

Back Issues: Call 800/622-1065 Web site Information: General homebuilt aircraft information, back issue availability, online directories ordering info, plus a Kitplanes® article index and selected articles can be found at www.kitplanes.com. Unsolicited manuscripts: are welcome on an exclusive basis, but none can be acknowledged or returned unless accompanied by a stamped, self-addressed envelope. No responsibility is assumed for loss or damage to unsolicited material. Kitplanes® (ISSN 0891-1851) is published monthly by Aviation Publishing Group, LLC, an affiliate of Belvoir Publications, 800 Connecticut Avenue, Norwalk, CT 06854-1631, Robert Englander, Chairman and CEO; Timothy H. Cole, Exec. Vice Pres./Editorial Director; Philip L. Penny, COO; Greg King, Exec. Vice Pres./Marketing Dir.; Marvin J. Cweibel, Senior Vice Pres., Marketing Operations; Ron Goldberg, CFO; Tom Canfield, Vice Pres., Circulation. Periodicals postage paid at Norwalk, CT, and at additional mailing offices. Copyright ©2009 Aviation Publishing Group, LLC. All rights reserved. Reproduction in whole or in part is strictly prohibited. Printed in USA. Revenue Canada GST Account #128044658. Canada Publishing Agreement #40016479. Subscriptions: One year (12 issues) is $29.95 U.S. $41.95 in U.S. funds in Canada, includes GST. $41.95 in U.S. funds for Foreign Surface Mail or $57.95 in U.S. funds for Foreign Air Mail. Single copy price $4.99 U.S., $5.99 Canadian. POSTMASTER: Please send address changes and subscription inquiries to: Kitplanes®, P.O. Box 420235, Palm Coast, FL 32142-0235 or call 800/622-1065. Kitplanes® is a registered trademark of Aviation Publishing Group, LLC.

4 KITPLANES January 2010 [email protected] or [email protected]

Compound Modifier I do not know what rpm the 5100 [runs] would be with a gear-reduction drive. An Yes, the turbo-compound engine writ- at, but I know the 2200 revs at standard 85-hp 2200 weighs a couple of pounds less ten about by Paul Lamar [August 2009] rpm. This is the basic reason why auto than the true installed weight of a Rotax does make a good deal of sense. It is no engines (without gearboxes) are not 912—and, incidentally, it gets rated more complex than a turbo-supercharg- suitable for aviation use. power at the same 3300 rpm. The six- ing system, and it increases the engine’s I feel this engine is more suitable for cylinder 3300 is 12 pounds heavier than efficiency considerably. Why throw higher-speed aircraft, those that can a Rotax 914. Finally, let’s not forget how away that approximately 33% of the make closer to 200 mph (Lightning). many iterations Rotax has been through fuel’s energy going out the exhaust when Surprise that none of Jabiru’s own planes on the gear-reduction drive, even from a it could be put to better use? If you can fit into this category. company with what you would describe as extract even enough energy to increase If builders wanted a little more than better-than-average engineering talent. the engine’s horsepower 15% to 20%… 100 hp for their STOL or seaplane, Finally, the most recent numbers we’ve well, that’s free horsepower! the Rotax 914 is still superior to the seen have the Jabiru 3300 about half as A reader commented that there is a lot 3300, despite the disadvantage of turbo expensive as the Rotax.—Ed. complexities. I just wish Rotax would of energy lost in starting and stopping See and Be Seen the up-and-down motion of the pistons choose the larger-displacement engine I took notice of the September issue’s in an engine. That’s not true! The power of the two, and turbo that instead of the “What’s New” product release and the extracted from the crank in accelerating smaller one. I might change my mind if photo of the new Lancair Evolution. I the piston upward for the first half of its Jabiru decided to add a gearbox in front cannot understand the latest fad among upward travel is returned to the crank as of its engines some day. That engine a few of our composite designers to limit the piston’s kinetic energy pulls up on needs one. visibility from the cockpit with those the crank on the last half. The same can tiny, oval windows with immense sepa- be said for the downward acceleration Tony Lam rations between the windshield, side and deceleration. The biggest waste of windows and those that should be pro- power in the engine is friction, followed It’s true that the Jabiru 3300 makes its viding rear quarter visibility. I would by pumping losses. The rotary engine peak power at speeds in excess of what we’re only assume they are that thick for pres- may be smooth, but its fuel specific will accustomed to in traditional direct-drive surization, but when the world from never be quite as good as the piston engines, but that’s hardly cheating. There civil to military aviation is opting for a engine unless it too uses turbine power are propeller choices that allow for good greater look-see from the cockpit, these extraction! low-(air)speed performance. By having Paul Lipps to run at higher speeds, the Jabiru forces tiny windows certainly limit visibility compromises in prop selection, principally and dangerously so, and let very little Taking Exception to the Jabiru in the maximum diameter. But the upside light in the right places. Dave Martin’s column about the Jabiru is that the engine is far simpler than it Ron Darcey J engines managed to squeeze in a lot of information of questionable use for buyers, such as the materials used for the Department of Corrections engine, kilowatt rating for the starter, etc. The very important information In the process of updating the online portion of our Kit Aircraft Buyer’s Guide, we discov- that would make many potential buyer ered a few mistakes in the printed version relating to pricing and engines. In that guide, think twice he did not include. An we note where a kit is priced with an engine so that comparisons are more fair, but we unforgivable omission. botched a few this year. The Alisport Silent Club is listed as priced with an engine, which In designing the 3300, Jabiru kinda is pretty amazing considering it’s a sailplane. (No, the Piper Pawnee doesn’t come with “cheated” in that they get the horse- it.) The new Belite aircraft was not marked as priced with engine, but it comes that way. power from 3300 rpm, not the standard All four Weedhopper designs come with the engine; we got that right 75% of the time. 2700 to 2800 rpm more suitable to get And, finally, despite what we said, the Van’s RV-12 kit is not priced with the engine. We optimum prop efficiency. This makes know Van’s is a value leader, but to price a kit and an engine package for roughly the that engine less than ideal for many low cost of the engine alone would be quite a feat. and slow applications, plus the rpm lim- its the user to only several special props.

KITPLANES January 2010 5 6 KITPLANES January 2010 www.kitplanes.com Jabiru J230 Light Sport The Goldilocks Wing Effect: Not too big, not too little—just right. By Marc Cook

Consider the Jabiru J230 and you might begin to think anomaly. Not as though Which Wing for LSA? it’s a bad thing, like an blotch on your X-ray or the appearance of talking bears at Jabiru created a bit of confusion for your dinner table. Instead, the Jabiru gains that appellation because it’s unusual itself in the J-series nomenclature that among the popular LSA-legal kit aircraft for being, essentially, a four-seat airplane we’re happy to clarify right now. When with only a pair of chairs. the LSA rules were set up, Jabiru’s main How did it get that way? Jabiru cofounder Rod Stiff decided that it would be pos- candidate was the J200, essentially the sible to expand and “guppy out” the back fuselage without incurring a significant same airplane you see on these pages, weight penalty, and if your goal was to fly two parents and two kids, you could refer to albeit with a shorter tail boom and a the J400-series aircraft as four-placers. Like most designs expanded from two-seat air- different wing. That wing, with a mod- craft, though, it’s more of a 2+2. The J430 and J450 models, licensed as Experimental/ est 85 square feet of area, couldn’t get Amateur-Builts, have had modest success. Light Sport Aircraft rules restrict Sport Pilots to aircraft of two or fewer seats, so a simple solution emerged to make the J230 LSA legal: Remove the back seats. Doing so leaves a positively generous baggage bay that might do fine for bedding merchants or inveterate campers, perhaps not so well for anvil salesmen. Shift your focus back to the LSA segment, both as ready-to-fly and Experimental/Amateur- Built examples, and the aircraft capable of carrying as much cargo at reasonable speeds dwindle to but a handful. Nor- man Explorer, anyone? And after that? Well...we’ll get back to you.

Cabin accommodations for two prove comfortable. Jabiru says it’s 44 inches between the doors, but the interior rein- forcements take a bite out of that figure.

Photos: Kevin Wing KITPLANES January 2010 7 Jabiru J230 continued the J200 to meet the 45-knot-clean stall speed requirement. Jabiru’s first effort would become the J250, which has a 4416 airfoil of 120 square feet on a 30-foot span with a substantially wider 48-inch chord. Plenty of wing to do the job, but at the LSA-mandated maximum gross weight of 1320 pounds, it provided a kite-like wing loading of 11 pounds per square foot. Naturally, the J250’s initial climb and service ceiling were superior to the J200’s, but it was slower on the same horsepower and not as nice handling, according to pilots who have flown both the J200 and J250. 102 square feet, the J230’s wing is suf- The Turnkey Option Bowing to pressure from the customer ficiently large to get the clean stall speed Jabiru is among the few kit manufactur- base, Jabiru then fitted yet another wing to meet the limit of 45 knots (with little ers to offer ready-to-fly examples, which, to the J series, one that was designed for to no margin) but provides better cruise for the U.S. market, are imported as big a European ultralight aircraft. This is performance and acceptable climb rates pieces from Australia and assembled in the 31.4-foot-span, 39-inch-chord 4414 and service ceiling. Shelbyville, Tennessee. In fact, the air- wing that would create the J230. At In general terms, the J200 and J400 plane flown and photographed for this series aircraft are identical except for report is a J230 SLSA (ready to fly) built the number of seats. The middle digits in the states. Three turnkey models are denote the wing. The current kit offer- offered: a big-wing version of the J160 ings are the J230, J250, J430 and J450, plus the J160, the smaller-body Calypso powered by the Jabiru 2200A four-cylinder engine. All others come with the Jabiru 3300 six-cylinder engine of 120 What’s in horsepower as the default option. Pho- tos disguise the J230’s scale—a pilot of average height will have to duck under the Box the wing getting from the pilot’s door to The Jabiru J230 kit is impressively the baggage portal. complete. Fastbuild is the default To meet LSA regulations, both the form, with wings partially closed, J230 and J250 have a nominal max- fuselage halves joined and much gross weight of 1320 pounds, but if con- of the critical structure completed structed as an amateur-built, either can by the factory. It even includes seat go up to the J400-series maximum of pans and backs, and an instrument 1540 pounds. (Just remember that if you panel pod. To the basic kit, you add build one and register it at 1540 pounds, the engine and prop, though most it can never be reregistered to 1320 so a of the firewall-forward components Sport Pilot can fly it.) Against an empty are included in the kit—stuff like weight of around 750 pounds, even the main electrical wires, hoses and LSA model has decent payload. With the clamps. The J230 comes standard 35.5-gallon fuel tanks brimming, you’d with Jabiru’s own brake system, have 362 pounds for the cabin. Not a lot, but an upgrade to American-made but think about how long you can fly at Matcos is strongly indicated. Paint, 6 gph on that amount of fuel. More real- upholstery and avionics are extra. istic fuel loads, say 24 gallons for 4 hours’ —M.C. Like most of the Jabiru, the landing-gear total endurance, and you’re on the right legs are composite. side of a 400-pound payload.

8 KITPLANES January 2010 www.kitplanes.com called the J170, as well as the J230 and uneven terrain, and you won’t find shop- J250. Factory-built J birds are structur- ping-cart wheels under the composite ally and systemically the same as the kit wheelpants—though, to be fair, they’re iterations, so the homebuilt example not 31-inch bushwheels, either. The benefits from the extensive structural steerable nosewheel has an integrated and in-flight testing conducted for the shock/spring mechanism, and with the SLSA. This also means that the SLSA two-blade ground-adjustable prop fit- we flew is a good stand-in for the Exper- ted, there’s plenty of ground clearance. imental/Amateur-Built you might con- Because the Aussies tend to fly from struct yourself. few long, paved strips, the original We’ll give credit to Shelbyville for the brakes weren’t required to do much very good fit and finish of the SLSA, a besides keep the airplane from creeping testament to a fair bit of bodywork and during runup. And that’s why even the attention to detail in the construction. U.S. western importer, Jim McCormick, If you have been following Bob Fritz’s strongly recommends upgraded Matco builder series on his J230, you know that brakes. They were on the demonstrator the raw materials range from elegantly aircraft we flew and worked great. neat to “Oh boy…look at that!” Fritz also reported that incremental changes Captain Quirk in the design weren’t always reflected in Jabiru’s Rod Stiff has a clear mind and Jabiru Pacific’s Jim McCormick at the Fresno-Chandler airport. the documentation, but as his project modest temperament, but his own way progressed, this disparity began to nar- of doing things. For example, the earli- directly on the nosewheel for steering— row. In plain words, the factory is start- est Jabirus had throttle controls on the a bit like a Piper Cherokee—there’s a ing to catch onto the documentation cabin floor between the legs. Such a single brake lever, positioned just ahead shortcomings and is doing something setup made sense for the dual throttle of the control stick. about it. controls to manage the single Bing con- In between the seats is a tall stick If parts of the kit are rough around the stant-velocity carburetor on the 3300, that rotates left and right on a vaguely edges, it’s likely to be a reflection of Out- but it was like asking pilots to copy an J-shaped apparatus that also supports back flying that’s a part of the Jabiru’s ATC clearance and chew gum at the the pivot for the pitch function. The gestation. Although strictly a trigear, same time. Later kits and this SLSA rod attached to the stick below the foam the J230 was built with the intention have conventional push-pull throttles grip is your first clue about Teleflex of operating from unimproved strips. in the instrument panel, outboard near cables. Huh? Instead of conventional Fiberglass maingear legs are forgiving of the doors. Because the rudder pedals act pull cables or torque tubes and pushrods, the Jabiru uses Teleflex push-pull cables for pitch, roll and yaw. The single pitch-control cable arrives up under the center console and attaches to the stick a few inches above the pivot; aileron control cables (one for each wing) attach behind the seats and travel upward in an arc to the wingroots. Teleflex cables have some distinct advantages, primary among them sim- plicity and easy rigging of the controls. On the other side of the ledger: They represent a single-point failure (but then so does a single elevator pushrod, for example) and have inherent friction. Despite employing spring center- ing packs, the controls lack definition. Move them a bit from their resting place and they tend to stay there. Resistance to The six-cylinder Jabiru 3300 is the engine of choice. This air-cooled, direct-drive movement is discernible on the ground, powerplant makes a respectable 120 hp at a high 3300 rpm. It manages to be both and you wonder what it will do to the smooth and entertainingly rumbly. flying qualities.

KITPLANES January 2010 9 Jabiru J230 continued

So Let’s Talk Flying Qualities Down to its stout little fiberglass core, the Jabiru is a straightforward design. Effort was clearly made to keep the systems basic and operation as uncom- plicated as possible. Starting the 3300 is a matter of turning the key with the throttle shut, or pulling on a bit of choke if the engine is cold. It whirs to life in a blade or two and settles into a smooth, quiet idle. Bring the rest of the systems on line, allow the Grand Rapids EFIS to boot up, and within a minute or two you’re ready to taxi. 1 Here’s where the J230 is unusual, though that’s not to say bad. The direct nosewheel steering requires a moderate 1. Jabiru offers several panel configura- amount of force to make 90° turns, but tions. This is the larger and taller one, the pedals have a fairly short throw. So easily carrying dual Grand Rapids Tech- nologies displays and modest avionics. unlike flying, say, a Cessna 172, where the pedal movements are large and 2. The tall center stick feels natural until the responses slow, the Jabiru is quick you ask for full nose-up elevator; then to change direction. The other quirk you have to rearrange your forearm on comes with braking, committed with a the cushion. The red handle manages brakes; trim control is below and left on lever ahead of the center stick. Although the console.

3. No toe brakes here, but you do get direct nosewheel steering. jabiru j230 4. An option for the J230 is electric flap actuation. The alternative is a lever just Price...... $44,900 above and left of the pilot’s head. Estimated completed price...... $65,000 - $100,000 Estimated build time...... 600 hours Number flying (at press time)...... 125 5. Hello! Anybody in here? The J230’s Powerplant...... Jabiru 3300, 120 hp @ 3300 rpm 2 generous aft cabin makes for a big cargo Propeller...... Sensenich two-blade, fixed-pitch container where there aren’t seats back there. Airframe Wingspan...... 31 ft 5 in Wing loading...... 15.09 lb/sq ft Fuel capacity...... 35.5 gal Maximum gross weight (Ex/AB version)...... 1540 lb Typical empty weight...... 750 lb Typical useful load...... 790 lb Full-fuel payload...... 582 lb Seating capacity...... 2 Cabin width...... 44 in Baggage capacity...... 250 lb 3 5 Performance Cruise speed...... 138 mph (120 kt) TAS 7000 ft @ 75% of max-continuous, 6.0 gph Maximum rate of climb...... 1000 fpm Stall speed (landing configuration)...... 46 mph (40 kt) IAS Stall speed (clean)...... 52 mph (45 kt) IAS Takeoff distance...... 492 ft Landing distance...... 656 ft

Specifications are manufacturer’s estimates and are based on the configuration of the demonstrator 4 aircraft. As they say, your mileage may vary.

10 KITPLANES January 2010 www.kitplanes.com READY, WILLING Nascent winglets help improve stall speeds, so the company says, and provide a nicely elevated location for the fuel vents. STABLE I am accustomed to right-hand-throttle and braking with the feet, taxiing with left-hand throttle and right-hand brake It takes a special craftsman to be ready, willing, and able to build an aircraft. wasn’t much of a challenge. And it takes a special insurance company to be ready, willing, and stable enough Runup complete—meaning that to protect it. That’s Avemco®. you’ve confirmed trim and flap posi- We believe an insurance company’s job is to protect you and your assets in the event tions and checked the ignition system as of an accident. That’s why Avemco offers liability coverage on over 1,000 different the killer items—you’re ready to trundle models, including some one-of-a-kind experimental aircraft. onto the runway. Recommended pro- And with a focus on inclusions — not exclusions — Avemco keeps you protected with: cedure is to hit full throttle and steer with the nosewheel until you lighten - Coverage for your project while underway in your workshop, garage, or hangar. the nose at 45 knots indicated (KIAS). - Freedom to increase coverage based on where you are in the construction process. Like a Cherokee, the Jabiru requires less - Coverage of special tools used during construction when hull coverage is purchased. pedal displacement to track the center- - No cap on adjusting or legal expenses for your defense. And much more! line than it will need to keep the nose Best of all, Avemco has been rated A+ (Superior) by A.M. Best every single year aligned after you hoist the third wheel. since 1977. It’s among the most stable track records in the industry. Be ready to give it more right rudder just at rotation, and center the rudder if the You’ve spent countless hours working on your aircraft, so get the protection and nosewheel should head back down. coverage you deserve from an insurance company that’s ready, willing, and stable. The Jabiru accelerates smartly and Request your FREE Avemco quote — plus get a FREE complimentary Avemco ballcap is soon up to 70 KIAS, at which time — by calling 888-241-7890 or visiting www.Avemco.com. you can retract the flaps. At 2760 rpm (max is 3300), the J230 climbed out on a warmer-than-standard day (from ®

Kitplanes AD0050 01-09.indd 1 4/14/09 11:32:35 AM

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KITPLANES January 2010 11 Jabiru J230 continued near sea level) at 80 knots and 650 fpm. At the best-rate-of-climb speed of 85 KIAS, climb rate improved to between 700 and 800 fpm—this with approximately 18 gallons of fuel on board and 350 pounds of pilots up front. Visibility over the nose is good, though the taller panel fitted to N658J impedes vision somewhat; the standard kit-version panel is slightly smaller and lower than the SLSA’s. Builders can, of course, fit either panel, and it’s probably worth the slight reduction in forward visibility to 118 knots TAS at 6000 feet density alti- make room for the long stick held in the have the room for avionics. tude and 2850 rpm; though we didn’t full-nose-up position. At these lower speeds, the Jabiru flies have a fuel-flow gauge, the book calls The Jabiru’s no-nonsense approach conventionally. The control friction you for around 6 gph at that power setting. continues into the landing phase. Rec- noticed on the walkaround isn’t much of A two-way speed run upwind and down ommended speeds are 75 to 80 KIAS a factor, though it’s discernible in flight validated the calculation. At this speed, on the downwind, slowing to 65 to 70 if you’re really paying attention. More the controls firm up a bit, but remain KIAS on final, flaps and weight being evident is the difference in roll response well-balanced, and if that tach reading the determining factors. Another differ- between the short-wing J200 and this suggests a high-strung little screamer, ence between the J200 and J230 emerges long-wing J230. The J200 is slightly you haven’t flown behind a 3300. It’s on the roundout. With the larger wing crisper, though it’s a stretch to call the amazingly smooth at this speed, and and effective flaps, the J230 wants to J230 anything but pleasant as long as seems, if anything, under-stressed. float if the final-approach speed isn’t you don’t mind giving the stick a fair Slow flight is the real eye opener. right on the money. And once you get amount of initial displacement to get the Once you’re accustomed to crossing it through your head to take out rudder roll rate going. Then you take it out to set your left arm over your body to reach displacement as the nosewheel descends the roll angle. Neither airplane, the J200 the lower left edge of the center console to the runway, smooth, consistent land- or the J230, is RV-8 quick in roll; more where the trim lever resides, changing ings are yours. like a lightweight Cessna 172, and that’s speeds proves easy. With flaps up and not meant as an insult. the J230 slowed to 60 KIAS, the nose is Building, Then Flying definitely high on the horizon and the In every flight regime sampled, the J230 Plausible Performance stick is unmistakably far back, though performed admirably, and leaves the An airplane with so much cargo capacity the rudder and (to a lesser extent) the impression of a good-natured, docile and can be excused for not possessing blaz- ailerons remain effective. As you slow easy-to-understand aircraft. To that, let’s ing speed, but the Jabiru acquits itself by reducing power, you’ll eventually throw in reasonable costs—the fastbuild well. The Grand Rapids EFIS calculated get to 55 KIAS with the stick full back, kit (the only way it comes) is $44,900 less where you’ll find a mild burble and no engine, interior, instruments and paint. tendency to roll off. It’s hard to describe The Jabiru 3300 engine runs $17,500, it as a break; it’s more like a stall-mush. which seems quite the good deal with During our entire flight, the Jabiru the Rotax 912 on the other side of 3300’s temperatures remained comfort- $20,000 these days. Constructed as an ably in the green. Experimental/Amateur-Built, the J230 Add flaps for slow-flight and stall could be the ideal design for pilots who demonstrations. The major difference is want a tidy, efficient package capable of that the nose is more level to the horizon hauling a load. The more time you spend with the stick full back, and the airplane with the J230, the less its layout seems is slower to accelerate on recovery. At like an anomaly and the more it appears 42 KIAS and idle power, the airplane simply to be a great idea. J wants to sink at 500 fpm but shows no inclination to actually break. One of For more information, call 559/431-1701 the key indicators is that you’ve had to or visit www.jabirupacific.com. Find a lift your right elbow off the cushion to direct link at www.kitplanes.com.

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RULES: All entries must be submitted by midnight, EASTERN STANDARD TIME (EST) January 15, 2010. There is nothing to buy. All registrations must be submitted via KITPLANES.com by midnight, Eastern Standard Time (EST), January 15, 2010. One entry per person. Minimum age of 18 years old to win the prize. Winner will be randomly selected on January 20, 2010 from all entries received by January 15, 2010. The winner will be notifiedby e-mail (at the address you provide on the registration page) and have one week to respond. In the event we do not hear from the winner within seven (7) days of notification, a second winner will be drawn. If the second winner does not respond, additional winners will be drawn until the prize is claimed. Winner is liable for all taxes and duties. Winner agrees that neither Bose, Bendix/King by Honeywell nor its subsidiaries, KITPLANES, or Aviation Publishing Group LLC assume any liability for the safe and successful use of this product. The participants in this drawing agree that the information provided on the entry page will be provided to Bendix/King by Honeywell as part of this promotion. Cash payment of prize(s) is not possible. Every participant agrees that he or she has no right to claim a cash payment or commensurate prize. Employees of KITPLANES, Aviation Publishing Group LLC, Bose, Bendix/King by Honeywell, or their subsidiaries are not eligible to participate in the drawing. Legal process is barred. Odds of winning will depend on the number of entries. For full drawing rules visit www.KITPLANES.com Horse Perennial Mustang Aeronautics celebrates more than 60 years of fast aluminum. By LeRoy Cook

It isn’t every day that I get to fly a single time he worked out the details of a slick Larry Kinder of Elko, Minnesota, can be airplane that’s both an historic icon and single-seat miniature fighter plane. justifiably proud of his award-winning as desirable as the newest of the current Naturally, he hoped to capitalize on the Mustang II, which he and his wife have flown as far as Sedona, Arizona. crop of super-homebuilts. Long known popularity of the P-51 Mustangs run- as two of homebuilt aviation’s evergreen ning in the Unlimited Class, calling his were slow to materialize in the general designs, Mustang Aeronautics’ Midget design the Midget Mustang, after ini- aviation doldrums of the early 1950s. Mustang and Mustang II have roots tially christening it “P-Shooter.” Still, had it not been for Long’s untimely that go back more than 60 years, to Dave Long’s plan was to put the aircraft death in an engine-failure crash in mid- Long’s first prototype of a Formula One into production, as homebuilding was 1950, the $5000 Midget Mustang could (then Goodyear Class) racer. almost unknown in the late 40s, and have wound up competing with the Back in 1948, Long was chief design Schweizer Aircraft in Elmira, New Mooney Mite. engineer at Piper Aircraft in Lock York, had agreed to build the planes. By the late 50s, Experimental/Ama- Haven, Pennsylvania, but in his spare However, the requisite advance orders teur-Built aviation was in its ascendancy,

14 KITPLANES January 2010 www.kitplanes.com Gusting winds did not deter several Mustang II builders from flying into the Oakland-Troy airport for the annual Mustang Aeronautics fly-in and open house. Kinder expertly flies formation in his and entrepreneur Robert Bushby could look fast, they are fast and they have a Oshkosh Grand Champion Mustang II; see the potential of Long’s Midget; he long history of durability and perfor- during our test hop, it easily indicated 200 purchased the rights and tooling in 1959. mance. The Midget Mustang and Mus- mph. Bushby also responded to the clamor tang II are built the old-fashioned way, for a side-by-side two-seat version, and using 2024-T3 stressed-skin aluminum Most importantly, Mustang Aero- started working on the Mustang II while held together with lots of flush-head nautics has responded to the clamor for selling parts and plans for the Midget rivets dimpled into the skin. Fiberglass easy-to-assemble kits, allowing a builder Mustang. He took the M-II prototype to is employed for some of the complex to complete subkits of major segments the 1965 EAA Rockford fly-in, where it shapes such as cowling pieces and fair- such as the center section, gear, fuselage, was warmly received, and that very air- ings, but everything else is shiny Alclad. empennage and wings, or buy a kit for plane still exists, now under restoration The airplanes can be entirely scratch- the complete aircraft. Dedicated scratch- by the current owners of the company. built from plans, or constructed from a builders can still order a set of construc- series of subkits supplied by the factory. tion drawings and have at it, but most 60 Years Later... In the nearly 20 years since acquiring will use at least some of the available Mustang Aeronautics acquired the the design, Tieman has endeavored to parts and subkits. It makes more sense design rights for both airplanes from make the building process simpler and to purchase the airplane in subkits as Bushby in 1992. Young Chris Tieman, more consistent. needed, Tieman says, though overseas president of Mustang Aero, is an aero- In place of the eighth-inch rivets builders, who make up about 30% of the nautical engineering graduate of the Uni- originally used, Tieman opted for an customers, tend to order complete kits. 3 versity of Michigan; he and his father, increased count of ⁄32-inch rivets, which Lead time for delivery of a full kit runs Richard, have worked hard to upgrade are easier for average first-time builders about 11 weeks. the Mustangs and make them easier to to drive. Pre-drilling pilot holes in the build. Mustang Aeronautics is located fuselage bulkheads made it simpler to How It’s Built just north of Detroit, near the Oakland- drill holes to attach the fuselage skins The Mustang II was created by attach- Troy Airport. We were pleased to get an without measuring. Wingskins now ing Midget Mustang wings to a zero- invite to attend the company’s 2009 fly- come with the leading edge pre-bent, dihedral center section. Five degrees of in, tour the factory and see several prime and flanges are pre-formed on most other dihedral are used in these tapered outer examples of completed airplanes. metal parts. And more of the individual panels, along with 2.5° of washout. The Much like their namesake, to which parts are available for purchase from the Mustangs use a laminar-flow 64a212 they bear only scant resemblance, the factory, saving the scratch-builder from wing section with a fairly sharp leading- Mustangs are big on ramp appeal. They creating them out of flat stock. edge radius and a 40% chord thickness. Because the wing’s airflow is somewhat critical, early scratch-built Mustangs can exhibit variations in performance from plane to plane, particularly at low speed. Tieman has addressed this issue

The Kinder Mustang II was plansbuilt in the days before factory-fabricated kits were available, and it won Oshkosh Grand Champion honors in 1981. It still looks and flies great after accumulating more than 1300 hours.

Photos: LeRoy Cook KITPLANES January 2010 15 Mustang II continued in various ways; pre-bending the airfoil shape into the leading edge of the wingskins is done at the factory, and the critical center section now comes completed and powder-coated, ready for the wingspars to attach with the dihedral angle set. Plansbuilders are encour- The Mustang II’s generous tail feathers The Mustang II uses a wide manually aged to buy factory-made wing jigs for provide good handling and stability for actuated flap that spans the center section their projects, and then sell them back cross-country travel. under the fuselage as well as the inner to Mustang Aeronautics afterward at a portion of the wing. slight discount. edge up and walked aft to the tail cone, Alternatively, Mustang Aero offers a where a saddle bracket atop the tail cone complete quickbuild wings option, by receives the wingtip. Because the aile- which the airfoil variations are elimi- rons are pushrod actuated, the control nated, thus sparing the builder the need linkage disconnect and hookup is auto- for jigs. Just introduced, a lower-cost par- matic; the outer pushrods simply ride tially completed (basically unskinned) against flat bearing surfaces on a bell wing option is being offered, which still crank when the wing is in place. Fuel eliminates the jigging requirement but is typically contained in a nose header also cuts the cost by almost 40%. tank and in the outer wing panels, so the The Mustang II’s outer wings can wing tanks should be empty if the wings incorporate a folding feature, using are to be folded to reduce the weight. a swivel attachment near the trailing The Mustang II’s flap is a single drag edge; about a quarter of the kits ordered flap that covers the entire aft section of specify this option. Tieman says folding the center section, including the por- the wings is most useful for sharing han- tion under the fuselage, DC-3 style. gar space to cut storage costs, rather than The Midget Mustang uses dual flaps on for trailering, though the M-II slims the wing panels, because it has a short down to legal road width with the wings center section. Ailerons are attached by folded. To stow the wings, the three full-length upper piano hinges, giving a bolts holding the wings to the main and gap-seal effect. The Kinders are horse lovers as well as aft spars are unscrewed, allowing the The maingear legs are attached par- airplane devotees, thus a mustang sil- 55-pound panel to be rotated leading- tially outboard, creating a wide span for houette on the vertical fin carries double good ground handling; gear tread mea- significance. sures 6-foot-9 inches for the Mustang II, 5-foot-1 inch for the M-I. A recent change from steel gear legs to 7075 aluminum saves 20 pounds. A tricycle-gear option for the M-II is gaining in popularity, now making up about 40% of sales. A spring-steel strut attached to the engine mount is used for the nosegear, mounting a Lamb 4-inch tire. Maingear tires are 5.00x5. Fuel system options are varied. As Kinder installed an adjustable cowl flap under his cowling to lower oil tempera- with the Midget Mustang, the original tures during hot-weather climbs, but says Mustang II design called for a header it’s only required in extreme conditions.

Kinder’s custom fuel system uses an tank aft of the firewall, 15 gallons for the 11-gallon fuselage tank under the seats, M-I and 11 or 25 gallons for the M-II. filled through a port near the left wing root, supplemented by an 18.75-gallon However, builders quickly adopted tank in each outer wing panel, fueled at larger engines than the Lycoming O-290 the tips. of the prototype Mustang II, leading to

16 KITPLANES January 2010 www.kitplanes.com a need for supplemental fuel in wing tanks, wet-wing bays and tip tanks. A popular wet-wing option uses the aft spar as the rear wall of the tank, so light- ening holes aren’t cut in that area when the factory makes up the spar. This provides an extra 18 gallons on each side for the Mustang II, 10 gallons per wing for the Midget Mustang. The Midget Mustang was designed around the small-bore Continen- tals (the most popular of which is the O-200). Builders quickly adopted larger powerplants, up through the O-320 Lycoming, which decidedly changed the character of the lightweight racer. Mustang Aero recommends the 150- to 160-horsepower option only for experienced pilots. Primarily a cross-country cruiser, the Mustang II uses four-cylinder Lycoming powerplants from the What’s in the Box

The standard Midget Mustang and Mustang II airframe kits include a fully assembled and powder-coated center section, pre-bent parts that would be beyond simple hand-tool capability and pre-rolled wing leading edges. The Everything a Homebuilder Needs! fuselage bulkheads and control surfaces are pilot drilled, as are most of the wingskins. Not included are the engine mount, fuel tanks, wheel and brake kit, canopy, cowling and tips. The quickbuild options include fully completed wings or partially built wings, assembled tail group spars, and Aircraft Grade Sitka Spruce Aluminum & Steel Sheet Pywood deburred and powder-coated steel parts. Full quickbuild kits cost $22,625 for the M-1 and $27,700 for the M-II, which adds the “not included” items above. Construction drawings must be ordered separately from the kits, $125 or $225. AN Hardware Aluminum & Steel Tubing Composite Materials —L.C. Call us and get your copy of our current catalog or visit us online for the complete catalog and 24/7 ordering capability. 800.221.9425 Overseas: 618.654.7447 www.WicksAircraft.com

KITPLANES January 2010 17 Mustang II continued

O-320 to the IO-390, with either a fixed-pitch or constant-speed propeller. The Mustang II battery normally resides in the aft fuselage, adjacent to the 80-pound baggage bin behind the seats. The empennage of both the Midget Mustang and Mustang II uses a cable- Keith Taylor, from Bellingham in north- Some 60 years after its inception, the actuated rudder, while the elevators ern England, tries out the cockpit of the Midget Mustang still has plenty of are controlled by an aluminum push- Midget Mustang. He’s about to take deliv- ramp appeal. The razorback fuselage is rod. Midget Mustangs were first built ery of a full kit and looks forward to flying frequently replaced by an M1A bubble with a high turtledeck and a one-piece his own Mustang in European airspace. canopy option for improved visibility. swing-over canopy, but a two-piece sliding bubble canopy with a lowered tor), but a good assortment of Mustang turtledeck is now available, as the M-IA IIs flew in, despite threatening, gusty option. The Mustang II’s sliding canopy weather. Larry Kinder arrived from can be either a T-18 style flat-top unit Elko, Minnesota, in his 1991 Oshkosh or a rounded bubble canopy. The wind- Grand Champion Mustang II, a striking shield has been changed from a blunt yellow and black speedster. He agreed to T-18 unit to a bubble-type windscreen let me have a short introduction to the with better optics. joys of Mustang flying, after the winds abated in late afternoon and before the How Does It Fly? night’s rain showers moved in. Only one Midget Mustang was present at Kinder’s airplane has accumulated Bill Scheltema from Muskegon, Michi- the 2009 fly-in (the factory demonstra- more than 1300 hours since he first flew gan, has one of the sleekest and fastest it in 1981, and it still looks brand new. Mustangs around, and he keeps it at Mustang owners tend to fly their air- home, thanks to the folding wing option planes, not just build them to look at; he incorporated. mustang II some have put 3000 hours on them. As with all homebuilts, each is unique and For boarding, the seat cushion is Price...... $16,530 Estimated completed price...... $45,000 - $55,000 undergoing continual tweaking. Kind- flipped up, Grumman style. I stepped Estimated build time...... 1700 hours er’s fuel system eschews the header tank in over the side and lowered myself into Number flying (at press time)...... 470 for an underseat tank of 11 gallons, sup- place using the canopy side rail and a Powerplant...... Lycoming IO-360, 200 hp @ 2700 rpm Propeller...... two-blade, constant-speed plemented by an 18.75-gallon wing tank beefy windshield frame tube, which Powerplant options...... 150 - 200 hp four-cylinder Lycoming on each side. This 48.5-gallon supply is doubles as turnover structure. Once Airframe plenty for the 180-hp IO-360 Lycoming, settled in, there’s ample elbow room, Wingspan...... 25 ft 6 in which was removed from a 1968 Piper though Kinder did incorporate a remov- Wing loading...... 16.48 lb/sq ft Arrow. Its dual ignition incorporates a able control stick on the right side to Fuel capacity...... 25 gal Light Speed electronic system on one allow full aileron movement when an Maximum gross weight...... 1600 lb Typical empty weight...... 1015 lb position, with the conventional mag- ample passenger leg would be interposed Typical useful load...... 585 lb neto retained on the other. between an extended flap handle and the Full-fuel payload...... 348 lb Seating capacity...... 2 Cabin width...... 40 in Baggage capacity...... 75 lb Performance Cruise speed...... 220 mph (191 kt) TAS 8000 ft @ 75% of max-continuous, 10.5 gph Maximum rate of climb...... 1900 fpm Stall speed (landing configuration)...... 58 mph (50 kt) IAS Stall speed (clean)...... 62 mph (54 kt) IAS Takeoff distance...... 470 ft Landing distance...... 680 ft

Specifications are manufacturer’s estimates and A few of the Mustangs attending the Mustang Aeronautics fly-in: The single-seat Midget are based on the configuration of the demonstrator aircraft. As they say, your mileage may vary. Mustang factory demonstrator is at right (foreground), Bill Scheltema’s Mustang II is in the center and Larry Kinder’s Mustang II is at left.

18 KITPLANES January 2010 www.kitplanes.com AIRCRAFT TOOL SUPPLY COMPANY Toll Free: 1-800-248-0638 COMPRESSION TESTER EXTENSION For use with ATS models 2E and 2EM Compression Testers. Project1 4/14/05 11:47 PM Page 1 If you have trouble getting to the spark plug port for compression testing due to distance or obstructions, With the wings neatly folded, requiring then our new Compression Tester Ex- NEW! only a few minutes of work, Scheltema’s tension may be just what you need. Mustang II can be rolled onto its trailer It’s a replacement 18mm aviation and taken home. plug adapter with an 8-1/2” reach to work around manifolds, baffiling, harnesses, support structures, and any- stick. The seats are ground adjustable to thing else that gets in your way. The T-handle lets you to screw and unscrew the extender into the port without a wrench. And finally, the accommodate varying leg lengths. quick connect coupler and the O-ring seal to protect the spark plug Kinder’s panel is set up primarily for port makes it a snap to hookup and disconnect your tester. VFR traveling, though he is instrument Painted safety yellow for high visibility rated. Empty weight is 1060 pounds, with gross weight set at 1600 pounds. 18MM-XT www.aircraft-tool.com The power quadrant uses just the knobs from a Piper product; the pedestal itself is his own work. An adjustable cowl kitplaneJanuary2010.indd 1 The Independent Voice for Homebuilt Aviation9/28/2009 11:38:12 AM flap under the nose is opened only in extremely hot conditions. Visibility for taxiing is good, because the Mustang’s upper cowling is relatively flat from the windshield forward; with proper seat cushions, little S turning is needed. Controls were confirmed free and clear, and both trim wheels on the cen- tral tunnel were verified neutral; the aft wheel is for an adjustable aileron tab on the left wing. Checking for approaching traffic requires only some head-swivel- ing, thanks to the expanse of canopy, and with an advisory on Oakland-Troy’s 123.05 CTAF, we were off. Oh, Yeah! Acceleration with our low power loading was like a dragster hauling out of the chute. There’s plenty of rudder to control the torque, Kinder said. The airplane broke ground at about 70 mph, using approximately 800 feet of runway, and charged upward into an impatient climb. At 120 mph IAS, which was probably far in excess of any Vy, we indicated a steady 1600 fpm before we had to level off at 3000 feet to stay VFR. Cruise power was pulled back to 23 inches and 2350 rpm, which eventually resulted in an indicated airspeed right up against the yellow arc, established at an even 200 mph. At speed, the controls

KITPLANES January 2010 19 Mustang II continued are nicely balanced; the ailerons stiffen up at 200 mph, but still produce a 190° per second roll rate, according to Tie- By purchasing either fully built or partially The Mustang wingspars attach to a pre- man’s specs, and I concur. Pitch control built wing options, the Mustang kit built center section, with dihedral angle is not at all hair-trigger sensitive, unlike builder doesn’t need to acquire his own set and critical riveting done. wing jig and gets into the air with a lot many small homebuilts, and the rudder fewer rivets to drive. is powerful without being touchy. Stick- free off-trim recovery was essentially deadbeat, settling back to trim speed with but one overshoot. Picking up a wing with rudder produced immediate results. I essayed some very satisfying lazy-eight maneuvers, with full credit given to the airplane, not my flying. The Mustang II is reportedly stressed to 9 G ultimate, with a 6-G flight load factor observed for all normal operation. However, I wouldn’t consider it Chris Tieman, president of Mustang Aeronautics, takes a turn at the CNC cutter an aerobatic mount because of its quick to make up some Mustang II flap skins, acceleration on the down line. The Mus- usually one of the first sub-kits ordered by As shown on display for the factory open tang’s fun to fly as a quick cross-country beginning builders. house, Mustang parts can be purchased in traveler, and with a simple autopilot it kit form or individually, saving tedious cre- would make a suitable IFR platform. All too soon, it was time to let down ation of form blocks, bending of flanges, measuring and drilling. The stall checks were, as predicted, into the still gusty low-level winds. non-events, exhibiting proper stick- Kinder said the descent profile is one loading as the speed bled off. There was of his challenges with the airplane, tang Aeronautics, the building process only a hint of burble as the stall broke; which could use speed brakes. When is no longer as daunting as it was when Kinder’s right wing always drops first, letting down from high altitudes with Kinder built his airplane, and the results he noted. Indicated stall speed, for what a tailwind, he has to start the descent are much more predictable. Just goes it’s worth, was about 63 mph flaps up, 100 miles out to avoid overflying his to prove that a veteran design can be and only a couple of knots slower with destination. We rolled into a 45° bank improved over time without losing the the flaps down. Altitude loss was 200 to pull off speed and got down to the very things that made it popular. J feet or so before we were flying again. pattern altitude in one circle. I expected to fly final at 100 mph or so, but Kinder For more information, call 248/649- rejected that idea. The pattern was flown 6818 or visit www.mustangaero.com. at 90 mph and final approach required Find a direct link at www.kitplanes.com. only 75 with the belly flap down (Vfe

is set for 100 mph). He says he works LEROY COOK short strips by coming over the fence at An experienced journal- 70 mph, and, sure enough, we floated ist whose writing credits interminably before touching down at include just about every 60 or so. Rollout with minimal brak- aviation publication ing ended after using about 2000 feet of that counts, LeRoy Cook pavement. brings a wealth of expe- The Mustang II proved to be a fine rience and perspective to handling little airplane, performing for his flight reviews. all the world as if I were sitting in a much This is a kit project under construction by larger aircraft. With the 360-cubic-inch local builders in borrowed space at the Lycoming and a constant-speed prop, Mustang Aeronautics factory. Pre-built it’s a real tiger, and a 320-inch engine wings saved considerable construction time, and the pre-drilled fuselage bulk- with the correct fixed-pitch prop would heads provided pilot holes for attaching still deliver ample performance. With the fuselage skins. the quickbuild kits now offered by Mus-

20 KITPLANES January 2010 www.kitplanes.com Time to Install the Avionics Package In the RV-12, it’s not quite plug and play, but it’s close. By Dave Martin

The first four installations of this Black (and Gray and Yellow) Boxes The expensive pieces of the RV-12 avionics package line up, awaiting installation. series covered building the kit segments The avionics package became available From left to right and top to bottom: to complete the entire Van’s Aircraft as the fifth kit segment. This section factory-built control panel, Dynon D180 RV-12 airframe. That included starting requires the least work and the most EFIS/EMS, Garmin 496 GPS, Garmin SL40 with the wing/flaperon kit, followed by money so far. And because ELSA build- com radio and Garmin transponder. Not the empennage and tail cone, forward ers must duplicate the FAA-approved shown are the Flightcom intercom and fuselage and finally the finish kit, which SLSA model, it offers the first real Artex 406 MHz ELT remote switch. comprises controls hookup and adjust- choice: The builder chooses from among ment, landing gear and brakes, fuel Garmin GPS models 296, 396 or 496. system (with built-in software for the tank, canopy, completely finished seat The highest-price option Garmin 496 single- or two-axis autopilot), Garmin cushions with the customer’s choice of offers the chance to spend even more SL40 com transceiver, Garmin GTX trim color, two-piece engine cowl, and money on an exceptionally valuable fea- 327 transponder, Flightcom stereo wiring including bracketry and cabling ture: near-real-time weather from XM intercom, and a bright yellow Artex 406 for the optional Dynon autopilot. Satellite Radio superimposed on the MHz ELT. It’s worth a reminder that this is one of unit’s terrain-displaying moving map. Tying these units together is a fac- the first RV-12s built, and also one of the At the time I wrote the big check for the tory-built custom control panel with first Experimental Light Sport Aircraft Garmin 496-equipped avionics package, switches for master power, engine start, (ELSAs) based on an FAA-approved the total came to well over $13,000. optional nav and strobe lights, autopi- Special Light Sport (SLSA), the red kit The other black and gray boxes and lot and electric pitch trim. The control prototype seen at many events over the systems included the Dynon Flight- panel is made for Van’s by SteinAir, in last year. DEK-D180 EFIS/engine monitoring Minneapolis, and all avionics units,

Photos: Dave Martin KITPLANES January 2010 21 RV-12 continued when they are powered up. In other Let’s Get Started words, don’t apply volts to any of the Getting through the first full page of trays, cables and antennas are shipped units, and don’t do anything with them instructions takes just two steps and 5 from SteinAir to the builder. Van’s sup- until instructed. minutes: Cut and apply supplied labels plies the few metal parts—antenna and The Garmin GPS is the exception. to the back of the control panel for eight magnetometer brackets, for example. It comes equipped for automotive and D-sub cable connections plus the power A bold-print letter from SteinAir marine use in addition to its default avi- plug and five holes with calibration notes that avionics problems should be ation function and may be used in those potentiometers behind them. Take the addressed to that company rather than modes without fear. (I’m writing this rest of the day off. Or continue the fun Van’s Aircraft. Also stressed is that pro- while on vacation in Sunriver, Oregon, a on the next page of instructions. grammable units such as the Garmin resort community with 13 traffic circles. The left side of the instrument panel GPS, radio, transponder and the inter- We enjoyed accurate commentary from is removed so the control panel can be com have been tailored specifically for Bernice, the “Babe in the Box,” as she placed behind it and fastened perma- the RV-12 system and should work guided us perfectly through the roads nently back in place. Fuses are inserted without additional effort by the builder and circles to our leased house.) into their places on the top of the control panel, and spare fuses are set in their labeled slots in a plastic holder that is double-stick taped inside the map box door where it can be reached from either seat in the airplane. Clever! The beefy shelf for the Dynon EFIS is attached behind the left instrument panel after clearing two of the attach holes with a file. The D180 may now be slid home in its shelf and locked securely with a supplied wrench. The static line and two EFIS cable connectors are fastened to the back of the unit. A 37-pin connector is routed to its home on the back of the control panel, and the connectors are secured with screws. Plastic backshells need to be attached to most cable connectors. This takes maybe a minute each after the first one or two. Installing the transponder tray (lowest in the radio/GPS stack) takes a bit longer and is followed by the transceiver tray above it. Wire cables and connectors come attached to the trays, and these cables with their connectors on the other end are to be routed for security through a previously installed cable clamp. That’s not a problem, as the clamp can be opened to admit new wires. However, they are also to be put through one or more plastic snap bushings installed in metal brackets. Accord- ing to the drawings, brackets in the newer kits have cutouts to allow slipping new wires inside, but for the wiring to get inside the snap bushings, they must be snipped and the wires forced through the slit in the bushings, which are then View from the top: Com radio and transponder trays (left, along with the GPS dock) come reseated in their brackets. (Early kits with their wiring harnesses already installed. The Dynon EFIS tray also awaits its unit. like mine also require cutting the metal

22 KITPLANES January 2010 www.kitplanes.com brackets to admit the additional wir- Six of the 10 have factory-installed ing.) Transponder and transceiver wire D-sub pins that are snapped in their harnesses are attached to their places on designated holes through the back of the back of the control panel. The cush- the connector. The remaining two pairs ioned cable clamp and the snap bushings are twisted together and connected. You should be left open until the intercom may need a strong light, and I used a bin- cable is installed. ocular loupe to see the tiny numbers on Coax cables are already in place for the the connector. Even so, I snapped one supplied transponder and com anten- wire in the wrong hole and made good nas; 8-32 hex nuts are reached through use of the pin extractor tool supplied The Garmin GPS and XM Satellite Radio inspection holes on the bottom of the with the finish kit. After the correct antennas nest on a shelf under the fiber- fuselage to attach the com antenna. The connection is confirmed, a backshell is glass upper cowl. transponder antenna is fastened through attached to the intercom cable, which is its hole near the center of the belly, for- screwed to the rear of the unit. Like the including the magnetic compass, is dis- ward of the seats, but the panel cover- radio and transponder cables, the inter- played on the Dynon screen. Dynon’s ing the floor tunnel in this area must be com wiring is routed through a cush- magnetometer—the magnetic compass removed to do it. Thirty minutes were ioned clamp and a snap bushing that sensor—is attached to small brackets required to attach these antennas. must be snipped. and pull-riveted from behind to the top of the aft fuselage ring one station behind GPS and Intercom Hookup The ELT and Magnetometer the baggage/fuel tank area. A special The Garmin external GPS antenna The avionics package comes with a 406 D-sub backshell with non-ferrous screws and an XM Satellite Radio antenna are MHz Artex emergency locator transmit- is attached to the connector, which is screwed to a bracket high on the forward ter (ELT), which is a good move because plugged into the magnetometer. side of the firewall. Their coax cables go satellite monitoring of the 121.5 MHz through the firewall. A heavy custom emergency frequency has concluded. What’s Next? aluminum plate (ready for deburring, The ELT antenna is mounted to a As this is written, the engine/propel- primer and paint) and aluminum tube bracket that is attached with screws to a ler package has just become available. standoffs hold the plastic Garmin GPS pair of nutplates installed behind the pas- It includes the Rotax 912ULS engine, dock to the instrument panel. senger’s seat on top of the mid-fuselage slightly ground-adjustable Sensenich Now comes another rare builder’s crossover brace. Holes in the bottom of composite prop, spinner, battery and choice: Enlarge the GPS hole in the the brace allow you to get the nutplates other firewall-forward parts. A few more panel, make another slight factory- in position for pull-riveting them. The fiberglass pieces—engine and cockpit approved mod, and you can easily remove slightly angled antenna bracket, which heat baffling—come with the power the GPS for theft prevention, program- goes just forward of the fuel tank, allows package, along with procedures for ming waypoints at home for a trip or fixing of the ELT antenna with its hex breaking in the Rotax after installation. other uses (automotive or marine). Or nut and lock washer. The FAA has confirmed that 3-inch you can leave the hole the original size, The plastic ELT tray and an aluminum N-numbers will be sufficient on the and the GPS is locked behind the panel. bracket to hold the ELT buzzer are Cle- Experimental-category RV-12 and that In either case, the GPS may now be coed and then riveted in place, and spe- as little as 5 hours of test flying may be snapped in its dock and its four cables cial wide-head pull rivets secure the tray needed before a final airworthiness cer- attached. One of the cables goes to the to the right side of the fuselage. The ELT tificate will be issued. For an ELSA such control panel; the other three are anten- comes with a telephone-style connector as this one, initial flying is the equivalent nas and power. adapter with red and black wires that of production test rather than Experi- Next comes intercom installation, and connect to the buzzer, which is secured mental test flying. That’s because RV-12 there’s some actual wiring to do here. in its bracket. The ELT is strapped to its builders sign a form that they are using The small intercom box is easily screwed tray, and the white telephone wire with all systems and building techniques to the front panel, and its cable, minus a modular plug installed much earlier is found in the SLSA on which the kit ver- the connector backshells, is made up… plugged into the adapter. sion is based. with an exception. Separate five-wire The other end of the white phone Depending on the timing, including cables have been routed from the pilot’s cable was previously routed to the an FAA inspection, the next episode just and copilot’s headset jacks beside the left instrument panel. It plugs into a short might include the first flight or two.J and right seats to an area near the rear phone adapter that connects to the of the intercom. Page 42-14, Revision 1, self-powered remote ELT switch that is For more information, call 503/678- shows how these 10 wires are routed to bolted to the panel above the intercom. 6545 or visit www.vansaircraft.com. Find the intercom. Every instrument in the RV-12, a direct link at www.kitplanes.com.

KITPLANES January 2010 23 Mellow Ye l l o w

The Texas Sport Cub team brushed up their skills during the paint process. By Dave Prizio

Painting—what a deceptive term. new pride and joy would exact a larger and plastic sheeting should not be too Simple logic would tell you that paint- toll on my psyche than bearing down big a chore for someone who is building is about putting paint onto some- and doing the work required. Luckily, ing an airplane. Just remember to put thing, but nothing could be further my good friend and building buddy, Ed in a few diagonal braces to give it some from the truth. Painting is really about Zaleski, likes to paint, so I knew I could stability. We put in a 6-foot-wide door getting ready to put paint on something. get through this. in one end, and we wish we had made it That’s where all the work is. The applica- wider. The wing rotator I ordered from tion of paint is almost an afterthought Building the Booth Wag Aero hadn’t come yet, so we ended in the whole process. Before we could paint anything, we up not having quite enough room to As you may have sensed from my needed a spray booth. The best thing is get it in and out easily when it finally opening, I am not a painter, nor am I to have a friend nearby who already has showed up. a lover of the process of getting ready one. Failing that, you will need to build Ventilation becomes a big concern in to and finally applying paint. I like a one yourself. We made ours a little too a spray booth. Without good ventila- good paint job as much as the next guy, small at 8 x 22 feet; 10 x 24 would have tion, the air quickly fills with overspray but the demands painting make on my been much better. You really need more and fumes, and seeing becomes almost patience are excessive. Be that as it may, maneuvering room than you might impossible. We put two 16x25-inch painting is an essential part of building think; 2.5 feet clear around the largest heater filters in one end and a 12-inch a fabric-covered airplane like a Cub. object to paint is about the minimum. explosion-proof fan with another 16x25 Furthermore, a poor paint job on my Framing the booth walls out of 2x2s filter in front of it in the other. This

24 KITPLANES January 2010 www.kitplanes.com allows clean air to come in and protects the fan from getting completely encrusted with paint as it pulls air out. Safety concerns drove us to the explosion-proof fan. Unfortunately, they are really expensive ($488 from Grainger). Ouch! Once we started using the booth we wished we had used a bigger fan, but that would have cost even more. Getting clean air to the guy with the spray gun becomes a major issue with urethane and epoxy paints. These require a fresh-air respirator and a bunny suit with a hood to be really safe. That is cumbersome, but then so is having a bunch of your brain cells permanently fried. These are not the enamel or lacquer paints you used to use on cars, Dave Prizio prepares aluminum parts for painting with Alumiprep and Alodine which require only a charcoal-filter res- treatments. pirator. These paints, especially the ure- thanes, require fresh air to be pumped in Surface Tension Steel comes first. The cage of the Cub from outside. I ordered a two-person rig In building a Cub there are a number is chrome-moly tubing. It comes from with a turbine HVLP spray gun from of different surface types to deal with: the factory primed with epoxy in a lovely Aircraft Technical Support. They were steel, aluminum, fiberglass and fabric. shade of green. If it had come unpainted, really nice to deal with and the equip- Each requires a different approach, even a thorough sandblasting would have been ment was first class, but honestly it was though they all end up with the same done prior to priming. Green primer more than we needed. I expected to be in paint as the final finished surface. I’ll looks very airplane-ish, but it does not the booth, helping Zaleski as he painted, deal with the less used materials first and make a good base for a yellow color coat. but it didn’t turn out that way. For one focus on fabric last, as it is the bulk of the Luckily, much of the cage does not show thing there wasn’t enough room. Also, work. There is a bit of wood involved, once the plane is covered and interior he was not crazy about the turbine spray too, in the form of two plywood floor- items are installed, but the part that gun. It worked well, but he preferred his boards, but I’ll skip over them and just will show needs to get a coat of white inexpensive Harbor Freight HVLP gun. advise you to sand them smooth and primer. We primed the cage with Air- Go figure! apply some good epoxy varnish. Tech fabric primer, because they said it would work and it was white, but a good epoxy primer like PPG’s DP48 would have been a better choice. We switched to that later. We first taped off the lim- its of where we wanted white primer,

Zaleski sprays the wing with primer, beginning with the pitot mast. The bunny suit hood was discarded when it became Ed Zaleski sprays elevators with primer. Note full bunny suit. too hard to see with it on.

Photos: Dave Prizio KITPLANES January 2010 25 Texas Sport Cub continued and then we went over those areas with a Scotch-Brite. The dust was cleaned off with compressed air, followed by a wipe with Prepclean, a general purpose pre- paint cleaner/degreaser. The cage presented us with a special painting problem because there are so many nooks and crannies to get paint into. There are two secrets: Be prepared to rotate the cage as you go, and paint from the inside out. This gets you the coverage you need and minimizes over- spraying surfaces that have already been To paint the black lightning bolt, the entire fuselage must be masked off. painted. One coat of white and two coats of yellow later we had a fuselage Final Prep Once all the preliminaries are dis- cage that was ready for parts to go on it. Once the aluminum parts have been pensed with, we get to the final color Aluminum paints in a manner simi- properly prepared, all that’s left is a final coats. A quick hit with the Scotch-Brite lar to steel, but special surface prepara- cleaning. Prepclean or another similar pad and Prepclean, and the color can go tion makes additional demands on the pre-painting cleaner/degreaser should on. There must be some surface rough- painter. You can’t just shoot paint onto be used right before painting along with ness for the urethane color to bond to aluminum and expect it to turn out well. a tack cloth to remove that last little bit the epoxy primer, because there is no Aluminum parts need to be cleaned of dust or lint. Then the primer goes on chemical linking between these dis- with Scotch-Brite and Alumiprep. This per the manufacturer’s recommenda- similar paints. For the Cub we used Air- etches the surface and gets it really clean. tions. We used DP48 for this, but a num- Tech’s urethane in Legend Cub Yellow. Next comes Alodine, which prepares ber of epoxy or zinc chromate primers Once it dries it is really shiny and really the surface for paint and helps inhibit may be used. Again, with a “thin” color tough. It ought to be for more than corrosion. Ideally, you take the part out such as yellow, you are better off using a $400 per gallon. of the Alumiprep, rinse it off, and put it white primer than the traditional green. right into the Alodine bath. Even wait- Sand and spot or repaint the primer as Fiberglass Considerations ing an hour or two allows corrosion to required. A good final paint job depends Painting fiberglass is pretty much the begin. After a few minutes in the Alo- on a good primer base. same as the other parts, but the prepa- dine, take the part out and hang it up to dry. Both of these chemicals should only be used with rubber gloves and safety glasses. They are readily available from Aircraft Spruce or other aircraft- supply retailers.

Ron Lusher sands the fuselage with a The finished fuselage, complete with the Cub lightning bolt. 6-inch orbital sander.

26 KITPLANES January 2010 www.kitplanes.com O U R PA E

A I T R C R A F

One plane, three experiences Sports Tourer Motorglider LSA The finished wings, one hanging and one still in the wing rotator. ration is different. Fiberglass needs to it really smooth. With fiberglass it is be blocked out, filled and sanded. For vitally important that all of the mold some reason, fiberglass parts are always release from the manufacturing pro- screwed up, and these were no excep- cess is removed. This means every inch tion. I could write an entire article on of the surface must be well sanded. For fiberglass work, but I won’t. However, I primer we used DP48 again, but we did will share a few tips with you. not have good results. In retrospect we Sanding or blocking out makes all the should have used the Air-Tech fabric difference in how the painted fiberglass primer, which we later confirmed with part will look. Of course this comes Air-Tech’s technical support people. after dealing with any larger issues such The fabric filler bonds with the urethane as the part not fitting quite right. We color better, and fills the tiny holes and used 80-grit sticky-back sandpaper on imperfections in the fiberglass. The final a sanding block for most of the work. color coats go on after that, just as with For best results, you should sand at a the steel and aluminum. Be sure to have 45° angle to ridges, and then come back the surface nice and clean before apply- and sand the same area at a 45° angle the ing the paint. By the way, breathing other way (in other words at 90° to the fiberglass dust is not good for you, so you first pass). Be careful not to sand into the should wear a particle mask at all times fiberglass cloth. If sanding alone won’t when sanding or cutting fiberglass. The Spirit get the surface smooth, you will need to fill the low spots and sand it again. We Demands of the Job like West System 410 Microlite filler Painting fabric makes special demands of Flying for this, mixed with West System epoxy on the builder, not onerous ones, but resin. It is easy to use and comes out different from those of other materials. Visit:Visit: nice. Avoid automotive fillers such as With the Air-Tech system we could dis- www.europa-aircraft.comwww europa aircraft com Bondo, because they are much heavier pense with the sealer coat (PolyBrush) and shrink more. Final touch-up can be that PolyFiber recommends, but on the done with automotive glazing putty, but parts we did with PolyFiber products USA Agent: keep it to a minimum. we went ahead and applied PolyBrush. Bud Yerly, Custom Flight Creations Once the fiberglass is in good rough Air-Tech says its primer will go over raw t: (813) 653-4989 shape you will want to finish-sand it fabric or PolyBrush equally well. The m: (813) 244-8354 with 300 to 400 grit paper to make PolyBrush does save on primer by sealing [email protected]

KITPLANES January 2010 27 Texas Sport Cub continued the fabric, but it is an extra step. Primer weight is a big concern on a really light plane like the Cub, so there is an argu- ment for using the PolyBrush even with the Air-Tech primer. On the other hand, the PolyBrush has weight of its own, so they probably offset each other. Before priming, the fabric needs to be cleaned. Both PolyFiber and Air-Tech make cleaners for this process. Primer has a lot of body, so it needs a pretty good sized nozzle in the spray gun to make it work. It may also need to be thinned out to get it to go on smoothly. You will be sanding it anyway, but believe me, you will be happier in the long run if you go to the trouble to apply it smoothly from Prizio and Zaleski sand the primer coat on a wing in preparation for the color coat. the beginning. Make some test shots on cardboard to adjust your gun and get This must be done with patience and aren’t, so we got to decide for ourselves. the amount of reducer right. We used care so as to not break through the fab- With weight an overriding consider- a heavy cross-coat for each coat (apply ric over these protrusions. Sanding the ation, I must admit a bias for skipping paint in a lengthwise pattern, then again first coat can be done somewhat casu- the third coat. That extra layer of paint at 90° to the first while the first one is ally, as it will get painted again, but not on both wings is worth something like still wet). Don’t worry too much about too casually. The more rough stuff you 5 or 6 pounds. That was all it took to runs. Just make sure you cover every- leave behind, the more work you will push us over the edge. The third coat of thing well. have to do later. paint would be color, not primer. This is The first coat needs to be sanded The second coat goes on just like the not an endorsement of disregarding the smooth before the second one goes on. first—a good cross-coat over everything. manufacturer’s recommendation, but The larger open areas can be handled Then sand it smooth. The decision now the benefit of Experimental/Amateur- with a 5- or 6-inch orbital sander using comes about the third coat of primer. If Built aviation is the ability to make your 220-grit paper. That’s the easy part. The we were working on a certified airplane, own decisions based on your own ideas real work is in sanding all the little cor- we would have no choice but to follow and circumstances. This plane should be ners and around rivets and rib stitching. the STC and apply the third coat, but we hangared for as long as I own it, so saving some weight at the expense of extra UV protection seemed right to me. Color Commentary When it came to the color coats, I chose the Air-Tech high-gloss urethane. It is not exactly authentic, but it looks sharp. Knowing that the urethane is particularly unforgiving, I decided to enlist the help of Ron Lusher, the finishing supervisor at American Legend/Texas Sport. He came out to California for a long Memorial Day weekend and worked with us to get two or three coats of color on everything. It was worth the expense. He taught us a lot about painting, and he really made the Cub look great. Prizio sands the fiberglass boot cowl. Note the sanding pattern with a first pass at 45° to ridges and second at 90° to the first.

28 KITPLANES January 2010 www.kitplanes.com Lusher looked at our primer work have turned out as well. Lastly, getting and said, “Not enough reducer. See how the wing rotator from Wag Aero, even rough the texture is?” Sure enough, it at $400, was a good move. It made han- was a bit rough and ended up costing dling and painting the wings much sim- more than a few hours of extra sand- pler. We added wheels to ours to make ing. Next he said, “That masking paper it easier to move around, which was will bleed through when we paint the also a great idea. Now we just have to black lightning bolt. Better switch to decide if we should sell it or keep it for the slick, coated paper.” The guy at the a future project. (Do not tell my wife I paint store agreed, so the green stuff we said that!) got at Home Depot went in the trash What could we have done better? The can. “By the way,” Lusher added, “bet- spray booth should have been bigger, ter get an inline water trap to supple- about 10 x 24 feet, with an 8-foot door ment the one you have, just to be sure.” and a bigger fan. That would have made So we did. Little things can make a big working conditions in the booth much difference. better. We should have bought a one- We did do some things right. The person fresh air respirator and skipped spray booth could have been better, the turbine spray gun, which would have but having one with some reasonable, saved several hundred dollars. Other if not great, ventilation was a good than that, I feel pretty good about the move, as was the fresh-air respirator. process and the results. The FAA created Having a large enough compressor so the Experimental/Amateur-Built cate- that we never wanted for air was also a gory to provide education and recreation good move. This is not a good place to to homebuilders. Half of the point of try and save money. Using the Air-Tech homebuilding is education, and we got a primer, which is white, rather than the lot of it. But I must admit to being eager PolyFiber silver, paid off, too. It saved us to get to the recreation part. It shouldn’t the extra white coat that we would have be long now. All we have to do is finish needed with the PolyFiber. It was also putting it together. What’s that they say? easy to work with. Doing the priming “90% done; 90% to go.” J ourselves and getting professional help with the color also proved beneficial. For more information, call 866/746- We could have done the color without 6159 or visit www.txsport.aero. Find a him, but I am convinced that it wouldn’t direct link at www.kitplanes.com.

The author places the wing on the rotator into the spray booth. Painting the wings without the rotator would have been difficult.

KITPLANES January 2010 29 2010 P l a n s bui lt Buyer’s Guide COMPILED BY CORY EMBERSON

Could this be the year of the plansbuilt aircraft? Few methods of getting into the is possible to have a design that cruises a air are more economical, at least from the cash-outlay standpoint. Typically the prov- little faster than the limit but still meets ince of the pure tinkerer, the builder for whom the journey is as good as the destination, the rule. Where we have data that says plansbuilt designs remain an enticing avenue into home aircraft construction. any given design meets the LSA rules We have changes for this year’s buyer’s guide. A number of designs are no longer for sea-level speed, we mark it as LSA included. We could not make contact with Acro Sport, so its six designs were removed compliant; where we don’t have the data, from our listing. The Classic Aero aircraft, the H-2 Honey Bee and the H-3 Pegasus, are we leave that field empty. Before start- no longer being offered. The Hipps business, with the J-3 Kitten, J-4 Sportster and Reli- ing any project, it’s important to contact ant, has also been sunsetted. Finally, the Emile Lucas designs are not currently avail- the plans seller to determine whether able, nor is the Siers Barracuda. We do have additions in the form of the Zenith 601 the design, as you intend to build it, still XL, formerly a kit aircraft that is now offered only as plans, and the York Enterprises meets the rules. J Laser Z-2300. We continue to list those aircraft that meet the LSA requirements as LSA compli- Key to the Buyer’s Guide Codes ant. But there is always a bit of ambiguity. The basic outlines are well understood: Two All specifications are provided by the manufacturers. seats, piston powered, fixed gear, 1320 pounds maximum gross weight, clean stall at 45 Not applicable n.a. knots CAS or less, and maximum speed at sea level on maximum-continuous power Information was not provided n.p. Retractable gear R of 138 mph (120 knots) or less. The vast majority of those designs not listed as LSA Composite C Metal M compliant in this buyer’s guide are so marked for good reason: far too fast, stall speed Wood W over the limit, too heavy, retractable gear…you get the idea. However, there are several Tubing T Fabric F designs right on the edge—they meet most of the critical limitations, but their sea-level Meets the parameters of max speed is unknown. Depending on how you determine max-continuous power, it the Light Sport Aircraft rule

Acrolite Aircraft Fuel Capacity, gal. 9 Beginner Build Time, hrs. 2000 Acrolite 1T Empty/Gross Weight, lb. 450/720 No. Completed & Flown 1 Cruise, mph 90 Length, ft. 15.5 Cost $125 Stall, mph 44 Wingspan, ft. 18 Estimated Completed Cost $8K-$20K Range, s.m. 290 Wing Area, sq. ft. 111 Rate of Climb, fpm 1100 No. of Seats 1 Takeoff/Landing Distance, ft. 500/500 Cockpit Width, in. 24 Engine Used Rotax 582 Landing Gear tailwheel www.acrolite.org HP/HP Range 65/50-75 Bldg. Materials F, T, W 807/935-2587

Acrolite Aircraft Fuel Capacity, gal. 14 Beginner Build Time, hrs. 2000 Acrolite 2M Empty/Gross Weight, lb. 600/1200 No. Completed & Flown 1 Cruise, mph 105 Length, ft. 20.3 Cost $160 Stall, mph 43 Wingspan, ft. 28.3 Estimated Completed Cost $12K-$30K Range, s.m. 400 Wing Area, sq. ft. 141 Rate of Climb, fpm 1100 No. of Seats 2T Takeoff/Landing Distance, ft. 600/600 Cockpit Width, in. 30 Engine Used Rotax 912 Landing Gear tailwheel www.acrolite.org HP/HP Range 80/65-100 Bldg. Materials F, M, T 807/935-2587

30 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Adams Aeronautics Company, Inc. Fuel Capacity, gal. 5 Beginner Build Time, hrs. 800 T-100D Mariah Empty/Gross Weight, lb. 254/504 No. Completed & Flown 1 Cruise, mph 55 Length, ft. 19.1 Cost $250 Stall, mph 27 Wingspan, ft. 34 Estimated Completed Cost $5K-$8K Range, s.m. 250 Wing Area, sq. ft. 146.5 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 350/300 Cockpit Width, in. n.p. Engine Used Cuyuna 215R Landing Gear trigear www.adamsaero.com HP/HP Range 20/20-35 Bldg. Materials F, W 770/443-8792

Aero-Systems Fuel Capacity, gal. 25 Beginner Build Time, hrs. 2500 Cadet Model STF Empty/Gross Weight, lb. 790/1350 No. Completed & Flown 1 Cruise, mph 130 Length, ft. 18.5 Cost $430 Stall, mph 50 Wingspan, ft. 27 Estimated Completed Cost $35K-$47K Range, s.m. 580 Wing Area, sq. ft. 120 Rate of Climb, fpm 1000 No. of Seats 2 Takeoff/Landing Distance, ft. 800/875 Cockpit Width, in. 39.5 Engine Used Continental O-200 Landing Gear tailwheel/R www.ibeatyouthere.com/culver HP/HP Range 75/75-100 Bldg. Materials F, T, W 619/460-2464

Aircraft Spruce & Specialty Fuel Capacity, gal. 35 Beginner Build Time, hrs. 2000 Acroduster Too SA-750 Empty/Gross Weight, lb. 1050/1950 No. Completed & Flown 152 Cruise, mph 155 Length, ft. 18.5 Cost $125 Stall, mph 55 Wingspan, ft. 21.4 Estimated Completed Cost n.p. Range, s.m. 500 Wing Area, sq. ft. 130 Rate of Climb, fpm 2300 No. of Seats 2T Takeoff/Landing Distance, ft. 800/1200 Cockpit Width, in. 23 Engine Used Lycoming Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 200/180-300 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 9 Beginner Build Time, hrs. 2000 Acrolite 1B Empty/Gross Weight, lb. 495/750 No. Completed & Flown 3 Cruise, mph 110 Length, ft. 17 Cost $300 Stall, mph 45 Wingspan, ft. 20 Estimated Completed Cost $7K-$10K Range, s.m. 290 Wing Area, sq. ft. 133 Rate of Climb, fpm 1800 No. of Seats 1 Takeoff/Landing Distance, ft. 500/500 Cockpit Width, in. 23 Engine Used Rotax 912 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 80/55-112 Bldg. Materials M, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 12 Beginner Build Time, hrs. 1000 Baby Great Lakes Empty/Gross Weight, lb. 480/850 No. Completed & Flown 252 Cruise, mph 118 Length, ft. 13.8 Cost $229.95 Stall, mph 55 Wingspan, ft. 16.6 Estimated Completed Cost n.p. Range, s.m. 290 Wing Area, sq. ft. 88 Rate of Climb, fpm 2000 No. of Seats 1 Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. 23 Engine Used Continental Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 85/65-100 Bldg. Materials F, M, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1400 Buddy Baby Lakes Empty/Gross Weight, lb. 550/1000 No. Completed & Flown 5 Cruise, mph 135 Length, ft. 14.7 Cost $250 Stall, mph 55 Wingspan, ft. 18 Estimated Completed Cost n.p. Range, s.m. 290 Wing Area, sq. ft. 98 Rate of Climb, fpm 1600 No. of Seats 2T Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 23 Engine Used Lycoming O-235 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 108/85-125 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 19 Beginner Build Time, hrs. 2000 Christavia MK 1 Empty/Gross Weight, lb. 800/1500 No. Completed & Flown 363 Cruise, mph 105 Length, ft. 21 Cost $275 Stall, mph 40 Wingspan, ft. 32.5 Estimated Completed Cost $8K-$14K Range, s.m. 360 Wing Area, sq. ft. 146.1 Rate of Climb, fpm 900 No. of Seats 2T Takeoff/Landing Distance, ft. 300/600 Cockpit Width, in. 23 Engine Used Continental Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 65/65-100 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 52 Beginner Build Time, hrs. 2500 Cozy/Cozy MK IV Empty/Gross Weight, lb. 1050/2050 No. Completed & Flown 353 Cruise, mph 190 Length, ft. 16.8 Cost $500 Stall, mph 69 Wingspan, ft. 28.1 Estimated Completed Cost n.p. Range, s.m. 980 Wing Area, sq. ft. 88.2 Rate of Climb, fpm 2000 No. of Seats 4 Takeoff/Landing Distance, ft. 1500/1500 Cockpit Width, in. 40 Engine Used Lycoming O-360 Landing Gear trigear/R www.aircraftspruce.com HP/HP Range 180/160-200 Bldg. Materials C 877-4-SPRUCE

KITPLANES January 2010 31 Plansbuilt Buyer’s Guide

Aircraft Spruce & Specialty Fuel Capacity, gal. 20 Beginner Build Time, hrs. 3000 One Design DR 107 Empty/Gross Weight, lb. 740/1140 No. Completed & Flown 61 Cruise, mph 160 Length, ft. 17 Cost $376.95 Stall, mph 60 Wingspan, ft. 19.3 Estimated Completed Cost n.p. Range, s.m. 350 Wing Area, sq. ft. 75.5 Rate of Climb, fpm 2000 No. of Seats 1 Takeoff/Landing Distance, ft. 600/n.p. Cockpit Width, in. 24 Engine Used Lycoming IO-320 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 160/150-200 Bldg. Materials C, F, M, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 24 Beginner Build Time, hrs. 3500 Starduster One SA-100 Empty/Gross Weight, lb. 700/1080 No. Completed & Flown 102 Cruise, mph 132 Length, ft. n.p. Cost $115 Stall, mph 50 Wingspan, ft. 19 Estimated Completed Cost n.p. Range, s.m. 400 Wing Area, sq. ft. 110 Rate of Climb, fpm 2000 No. of Seats 1 Takeoff/Landing Distance, ft. 200/n.p. Cockpit Width, in. 22 Engine Used Lycoming Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 125/85-180 Bldg. Materials F, M, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 44 Beginner Build Time, hrs. 2000 Starduster Too SA-300 Empty/Gross Weight, lb. 1000/1985 No. Completed & Flown 703 Cruise, mph 130 Length, ft. 20.6 Cost $250 Stall, mph 56 Wingspan, ft. 24 Estimated Completed Cost n.p. Range, s.m. 560 Wing Area, sq. ft. 165 Rate of Climb, fpm 1800 No. of Seats 2T Takeoff/Landing Distance, ft. 700/1000 Cockpit Width, in. 24 Engine Used Lycoming Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 180/160-300 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 22 Beginner Build Time, hrs. 1400 Starlet SA-500 Empty/Gross Weight, lb. 500/1000 No. Completed & Flown 42 Cruise, mph 105 Length, ft. 17 Cost $99.50 Stall, mph 55 Wingspan, ft. 25 Estimated Completed Cost n.p. Range, s.m. 630 Wing Area, sq. ft. 83 Rate of Climb, fpm n.p. No. of Seats 1 Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. 24 Engine Used 1500cc VW Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 65/65-125 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 12 Beginner Build Time, hrs. 1000 Super Baby Great Lakes Empty/Gross Weight, lb. 500/850 No. Completed & Flown 52 Cruise, mph 135 Length, ft. 13.8 Cost $295 Stall, mph 55 Wingspan, ft. 16.6 Estimated Completed Cost n.p. Range, s.m. 290 Wing Area, sq. ft. 88 Rate of Climb, fpm 3000 No. of Seats 1 Takeoff/Landing Distance, ft. 250/400 Cockpit Width, in. 24 Engine Used Lycoming O-235 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 108/108-125 Bldg. Materials F, M, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 20 Beginner Build Time, hrs. 2000 Super Starduster SA-101 Empty/Gross Weight, lb. 840/1300 No. Completed & Flown 2 Cruise, mph 170 Length, ft. 16 Cost $158.95 Stall, mph 55 Wingspan, ft. 19.5 Estimated Completed Cost n.p. Range, s.m. 310 Wing Area, sq. ft. 105 Rate of Climb, fpm 3000 No. of Seats 1 Takeoff/Landing Distance, ft. 200/1000 Cockpit Width, in. 23 Engine Used Lycoming IO-360 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 200 Bldg. Materials C, F, M, T 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 22 Beginner Build Time, hrs. 1800 V-Star SA-900 Empty/Gross Weight, lb. 600/1000 No. Completed & Flown 70 Cruise, mph 75 Length, ft. 17.1 Cost $195 Stall, mph 35 Wingspan, ft. 23 Estimated Completed Cost n.p. Range, s.m. 450 Wing Area, sq. ft. 141 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 400/600 Cockpit Width, in. 24 Engine Used Continental Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 65/65-150 Bldg. Materials F, T, W 877-4-SPRUCE

Aircraft Spruce & Specialty Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1500 Wittman V-Witt Racer Empty/Gross Weight, lb. 430/700 No. Completed & Flown 25 Cruise, mph 150 Length, ft. 18.1 Cost $95 Stall, mph 48 Wingspan, ft. 17.5 Estimated Completed Cost n.p. Range, s.m. 460 Wing Area, sq. ft. 77 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 800/n.p. Cockpit Width, in. 22 Engine Used 1600cc VW Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 50 Bldg. Materials F, T, W 877-4-SPRUCE

32 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Aircraft Spruce & Specialty Fuel Capacity, gal. 35 Beginner Build Time, hrs. 2500 Wittman W10 Tailwind Empty/Gross Weight, lb. 876/1425 No. Completed & Flown 377 Cruise, mph 180 Length, ft. 19.6 Cost $195 Stall, mph 45 Wingspan, ft. 24 Estimated Completed Cost n.p. Range, s.m. 690 Wing Area, sq. ft. 92 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 750/650 Cockpit Width, in. 40 Engine Used Continental O-300 Landing Gear tailwheel www.aircraftspruce.com HP/HP Range 145 Bldg. Materials F, T, W 877-4-SPRUCE

Aviat Aircraft, Inc. Fuel Capacity, gal. 29 Beginner Build Time, hrs. 2000 Pitts S-1-11B (Super Stinker) Empty/Gross Weight, lb. 1028/1500 No. Completed & Flown 80 Cruise, mph 187 Length, ft. 18.1 Cost $330 Stall, mph 54 Wingspan, ft. 18 Estimated Completed Cost $150K-$200K Range, s.m. 400 Wing Area, sq. ft. 110.3 Rate of Climb, fpm 3300 No. of Seats 1 Takeoff/Landing Distance, ft. 1000/1400 Cockpit Width, in. 24 Engine Used Lycoming IO-540 Landing Gear tailwheel www.aviataircraft.com HP/HP Range 250 Bldg. Materials F, M, T, W 307/885-3151

Blanton, D. L. Fuel Capacity, gal. 30 Beginner Build Time, hrs. 1500 Sport Racer Empty/Gross Weight, lb. 1175/1825 No. Completed & Flown 9 Cruise, mph 175 Length, ft. 21 Cost $300 Stall, mph 62 Wingspan, ft. 22 Estimated Completed Cost $25K-$35K Range, s.m. 470 Wing Area, sq. ft. 81 Rate of Climb, fpm 900 No. of Seats 2T Takeoff/Landing Distance, ft. 1600/1800 Cockpit Width, in. 26 Engine Used Ford 230 V-6 Landing Gear tailwheel 316/755-0659 HP/HP Range 200/150-260 Bldg. Materials C, M, T, W email: [email protected]

Blanton, D. L. Fuel Capacity, gal. 36 Beginner Build Time, hrs. 650 V-6 STOL Empty/Gross Weight, lb. 1250/2200 No. Completed & Flown 111 Cruise, mph 120 Length, ft. 22.3 Cost $100 Stall, mph 48 Wingspan, ft. 32 Estimated Completed Cost $25K-$35K Range, s.m. 335 Wing Area, sq. ft. 168 Rate of Climb, fpm 1700 No. of Seats 4 Takeoff/Landing Distance, ft. 500/500 Cockpit Width, in. 40 Engine Used Ford 3.8L V-6 Landing Gear tailwheel 316/755-0659 HP/HP Range 230/230-300 Bldg. Materials F, M, T email: [email protected]

Blanton, D. L. Fuel Capacity, gal. 40 Beginner Build Time, hrs. 2000 Wichawk Empty/Gross Weight, lb. 1280/2000 No. Completed & Flown 102 Cruise, mph 127 Length, ft. 19 Cost $375 Stall, mph 56 Wingspan, ft. 24 Estimated Completed Cost $20K-$40K Range, s.m. 500 Wing Area, sq. ft. 185 Rate of Climb, fpm 1700 No. of Seats 2-3 Takeoff/Landing Distance, ft. 600/400 Cockpit Width, in. 40 Engine Used Lycoming O-360 Landing Gear tailwheel 316/755-0659 HP/HP Range 180/160-300 Bldg. Materials C, F, M, T, W email: [email protected]

Bowers, David R. Fuel Capacity, gal. 16 Beginner Build Time, hrs. 1200 Fly Baby Biplane Empty/Gross Weight, lb. 605/925 No. Completed & Flown 35 Cruise, mph 87 Length, ft. 18.9 Cost $145 Stall, mph 45 Wingspan, ft. 22 Estimated Completed Cost $13K-$16K Range, s.m. 230 Wing Area, sq. ft. 150 Rate of Climb, fpm 875 No. of Seats 1 Takeoff/Landing Distance, ft. 350/400 Cockpit Width, in. 24 Engine Used Continental C-85 Landing Gear tailwheel www.bowersflybaby.com HP/HP Range 85/65-100 Bldg. Materials F, W 650/948-3229

Canadian Museum of Flight Fuel Capacity, gal. 18 Beginner Build Time, hrs. 2500 SE5A Replica Empty/Gross Weight, lb. 750/1150 No. Completed & Flown 200 Cruise, mph 85 Length, ft. 18.1 Cost $150 Stall, mph 40 Wingspan, ft. 23.3 Estimated Completed Cost $5K-$15K Range, s.m. 290 Wing Area, sq. ft. 146 Rate of Climb, fpm 900 No. of Seats 1 Takeoff/Landing Distance, ft. 400/550 Cockpit Width, in. 24 Engine Used Continental O-200 Landing Gear tailwheel 604/532-0035 HP/HP Range 100/85-125 Bldg. Materials F, W email: [email protected]

Cassagneres, Ev Fuel Capacity, gal. 24 Beginner Build Time, hrs. 5000 Ryan ST-R (replica) Empty/Gross Weight, lb. 1155/1575 No. Completed & Flown 1 Cruise, mph 120 Length, ft. 21.5 Cost $750+$50 postage Stall, mph 45 Wingspan, ft. 30 Estimated Completed Cost $10K-$12K Range, s.m. 350 Wing Area, sq. ft. 124 Rate of Climb, fpm 850 No. of Seats 2T Takeoff/Landing Distance, ft. 525/1000 Cockpit Width, in. 30 203/272-2127 Engine Used Tigre G IV B MNA Landing Gear tailwheel 430 Budding Ridge HP/HP Range 150 Bldg. Materials F, M, T Cheshire, CT 06410

KITPLANES January 2010 33 Plansbuilt Buyer’s Guide

Clutton, Eric Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1500 Fred Empty/Gross Weight, lb. 550/820 No. Completed & Flown 28 Cruise, mph 75 Length, ft. 16 Cost $50 Stall, mph 40 Wingspan, ft. 22.6 Estimated Completed Cost $5K-$12K Range, s.m. 210 Wing Area, sq. ft. 110 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 200/400 Cockpit Width, in. 21 Engine Used Continental A-65 Landing Gear tailwheel 931/455-2256 HP/HP Range 65/50-80 Bldg. Materials W email: [email protected]

C-N-C Aviation Fuel Capacity, gal. 11 Beginner Build Time, hrs. 550 Supercat Empty/Gross Weight, lb. 325/650 No. Completed & Flown 251 Cruise, mph 80 Length, ft. 15.3 Cost $125 Stall, mph 32 Wingspan, ft. 27.6 Estimated Completed Cost $5K-$11K Range, s.m. 170 Wing Area, sq. ft. 110 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 300/450 Cockpit Width, in. 26 Engine Used Rotax 503 Landing Gear tailwheel 301/472-4898 HP/HP Range 46/28-50 Bldg. Materials W email: [email protected]

CSN Fuel Capacity, gal. 11 Beginner Build Time, hrs. 1400 Corby Starlet CJ-1 Empty/Gross Weight, lb. 465/750 No. Completed & Flown 141 Cruise, mph 130 Length, ft. 14.9 Cost $295 Stall, mph 35 Wingspan, ft. 18.6 Estimated Completed Cost $15K-$27K Range, s.m. 340 Wing Area, sq. ft. 68.5 Rate of Climb, fpm 1200 No. of Seats 1 Takeoff/Landing Distance, ft. 450/750 Cockpit Width, in. 21.8 Engine Used VW Landing Gear tailwheel 863/644-8426 HP/HP Range 60/45-80 Bldg. Materials W email: [email protected]

Danieli, Tiziano Engine Used Rotax 447 Landing Gear trigear Piuma Evolution HP/HP Range 40/25-40 Bldg. Materials F, W Cruise, mph 62 Fuel Capacity, gal. 5 Beginner Build Time, hrs. 1000 Stall, mph 35 Empty/Gross Weight, lb. 330/530 No. Completed & Flown 6 Aspect Ratio 13:1 Length, ft. 19.8 Cost $380 L/D 20:1 Wingspan, ft. 38.7 Estimated Completed Cost $8K-$12K Minimum Sink, fpm 165 Wing Area, sq. ft. 114 Rate of Climb, fpm 600 No. of Seats 1 www.piumaproject.com Takeoff/Landing Distance, ft. 330/330 Cockpit Width, in. 24 (011) 39-445-527929

Danieli, Tiziano Engine Used Rotax 447 Landing Gear trigear Piuma Motorglider HP/HP Range 40/25-40 Bldg. Materials F, W Cruise, mph 50 Fuel Capacity, gal. 4 Beginner Build Time, hrs. 1000 Stall, mph 30 Empty/Gross Weight, lb. 320/530 No. Completed & Flown 7 Aspect Ratio 11:1 Length, ft. 19.4 Cost $270 L/D 17:1 Wingspan, ft. 38 Estimated Completed Cost $8K-$12K Minimum Sink, fpm 200 Wing Area, sq. ft. 125 Rate of Climb, fpm 600 No. of Seats 1 www.piumaproject.com Takeoff/Landing Distance, ft. 330/330 Cockpit Width, in. 23 (011) 39-445-527929

Danieli, Tiziano Engine Used Rotax 447 Landing Gear trigear Piuma Tourer HP/HP Range 40/40-50 Bldg. Materials F, W Cruise, mph 84 Fuel Capacity, gal. 5 Beginner Build Time, hrs. 1000 Stall, mph 39 Empty/Gross Weight, lb. 350/550 No. Completed & Flown 1 Aspect Ratio 12:1 Length, ft. 19.6 Cost $380 L/D 17:1 Wingspan, ft. 34.1 Estimated Completed Cost $8K-$12K Minimum Sink, fpm 235 Wing Area, sq. ft. 99 Rate of Climb, fpm 600 No. of Seats 1 www.piumaproject.com Takeoff/Landing Distance, ft. 330/330 Cockpit Width, in. 23 (011) 39-445-527929

Danieli, Tiziano Engine Used Rotax 503 Landing Gear trigear Piuma Twin HP/HP Range 45/45-65 Bldg. Materials F, W Cruise, mph 92 Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1200 Stall, mph 43 Empty/Gross Weight, lb. 490/910 No. Completed & Flown 2 Aspect Ratio 13.5:1 Length, ft. 20.6 Cost $590 L/D 18:1 Wingspan, ft. 41 Estimated Completed Cost $10K-$14K Minimum Sink, fpm 240 Wing Area, sq. ft. 125 Rate of Climb, fpm n.p. No. of Seats 2 www.piumaproject.com Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 43 (011) 39-445-527929

DCS, Inc. Fuel Capacity, gal. 15 Beginner Build Time, hrs. 800 Mini Coupe Empty/Gross Weight, lb. 497/850 No. Completed & Flown 60 Cruise, mph 100 Length, ft. 17 Cost $99+postage Stall, mph 48 Wingspan, ft. 22 Estimated Completed Cost $7K-$20K Range, s.m. 400 Wing Area, sq. ft. 80 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 400/500 Cockpit Width, in. 24 Engine Used 1600cc VW Landing Gear trigear www.theminicoupe.com HP/HP Range 65/53-100 Bldg. Materials M 301/262-0446

34 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

DCS, Inc. Fuel Capacity, gal. 9 Beginner Build Time, hrs. 800 Teenie Two Empty/Gross Weight, lb. 310/590 No. Completed & Flown 300 Cruise, mph 110 Length, ft. 13 Cost $99+postage Stall, mph 48 Wingspan, ft. 18 Estimated Completed Cost $7K-$20K Range, s.m. 300 Wing Area, sq. ft. 60 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 500/450 Cockpit Width, in. 22 Engine Used 1600cc VW Landing Gear trigear www.teenietwo.com HP/HP Range 65/53-65 Bldg. Materials M 301/262-0446

DCS, Inc. Fuel Capacity, gal. 26 Beginner Build Time, hrs. 1500 Tinni Three Empty/Gross Weight, lb. 600/1200 No. Completed & Flown 1 Cruise, mph 160 Length, ft. 18 Cost $99+postage Stall, mph 50 Wingspan, ft. 21 Estimated Completed Cost $15K-$35K Range, s.m. 580 Wing Area, sq. ft. 60 Rate of Climb, fpm 800 No. of Seats 2 Takeoff/Landing Distance, ft. 500/550 Cockpit Width, in. 38 Engine Used Lycoming O-290 Landing Gear trigear www.teenietwo.com HP/HP Range 108/85-160 Bldg. Materials M 301/262-0446

Design Resources Fuel Capacity, gal. 16 Beginner Build Time, hrs. 2000 J. D. Special Empty/Gross Weight, lb. 639/939 No. Completed & Flown 1 Cruise, mph 140 Length, ft. 16 Cost $235 Stall, mph 38 Wingspan, ft. 20.5 Estimated Completed Cost $11K-$40K Range, s.m. 450 Wing Area, sq. ft. 83 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 500/700 Cockpit Width, in. 21 830/792-2133 Engine Used Continental C-90 Landing Gear tailwheel 124 East Cedar Dr. HP/HP Range 90/65-110 Bldg. Materials C, F, M, T, W Kerrville, TX 78028

Drake, Justin Fuel Capacity, gal. 8 Beginner Build Time, hrs. 500 M-19 Empty/Gross Weight, lb. 494/750 No. Completed & Flown 1 Cruise, mph 70 Length, ft. 16 Cost $110 Stall, mph 38 Wingspan, ft. 24 Estimated Completed Cost $3K-$10K Range, s.m. 200 Wing Area, sq. ft. 104 Rate of Climb, fpm 550 No. of Seats 1 Takeoff/Landing Distance, ft. 400/500 Cockpit Width, in. 24 Engine Used 1835cc VW Landing Gear tailwheel www.m19flyingsquirrel.com HP/HP Range 50/50-75 Bldg. Materials C 812/995-8058

Dyke Aircraft Fuel Capacity, gal. 47 Beginner Build Time, hrs. 2500 Dyke Delta JD II Empty/Gross Weight, lb. 1080/1950 No. Completed & Flown 58 Cruise, mph 180 Length, ft. 19 Cost $300 Stall, mph 65 Wingspan, ft. 22.1 Estimated Completed Cost $12K-$35K Range, s.m. 860 Wing Area, sq. ft. 178 Rate of Climb, fpm 1700 No. of Seats 4 Takeoff/Landing Distance, ft. 700/1000 Cockpit Width, in. 47 Engine Used Lycoming O-360 Landing Gear trigear/R 937/430-8298 HP/HP Range 180/160-200 Bldg. Materials C, F, T email: [email protected]

Early Bird Aircraft Co. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 600 Jenny (67%) Empty/Gross Weight, lb. 450/800 No. Completed & Flown 73 Cruise, mph 60 Length, ft. 18.3 Cost $125 Stall, mph 35 Wingspan, ft. 27.5 Estimated Completed Cost $7K-$12K Range, s.m. 210 Wing Area, sq. ft. 175 Rate of Climb, fpm 800 No. of Seats 2 Takeoff/Landing Distance, ft. 100/250 Cockpit Width, in. 24 Engine Used Rotax 503 SC Landing Gear tailwheel 208/398-8569 HP/HP Range 46/46-65 Bldg. Materials F, T email: [email protected]

Eklund Engineering, Inc. Fuel Capacity, gal. 29 Beginner Build Time, hrs. 2000 Thorp T-18 Empty/Gross Weight, lb. 940/1600 No. Completed & Flown 401 Cruise, mph 200 Length, ft. 18.9 Cost $400 Stall, mph 58 Wingspan, ft. 20.8 Estimated Completed Cost $20K-$45K Range, s.m. 580 Wing Area, sq. ft. 86 Rate of Climb, fpm 1540 No. of Seats 2 Takeoff/Landing Distance, ft. 1000/1800 Cockpit Width, in. 36 Engine Used Lycoming O-360 Landing Gear tailwheel www.thorpt18.com HP/HP Range 180/125-180 Bldg. Materials M 209/727-0318

EU-WISH Aircraft Fuel Capacity, gal. 17.5 Beginner Build Time, hrs. 2000 Sidewinder S&GA Empty/Gross Weight, lb. 867/1450 No. Completed & Flown 32 Cruise, mph 167 Length, ft. 19.3 Cost $255 Stall, mph 60 Wingspan, ft. 24.8 Estimated Completed Cost $23K-$85K Range, s.m. 325 Wing Area, sq. ft. 96 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 1200/900 Cockpit Width, in. 38 Engine Used Lycoming O-320 Landing Gear trigear 573/486-3215 HP/HP Range 160/90-180 Bldg. Materials M, T email: [email protected]

KITPLANES January 2010 35 Plansbuilt Buyer’s Guide

Falconar Avia Inc. Fuel Capacity, gal. 12.3 Beginner Build Time, hrs. 1400 Cubmajor Empty/Gross Weight, lb. 800/1300 No. Completed & Flown 7 Cruise, mph 100 Length, ft. 23.8 Cost $150 Stall, mph 40 Wingspan, ft. 35 Estimated Completed Cost $10K-$33K Range, s.m. 290 Wing Area, sq. ft. 163 Rate of Climb, fpm 800 No. of Seats 2T Takeoff/Landing Distance, ft. 400/250 Cockpit Width, in. 24 Engine Used Continental C-85 Landing Gear tailwheel www.falconaravia.com HP/HP Range 85/80-125 Bldg. Materials F, W 780/465-2024

Falconar Avia Inc. Fuel Capacity, gal. 12 Beginner Build Time, hrs. 800 Falconar F10A Empty/Gross Weight, lb. 550/875 No. Completed & Flown 10 Cruise, mph 120 Length, ft. 19 Cost $195 Stall, mph 35 Wingspan, ft. 23 Estimated Completed Cost $9K-$30K Range, s.m. 330 Wing Area, sq. ft. 100 Rate of Climb, fpm 1200 No. of Seats 1 Takeoff/Landing Distance, ft. 200/250 Cockpit Width, in. 24 Engine Used Continental A-65 Landing Gear tailwheel www.falconaravia.com HP/HP Range 65/40-100 Bldg. Materials F, W 780/465-2024

Falconar Avia Inc. Fuel Capacity, gal. 17 Beginner Build Time, hrs. 1000 F11E Empty/Gross Weight, lb. 600/1050 No. Completed & Flown 1 Cruise, mph 100 Length, ft. 21 Cost $225 Stall, mph 42 Wingspan, ft. 28 Estimated Completed Cost $10K-$37K Range, s.m. 600 Wing Area, sq. ft. 140 Rate of Climb, fpm 900 No. of Seats 2 Takeoff/Landing Distance, ft. 260/250 Cockpit Width, in. 40 Engine Used VW Landing Gear tailwheel www.falconaravia.com HP/HP Range 50/50-100 Bldg. Materials F, W 780/465-2024

Falconar Avia Inc. HP/HP Range n.a. Bldg. Materials F, W Fauvel AV36/361/AV362 Fuel Capacity, gal. n.a. Beginner Build Time, hrs. 1200 Cruise, mph 60 Empty/Gross Weight, lb. 260/570 No. Completed & Flown 30 Stall, mph 30 Length, ft. 10 Cost $300 Aspect Ratio 11:1 Wingspan, ft. 42 Estimated Completed Cost $9K-$20K L/D 26:1 Wing Area, sq. ft. 157 Minimum Sink, fpm 162 No. of Seats 1 Rate of Climb, fpm n.p. Cockpit Width, in. 24 www.falconaravia.com Engine Used n.a. Landing Gear monowheel 780/465-2024

Falconar Avia Inc. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 500 HM 290/293 Empty/Gross Weight, lb. 350/600 No. Completed & Flown 200 Cruise, mph 90 Length, ft. 13 Cost $65 Stall, mph 28 Wingspan, ft. 20 Estimated Completed Cost $5K-$26K Range, s.m. 270 Wing Area, sq. ft. 113 Rate of Climb, fpm 800 No. of Seats 1 Takeoff/Landing Distance, ft. 150/150 Cockpit Width, in. 23 Engine Used VW Landing Gear tri or tail www.falconaravia.com HP/HP Range 60/40-70 Bldg. Materials F, W 780/465-2024

Falconar Avia Inc. Fuel Capacity, gal. 14 Beginner Build Time, hrs. 750 HM 360 Empty/Gross Weight, lb. 390/720 No. Completed & Flown 20 Cruise, mph 95 Length, ft. 13 Cost $150 Stall, mph 28 Wingspan, ft. 21 Estimated Completed Cost $6K-$34K Range, s.m. 380 Wing Area, sq. ft. 138 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 130/130 Cockpit Width, in. 23 Engine Used Continental Landing Gear tri or tail www.falconaravia.com HP/HP Range 65/65-100 Bldg. Materials F, W 780/465-2024

Falconar Avia Inc. Fuel Capacity, gal. 23 Beginner Build Time, hrs. 1200 HM 380 Empty/Gross Weight, lb. 580/1100 No. Completed & Flown 20 Cruise, mph 95 Length, ft. 13 Cost $200 Stall, mph 28 Wingspan, ft. 27 Estimated Completed Cost $6K-$34K Range, s.m. 600 Wing Area, sq. ft. 180 Rate of Climb, fpm 700 No. of Seats 2 Takeoff/Landing Distance, ft. 130/130 Cockpit Width, in. 40 Engine Used Continental Landing Gear tri or tail www.falconaravia.com HP/HP Range 65/65-100 Bldg. Materials F, W 780/465-2024

Great Plains Aircraft Supply Co., Inc. Fuel Capacity, gal. 12 Beginner Build Time, hrs. 400 Easy Eagle I Bi-Plane Empty/Gross Weight, lb. 450/725 No. Completed & Flown 3 Cruise, mph 100 Length, ft. 14.3 Cost $65 Stall, mph 45 Wingspan, ft. 18.3 Estimated Completed Cost $8K-$12K Range, s.m. 400 Wing Area, sq. ft. 105 Rate of Climb, fpm 900 No. of Seats 1 Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 26 Engine Used 1915cc VW Landing Gear tailwheel www.gpasc.com HP/HP Range 52/52-80 Bldg. Materials F, T, W 402/493-6507

36 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Great Plains Aircraft Supply Co., Inc. Fuel Capacity, gal. 11 Beginner Build Time, hrs. 1000 Sonerai I Empty/Gross Weight, lb. 440/700 No. Completed & Flown 700 Cruise, mph 150 Length, ft. 16.7 Cost $124.95 Stall, mph 45 Wingspan, ft. 16.7 Estimated Completed Cost $10K-$20K Range, s.m. 580 Wing Area, sq. ft. 75 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 600/900 Cockpit Width, in. 19 Engine Used 1600cc VW Landing Gear tailwheel www.gpasc.com HP/HP Range 50/50-76 Bldg. Materials F, T 402/493-6507

Great Plains Aircraft Supply Co., Inc. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1000 Sonerai II Original, LT, L Empty/Gross Weight, lb. 520/950 No. Completed & Flown 800 Cruise, mph 140 Length, ft. 18.8 Cost $124.95 Stall, mph 45 Wingspan, ft. 18.7 Estimated Completed Cost $10K-$20K Range, s.m. 410 Wing Area, sq. ft. 84 Rate of Climb, fpm 500 No. of Seats 2 Takeoff/Landing Distance, ft. 900/900 Cockpit Width, in. 21 Engine Used 1700cc VW Landing Gear tri or tail www.gpasc.com HP/HP Range 60/60-70 Bldg. Materials F, T 402/493-6507

Great Plains Aircraft Supply Co., Inc. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1000 Sonerai II Stretch Empty/Gross Weight, lb. 540/1150 No. Completed & Flown 500 Cruise, mph 140 Length, ft. 20.3 Cost $124.95 Stall, mph 50 Wingspan, ft. 18.9 Estimated Completed Cost $10K-$20K Range, s.m. 350 Wing Area, sq. ft. 84 Rate of Climb, fpm 700 No. of Seats 2 Takeoff/Landing Distance, ft. 900/900 Cockpit Width, in. 22 Engine Used 2180cc VW Landing Gear tri or tail www.gpasc.com HP/HP Range 70 Bldg. Materials F, T 402/493-6507

Green Sky Adventures, Inc. Fuel Capacity, gal. 11 Beginner Build Time, hrs. 650 Zippy Sport Empty/Gross Weight, lb. 474/680 No. Completed & Flown 7 Cruise, mph 100 Length, ft. 17.8 Cost $135 Stall, mph 45 Wingspan, ft. 26.3 Estimated Completed Cost $10K-$25K Range, s.m. 450 Wing Area, sq. ft. 100 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 400/800 Cockpit Width, in. 22 Engine Used HKS-700E Landing Gear tailwheel www.greenskyadventures.com HP/HP Range 40/40-65 Bldg. Materials F, M, T, W 888/887-5625

Won’t fade. Won’t wash off. Won’t go away

Seen whenever a new RV flies.

Now occurring an average of eleven times a week at airports all over the world.

VAN’S AIRCRAFT, INC. 14401 Keil Rd NE, Aurora OR 97002 503-678-6545 www.vansaircraft.com

KITPLANES January 2010 37 Plansbuilt Buyer’s Guide

Hatz Biplane Association Fuel Capacity, gal. 21 Beginner Build Time, hrs. 3000 Hatz CB-1 Empty/Gross Weight, lb. 850/1400 No. Completed & Flown 250 Cruise, mph 85 Length, ft. 19 Cost $150 Stall, mph 38 Wingspan, ft. 25.3 Estimated Completed Cost $12K-$80K Range, s.m. 290 Wing Area, sq. ft. 178 Rate of Climb, fpm 700 No. of Seats 2T Takeoff/Landing Distance, ft. 400/600 Cockpit Width, in. 22 Engine Used Continental O-200 Landing Gear tailwheel www.weebeastie.com/hatzcb1/index.html HP/HP Range 100/100-150 Bldg. Materials F, T, W 715/536-1069

Hatz Biplane Association Fuel Capacity, gal. 24 Beginner Build Time, hrs. 3500 Kelly-D Empty/Gross Weight, lb. 950/1500 No. Completed & Flown 28 Cruise, mph 90 Length, ft. 19.2 Cost $150 Stall, mph 40 Wingspan, ft. 26.3 Estimated Completed Cost $12K-$80K Range, s.m. 310 Wing Area, sq. ft. 230 Rate of Climb, fpm 800 No. of Seats 2T Takeoff/Landing Distance, ft. 400/600 Cockpit Width, in. 23 Engine Used Lycoming O-235 Landing Gear tailwheel www.weebeastie.com/hatzcb1/index.html HP/HP Range 115/100-125 Bldg. Materials F, T, W 715/536-1069

Hevle Aviation LLC Fuel Capacity, gal. 16 Beginner Build Time, hrs. 1200 Hevle Classic Empty/Gross Weight, lb. 800/1320 No. Completed & Flown 3 Cruise, mph 105 Length, ft. 21.8 Cost $130 Stall, mph 45 Wingspan, ft. 28 Estimated Completed Cost $16K-$40K Range, s.m. 290 Wing Area, sq. ft. 120 Rate of Climb, fpm 1000 No. of Seats 2T Takeoff/Landing Distance, ft. 400/650 Cockpit Width, in. 27 Engine Used Rotec R2800 Landing Gear tailwheel www.hevleaviation.com HP/HP Range 110/85-150 Bldg. Materials F, T, W 661/858-4515

Light Miniature Aircraft Fuel Capacity, gal. 5 Beginner Build Time, hrs. 1800 LM-1A-W (85% J-3) Empty/Gross Weight, lb. 410/675 No. Completed & Flown 150 Cruise, mph 75 Length, ft. 19.3 Cost $355 Stall, mph 38 Wingspan, ft. 30 Estimated Completed Cost $10K-$12K Range, s.m. 120 Wing Area, sq. ft. 130 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 200/350 Cockpit Width, in. 27 Engine Used Rotax 503 Landing Gear tailwheel www.lightminiatureaircraft.com HP/HP Range 55/55-65 Bldg. Materials F, T, W 803/564-9771

Light Miniature Aircraft Fuel Capacity, gal. 5 Beginner Build Time, hrs. 300 LM-1X (75% J-3) Empty/Gross Weight, lb. 300/600 No. Completed & Flown 75 Cruise, mph 65 Length, ft. 17.6 Cost $355 Stall, mph 26 Wingspan, ft. 30 Estimated Completed Cost $10K-$12K Range, s.m. 125 Wing Area, sq. ft. 120 Rate of Climb, fpm 550 No. of Seats 1 Takeoff/Landing Distance, ft. 100/300 Cockpit Width, in. 27 Engine Used Rotax 447 Landing Gear tailwheel www.lightminiatureaircraft.com HP/HP Range 40/35-52 Bldg. Materials F, T, W 803/564-9771

Light Miniature Aircraft Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1800 LM-2X-2P-W (75% Taylorcraft) Empty/Gross Weight, lb. 485/875 No. Completed & Flown 15 Cruise, mph 75 Length, ft. 18 Cost $355 Stall, mph 38 Wingspan, ft. 32 Estimated Completed Cost $8K-$14K Range, s.m. 200 Wing Area, sq. ft. 137 Rate of Climb, fpm 650 No. of Seats 2 Takeoff/Landing Distance, ft. 200/350 Cockpit Width, in. 42 Engine Used Rotax 582 Landing Gear tailwheel www.lightminiatureaircraft.com HP/HP Range 65/65-75 Bldg. Materials F, T, W 803/564-9771

Littner, S. Fuel Capacity, gal. 13 Beginner Build Time, hrs. 1500 Champion V Empty/Gross Weight, lb. 663/992 No. Completed & Flown 160 Cruise, mph 143 Length, ft. 20 Cost $900 Stall, mph 47 Wingspan, ft. 26.3 Estimated Completed Cost n.p. Range, s.m. 420 Wing Area, sq. ft. 120.5 Rate of Climb, fpm 787 No. of Seats 2 Takeoff/Landing Distance, ft. 426/330 Cockpit Width, in. 41.3 Engine Used Limbach-Sauer VW Landing Gear trigear/R 450/974-7001 HP/HP Range 80/80-115 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 42 Beginner Build Time, hrs. 3500 C.P. 60 Super Diamant Empty/Gross Weight, lb. 1120/1875 No. Completed & Flown 94 Cruise, mph 155 Length, ft. 21.8 Cost $350 Stall, mph 55 Wingspan, ft. 30.5 Estimated Completed Cost n.p. Range, s.m. 770 Wing Area, sq. ft. 143 Rate of Climb, fpm 1000 No. of Seats 2+2 Takeoff/Landing Distance, ft. 600/800 Cockpit Width, in. 41 Engine Used Lycoming Landing Gear tri/R or tail 450/974-7001 HP/HP Range 150/100-180 Bldg. Materials F, W email: [email protected]

38 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Littner, S. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1500 C.P. 80 Zephyr Empty/Gross Weight, lb. 573/840 No. Completed & Flown 42 Cruise, mph 175 Length, ft. 17.3 Cost $225 Stall, mph 50 Wingspan, ft. 19.6 Estimated Completed Cost n.p. Range, s.m. 300 Wing Area, sq. ft. 66.7 Rate of Climb, fpm 2350 No. of Seats 1 Takeoff/Landing Distance, ft. 650/650 Cockpit Width, in. n.p. Engine Used Continental O-200 Landing Gear tailwheel 450/974-7001 HP/HP Range 100/60-100 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 15 Beginner Build Time, hrs. 2000 C.P. 90 Pinocchio Empty/Gross Weight, lb. 695/1015 No. Completed & Flown 49 Cruise, mph 140 Length, ft. 19.6 Cost $250 Stall, mph 45 Wingspan, ft. 23.6 Estimated Completed Cost n.p. Range, s.m. 570 Wing Area, sq. ft. 104 Rate of Climb, fpm 1140 No. of Seats 1 Takeoff/Landing Distance, ft. 580/525 Cockpit Width, in. 30 Engine Used Continental Landing Gear tailwheel 450/974-7001 HP/HP Range 65/65-115 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 7.4 Beginner Build Time, hrs. 500 C.P. 150 Onyx Empty/Gross Weight, lb. 265/475 No. Completed & Flown 78 Cruise, mph 50 Length, ft. 11.6 Cost $100 Stall, mph 22 Wingspan, ft. 24 Estimated Completed Cost n.p. Range, s.m. 400 Wing Area, sq. ft. 137.7 Rate of Climb, fpm 300 No. of Seats 1 Takeoff/Landing Distance, ft. 200/100 Cockpit Width, in. n.p. Engine Used Solo Landing Gear trigear 450/974-7001 HP/HP Range 15/15-20 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 32 Beginner Build Time, hrs. 2500 C.P. 328 Super Emeraude Empty/Gross Weight, lb. 850/1545 No. Completed & Flown 352 Cruise, mph 142 Length, ft. 21 Cost $325 Stall, mph 56 Wingspan, ft. 26.5 Estimated Completed Cost n.p. Range, s.m. 800 Wing Area, sq. ft. 117 Rate of Climb, fpm 900 No. of Seats 2 Takeoff/Landing Distance, ft. 450/750 Cockpit Width, in. 41 Engine Used Continental O-200 Landing Gear tailwheel 450/974-7001 HP/HP Range 100/100-160 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 36 Beginner Build Time, hrs. 2500 C.P. 750 Beryl Empty/Gross Weight, lb. 1060/1850 No. Completed & Flown 78 Cruise, mph 160 Length, ft. 22.6 Cost $275 Stall, mph 56 Wingspan, ft. 26.5 Estimated Completed Cost n.p. Range, s.m. 680 Wing Area, sq. ft. 117 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 620/900 Cockpit Width, in. 27 Engine Used Lycoming O-320 Landing Gear tailwheel 450/974-7001 HP/HP Range 150/115-160 Bldg. Materials F, T, W email: [email protected]

Littner, S. Fuel Capacity, gal. 42 Beginner Build Time, hrs. 3000 C.P. 1320 Saphire Empty/Gross Weight, lb. 1190/2075 No. Completed & Flown 55 Cruise, mph 167 Length, ft. 22 Cost $275 Stall, mph 53 Wingspan, ft. 26 Estimated Completed Cost n.p. Range, s.m. 830 Wing Area, sq. ft. 119 Rate of Climb, fpm 1900 No. of Seats 2+2 Takeoff/Landing Distance, ft. 650/980 Cockpit Width, in. 41 Engine Used Lycoming Landing Gear tailwheel/R 450/974-7001 HP/HP Range 150/100-160 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. n.p. Beginner Build Time, hrs. 1500 Jewel Empty/Gross Weight, lb. 640/992 No. Completed & Flown 75 Cruise, mph 127 Length, ft. 23 Cost $900 Stall, mph 40 Wingspan, ft. 26.5 Estimated Completed Cost n.p. Range, s.m. 430 Wing Area, sq. ft. 103 Rate of Climb, fpm 984 No. of Seats 2 Takeoff/Landing Distance, ft. 492/492 Cockpit Width, in. 26 Engine Used Limbach VW Landing Gear trigear/R 450/974-7001 HP/HP Range 80/80-115 Bldg. Materials F, W email: [email protected]

Littner, S. Fuel Capacity, gal. 15 Beginner Build Time, hrs. 1200 Junior VI Empty/Gross Weight, lb. 530/950 No. Completed & Flown 36 Cruise, mph 100 Length, ft. 20 Cost $700 Stall, mph 38 Wingspan, ft. 28.6 Estimated Completed Cost n.p. Range, s.m. 431 Wing Area, sq. ft. 123.7 Rate of Climb, fpm 600 No. of Seats 2 Takeoff/Landing Distance, ft. 350/400 Cockpit Width, in. 40 Engine Used Limbach VW Landing Gear trigear 450/974-7001 HP/HP Range 62/50-65 Bldg. Materials F, W email: [email protected]

KITPLANES January 2010 39 Plansbuilt Buyer’s Guide

Littner, S. Fuel Capacity, gal. 13 Beginner Build Time, hrs. 1500 Whisky IV Empty/Gross Weight, lb. 622/1060 No. Completed & Flown 71 Cruise, mph 130 Length, ft. 21 Cost $900 Stall, mph 37 Wingspan, ft. 26.3 Estimated Completed Cost n.p. Range, s.m. 400 Wing Area, sq. ft. 120.5 Rate of Climb, fpm 785 No. of Seats 2T Takeoff/Landing Distance, ft. 330/490 Cockpit Width, in. 28.3 Engine Used Limbach VW Landing Gear tailwheel/R 450/974-7001 HP/HP Range 80/75-100 Bldg. Materials F, W email: [email protected]

Luceair Fuel Capacity, gal. 29 Beginner Build Time, hrs. 2000 Wittman Buttercup Empty/Gross Weight, lb. 700/1300 No. Completed & Flown 1 Cruise, mph 130 Length, ft. 19.5 Cost $300 Stall, mph 50 Wingspan, ft. 29.3 Estimated Completed Cost $13K-$30K Range, s.m. 670 Wing Area, sq. ft. 130 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 300/200 Cockpit Width, in. 40 Engine Used Continental O-200 Landing Gear tailwheel www.luceair.com HP/HP Range 100/65-125 Bldg. Materials T 585/637-5768

Meyer Aircraft Fuel Capacity, gal. 16 Beginner Build Time, hrs. 3000 Meyer’s Little Toot Empty/Gross Weight, lb. 925/1320 No. Completed & Flown 50 Cruise, mph 125 Length, ft. 16 Cost $305 Stall, mph 48 Wingspan, ft. 19 Estimated Completed Cost $20K-$45K Range, s.m. 280 Wing Area, sq. ft. 135 Rate of Climb, fpm 1500 No. of Seats 1 Takeoff/Landing Distance, ft. 700/1500 Cockpit Width, in. 24 Engine Used Lycoming O-320 Landing Gear tailwheel www.littletootbiplane.com HP/HP Range 125/125-200 Bldg. Materials F, M, T, W 817/269-9292

Mirage Aircraft, Inc. Fuel Capacity, gal. 40 Beginner Build Time, hrs. 2500 Celerity Empty/Gross Weight, lb. 1169/1825 No. Completed & Flown 4 Cruise, mph 205 Length, ft. 21.5 Cost $295 Stall, mph 60 Wingspan, ft. 25 Estimated Completed Cost $27K-$59K Range, s.m. 900 Wing Area, sq. ft. 100 Rate of Climb, fpm 1800 No. of Seats 2 Takeoff/Landing Distance, ft. 800/600 Cockpit Width, in. 40 Engine Used Lycoming O-320 Landing Gear tailwheel/R www.mirage-aircraft.com HP/HP Range 160/150-180 Bldg. Materials C, W 520/665-9341

Mirage Aircraft, Inc. Fuel Capacity, gal. 40 Beginner Build Time, hrs. 2250 Marathon Empty/Gross Weight, lb. 1119/1825 No. Completed & Flown 1 Cruise, mph 185 Length, ft. 21.5 Cost $295 Stall, mph 60 Wingspan, ft. 25 Estimated Completed Cost $23K-$55K Range, s.m. 870 Wing Area, sq. ft. 100 Rate of Climb, fpm 1500 No. of Seats 2 Takeoff/Landing Distance, ft. 800/600 Cockpit Width, in. 40 Engine Used Lycoming O-320 Landing Gear trigear www.mirage-aircraft.com HP/HP Range 150/150-180 Bldg. Materials C, W 520/665-9341

Osprey Aircraft Fuel Capacity, gal. 54 Beginner Build Time, hrs. 3000 GP-4 Empty/Gross Weight, lb. 1240/2000 No. Completed & Flown 37 Cruise, mph 240 Length, ft. 21 Cost $385 Stall, mph 65 Wingspan, ft. 24.6 Estimated Completed Cost $50K-$68K Range, s.m. 1150 Wing Area, sq. ft. 104 Rate of Climb, fpm 2500 No. of Seats 2 Takeoff/Landing Distance, ft. 300/1200 Cockpit Width, in. 42 Engine Used Lycoming IO-360 Landing Gear trigear/R www.ospreyaircraft.com HP/HP Range 200 Bldg. Materials W 916/483-3004

Osprey Aircraft Fuel Capacity, gal. 38 Beginner Build Time, hrs. 2500 Osprey 2 Empty/Gross Weight, lb. 960/1570 No. Completed & Flown 600 Cruise, mph 130 Length, ft. 21 Cost $250 Stall, mph 58 Wingspan, ft. 26 Estimated Completed Cost $25K-$35K Range, s.m. 580 Wing Area, sq. ft. 130 Rate of Climb, fpm 1300 No. of Seats 2 Takeoff/Landing Distance, ft. 400/600 Cockpit Width, in. 44 Engine Used Lycoming O-320 Landing Gear trigear/R www.ospreyaircraft.com HP/HP Range 150/150-160 Bldg. Materials C, W 916/483-3004

Pazmany Aircraft Corp. Fuel Capacity, gal. 25 Beginner Build Time, hrs. 3500 Pazmany PL-1 Empty/Gross Weight, lb. 800/1320 No. Completed & Flown 250 Cruise, mph 115 Length, ft. 19 Cost $425 Stall, mph 51 Wingspan, ft. 28 Estimated Completed Cost $28K-$40K Range, s.m. 576 Wing Area, sq. ft. 116 Rate of Climb, fpm 1000 No. of Seats 2 Takeoff/Landing Distance, ft. 784/560 Cockpit Width, in. n.p. Engine Used Continental C-90 Landing Gear trigear www.pazmany.com HP/HP Range 95/95-140 Bldg. Materials M 619/224-7330

40 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Pazmany Aircraft Corp. Fuel Capacity, gal. 25 Beginner Build Time, hrs. 4000 Pazmany PL-2 Empty/Gross Weight, lb. 875/1416 No. Completed & Flown 300 Cruise, mph 119 Length, ft. 19.3 Cost $425 Stall, mph 52 Wingspan, ft. 27.8 Estimated Completed Cost $29K-$48K Range, s.m. 492 Wing Area, sq. ft. 116 Rate of Climb, fpm 1280 No. of Seats 2 Takeoff/Landing Distance, ft. 700/600 Cockpit Width, in. 40 Engine Used Lycoming O-235 Landing Gear trigear www.pazmany.com HP/HP Range 108/100-150 Bldg. Materials M 619/224-7330

Pazmany Aircraft Corp. Fuel Capacity, gal. 12 Beginner Build Time, hrs. 2000 Pazmany PL-4A Empty/Gross Weight, lb. 578/850 No. Completed & Flown 395 Cruise, mph 97 Length, ft. 16.5 Cost $375 Stall, mph 39 Wingspan, ft. 26.7 Estimated Completed Cost $18K-$25K Range, s.m. 280 Wing Area, sq. ft. 89 Rate of Climb, fpm 650 No. of Seats 1 Takeoff/Landing Distance, ft. 560/440 Cockpit Width, in. n.p. Engine Used 1600cc VW Landing Gear tailwheel www.pazmany.com HP/HP Range 50/50-90 Bldg. Materials M 619/224-7330

Pazmany Aircraft Corp. Fuel Capacity, gal. 30 Beginner Build Time, hrs. 4000 Pazmany PL-9 Stork Empty/Gross Weight, lb. 1132/1673 No. Completed & Flown 1 Cruise, mph 104 Length, ft. 24.3 Cost $550 Stall, mph 33 Wingspan, ft. 36 Estimated Completed Cost $28K-$45K Range, s.m. 350 Wing Area, sq. ft. 166 Rate of Climb, fpm 1400 No. of Seats 2T Takeoff/Landing Distance, ft. 250/90 Cockpit Width, in. n.p. Engine Used Lycoming O-320 Landing Gear tailwheel www.pazmany.com HP/HP Range 160/160-180 Bldg. Materials F, M, T 619/224-7330

Pietenpol, Don Fuel Capacity, gal. 18 Beginner Build Time, hrs. 1000 Pietenpol Empty/Gross Weight, lb. 520/1040 No. Completed & Flown 610 Cruise, mph 80 Length, ft. 17.8 Cost $210 Stall, mph 40 Wingspan, ft. 29 Estimated Completed Cost $8K-$20K Range, s.m. 300 Wing Area, sq. ft. 145 Rate of Climb, fpm 500 No. of Seats 2T Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 23 Engine Used Corvair Landing Gear tailwheel 507/289-2436 HP/HP Range 60/40-100 Bldg. Materials F, W email: [email protected]

KITPLANES January 2010 41 Plansbuilt Buyer’s Guide

Pietenpol, Don Fuel Capacity, gal. 10 Beginner Build Time, hrs. 1000 Sky Scout Empty/Gross Weight, lb. 520/1020 No. Completed & Flown 25 Cruise, mph 75 Length, ft. 16.1 Cost $100 Stall, mph 35 Wingspan, ft. 27.3 Estimated Completed Cost $8K-$20K Range, s.m. 300 Wing Area, sq. ft. 135 Rate of Climb, fpm 200 No. of Seats 1 Takeoff/Landing Distance, ft. 150/250 Cockpit Width, in. 20 Engine Used Ford Model T Landing Gear tailwheel 507/289-2436 HP/HP Range 20/20-85 Bldg. Materials F, W email:[email protected]

Rand-Robinson Engineering, Inc. Fuel Capacity, gal. 30 Beginner Build Time, hrs. 1000 KR-1 Empty/Gross Weight, lb. 375/750 No. Completed & Flown 750 Cruise, mph 180 Length, ft. 12.9 Cost $60 Stall, mph 52 Wingspan, ft. 17 Estimated Completed Cost $9K-$15K Range, s.m. n.p. Wing Area, sq. ft. 62 Rate of Climb, fpm 1200 No. of Seats 1 Takeoff/Landing Distance, ft. 350/900 Cockpit Width, in. 20 Engine Used 1835cc VW Landing Gear tailwheel/R www.fly-kr.com HP/HP Range 80/60-80 Bldg. Materials C, W 714/898-3811

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 600 RW1 Ultra-Piet “Pete” Empty/Gross Weight, lb. 254/550 No. Completed & Flown 44 Cruise, mph 55 Length, ft. 15 Cost $50 Stall, mph 28 Wingspan, ft. 25.5 Estimated Completed Cost $5K-$10K Range, s.m. 125 Wing Area, sq. ft. 117 Rate of Climb, fpm 650 No. of Seats 1 Takeoff/Landing Distance, ft. 150/150 Cockpit Width, in. 24 Engine Used Kawasaki 440 Landing Gear tailwheel www.ragwing.net HP/HP Range 35/24-48 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 600 RW2 Special I Empty/Gross Weight, lb. 278/550 No. Completed & Flown 31 Cruise, mph 70 Length, ft. 14.6 Cost $100 Stall, mph 30 Wingspan, ft. 18 Estimated Completed Cost $8K-$18K Range, s.m. 125 Wing Area, sq. ft. 120 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 100/200 Cockpit Width, in. 24 Engine Used Kawasaki 440A Landing Gear tailwheel www.ragwing.net HP/HP Range 38/35-65 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 500 RW4 Midwing Sport Empty/Gross Weight, lb. 235/550 No. Completed & Flown 3 Cruise, mph 65 Length, ft. 16 Cost $50 Stall, mph 26 Wingspan, ft. 26.6 Estimated Completed Cost $5K-$10K Range, s.m. 125 Wing Area, sq. ft. 117 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 125/150 Cockpit Width, in. 22 Engine Used Rotax 277 Landing Gear tailwheel www.ragwing.net HP/HP Range 28/20-48 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 500 RW5 Heath Replica Empty/Gross Weight, lb. 238/550 No. Completed & Flown 7 Cruise, mph 60 Length, ft. 16 Cost $50 Stall, mph 25 Wingspan, ft. 25.6 Estimated Completed Cost $5K-$10K Range, s.m. 125 Wing Area, sq. ft. 117 Rate of Climb, fpm 600 No. of Seats 1 Takeoff/Landing Distance, ft. 150/200 Cockpit Width, in. 22 Engine Used Rotax 277 Landing Gear tailwheel www.ragwing.net HP/HP Range 28/20-48 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 500 RW6 RagWing Parasol Empty/Gross Weight, lb. 242/550 No. Completed & Flown 10 Cruise, mph 65 Length, ft. 16.5 Cost $50 Stall, mph 25 Wingspan, ft. 25.5 Estimated Completed Cost $5K-$10K Range, s.m. 150 Wing Area, sq. ft. 117 Rate of Climb, fpm 800 No. of Seats 1 Takeoff/Landing Distance, ft. 100/150 Cockpit Width, in. 22 Engine Used Kawasaki 440 Landing Gear tailwheel www.ragwing.net HP/HP Range 38/20-52 Bldg. Materials F, W 864/787-5980

Did you know that the KITPLANES® Plansbuilt Aircraft Buyer’s Guide is the only place where you can find a comprehensive list of specifications and photos for myriad aircraft that can be built from scratch? But there’s more! Look for our Rotorcraft Buyer’s Guide in February and the Engine Buyer’s Guides in March and April.

42 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 600 RW7 Duster Empty/Gross Weight, lb. 275/660 No. Completed & Flown 2 Cruise, mph 65 Length, ft. 17 Cost $50 Stall, mph 24 Wingspan, ft. 28 Estimated Completed Cost $5K-$10K Range, s.m. 100 Wing Area, sq. ft. 130 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 70/150 Cockpit Width, in. 24 Engine Used Rotax 503 DC Landing Gear tailwheel www.ragwing.net HP/HP Range 52/28-52 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 10 Beginner Build Time, hrs. 800 RW8 RagWing PT2S Empty/Gross Weight, lb. 460/900 No. Completed & Flown 5 Cruise, mph 75 Length, ft. 17 Cost $50 Stall, mph 36 Wingspan, ft. 30 Estimated Completed Cost $10K-$15K Range, s.m. 260 Wing Area, sq. ft. 135 Rate of Climb, fpm 650 No. of Seats 2 Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. 40 Engine Used Rotax 503 DC Landing Gear tailwheel www.ragwing.net HP/HP Range 52/52-75 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 5 Beginner Build Time, hrs. 500 RW9 Motor Bipe Empty/Gross Weight, lb. 245/525 No. Completed & Flown 3 Cruise, mph 60 Length, ft. 16 Cost $50 Stall, mph 36 Wingspan, ft. 18 Estimated Completed Cost $5K-$10K Range, s.m. 200 Wing Area, sq. ft. 120 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 125/150 Cockpit Width, in. 12 Engine Used Kawasaki 440 Landing Gear tailwheel www.ragwing.net HP/HP Range 22/22-52 Bldg. Materials F, T, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 10 Beginner Build Time, hrs. 800 RW11 Rag-A-Bond Empty/Gross Weight, lb. 420/850 No. Completed & Flown 10 Cruise, mph 78 Length, ft. 18 Cost $50 Stall, mph 38 Wingspan, ft. 28 Estimated Completed Cost $8K-$15K Range, s.m. 280 Wing Area, sq. ft. 123.8 Rate of Climb, fpm 525 No. of Seats 2 Takeoff/Landing Distance, ft. 310/475 Cockpit Width, in. 40 Engine Used Rotax 503 Landing Gear tailwheel www.ragwing.net HP/HP Range 52/52-100 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 4 Beginner Build Time, hrs. 500 RW16 Aerial Empty/Gross Weight, lb. 250/580 No. Completed & Flown 2 Cruise, mph 60 Length, ft. 16 Cost $50 Stall, mph 27 Wingspan, ft. 26 Estimated Completed Cost $5K-$10K Range, s.m. 140 Wing Area, sq. ft. 117 Rate of Climb, fpm 500 No. of Seats 1 Takeoff/Landing Distance, ft. 150/200 Cockpit Width, in. 12 Engine Used Kawasaki 440 Landing Gear tailwheel www.ragwing.net HP/HP Range 25/22-48 Bldg. Materials F, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 20 Beginner Build Time, hrs. 1500 RW19 Stork Empty/Gross Weight, lb. 497/1050 No. Completed & Flown 2 Cruise, mph 75 Length, ft. 22 Cost $100 Stall, mph 22 Wingspan, ft. 32 Estimated Completed Cost $15K-$30K Range, s.m. 335 Wing Area, sq. ft. 180 Rate of Climb, fpm 1200 No. of Seats 2T Takeoff/Landing Distance, ft. 50/150 Cockpit Width, in. 40 Engine Used Rotax 582 Landing Gear tailwheel www.ragwing.net HP/HP Range 65/65-80 Bldg. Materials F, T, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 20 Beginner Build Time, hrs. 1500 RW20 Stork Side-by-Side Empty/Gross Weight, lb. 497/1050 No. Completed & Flown 5 Cruise, mph 75 Length, ft. 22 Cost $100 Stall, mph 22 Wingspan, ft. 32 Estimated Completed Cost $10K-$15K Range, s.m. 335 Wing Area, sq. ft. 180 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 50/150 Cockpit Width, in. 40 Engine Used Rotax 582 Landing Gear tailwheel www.ragwing.net HP/HP Range 65/65-80 Bldg. Materials F, T, W 864/787-5980

RagWing Aircraft Designs Fuel Capacity, gal. 17 Beginner Build Time, hrs. 600 RW22 Tiger Moth Empty/Gross Weight, lb. 490/1050 No. Completed & Flown 3 Cruise, mph 80 Length, ft. 20 Cost $100 Stall, mph 35 Wingspan, ft. 24 Estimated Completed Cost $10K-$25K Range, s.m. 380 Wing Area, sq. ft. 161 Rate of Climb, fpm 750 No. of Seats 2T Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. 24 Engine Used Rotax 503 Landing Gear tailwheel www.ragwing.net HP/HP Range 52/52-80 Bldg. Materials F, W 864/787-5980

KITPLANES January 2010 43 Plansbuilt Buyer’s Guide

RagWing Aircraft Designs Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1200 RW26 Special II Empty/Gross Weight, lb. 450/950 No. Completed & Flown 1 Cruise, mph 85 Length, ft. 18 Cost $100 Stall, mph 38 Wingspan, ft. 18 Estimated Completed Cost $10K-$20K Range, s.m. 350 Wing Area, sq. ft. 120 Rate of Climb, fpm 800 No. of Seats 2T Takeoff/Landing Distance, ft. 350/450 Cockpit Width, in. 24 Engine Used Rotax 503 Landing Gear tailwheel www.ragwing.net HP/HP Range 52/52-80 Bldg. Materials F, W 864/787-5980

Redfern Plans Fuel Capacity, gal. 30 Beginner Build Time, hrs. 2500 Redfern Fokker DR1 Empty/Gross Weight, lb. 1112/1455 No. Completed & Flown 38 Cruise, mph 100 Length, ft. 19 Cost $100 Stall, mph 40 Wingspan, ft. 23.6 Estimated Completed Cost n.p. Range, s.m. 390 Wing Area, sq. ft. 202 Rate of Climb, fpm 2000 No. of Seats 1 Takeoff/Landing Distance, ft. 100/250 Cockpit Width, in. n.p. Engine Used Warner Landing Gear tailwheel 575/532-9700 HP/HP Range 145/145-220 Bldg. Materials F, T, W email: [email protected]

Redfern Plans Fuel Capacity, gal. 25 Beginner Build Time, hrs. 2500 Redfern Nieuport 17 or 24 Empty/Gross Weight, lb. 1004/1279 No. Completed & Flown 27 Cruise, mph 100 Length, ft. 18.8 Cost $150 Stall, mph 45 Wingspan, ft. 26.9 Estimated Completed Cost n.p. Range, s.m. 300 Wing Area, sq. ft. 161.4 Rate of Climb, fpm 1500 No. of Seats 1 Takeoff/Landing Distance, ft. 100/300 Cockpit Width, in. n.p. Engine Used Warner Landing Gear tailwheel 575/532-9700 HP/HP Range 145/145-180 Bldg. Materials F, T, W email: [email protected]

Reese, Marv Fuel Capacity, gal. 15 Beginner Build Time, hrs. 2500 Daisy Mae Empty/Gross Weight, lb. 780/1300 No. Completed & Flown 1 Cruise, mph 80 Length, ft. 18.5 Cost $165 Stall, mph 40 Wingspan, ft. 23 Estimated Completed Cost $17K-$30K Range, s.m. 200 Wing Area, sq. ft. 173 Rate of Climb, fpm 400 No. of Seats 2 Takeoff/Landing Distance, ft. 750/600 Cockpit Width, in. 27 Engine Used Continental O-200 Landing Gear tailwheel http://daisymae-biplane.com HP/HP Range 100/85-115 Bldg. Materials F, M, T 417/858-8821

Sky Classic Aircraft Fuel Capacity, gal. 15 Beginner Build Time, hrs. 2000 Smith Miniplane 2000 Empty/Gross Weight, lb. 650/1000 No. Completed & Flown 1 Cruise, mph 125 Length, ft. 15.5 Cost $140 Stall, mph 60 Wingspan, ft. 17 Estimated Completed Cost $7K-$25K Range, s.m. 300 Wing Area, sq. ft. 100 Rate of Climb, fpm 1000 No. of Seats 1 Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 23 Engine Used Lycoming O-235 Landing Gear tailwheel www.skyclassic.net HP/HP Range 100/90-120 Bldg. Materials F, T, W 515/243-0094

Spencer Air Car Fuel Capacity, gal. 94 Beginner Build Time, hrs. 2000 Spencer Air Car Empty/Gross Weight, lb. 2000/3250 No. Completed & Flown 46 Cruise, mph 140 Length, ft. 26.5 Cost $300+$25 postage Stall, mph 53 Wingspan, ft. 37.3 Estimated Completed Cost n.p. Range, s.m. 810 Wing Area, sq. ft. 184 Rate of Climb, fpm 860 No. of Seats 4 Takeoff/Landing Distance, ft. 700/500 Cockpit Width, in. 47 www.geocities.com/Paris/Concorde/7563/ Engine Used Continental IO-520 Landing Gear trigear/R index.html HP/HP Range 300/220-310 Bldg. Materials C, F, T, W 847/882-5678

Steen Aero Lab, Inc. Fuel Capacity, gal. 39 Beginner Build Time, hrs. 3000 Firebolt Empty/Gross Weight, lb. 1354/2000 No. Completed & Flown 9 Cruise, mph 170 Length, ft. 21 Cost $275 Stall, mph 61 Wingspan, ft. 24 Estimated Completed Cost $40K-$105K Range, s.m. 630 Wing Area, sq. ft. 150 Rate of Climb, fpm 3500 No. of Seats 2 Takeoff/Landing Distance, ft. 400/850 Cockpit Width, in. n.p. Engine Used Lycoming IO-540 Landing Gear tailwheel www.steenaero.com HP/HP Range 180/180-340 Bldg. Materials F, T, W 321/725-4160

Steen Aero Lab, Inc. Fuel Capacity, gal. 26 Beginner Build Time, hrs. 1600 Great Lakes Sport Trainer Empty/Gross Weight, lb. 1025/1618 No. Completed & Flown 251 Cruise, mph 125 Length, ft. 20.3 Cost $350 Stall, mph 40 Wingspan, ft. 26.6 Estimated Completed Cost $50K-$120K Range, s.m. 390 Wing Area, sq. ft. 187.5 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. n.p. Engine Used Lycoming O-360 Landing Gear tailwheel www.steenaero.com HP/HP Range 180/125-200 Bldg. Materials T, W 321/725-4160

44 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Steen Aero Lab, Inc. Fuel Capacity, gal. 30 Beginner Build Time, hrs. 2500 Knight Twister Empty/Gross Weight, lb. 517/865 No. Completed & Flown 100 Cruise, mph 145 Length, ft. 13.5 Cost $200 Stall, mph 56 Wingspan, ft. 18.5 Estimated Completed Cost $25K-$90K Range, s.m. 710 Wing Area, sq. ft. 55 Rate of Climb, fpm 1500 No. of Seats 1,2 Takeoff/Landing Distance, ft. 400/800 Cockpit Width, in. n.p. Engine Used Lycoming Landing Gear tailwheel www.steenaero.com HP/HP Range 108/85-180 Bldg. Materials F, M, T, W 321/725-4160

Steen Aero Lab, Inc. Fuel Capacity, gal. 20 Beginner Build Time, hrs. 2000 Pitts S1-C Empty/Gross Weight, lb. 720/1150 No. Completed & Flown 500 Cruise, mph 154 Length, ft. 15.5 Cost $250 Stall, mph 64 Wingspan, ft. 17.3 Estimated Completed Cost $25K-$75K Range, s.m. 290 Wing Area, sq. ft. 98 Rate of Climb, fpm 800 No. of Seats 1 Takeoff/Landing Distance, ft. 300/600 Cockpit Width, in. n.p. Engine Used Lycoming IO-360 Landing Gear tailwheel www.steenaero.com HP/HP Range 180/125-200 Bldg. Materials F, M, T, W 321/725-4160

Steen Aero Lab, Inc. Fuel Capacity, gal. 38 Beginner Build Time, hrs. 3000 Skybolt Empty/Gross Weight, lb. 1250/1970 No. Completed & Flown 500 Cruise, mph 170 Length, ft. 21 Cost $165 Stall, mph 68 Wingspan, ft. 24 Estimated Completed Cost $35K-$100K Range, s.m. 520 Wing Area, sq. ft. 152.7 Rate of Climb, fpm 3500 No. of Seats 2 Takeoff/Landing Distance, ft. 300/800 Cockpit Width, in. n.p. Engine Used Lycoming IO-540 Landing Gear tailwheel www.steenaero.com HP/HP Range 280/160-360 Bldg. Materials F, T, W 321/725-4160

Steeves, Richard Fuel Capacity, gal. 40 Beginner Build Time, hrs. 3000 Coot Amphibian Empty/Gross Weight, lb. 1450/1950 No. Completed & Flown 65 Cruise, mph 100 Length, ft. 22 Cost $250 Stall, mph 50 Wingspan, ft. 36 Estimated Completed Cost $25K-$50K Range, s.m. 460 Wing Area, sq. ft. 180 Rate of Climb, fpm 800 No. of Seats 2 Takeoff/Landing Distance, ft. 1200/1000 Cockpit Width, in. 44 Engine Used Franklin Landing Gear trigear/R www.coot-builders.com HP/HP Range 180/180-220 Bldg. Materials C, F, M, W 608/833-5586

Stewart Aircraft Co. Fuel Capacity, gal. 19 Beginner Build Time, hrs. n.p. FooFighter Empty/Gross Weight, lb. 720/1100 No. Completed & Flown 3 Cruise, mph 115 Length, ft. 18.9 Cost $90 Stall, mph 48 Wingspan, ft. 20.8 Estimated Completed Cost n.p. Range, s.m. 390 Wing Area, sq. ft. 129 Rate of Climb, fpm 1200 No. of Seats 1 Takeoff/Landing Distance, ft. 450/450 Cockpit Width, in. 24 Engine Used Franklin Sport F Landing Gear tailwheel www.stewartaircraft.com HP/HP Range 135 Bldg. Materials F, W 906/438-2277

Stewart Aircraft Co. Fuel Capacity, gal. 7 Beginner Build Time, hrs. 1200 Headwind B Empty/Gross Weight, lb. 435/750 No. Completed & Flown 101 Cruise, mph 85 Length, ft. 17 Cost $65 Stall, mph 40 Wingspan, ft. 28.3 Estimated Completed Cost $10K-$35K Range, s.m. 200 Wing Area, sq. ft. 111 Rate of Climb, fpm 650 No. of Seats 1 Takeoff/Landing Distance, ft. 300/400 Cockpit Width, in. 23 Engine Used VW Landing Gear tailwheel www.stewartaircraft.com HP/HP Range 53 Bldg. Materials F, T, W 906/438-2277

Sunshine Aero Composites Fuel Capacity, gal. 40 Beginner Build Time, hrs. 1500 Dart Empty/Gross Weight, lb. 625/1350 No. Completed & Flown 1 Cruise, mph 160 Length, ft. 15.3 Cost $450 Stall, mph 65 Wingspan, ft. 23 Estimated Completed Cost $15K-$30K Range, s.m. 1150 Wing Area, sq. ft. 75 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. n.p. Cockpit Width, in. 23 Engine Used 2100cc VW Landing Gear trigear/R www.saci.us HP/HP Range 80/80-150 Bldg. Materials C 954/581-4477

Taylor, T. Fuel Capacity, gal. 7.5 Beginner Build Time, hrs. 2200 Taylor Monoplane Empty/Gross Weight, lb. 450/700 No. Completed & Flown 151 Cruise, mph 100 Length, ft. 15 Cost £95 Stall, mph 40 Wingspan, ft. 21 Estimated Completed Cost $9K-$11K Range, s.m. 330 Wing Area, sq. ft. 76 Rate of Climb, fpm 950 No. of Seats 1 Takeoff/Landing Distance, ft. 350/750 Cockpit Width, in. 18 Engine Used 1500cc VW Landing Gear tailwheel www.taylortitch.co.uk HP/HP Range 40/40-60 Bldg. Materials F, W (011) 0702 521484

KITPLANES January 2010 45 Plansbuilt Buyer’s Guide

Taylor, T. Fuel Capacity, gal. 10 Beginner Build Time, hrs. 2000 Taylor Titch Empty/Gross Weight, lb. 505/760 No. Completed & Flown 52 Cruise, mph 160 Length, ft. 16.6 Cost £105 Stall, mph 52 Wingspan, ft. 18.9 Estimated Completed Cost $11K-$15K Range, s.m. 350 Wing Area, sq. ft. 68 Rate of Climb, fpm 1600 No. of Seats 1 Takeoff/Landing Distance, ft. 350/900 Cockpit Width, in. 20 Engine Used Continental Landing Gear tailwheel www.taylortitch.co.uk HP/HP Range 85/60-100 Bldg. Materials F, W (011) 0702 521484

Thatcher Aircraft Inc. Fuel Capacity, gal. 10.5 Beginner Build Time, hrs. 850 Thatcher CX-4 Empty/Gross Weight, lb. 540/850 No. Completed & Flown 17 Cruise, mph 125 Length, ft. 18.3 Cost $360 Stall, mph 40 Wingspan, ft. 24 Estimated Completed Cost $14K-$18K Range, s.m. n.p. Wing Area, sq. ft. 84 Rate of Climb, fpm 825 No. of Seats 1 Takeoff/Landing Distance, ft. 700/n.p. Cockpit Width, in. 23.5 Engine Used VW Landing Gear tailwheel www.thatchercx4.com HP/HP Range 55/55-80 Bldg. Materials M 850/432-5433

Townsley, Mike Fuel Capacity, gal. 16 Beginner Build Time, hrs. 1800 Jungster 1 Biplane Empty/Gross Weight, lb. 606/1000 No. Completed & Flown 60 Cruise, mph 119 Length, ft. 16 Cost $200 Stall, mph 52 Wingspan, ft. 16.7 Estimated Completed Cost $12K Range, s.m. 400 Wing Area, sq. ft. 80 Rate of Climb, fpm 1200 No. of Seats 1 Takeoff/Landing Distance, ft. 600/600 Cockpit Width, in. 18 www.groups.yahoo.com/group/ Engine Used Lycoming O-235 Landing Gear tailwheel jungsterairplane/ HP/HP Range 85/85-150 Bldg. Materials F, W 319/551-3874

Turner Aircraft, Inc. Fuel Capacity, gal. 19 Beginner Build Time, hrs. 2000 T-40 Empty/Gross Weight, lb. 750/1060 No. Completed & Flown 50 Cruise, mph 145 Length, ft. 19.8 Cost $175 Stall, mph 45 Wingspan, ft. 22.3 Estimated Completed Cost $8K-$20K Range, s.m. 600 Wing Area, sq. ft. 78 Rate of Climb, fpm 1100 No. of Seats 1 Takeoff/Landing Distance, ft. 600/500 Cockpit Width, in. 24 Engine Used Continental C-85 Landing Gear tri or tail www.turnert-40airplanes.com HP/HP Range 85/65-125 Bldg. Materials W 760/373-8628

Turner Aircraft, Inc. Fuel Capacity, gal. 22 Beginner Build Time, hrs. 2000 T-40A Empty/Gross Weight, lb. 1050/1600 No. Completed & Flown 36 Cruise, mph 147 Length, ft. 20 Cost $200 Stall, mph 56 Wingspan, ft. 25.4 Estimated Completed Cost $12K-$30K Range, s.m. 550 Wing Area, sq. ft. 96 Rate of Climb, fpm 850 No. of Seats 2 Takeoff/Landing Distance, ft. 900/1000 Cockpit Width, in. 40 Engine Used Lycoming O-235 Landing Gear tri or tail www.turnert-40airplanes.com HP/HP Range 125/100-125 Bldg. Materials W 760/373-8628

Turner Aircraft, Inc. Fuel Capacity, gal. 30 Beginner Build Time, hrs. 2000 T-40A Super Empty/Gross Weight, lb. 1050/1640 No. Completed & Flown 127 Cruise, mph 155 Length, ft. 20.8 Cost $200 Stall, mph 62 Wingspan, ft. 26.6 Estimated Completed Cost $5K-$30K Range, s.m. 600 Wing Area, sq. ft. 106 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 1100/900 Cockpit Width, in. 40 Engine Used Lycoming O-320 Landing Gear tri or tail www.turnert-40airplanes.com HP/HP Range 150/100-150 Bldg. Materials W 760/373-8628

Unger, Carl H Fuel Capacity, gal. 18 Beginner Build Time, hrs. 1500 Breezy R.L.U.-1 Empty/Gross Weight, lb. 698/1200 No. Completed & Flown 400 Cruise, mph 80 Length, ft. 22.5 Cost $120 Stall, mph 28 Wingspan, ft. 33 Estimated Completed Cost $12K-$16K Range, s.m. 280 Wing Area, sq. ft. 165 Rate of Climb, fpm 600 No. of Seats 3 Takeoff/Landing Distance, ft. 450/300 Cockpit Width, in. 26 708/636-5774 Engine Used Continental C-90 Landing Gear trigear 8751 S. Kilbourn HP/HP Range 90/90-150 Bldg. Materials F, T Oak Lawn, IL 60456-1021

Viking Aircraft Fuel Capacity, gal. 15 Beginner Build Time, hrs. 1700 Cygnet Empty/Gross Weight, lb. 585/1100 No. Completed & Flown 100 Cruise, mph 100 Length, ft. 19 Cost $200/$225 overseas Stall, mph 48 Wingspan, ft. 30 Estimated Completed Cost $14K-$16K Range, s.m. 450 Wing Area, sq. ft. 125 Rate of Climb, fpm 580 No. of Seats 2 Takeoff/Landing Distance, ft. 700/700 Cockpit Width, in. 39 Engine Used 1835cc VW Landing Gear tailwheel 262/723-1048 HP/HP Range 60/60-82 Bldg. Materials F, M, W email: [email protected]

46 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 7.5 Beginner Build Time, hrs. 500 Betabird Empty/Gross Weight, lb. 405/650 No. Completed & Flown 5 Cruise, mph 80 Length, ft. 16.5 Cost $65 Stall, mph 45 Wingspan, ft. 26 Estimated Completed Cost n.p. Range, s.m. n.p. Wing Area, sq. ft. 110 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 250/150 Cockpit Width, in. n.p. Engine Used 1800cc VW Landing Gear tailwheel http://vula.org HP/HP Range 50/50-85 Bldg. Materials F, T, W 678/290-0507

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 5 Beginner Build Time, hrs. 300 Gypsy Empty/Gross Weight, lb. 225/475 No. Completed & Flown 15 Cruise, mph 45 Length, ft. 16 Cost $40 Stall, mph 22 Wingspan, ft. 32 Estimated Completed Cost $2K-$5K Range, s.m. n.p. Wing Area, sq. ft. 144 Rate of Climb, fpm 450 No. of Seats 1 Takeoff/Landing Distance, ft. 150/75 Cockpit Width, in. 24 Engine Used Zenoah Landing Gear tailwheel http://vula.org HP/HP Range 22/15-32 Bldg. Materials F, T 678/290-0507

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 5 Beginner Build Time, hrs. 500 J3-Jr Empty/Gross Weight, lb. 254/550 No. Completed & Flown 5 Cruise, mph 45 Length, ft. 16.5 Cost $45 Stall, mph 25 Wingspan, ft. 32 Estimated Completed Cost n.p. Range, s.m. n.p. Wing Area, sq. ft. 120 Rate of Climb, fpm 650 No. of Seats 1 Takeoff/Landing Distance, ft. 150/75 Cockpit Width, in. n.p. Engine Used 2si Landing Gear tailwheel http://vula.org HP/HP Range 30/30-55 Bldg. Materials F, T 678/290-0507

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 5 Beginner Build Time, hrs. 600 MW-7 Empty/Gross Weight, lb. 320/600 No. Completed & Flown 15 Cruise, mph 55 Length, ft. 15 Cost $75 Stall, mph 35 Wingspan, ft. 22 Estimated Completed Cost n.p. Range, s.m. n.p. Wing Area, sq. ft. 88 Rate of Climb, fpm 900 No. of Seats 1 Takeoff/Landing Distance, ft. 150/125 Cockpit Width, in. n.p. Engine Used Rotax 503 Landing Gear tailwheel http://vula.org HP/HP Range 52/52-65 Bldg. Materials F, T 678/290-0507 KITPLANES SUBSCRIBER ALERT! Several of our KITPLANES subscribers have received what appear to be “renewal notices” from a company known as Rapid Magazine Collection, Magazine Billing Services, Publisher’s Billing Services, or other similar names. Addresses for these firms include Omaha, NE, San Luis Obispo, CA, Salt Lake City, UT, Ponca City, OK, Prescott, AZ and Margate, FL. These firms have NOT been authorized by us to sell subscriptions or renewals for KITPLANES and we cannot guarantee that any orders or payments sent to them will be forwarded to us. KITPLANES does NOT offer a subscription term of more than 2 years. If you see an offer for 3 years or more, or a specific offer for 3 years for $73.50 or 3 years for $89, please understand this is NOT an authorized offer. Any offer you receive that does not bear our company logo and corporate or Customer Service address or 800 numbers should not be considered approved by us. The only authorized information for KITPLANES is: Toll free Via Telephone: Ebsco Renewal Telemarketing: 1-800-622-1065 • www.kitplanes.com/cs Our Florida Customer Service Center: 386-447-6318 • PO Box 420235, Palm Coast, FL 32142 Or our corporate offices at: Belvoir Media Group, LLC Aviation Publishing Group 800 Connecticut Ave, Norwalk, CT 06854 Should you have any questions at all about mail that you have received, please contact us at our website, www.kitplanes.com/cs or to speak to a Customer Service representative, please call us toll free at 1-800-622-1065.

KITPLANES January 2010 47 Plansbuilt Buyer’s Guide

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 3 Beginner Build Time, hrs. 400 Whing Ding Empty/Gross Weight, lb. 123/310 No. Completed & Flown 15 Cruise, mph 35 Length, ft. 13 Cost $40 Stall, mph 24 Wingspan, ft. 17 Estimated Completed Cost $2K-$5K Range, s.m. n.p. Wing Area, sq. ft. 98 Rate of Climb, fpm 200 No. of Seats 1 Takeoff/Landing Distance, ft. 250/100 Cockpit Width, in. n.p. Engine Used McCulloch Landing Gear tailwheel http://vula.org HP/HP Range 12/12-20 Bldg. Materials F, T, W 678/290-0507

Vintage Ultra and Lightplane Assoc. Fuel Capacity, gal. 3 Beginner Build Time, hrs. 200 Woodhopper Empty/Gross Weight, lb. 145/345 No. Completed & Flown 10 Cruise, mph 30 Length, ft. 17.5 Cost $40 Stall, mph 18 Wingspan, ft. 32 Estimated Completed Cost $2K-$5K Range, s.m. n.p. Wing Area, sq. ft. 157 Rate of Climb, fpm 250 No. of Seats 1 Takeoff/Landing Distance, ft. 75/50 Cockpit Width, in. 26 Engine Used Zenoah Landing Gear tailwheel http://vula.org HP/HP Range 22/12-22 Bldg. Materials F, W 678/290-0507

VSR Fuel Capacity, gal. 6 Beginner Build Time, hrs. 2000 SR-1 Snoshoo SR-1 Empty/Gross Weight, lb. 530/760 No. Completed & Flown 1 Cruise, mph 200 Length, ft. 18.3 Cost $150 Stall, mph 65 Wingspan, ft. 20 Estimated Completed Cost $15K-$30K Range, s.m. 460 Wing Area, sq. ft. 66 Rate of Climb, fpm 2000 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1200 Cockpit Width, in. 24 Engine Used Continental O-200 Landing Gear tailwheel www.snoshoo.com HP/HP Range 100/85-130 Bldg. Materials C, F, M, T, W 316/684-2032

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 A6M2-Zero Empty/Gross Weight, lb. 600/900 No. Completed & Flown 1 Cruise, mph 135 Length, ft. 17 Cost $320 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $18K-$24K Range, s.m. 400 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1400 Cockpit Width, in. 24 Engine Used Honda Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/90-125 Bldg. Materials C, M, W 813/620-0631

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 F-4U Corsair Empty/Gross Weight, lb. 600/900 No. Completed & Flown 112 Cruise, mph 135 Length, ft. 14 Cost $295 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $18K-$28K Range, s.m. 340 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1500 Cockpit Width, in. 24 Engine Used Continental O-200 Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/90-125 Bldg. Materials C, M, W 813/620-0631

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 Focke Wolf 190 Empty/Gross Weight, lb. 600/900 No. Completed & Flown 110 Cruise, mph 135 Length, ft. 14 Cost $265 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $16K-$26K Range, s.m. 340 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1500 Cockpit Width, in. 24 Engine Used Continental O-200 Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/90-125 Bldg. Materials C, M, W 813/620-0631

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 Messerschmidt BF-109 Empty/Gross Weight, lb. 600/900 No. Completed & Flown 1 Cruise, mph 135 Length, ft. 17 Cost $320 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $18K-$24K Range, s.m. 400 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1400 Cockpit Width, in. 24 Engine Used Honda Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/90-125 Bldg. Materials C, M, W 813/620-0631

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 P-47 Thunderbolt Empty/Gross Weight, lb. 600/900 No. Completed & Flown 100 Cruise, mph 135 Length, ft. 14 Cost $265 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $14K-$26K Range, s.m. 340 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1500 Cockpit Width, in. 24 Engine Used Continental O-200 Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/90-125 Bldg. Materials C, M, W 813/620-0631

48 KITPLANES January 2010 www.kitplanes.com Plansbuilt Buyer’s Guide

WAR Aircraft Replicas Fuel Capacity, gal. 14 Beginner Build Time, hrs. 1500 P-51 Mustang Empty/Gross Weight, lb. 600/900 No. Completed & Flown 6 Cruise, mph 135 Length, ft. 17 Cost $295 Stall, mph 55 Wingspan, ft. 20 Estimated Completed Cost $17K-$26K Range, s.m. 340 Wing Area, sq. ft. 121 Rate of Climb, fpm 700 No. of Seats 1 Takeoff/Landing Distance, ft. 900/1400 Cockpit Width, in. 24 Engine Used Honda Prelude Landing Gear tailwheel/R www.waraircraftreplicas.com HP/HP Range 100/100-125 Bldg. Materials C, M, W 813/620-0631

Williams, Lynn Fuel Capacity, gal. 10.3 Beginner Build Time, hrs. 1200 Flitzer Z-21 Empty/Gross Weight, lb. 500/780 No. Completed & Flown 7 Cruise, mph 90 Length, ft. 14.8 Cost $300 Stall, mph 42 Wingspan, ft. 18 Estimated Completed Cost $10K-$25K Range, s.m. 250 Wing Area, sq. ft. 97 Rate of Climb, fpm 750 No. of Seats 1 Takeoff/Landing Distance, ft. 400/400 Cockpit Width, in. 24 Engine Used 1835cc VW Landing Gear tailwheel www.flitzerbiplane.com HP/HP Range 60/50-100 Bldg. Materials W (011) 44 1685 814319

York Enterprises Fuel Capacity, gal. 20 Beginner Build Time, hrs. 3500 Laser Z-200 Empty/Gross Weight, lb. 950/1400 No. Completed & Flown 20 Cruise, mph 165 Length, ft. 19.1 Cost $275 Stall, mph 64 Wingspan, ft. 24.4 Estimated Completed Cost $30K-$50K Range, s.m. 330 Wing Area, sq. ft. 98 Rate of Climb, fpm 2500 No. of Seats 1 Takeoff/Landing Distance, ft. 1000/1500 Cockpit Width, in. 24 Engine Used Lycoming O-360 Landing Gear tailwheel www.yorkaircraft.com HP/HP Range 180/150-200 Bldg. Materials F, M, T, W 519/797-2930

York Enterprises Fuel Capacity, gal. 30 Beginner Build Time, hrs. 3500 Laser Z-2300 Empty/Gross Weight, lb. 1250/2050 No. Completed & Flown 3 Cruise, mph 195 Length, ft. 21 Cost $300 Stall, mph 60 Wingspan, ft. 26 Estimated Completed Cost $80K-$100K Range, s.m. 450 Wing Area, sq. ft. 98 Rate of Climb, fpm 2800 No. of Seats 2T Takeoff/Landing Distance, ft. 1000/2000 Cockpit Width, in. 24 Engine Used Continental IO-470 Landing Gear tailwheel www.yorkaircraft.com HP/HP Range 225/225-300 Bldg. Materials F, T, W 519/797-2930

Zenith Aircraft Co. Fuel Capacity, gal. 20 Beginner Build Time, hrs. 500 STOL CH 701 Amphib Empty/Gross Weight, lb. 760/1250 No. Completed & Flown 500+ Cruise, mph 74 Length, ft. 20.9 Cost $425 Stall, mph 32 Wingspan, ft. 27 Estimated Completed Cost $18K-$60K Range, s.m. 280 Wing Area, sq. ft. 122 Rate of Climb, fpm 950 No. of Seats 2 Takeoff/Landing Distance, ft. 155/225 Cockpit Width, in. 41 Engine Used Rotax 912S Landing Gear trigear/R www.zenithair.com HP/HP Range 100 Bldg. Materials M 573/581-9000

Zenith Aircraft Co. Fuel Capacity, gal. 16 Beginner Build Time, hrs. 500 Zodiac CH 601 HD Empty/Gross Weight, lb. 590/1200 No. Completed & Flown 800+ Cruise, mph 115 Length, ft. 19 Cost $315 Stall, mph 44 Wingspan, ft. 27 Estimated Completed Cost $8K-$46K Range, s.m. 480 Wing Area, sq. ft. 130 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 430/550 Cockpit Width, in. 44 Engine Used Rotax 912 Landing Gear trigear www.zenithair.com HP/HP Range 80/65-115 Bldg. Materials M 573/581-9000

Zenith Aircraft Co. Fuel Capacity, gal. 16 Beginner Build Time, hrs. 500 Zodiac CH 601 UL Empty/Gross Weight, lb. 550/1058 No. Completed & Flown 200+ Cruise, mph 115 Length, ft. 19 Cost $315 Stall, mph 44 Wingspan, ft. 27 Estimated Completed Cost $8K-$45K Range, s.m. 480 Wing Area, sq. ft. 130 Rate of Climb, fpm 1200 No. of Seats 2 Takeoff/Landing Distance, ft. 430/550 Cockpit Width, in. 44 Engine Used Rotax 912 Landing Gear tri or tail www.zenithair.com HP/HP Range 80/65-100 Bldg. Materials M 573/581-9000

Zenith Aircraft Co. Fuel Capacity, gal. 24 Beginner Build Time, hrs. 1500 Zodiac CH 601 XL Empty/Gross Weight, lb. 690/1320 No. Completed & Flown 1000 Cruise, mph 134 Length, ft. 20 Cost $450 Stall, mph 44 Wingspan, ft. 27 Estimated Completed Cost $18K-$60K Range, s.m. 760 Wing Area, sq. ft. 132 Rate of Climb, fpm 980 No. of Seats 2 Takeoff/Landing Distance, ft. 490/500 Cockpit Width, in. 44 Engine Used Jabiru 3300 Landing Gear tri or tail www.zenithair.com HP/HP Range 120/80-125 Bldg. Materials M 573/581-9000

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68G002_FullPgCS2.indd 1 6/27/08 1:51:07 PM A traditional orange firesleeve, attached to hoses with stainless band clamps. Although Operation of the banding tool is not firesleeved hoses on this RV-12 are supplied by the manufacturer, similar hoses are well difficult. Place the band at the end of the within the capability of the average homebuilder. hose against the fitting, tighten…have a cup of coffee. Buffing the loose end with a Scotch-Brite wheel will keep blood loss down. Hose Protection Knit up the “raveled sleave of care.” By ishmael fuentes

All right, Shakespeare probably hadn’t more importantly, protect them from considered aircraft when he penned open flame should something go badly Macbeth, but as airplane builders there wrong in the engine compartment. The is at least one “sleeve” we want to “knit traditional answer is to cover the hoses up” with care. in a flexible, insulating tube generically In the crowded spaces underneath known as firesleeve. Integral firesleeve hoses are difficult to the typical engine cowling, hoses carry- Two kinds of firesleeve are com- fabricate in the home shop, but are avail- ing oil and fuel to the engine—liquids monly seen in homebuilt aircraft. The able through several suppliers at reason- that must remain cool—are forced into most common—because it has been able prices. proximity to exhaust systems, turbo- around longer and is practical in a home chargers, oil coolers and cylinders, all workshop—is a simple tube of orange The Installation of which produce copious quantities silicone-impregnated fabric lined with a Installing this kind of firesleeve is a of heat. There isn’t any practical way to layer of non-combustible fiberglass mat. relatively easy job, but like almost every- cool these hoses, so the trick is to pre- It is usually slipped over the hoses just thing on an airplane, it requires a tool vent them from absorbing heat and even before they are installed. and technique. Putting the sleeve over

Photos: Ishmael Fuentes, Courtesy Herber Aircraft Services, Marc Cook KITPLANES January 2010 51 Firesleeves continued insulating properties. While this can be accomplished with a few delicately the hose is simple enough. Firesleeve applied wraps of safety wire, the pro- can be purchased by the running foot in fessionals use a simple tool to make a many different diameters. Most hoses in stainless-steel band clamp. The results 3 homebuilt airplanes are ⁄8 inch in inter- are, well, more professional. The clamp nal diameter (fuel hoses and oil hoses on looks better, applies even pressure for 1 small engines) or ⁄2 inch (typically oil a better fit and leaves no nasty barbs to hoses on larger engines). Measure the poke holes in the sleeve. Using the tool diameter of the hose, select the appro- as directed assures a permanent, cor- priate firesleeve, use scissors to cut off a rectly installed sleeve, but scarred and length that covers the hose from fitting knowing A&Ps strongly suggest buffing to fitting, and slide it on. off the end of the stainless ribbon (where To keep the overall diameter to a the tool cuts it to length) with a Scotch- minimum, it’s possible to install the Brite wheel to prevent unsightly blood- fitting on one end of the hose and use stains inside the cowl. firesleeve just large enough to cover the Once found only in professional hose portion before installing the fitting shops, banding tools are now available on the other end. If the firesleeve grips to homebuilders. They aren’t cheap (the the outside surface of the hose so tightly Pok-It II tool manufactured by Band-It- Safety wire is an acceptable alternative to it’s difficult to slide it along, compressed Idex, Inc. sells for about $115), consider- securing with bands. Not so tight that the air will solve the problem. Use one hand ing that they are only used a dozen times wire begins to cut through the silicone sleeve, please. to clamp the far end of the sleeve to the or so on the typical homebuilt airplane. hose and insert an airgun between the They will last for many years, though, sleeve and hose at the other end. When and would be an excellent choice for a high-temp silicone (available in squeeze you pull the trigger, the trapped air will builders’ group “tool bank” where the tubes at any auto parts store) over the puff up flexible firesleeve and allow it to expense could be amortized over time ends and let it cure. More professional- move as needed. and multiple installations. looking results come from dipping each Once the sleeve is installed, it must After the firesleeve is installed and hose end in a special fireproof dipping be clamped to the hose with enough banded, the exposed ends of fiberglass solution. With the right tools and mate- pressure to keep it from sliding around, insulation must be protected. The “crude rials, installing firesleeve takes just a few but not enough to crush it and ruin its but effective” method is to smear orange minutes and should protect the hose for its working life. Type II A second type of firesleeve has appeared in recent years. It’s easy to identify— smooth and either brown or blue (though the color has no significance)— integral silicone firesleeve has several advantages as Randy Herber of Herber Aircraft Services www.herberaircraft. ( com) pointed out during a quiet moment at AirVenture. “Integral firesleeve is bonded to the hose at the factory,” he explained. “When we make a custom hose, we cut the necessary length off a roll of bulk hose. The sleeve is always - per fectly bonded to the outside of the hose; there are no voids or open spots. After the fittings are installed at either end, separated pieces of sleeve are installed over them and vulcanized permanently Herber’s integral silicone firesleeves displayed at the factory. in place. The result is a hose that is pro-

52 KITPLANES January 2010 www.kitplanes.com tected from end to end. It’s completely sealed, so there’s no way flame can pen- etrate to the hose itself.” Other advantages of the integral firesleeve include hoses that will bend to tighter radii without puckering or binding and have a significantly smaller outside diameter. As Herber explained, “Those features can be especially important when engines are stuffed into small spaces like homebuilt cowls or nacelles on twins.” While it isn’t practical for homebuilders to fabricate and install comparable integral firesleeve hoses SUBSCRIBE AND SAVE! in typical workshops (vulcanizing the ends is tricky and requires a special Get the next full year of press), it is easy and practical to order hoses from a shop like Herber’s. They KITPLANES and SAVE MORE will need to know the overall length of THAN HALF PRICE! the hose, the diameter, the type of hose desired and the configuration of the fit- Order now at www.kitplanes.com/subscribe tings (Straight? Right angle? 45°?) that is or call us toll free at required. Custom hoses will cost more, but they arrive ready to install and pro- fessionally manufactured. 800-622-1065 Whether you choose to order custom- made components or sleeve-and-dip Automated Engine your own, you will fly more safely and Monitoring... confidently knowing that the flamma- ble liquids moving through the engine ..of up to 29 parameters with 62 alarms. compartment are well protected. J From RPM to peak-detection leaning, the EIS does it all. Includes graphical and digital displays, customizable screens, and alarms with external warning light. Models Actual Size 6"W x 2.75"H x 2.5"D forall engines up to 9-cylinders. Find out why the EIS is the choice of thousands of All-cylinder EGT/CHT analyzer pilots. functions for 4, 6 or 9 cylinder engines. Grand Rapids Technologies, Inc. $473 $553 $995 3133 Madison Ave SE, Grand Rapids, MI 49548 2-stroke 2-cyl 4-stroke 4-cylinder 616 245-7700 Fax 616 245-7707

Prices include probes. www.GRTavionics.com

Sealing the ends of the sleeve is an important step. The pros dip the ends before installation, but you can smear high-temp RTV on the exposed fiberglass ends.

KITPLANES January 2010 53 The Dawn Patrol Road tripping. Editor’s Note: Master storyteller—we won’t call him the consummate BSer, even if his friends do—Dick Starks submitted this story in the second half of 2009 and, well, events overtook us. To say nothing of AirVenture. But this is too good a story to let die on the vine, so take a baby step back in time with us, Dick, Sharon and the rest of the Dawn Patrol.

“Eastbound and down, 38 wheels a turnin’. We gonna’ do what they say can’t be done. We’ve got a long way to go and a short time to get there. We’re eastbound, just watch them airplanes run.” Sharon was warbling cheerfully into the mic on the little walkie-talkies that we use between cars when we’re going down the road. The Dawn Patrol was on the prowl. Yep, the trailer weenies of Lib- The convoy sits on the side of I-70, while the pit crew gathers. erty Landing International Airport were booking east in a convoy of six WW-I an airshow. I was lead with Sharon’s new was towing my Nieuport 11. Mark Pierce, planes on trailers. We were on a head- DH-2 replica on the big trailer, followed Tom Glaeser and Dick Lemons were ing of zero-nine-zero on I-70 en route to by the rest of the Dawn Patrol. Sharon behind her with their Nieuports. Harvey Cleveland was bringing up the rear, towing the Morane Parasol. That’s one of the big perks about building and flying a WW-I replica. You get asked, no, begged, to bring them to airshows. In some cases, like the show we were heading to, they pay all of your expenses, too. The Columbia, Missouri, Regional Air- port Salute to Veterans Air Show is an annual event that the stalwart members of the Dawn Patrol have been going to

First public appearance of Sharon’s 80% scale DH-2. Purty, ain’t she? The plane’s OK, too.

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

54 KITPLANES January 2010 www.kitplanes.com the BANG! as her right trailer tire blew. Once again we sprang into action. It took only 6 minutes this time, because all the tools, jack and lug wrenches were still where they had been thrown from the previous event. (The tires were over 10 years old and should have been replaced long ago.) The rest of the drive was uneventful, which was good because we were down to just two spare tires. The final ramp check by the Air Boss. It’s unclear what he was looking for and we The pit crew in action. Harvey Cleveland Arriving at Columbia Regional Airport, really didn’t want to know. Left to right: and Dick Lemons finish installing the we started assembling planes with a ven- Kevin Nowack (Air Boss), Dick Starks, Mark second spare. Sharon Starks wonders what Pierce, Tom Glaeser, Dick Lemons, Jeff will go wrong next. Tom Glaeser looks at geance. Over the years, we’ve gotten this Givens, Harvey Cleveland. the exploded tire. procedure honed to a pretty good act. Most of us can get our Nieuports from road-ready to air-ready in about an hour and a half. The Morane takes only 30 minutes. This was the shakedown cruise for the DH-2, and we didn’t even think to time it. While we were busy doing all this, we had a constant stream of visitors coming through the hangar just to watch or wanting to help. (This always slows things down.) While we were working away, two Tom Glaeser frantically looks for his pilot’s sharp looking sailors came in and started license while the FAA supervisor waits nosing around. Finally, the female of the patiently. pair asked if we had any “electrical stuff.” Robert (Bullwhip) Baslee of Airdrome I had a small case of connectors and elec- Aeroplanes looks on as the flight lead is for more than 12 years. It is the largest trical cutting/crimping pliers in my tool chosen. (It’s always like this. No one wants free airshow in the country, and we got kit. They asked to borrow some to fix a to lead.) to open the show with a salute to WW-I small wiring problem in the F-18 Hornet Anyway, the planes were finally aviation. The announcer plays original that was “busted” out on the ramp. That assembled, and we were ready to avi- WW-I music, while we fly in front of the was a first. The Navy wanted to use our ate. The weather looked great for both crowd. It’s a heck of a way to start the tools to fix a multi-million dollar plane. days of the show, and we were slated to airshow season. Kinda’ made us feel special. They brought fly twice each day, once for the salute to the tools back, too. WW-I aviation. The second time we were Woops “Dick, I blew a trailer tire!” The sudden scream over the walkie-talkie really ruined the mood. Sharon, who was in the middle of the convoy, had blown the left tire on the trailer she was towing. By the time I got the DH to the side of the road, she was already too far back for me to do anything but watch the action. The world famous Liberty Landing Interna- tional Airport Pit Stop Team sprang into action. We had the tire changed in only 12 minutes. Onward we drove. One hundred miles later, with Sharon in the lead, we all heard

The pilots wait for the Air Boss to tell them to mount up.

Photos: Dick Starks KITPLANES January 2010 55 The Dawn Patrol continued

Same bunch waiting for the command from the Air Boss to “Light ‘em up.” scheduled to fly was while the Canadian supervisor of the airshow came by for the Sky Hawks Parachute team was climbing usual paperwork check. Everything was to altitude in a C-47 to start their act. swell until Tom Glaeser couldn’t find his Saturday morning started at Oh-Eight- pilot’s license. After giving up on finding Hundred hours with the pilot’s brief- it, he was sitting on the ground about ing. This is always an exciting time for ready to cry when Sharon said, “Give me me. Here we were, the Dawn Patrol, the your billfold!” After one minute of throw- plankton in the airshow food chain, sit- ing credit cards, photos, receipts, his A&P ting in the same room with pilots flying license and long-forgotten shopping supersonic fighters, WW-II warbirds and lists on the ground, she found his pilot’s other examples of Big Iron. license. Now we were ready to go! Then…there we were, flying our little 60-mph, 400-pound, cheap warbird rep- Anticipation licas. But, by golly, we were there. Even As it got closer and closer to 0930, our more amazing, we were supposed to pucker factors flared up. We’ve been be. The Air Boss finished the usual bit doing this for more than 20 years at about time hack, show lines, show times, shows with our little airplanes, but the The Dawn Patrol was in the air before the TBM Avenger’s flight. weather and such and then looked up. tension is always there. “Who’s going to “Dawn Patrol. Are you guys ready to go? thrill the crowd this time?” We’ve all done You’re first on the list to go up at 0930.” it. Wild, out-of-control swings on takeoff (Don’t you just love military time?) were common before we went to the new Too excited to speak, we all swallowed landing gear arrangement. Ten-foot-high and nodded our heads. He smiled and bounces on landing are always a possibil- turned us loose to go to our airplanes ity when landing on a 200-foot-wide run- and get them staged for start-up. As we way when you’re used to one that’s 15 walked out the door, he told us that if feet wide. Ground loops on landing are there was any extended “dead air” time, a surefire crowd pleaser. Landing a short- he was going to ask us to fill it. We’d done coupled WW-I taildragger on grass is a this the year before when the ceilings joy. Landing on pavement is a whole new were too low for everything but WW-I thrill ride. Grass will let you slide a bit, but planes. We’d flown a lot that day. From on pavement tires dig in and you have to then on the Air Boss called us the Airshow be really attentive to the slightest swerve In the shade of his Nieuport’s wings, Lem- Fix-a-Flat and Stop-Leak guys. on landing or, as the song goes, “Don’t ons watches the show while Glaeser takes One last thing had to be done. The FAA look, Ethel!” a nap. He can sleep anywhere, anytime.

56 KITPLANES January 2010 www.kitplanes.com Probably the neatest thing at the Salute to Veterans show is the opportunity to meet some of America’s heroes and heroines from the past. Pat Young, a WW-II WASP (Women’s Air Service Pilot), tries out the cockpit of the DH-2.

On Sunday, Tom Glaeser, Dick Lemons and the author got a chance to do their three- plane, loose-route smoke pass.

At about 0930 the Air Boss came by, announcer was playing authentic WW-I gave us a final ramp check and said, music and talking about the planes in the “Light ‘em up!” air. It was swell! Four of the Tom Glaeser Missouri Mad- The only fly in the pudding was Pierce’s ness Chainsaw starter engines began to smoke system. When we formed up for scream, and then the aircraft engines our three-plane smoke pass, all of our snorted, belched and blew smoke—your plans flushed down the tubes. Glaeser basic angry reaction to being goaded was flight lead. I was on his left wing. into motion. After about 4 minutes of Pierce was on his right. As we passed Colonel Charles McGee, USAF (ret) a mem- running to let all the engine gauges find airshow center, Glaeser nodded his head ber of the famed Tuskegee Airmen and a green arc, we called the tower and told down to signal, “Smoke on!” holder of the most combat hours of any them, “Dawn Patrol flight of five, ready His Nieuport and mine both started pilot in the Air Force, samples the cockpit to go.” The tower turned us loose to go laying down a nice trail of smoke. Pierce’s of the DH-2. Colonel McGee flew P-51s in WW-II and Korea and F-4’s in Vietnam. A to runway two-zero and hold. Then we plane just flew on. Then we heard some heck of a gentleman. got those thrilling words from the tower, muttering and yelling on the radio from “Dawn Patrol…the air is yours!” Pierce’s plane. His smoke tank had busted slight: some fabric off the tip of the lower “Yee haw!” I got off the ground first a hose and instead of the smoke going right wing and a bent axle. All fixed in and quickly turned left to start a close-in into the exhaust manifold, two quarts of less than an hour (duct tape rules!). We pattern to pick up the next person tak- slimy, slick, Corvis oil had squirted all over flew again while the Canadian Sky Hawks ing off and join up. It was Tom Glaeser. his feet, rudder bar and cockpit floor. You were clawing to jump altitude in the C-47 He started his takeoff roll too soon, got can almost predict what happened next, and didn’t make any more Ethel maneu- caught in my Nieuport’s incredibly dirty can’t you? vers. Sunday went the same way. We flew air and had a “Don’t look, Ethel” takeoff. We were told to land by the Air Boss, twice and had a ball. By the time he got it all together, the and all went well until it was Pierce’s turn. That’s what building and flying your tower was telling him that next time, His feet were sliding all over the rudder own WW-I replica is all about. You get they’d have white lines laid out for him in bar and when he hit the ground, on the invited to go to neat places and do neat the grass beside the runway. pavement, his plane swerved to the left. things. We got invited back to Columbia Finally, we all got in the air: three Nie- He gave the “Nieuport Stomp” to the next year. The FAA guy was not waiting uports, a Morane “L” and a SPAD 13 rep- right rudder bar, his feet slid off the bar, for us when we landed with a clipboard lica. It was a great 30 minutes of smoke and he did one heck of a crowd-pleasing and a scowl. All repairs are already done. passes, low passes and just plain fun. The ground loop to the left. The damage was Life is sweet. J

KITPLANES January 2010 57 More on LSA registration, weight. By Mel AsbeRry I read your article “Understanding built according to the plans, it will meet reasons that many kit manufacturers the Differences in the Light Sport Light Sport parameters and may be don’t offer an ELSA option is that their Category” in the August 2009 issue. flown by a Sport Pilot. name goes on the Airworthiness Cer- I am still a little confused. Could you The RV-12 is offered as an ELSA kit. tificate as builder. And even though the answer the following questions: This means it must conform exactly to owner may make modifications to the I am building a RANS S-19 kit. I the SLSA on which the ELSA kit is based aircraft later, the kit manufacturer is am under the impression that I am and will be certificated as an Experimen- still listed as builder. responsible for proving to the FAA tal Light Sport Aircraft. After certifica- Question: I built a RANS S-7 in that I built 51% of this plane. Does tion, you may make modifications to the 2002, and it’s been a super plane. that make it an Experimental/Ama- RV-12 as long as the mod doesn’t take the When I registered it, the weight and teur-Built (EAB)? aircraft out of Light Sport parameters. balance sheet from RANS showed I heard that the Van’s RV-12 kit The RV-12 may be built as an Experi- a 1200-pound maximum gross must be built exactly as the RV-12 mental/Amateur-Built and include weight, and I have lived with that. prototype that Van’s is flying. I changes from the original design. How- Now with the Light Sport RANS understand that the RANS S-19 ever, if you chose this route, you must S-7, the gross is 1320 pounds, same that I am building can be built with show that you built a major portion of plane. Can I change my gross weight modifications as I choose. Can you the aircraft, and if you intend to fly it as to 1320 pounds, and what would I explain these differences between a Sport Pilot, it is up to you to show that need to do to make that change? the RV-12 and the S-19? any changes you made didn’t take it out Answer: You can change the gross Can a builder purchase a Van’s of Light Sport parameters. Also, remem- weight of your RANS S7. First, you RV-12 and build it with modifica- ber that the kit was designed as an ELSA, should contact RANS and make sure tions under the Experimental/Ama- so if you decide to build it as an amateur- that the company didn’t make struc- teur-Built rule? built, the kit manufacturer will probably tural changes when the gross weight Answer: The RANS S-19 is a “Light not be able to assist you with any changes was changed. If the factory approves the Sport compliant” amateur-built kit. You you decide to make. increased weight on your particular air- are correct in that you will be respon- I spoke with Randy Schlitter to con- craft, you should be fine. If not, then you sible for showing that you built a major firm that RANS does not offer an ELSA would be on your own. Regardless, you portion of the aircraft. The aircraft kit at this time. Before a kit manufac- would need to put the aircraft back into will be certificated as an Experimen- turer can offer an ELSA kit, it must first Phase I flight test for at least 5 hours tal/Amateur-Built aircraft. The “Light certificate a Special Light Sport Aircraft and complete testing to the new gross Sport compliant” simply means that if on which to base the ELSA. One of the weight.

58 KITPLANES January 2010 Photos: Mel Asberry, LeRoy Cook Finally, the FAA Publishes Revised Homebuilding Rules

We were starting to get paranoid. Every time our print deadlines approached, new information would trickle out pertaining to the rules that govern Experimental/Amateur-Built aircraft. We’d plan Both commercial assistance and factory fabrication of major a story to take an in-depth look at the new rules, but the timing of components, such as these for the Mustang II aircraft, have the announcements left us in a bind. been preserved under the new Advisory Circular. And here we are again. Advisory Circular 20-27G was published on October 7—just enough time to get it into this issue but too bonding, layup, forming, shaping, trimming, drilling, deburring, late in the cycle to really sit with the changes and understand machining, applying protective coatings, surface preparation and them on a molecular level. For now, therefore, we’ll take a priming, riveting, welding or heat treating, and transforming the top-line look at the changes and work toward a more in-depth material, part, or component toward or into its finished state.” We analysis in a future issue. can live with that. The good news is that there’s good news, which didn’t look to • A new builder checklist makes much more sense than the be forthcoming this time last year. Remember that the Amateur- originally proposed version. With the old one, either you got Built Aviation Rulemaking Committee (ARC) was formed in 2006 credit for an entire operation or the kit company (or commercial to address what the FAA felt was “excessive” use of commercial assistance) did. Nothing in between. The new checklist more assistance. The ARC’s report was published in February 2008, and accurately reflects building reality, where you might perform the FAA came to AirVenture that year with its list of proposed some valid operations on a part that you purchased from someone changes. Unfortunately, the list had grown to include some else, or that you had commercial assistance riveting, say, part of onerous requirements that rendered ineligible even those kits the wing. Each line item is worth a point, but that point may be well clear of the limit on factory completion. ARC members were subdivided in tenths among the builder, the factory and commer- shocked to find that the FAA had ignored several of their well- cial assistance. So you could get half a point for, say, fabricating considered suggestions. a wingspar, the factory would get 0.4 points and commercial We should credit the FAA for going back to the conference assistance might ring in for 0.1 point. When you total all of the cat- room, reconvening the ARC, and setting about to make sensible egories, the builder must have points in at least a 51:49 ratio to all rules. We now have them. the other categories, thus performing the “majority” of the work. One of the first questions is: Where does my project stand? • In addition to these more rational regulations, the FAA beefed It’s answered early in the AC by pointing out that if your kit was up the language in the notarized eligibility statement so that it, on the list of previously approved kits and you have obtained no presumably, can go after those who would still flout the rules. commercial assistance, you can use the old rules. If you have used • The NKET, National Kit Evaluation Team, has been established, commercial assistance, you must use the new guidance. Period. which is a single group responsible for evaluating new kits for Here are some other highlights of the actual Advisory Circular, a 51% compliance. Before, kits were evaluated regionally, leading copy of which can be found at www.kitplanes.com. to many discrepancies. • The FAA originally proposed a 20/20/11 work split. That’s 20% • The FAA has greatly strengthened the wording prohibiting fabrication, 20% assembly and 11% of either, to make up the conversion of modified, previously certified aircraft into the 51% that builders are required to complete. The rules as written Experimental/Amateur-Built category. before the proposal simply said “assembly and fabrication,” with Will the new rules end “excessive” commercial assistance? Most no specific percentage requirement. Unfortunately, the FAA also agree that they won’t, mostly because those who had aircraft pro altered the definition of fabrication to be very restrictive. The new built will continue to fill out the affidavit of eligibility saying they AC contains no 20/20/11 requirement. Moreover, it includes a more built the airplane when they didn’t. But the vast majority of build- workable definition of fabrication: “Fabrication is defined as to ers are legitimate do-it-yourselfers, and the new AC preserves an perform work on any material, part, or component, such as layout, entire hobby for them. Build on, we say, and don’t look back. bending, countersinking, straightening, cutting, sewing, gluing/ —Marc Cook J

KITPLANES January 2010 59 Combating carb ice. This month, we will turn our atten- the ambient temperature is well above to full power, provided there is enough tion to the engine compartment and freezing (40° to 60° F) and the relative heat available to do the job. This is one of take a look at an all-too-common reason humidity is high (above 40%). In some the reasons it is important to apply carb for propellers to stop turning in flight: systems, carb icing can occur at an ambi- heat promptly if you suspect ice. If the carburetor ice. ent outside air temperature as high as engine quits, or if it cools off too much In our initial flight training, we are all 100° F when the humidity is between due to reduced power, there may not be taught about the hazards of carb icing, 20% and 40%. Also, pilots are trained to enough heat available to clear away the and how to detect and prevent it. Virtu- think about carburetor icing when oper- carb ice. ally all trainers in the general aviation fleet ating at reduced power, as is the case for Another symptom of a carburetor-icing have carbureted engines, and students descents and flying in the pattern. They situation that can get a pilot in trouble is are taught to check the carb heat during are much less aware of the potential for what happens immediately after heat is runup, and to make sure to employ carb icing at cruise power. applied to an iced-up carburetor. As the heat during reduced-throttle operations Early this year, I experienced such an ice melts, the water is sucked into the such as descent and flying the pattern. incident while flying on a bright, clear engine. This will often cause the engine In spite of this training, carburetor California morning. While the ice buildup to run even rougher immediately after icing is still the cause of in-flight scares did not cause a complete engine fail- the pilot initiates carburetor heat. Some and engine-failure accidents. Unfortu- ure, it did cause my engine to run rough pilots respond to this increase in rough- nately, carb icing as a cause of an acci- enough that I made an immediate pre- ness by turning off the carb heat. This is a dent is difficult to definitively prove. By cautionary landing (with the carb heat mistake that will allow the ice to re-form the time an investigator gets to examine on full) at the nearest airport. At the time and choke the engine. If the carb heat is the engine in the aftermath of a mishap, my engine started to run rough, the OAT left on, the engine will regain power after the ice has had more than enough time was 65° F. the ice has finished melting away. to melt, leaving no physical evidence of The second reason carburetor icing its presence. It is common to see NTSB continues to be a problem is that the What Causes Carb Icing? accident reports that attribute accidents onset of icing is gradual, and the signs The way carburetor ice is generated is to “loss of engine power for unknown are subtle. To the pilot, carb icing shows very different from the way ice accumu- reasons,” also noting that “weather con- up as a gradual loss of power (either lates on the exterior of the airframe. This ditions at the time of the accident were rpm or manifold pressure, depending difference is why carb ice tends to form conducive to carburetor icing.” The on whether the prop is fixed pitch or at significantly higher ambient tempera- implications are clear. constant speed). Because the onset is tures than airframe ice. gradual, it is easy to miss, particularly if Airframe ice occurs when supercooled Symptoms and Detection there are other things going on such as droplets of water hit the cold surface Carburetor ice continues to be a prob- maneuvers or power changes that tend of the airframe and freeze. In order for lem for two primary reasons. The first is to mask the slow degradation of engine airframe ice to form, the OAT must be that most pilots are not as aware as they power. When the ice builds up enough, cold enough to promote freezing of the should be about the atmospheric condi- the engine will begin to run rough, and moisture in the atmosphere. For carbu- tions most conducive to carb ice. When if carburetor heat is not applied, it will retor ice, the critical temperature is not we think of ice we tend to think of cold eventually quit. the ambient OAT, but the temperature of temperatures, at or below freezing. In Applying carb heat will melt the ice out the air flowing through the throat of the fact, carb ice is much more likely when of the carburetor and restore the engine carburetor.

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

60 KITPLANES January 2010 www.kitplanes.com The carburetor’s job is to mix fuel and will cause a 40° F drop in the temperature of the air in the carburetor throat and air and feed this fuel/air mixture into of the air. Alcohols can produce tempera- provides an indication to the pilot. The the engine. Ideally, the fuel should be ture drops of hundreds of degrees. If we CAT gauge typically indicates tempera- vaporized or in very small droplets, and look at the numbers for gasoline, we ture in degrees Celsius, and has a colored well mixed with the air when it enters can see that evaporation alone can cool (usually yellow) arc indicating the range the cylinder. The carburetor also serves incoming air at 72° F to freezing. of temperatures where icing is likely. The as the primary power control. The but- Mixture has some effect on this. The pilot can use the carburetor heat to keep terfly throttle valve in the carburetor more fuel there is to evaporate, the more the carb throat temperature out of the throat regulates how much fuel/air mix- temperature drop there will be. Leaning icing range. ture is admitted to the cylinders to be the mixture at cruise somewhat reduces In recent years, a second system has burned to produce power. As we will see, the chances of carb ice in cruise, but does been developed that detects ice directly in addition to being a fuel/air mixer, a not eliminate it. and sounds an alarm when ice forms. carburetor is also a remarkably effective When we combine adiabatic cooling These systems use an LED and a photo- refrigerator. and evaporative cooling, we can see that cell in the carburetor throat. The photo- In the throat of the carburetor is a the temperature in the throat of a carbu- cell detects the light from the LED. When venturi, which is a contraction in the air- retor can drop to freezing even when the frost or ice begins to form, it reduces the flow path. The reduced cross-section of ambient OAT is quite warm. If this hap- light getting to the photocell, and the the venturi forces the air to flow faster pens for a prolonged period of time, the alarm and warning light in the cockpit through it, and causes the air pressure metal of the carburetor body and throt- are triggered. to decrease. This low pressure draws fuel tle valve will get cold enough to freeze Both systems have their advantages into the carburetor throat through the any moisture droplets that are in the and disadvantages. The primary advan- jets, where it evaporates and mixes with incoming air, and ice will begin to form. tage of the CAT system is that it lets the the air. At partial throttle, the pressure of As the ice grows, it will restrict the airflow pilot prevent ice from forming in the first the flow through the carburetor drops through the carburetor throat and cause place. Its primary disadvantage is that even more as it flows through the area loss of power. If the restriction is severe the pilot must routinely check CAT to restricted by the throttle valve. Both of enough, the engine will stop running. make use of the information. these processes reduce the temperature The alarm has the advantage of proof the air/fuel mixture. Fuel Injection viding a direct warning of unexpected Fuel-injected engines are less prone to carburetor icing. Its primary disadvan- Adiabatic Cooling induction-system icing than carbureted tage is that it only becomes active after A volume of gas under adiabatic condi- engines, because the fuel is not evapo- ice has actually started to form, so it is tions has a constant total energy. If no rated in the throat of the induction sys- harder to use as a prevention aid. Either heat is added to the gas by an outside tem. It is possible, however, for adiabatic system will provide a valuable improve- source, a change in velocity will cause cooling to cause an injected engine’s ment in the safety of airplanes with carb- a change in pressure, which will in turn induction system to ice because of the ice-prone engines. J cause a change in temperature to keep pressure drop around the throttle valve. the total energy of the gas constant. In the Throttle-body injectors are halfway case of the air flowing through the throat between carburetors and true fuel injec- of a carburetor, the velocity increases, tion. The fuel is introduced near the and both the pressure and temperature throttle valve, but there is no venturi to decrease. Even if no fuel were added to cause a pressure drop. These systems can the airflow, this adiabatic cooling would still ice up, primarily because of the evap- drop the temperature in the carburetor orative cooling produced by the fuel. throat below ambient. Detection Instruments Evaporative Cooling There are currently two types of instru- When the fuel mixes with the airflow in mentation available to help pilots avoid the carburetor, it evaporates. This evap- carburetor ice problems. Both of these oration process is endothermic, which systems help to provide a direct indica- means that the fuel absorbs heat from tion of carburetor ice potential, rather the air in order to evaporate. This drops than relying on the pilot to detect a sub- the temperature of the fuel/air mixture. tle change in power. The temperature drop caused by fuel The first system is a carburetor air tem- evaporating can be quite large. Mixing perature (CAT) gauge. This is essentially a All carburetors, large and small, are subject gasoline with air at an ideal mixture ratio thermometer that takes the temperature to icing. Pilot awareness is essential.

Photo: Courtesy Tempest KITPLANES January 2010 61 SPORTPLANES MARKETPLACE

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62 KITPLANES January 2010 www.kitplanes.com The Dreaded Oil Discussion...Again? We’re taught that engine oil lubricates hangar flying—both among pilots and oils. Oil-change intervals are defined by seals, carries away heat, prevents corro- owners of store-bought aircraft and hours flown or calendar time, and the sion and cleans. But there’s much more among builders of Experimentals. filters must be cut open for examination to learn. Confusion about what kind of oil Let’s knock back a few basics, first. Air- at each change. We’ll have a full discus- is best, how often oil should be changed, plane engines are oil consumers and can sion of how to do this and what to look when oil with an anti-scuff additive gulp down as much as a quart of oil every for next month. should be used and how much oil is two flight hours and still be airworthy. It’s enough have generated many hours of normal for an airplane to drip a few drops How Much Oil Is Enough? of oil on the hangar floor Early aircraft engine certification (Aero- after a flight. Ideal oil- nautics Bulletin 7A, 1934) rules required consumption rates are 1 gallon of oil for each 16 gallons of fuel also open to debate, capacity. If this rule were still in force, with some pilots more the Lycoming on the front of your RV-7 tolerant of a lube-swiller would likely have a 14-quart instead of and others thinking that an 8-quart sump. 1 quart in 20 hours is a Current engine oil capacity rules man- good target. date that the lubrication system of the All aircraft oils are engine must “function properly in all mineral based, yet some flight attitudes and atmospheric condi- multi-grade oils also have tions in which the airplane is expected a synthetic component. to operate.” The rule goes on to say that Although acceptance wet-sump engines—meaning virtually of synthetic oils is com- all engines likely to be in Experimentals mon in other industries, save for a few high-end auto-engine con- some highly regarded versions—must be able to achieve this engine shops don’t want when one-half of the maximum lubricant any synthetic oils in their supply is in the engine. engines. The Type Certificate Data Sheet (TCDS) If a can of oil has a nota- for the 310-horsepower, six-cylinder Con- tion that it complies with tinental IO-550-N—the engine popular Mil-L-6082 (or SAE J1966) with builders of Lancairs and Velocitys if it’s a mineral oil, or Mil- that just happens to also be installed in L-22851 (or SAE J1899) the Cirrus SR-22—cites an 8.5-quart sump if it’s an ashless disper- capacity with 5 quarts usable when a 16° sant oil, it can be safely nose-up attitude isn’t exceeded, and 4.5 mixed with other brands quarts usable when a 10° nose-down of aircraft oil. This also attitude isn’t exceeded. applies to mixing single- Note that the sump capacity of the grade and multi-grade 180-hp Lycoming IO-360 is only half a

is what you call a gen-u-ine mechanic, a bonafide A&P with an Inspection Authorization. For- mer West Coast editor for AOPA Pilot and tech guy for the Cessna Pilots Association, Ells has flown and wrenched on a wide range of aircraft. He owns and wrenches (a lot!) on a classic Steve Ells Piper Comanche. But don’t hold that against him.

Photos: Steve Ells, Marc Cook KITPLANES January 2010 63 continued quart less than the much more power- oils are available in straight-grade and ful IO-550 in the SR-22. This supports the multi-grade weights. Those without an fact that today’s aviation oils are more anti-scuffing additive include Aeroshell than adequate to protect all engines if W80 and W100, and Phillips 66 Type A no oil starvation occurs. 100AD, 120AD and XC 20W-50. Topping off an oil sump often causes In the past, it was generally accepted a rapid oil discharge out of the crankcase that an AD oil prevented or slowed the breather tube. This oil venting takes place rapid wear between the piston ring/cyl- until the engine oil level has dropped to inder wall junction required for proper Deposits can lead to ring sticking, which will rapidly escalate oil consumption and, the level where internal crankcase pres- engine and cylinder break in. More is you guessed it, deposit formation. sures and venting are equalized. At this now known about AD oils and break in. oil level sweet spot there’s enough oil to However, depending on the source, the provide adequate lubrication and cool- picture is still a little murky. Some engine Semi-Synthetic Oils ing, yet not so much that excess venting builders insist on non-AD (mineral) oil, Although 100% synthetic engine oils occurs. Every installation, even in certi- while Lycoming Service Instruction 1014 work well in automobile engines and tur- fied aircraft, is different. The key is to test M “Lubricating Oil Recommendations” bine aircraft powerplants, Mobil AV-1, the and document your installation to find mandates that its turbocharged engines only all-synthetic reciprocating aircraft this happy place. be broken in and operated on AD oil engine oil on the market, was withdrawn As you’re doing so, consider that there only. The instruction goes on to say that in 1995. Synthetic oils do not have as high are only two oil levels that matter. Enough all other Lycoming engines must be bro- a level of solvency as petroleum-based and not enough. As shown in the certifi- ken in using mineral oil. It’s thought that oils. Non-synthetic oils are best able to cation mandates, levels down to half of the reason Lycoming doesn’t endorse wash away (scavenge) contaminants the maximum level are sufficient, espe- AD oil usage for breaking in non-turbo until they’re removed by filtration or dis- cially during straight and level flight with engines is there’s no guarantee that non- posed of during an oil change. gradual climb and descent deck angles. turbo engines will develop the combus- Semi-synthetic aircraft oils are mix- tion pressures required to fully seat the tures of petroleum base stocks and a Oil Primer compression rings. synthetic stock consisting mainly of The most common oil types are mineral Polyalphaolefin (PAO). Aeroshell’s 15W- oils and ashless dispersant (AD) oils. In Mineral Oils 50 multi-grade oil is 50% synthetic, while AD oils the dispersant portion of the Oils without the AD component in the Exxon’s Elite 20W-50 is 26% synthetic. additive package performs two func- additive package are called mineral oils. Phillips 66 XC 20W-50 XC and 20W-60 XC tions: It disperses wear particles and dirt, These come in straight-grade and multi- multi-grade oils don’t contain any syn- and it holds them in suspension in the oil grades viscosities, and are used to break thetic component. between oil changes. Ashless dispersant in a new, overhauled or rebuilt engine, or after a cylinder change or top overhaul. The Anti-Scuffing Additive An engine is considered to be broken In 1978, Lycoming introduced the O-320- in when the oil consumption stabilizes. H2AD engine to replace the O-320-E2D Break-in happens almost immediately in the Cessna 172. The engine incorpo- in the case of ECI’s Nickel+Carbide cyl- rated a new valve-train design. These inders, within 5 to 10 hours on TCM and engines weren’t quite ready for prime Lycoming factory cylinders, and within time and began spalling lifters in short the first 25 hours for channel (porous) order due to very high lifter-to-camshaft chrome cylinders. Mineral oils include pressures. Lycoming airworthiness direc- Aeroshell 65, 80, 100, 120 and 20W-50 tive (AD) 80-04-03 R2 required owners mineral oil; Phillips 66 Type M 20W-50, to add LW-16702, an extreme pressure and Castrol S 65, S 80, S 100 and S 120. (EP) lubricant, to the engine at every oil change or every 50 hours, whichever came first. Where does lead go? Sometimes nowhere good, as you can see from this lead- The EP additive—originally Tricresyl sludged crankshaft. Poor handling of lead Phosphate (TCP) now Triphenyl Phos- deposits was one reason fully synthetic oil phate (TPP)—and some valve train didn’t make the grade. component changes resolved the lifter/

64 KITPLANES January 2010 www.kitplanes.com camshaft scuffing problem. Lycoming year to develop an aircraft reciprocating Always get the oil up to operating service bulletin 471B states, “We believe engine additive that protects engines. temperature before draining. The only that some operators may not realize the He calls it ASL CamGuard. way to guarantee that the oil is at oper- importance of the use of this additive,” Kollin said his studies show that the ating temperature is to fly the airplane. If and that, “the additive helps maintain cause of GA engine problems ranging you change your own oil, set up a funnel, a film of lubricant to help protect the from sticking valves in Lycoming engines sample bottle and bucket before depart- engine during initial start-up.” to low compression in TCM engines is ing on a trip. Dump the oil and take an oil Today all aircraft reciprocating-engine combustion blow-by that pushes fuel sample as soon after landing as possible. oil manufacturers produce oils that past the compression ring seal into the This ensures a realistic analysis sample contain an EP additive. These oils are oil sump, where it dilutes and mixes with and an efficient and complete (acid) marketed with statements in their adver- the lubricating oil. He believes that 99% dump. tising and on the oil can or bottle stating of all GA engine deposits can be traced to that using the oil is sufficient to comply this fact. The fuel in the oil oxidizes, form- Viscosity with the requirements of the AD. On ing deposits that lead to valve sticking The final piece of the oil usage puzzle average, oil with the EP additive costs just and ring land contamination; further oxi- is selecting the correct viscosity. The less than $1 a quart more than non-EP oil. dation leads to the formation of the acids engine manufacturer’s recommenda- Oils with the anti-scuffing (EP) additive that cause corrosion. ASL CamGuard con- tions for oil viscosity are in the Pilot’s include Aeroshell’s W80 Plus, W100 Plus tains 20 times more rust inhibitors than Operating Handbook (POH). TCM says and 15W-50 multigrade; Exxon’s 20W-50 top end multi-grade oils on the market, to use aviation grade 65 (equivalent to Elite, Phillips Type A 100AW and Castrol’s Kollin added. SAE 30 weight) below 40° ambient tem- Aviator AD W65, W80, W100 and W120. During periods of inactivity the highly perature and aviation grade 100 (SAE 50) Oil containing anti-scuffing EP addi- polished, high-carbon steels used in above 40°. Multi-grade oils are approved tives should only be used after an engine engines start rusting within days. It’s at all temperatures. or cylinder is completely broken in. If not inactivity that shortens engine life, Lycoming provides a more definitive it’s internal engine rust caused by acids outline in Service Instruction 1392, which spread through the engine by circulating addresses lubrication in the lubrication- oil. CamGuard isn’t cheap, but it’s a lot less sensitive H2AD engine. Multi-grade oils expensive than tearing an engine down are again approved for all temperatures. due to inactivity-induced problems. However, with this engine SAE 50 AD oil is used in what Lycoming calls hot weather Change, Change, Change That conditions, defined as air temperatures Lubey Stuff above 60° F; SAE 40 AD is for temps Oil doesn’t lose its lubricity, but it quickly between 30° and 90° F, while SAE 30 AD becomes contaminated. Over time, is for temps between 0° and 70° F. acid-neutralizing additives will weaken, Today’s engines were designed yes- increasing the onset of corrosion. Oils terday, and the lubrication requirements oxidize. As oxidation increases, so does haven’t changed much over the years. the formation of varnish and sludge. But the lubricants and the information Oils become thicker, which increases the known about those lubricants have. This is typical lifter spalling. Corrosion chance of sticking rings. Changing the Good thing. creates pits in the lifter face, which then J wears on the camshaft. oil is the only way to drain away harm- ful acids and restore the efficiency of the additive package. ASL CamGuard oil with anti-scuffing additives is in the Aircraft reciprocating-engine oil www.aslcamguard.com engine when a cylinder is changed, dump should be changed every four months it and use oil without the anti-scuffing unless 25 hours (if the engine has a Castrol Oils additive for the cylinder break-in period. pressure screen) or 50 hours (if it has www.castrol.com Then go back to the anti-scuffing oil. an oil filter) have elapsed first. The 25- and 50-hour intervals are published by Conoco Phillips Oils ASL CamGuard Lycoming and TCM, but many shops (and www.conocophillipslubricants.com Ed Kollin is the research engineer for Kollin of CamGuard) recommend reduc- Aviation Specialties Lubricants. He also ing the hour interval to 25 to 30 hours. Shell Oils worked for Exxon during the develop- “Acids aren’t caught by an oil filter,” Kollin www.shell.com/home/content/ ment of Exxon Elite multi-grade oil. After said. “The only way to remove acid from aviation/aeroshell he left Exxon, Kollin worked for over a oil is to drain the oil.”

KITPLANES January 2010 65 BACK ISSUES List of Advertisers

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KITPLANES January 2010 69 Eric Newton’s Bearhawk This is my Bearhawk, which made its first flight on June 7, 2008. N57EN, otherwise known as the Miss’ippi Mudbug, was plansbuilt from scratch over four and a half years. The engine is a 180-hp Lycoming O-360 with a Sensenich fixed-pitch prop. The instrument panel is a simple VFR setup with a Dynon EFIS-D100, Grand Rapids Technologies EIS 4000 engine monitor and a panel-mounted Low- rance 2000C color moving map GPS. With three regular-size adults and full fuel on board, the Bearhawk takes off from a turf strip in about 400 feet and climbs at 1200 fpm. Cruise at 75% power is 140 mph TAS at 8000 feet. With flaps, it stalls at about 43 mph indicated. My thanks go to designer Bob Barrows for tons of support, Mickey Whittenburg, who taught me how to gas weld and fabric-covering techniques, co-builder Lonnie Gibbons and to my ever patient wife, Michelle. Long Beach, Mississippi [email protected]

Kevin Bowman’s Excalibur I started building my Excalibur kit on May 26, 2007. After 326 hours and 114 days of working on it I finished construction on July 21, 2008, and received the airworthiness certificate on October 18, 2008. The engine is a 65-hp fuel-injected Hirth with a 66-inch Powerfin three- blade prop. It only has 41 hours on it so far, mainly because of the cold Wisconsin weather, but hopefully we’ll be able to fly it soon. I would like to thank Tom Karr of Excalibur Aircraft for all the help while building N666KB. Suring, Wisconsin [email protected]

Blake Thomas’s Nieuport 28 Over the past year I’ve worked closely with Robert Baslee of Airdrome Aeroplanes, building my Nie- uport 28 from his kit. I received outstanding support throughout the building process. He’s definitely the expert in WW-I replica airplanes. I think you’ll see the airplane I’ve built is the most advanced of his models. I’ve installed radios, transponder, tailwheel, brakes, heater and lights. This aircraft is amateur-built and also meets the LSA criteria. The reason I picked this particular airplane is because of its history and mine. The Nieuport 28 was the first fighter American squadrons flew in WW-I. Two of these squadrons, the 27th and 94th, are still in existence today. I flew combat in both of these squadrons with the Air Force (F-15s) in Desert Storm. My airplane will represent the 27th Pursuit Squadron and has all of the markings with the exception of the eagle patch on both sides of the fuselage. The eagles will be added later. Richmond, Texas [email protected] J

Submissions to “Completions” should include a typed, double-spaced description (a few paragraphs only—250 words maximum) of the project and the finished aircraft. Also include a good color photograph (prints or 35mm slides are acceptable) of the aircraft that we may keep. Please include a daytime phone number where we can contact you if necessary. Also indicate whether we may publish your address in case other builders would like to contact you. Send submissions to: Completions, c/o KITPLANES® Magazine, 203 Argonne Ave., Suite B105, Long Beach, CA 90803. Digital submissions are also acceptable. Send text and photos to [email protected] with a subject line of “Completions.” Photos must be high-resolution—300 dpi at a 3 x 5 print size is the minimum requirement.

70 KITPLANES January 2010 www.kitplanes.com A fanny switch. Last month we went into some detail getting off the runway on how to use a computer fan to keep the as soon as possible and avionics bay at some reasonable temper- climbing to cooler air ature. But I also told you that I didn’t want at altitude as rapidly as to have to waste the wattage of running possible. that fan unless I had a good reason to do The avionics aren’t all so. This month will give you a handle on that thrilled about get- that good reason to do so. ting hot either. As I said Like most things in this world, elec- last month, failure rates tronic designs are done in the relative of any one component peace and quiet of an engineering office double with each 10° C or a lab with a temperature-controlled rise in component tem- environment. We try our level best to perature. Just about take into account the variances that are the last thing I want is going to come with temperature, and for the altitude sensor in the encoder to All circuits start life as a breadboard. This the computer tools at our beck and call flip out directly over LAX, so the problem is a good example of breadboard “dead will perform literally billions of permuta- reduces itself to keeping the avionics bug” construction with the legs of the IC pointing straight up like a dead bug. tions and combinations of component close to cabin ambient. We said we were variation over temperature to let us see going to do that with a fan. But we also where the fan turns on. Second, I’d like what to expect over a temperature range said that we didn’t want that fan running to run some big fans (say, up to half an with our design. But nature will side with when it was not necessary. ampere or so) if I choose. Third, I don’t the one combination that the computer want the fan to “chatter,” so it should turn didn’t find. In Phoenix. In August. During Sensing Something? off at some temperature below where it a really critical flight. Enter the thermal sensing probe and the turns on. Fourth, I’d like an indicator light The one axiom that we all design to digital comparator. That sounds like trou- to tell me the fan is on. Fifth, it should is that the equipment must be warmer ble and money. Not in the least. If you be stable from below battery drain limit than the cabin temperature. Sometimes will recall from my KITPLANES® article in (11.5 volts) to maximum charge limit (14.3 by a lot, sometimes microscopically, but October of 2006, I used a simple silicon volts) and not “blow up” with minor over- the laws of thermodynamics are immuta- diode as a temperature sensor and a 25¢ voltages. No problem. ble. If a device produces internal heat, it is integrated circuit op-amp to provide a First, let’s talk about comparators (see hotter than its external surroundings. simple way of remotely reading the tem- U1-C in the schematic). There are two The nice thing about designing for civil- perature of some part on a cheap digital inputs, an inverting (-) input and a non- ian light aircraft is that we are packing the multimeter. Never being one to reinvent inverting (+) input. If, for whatever rea- avionics around in the same temperature the wheel, I’m going to use the first half son, the (-) input voltage is higher than vessel we are in, and humans don’t much of that circuit as my temperature sensor the (+) input voltage, the output will be like to be cold or hot. Cold we can handle and convert that op-amp into a simple zero (ground) volts. If the (-) input volt- with sweaters and jackets, but aside from comparator with hysteresis. age drops below the (+) input voltage, flying au naturel, there isn’t much we can Let’s set some parameters. First, I’d like the output will rise to the power supply do about the hot part of flying other than to have some way to set the temperature (battery bus) voltage.

began acquiring Aero’Lectrics expertise in 1959, fixing Narco Superhomers in exchange for flight hours. A commercial pilot, CFI and A&P/IA, Jim has owned and restored four single- engine Cessnas. These days, he runs RST Engineering and teaches electronics at Sierra College. Jim Weir Ask him questions at rec.aviation.homebuilt or visit his site at www.rst-engr.com/kitplanes.

Photos: Jim Weir KITPLANES January 2010 71 continued

Now let’s talk about our diode sensor. ture to turn-off temperature. Third, the You can see from the graph of diode volt- op-amp we pick will survive battery The old “ice cube in hot water” trick to age versus temperature that as the tem- bus voltage spikes of 32 (maximum 40) slowly change the temperature of the perature rises, the diode voltage falls. volts before giving up. Finally, we’ll pick water bath. Set the fan to come “on” at 82° F and it cuts off at 78° F. Therefore, if I set some known voltage a driver transistor that gives us that half- onto the (+) input and the diode voltage amp of current to run a big fan if we need onto the (-) input, the comparator U1-C it. Let’s get to it. put and the (+) input of U1C will give us output will immediately swing from low Without going deeply into analytic hysteresis. How much? Well, given that to high when the diode gets hot enough. geometry, let’s just say that (diode volt- the output voltage will be around 12 It seems simple, then, to set a known age) = (-2) x (diode temperature) + 665. volts and the sensitivity of the (+) input diode temperature voltage onto the (+) That means that at a diode temperature is somewhere around 2° per millivolt, I’d input and the diode voltage itself onto of 25° C, the diode voltage will be 0.615 like about a millivolt fed back from the the (-) input, and when the diode tem- volts; at a diode temperature of 35° C, the output to the (+) input. The output swing perature reaches the set temperature, diode voltage will be 0.595 volts. It then is about 12 volts, so I’d like a voltage feed- the rising U1-C voltage will turn on the is incumbent upon us to select a volt- back of about 1000:1. If the (+) input is fan. Could it be that simple? Almost. We age divider that lets a 10K potentiometer being fed by a 10K isolation resistor, then still have a couple of the nagging details (variable resistor) adjust the voltage on about a 10MΩ resistor will do the job. to work out, but for all intents and pur- the (+) terminal of U1-C between these Finally, how about that half-amp fan poses, yes, it’s that simple. But we all two voltages. requirement? The op-amp can only put know where the devil resides. But what do I pick as my source voltage out about 25 milliamps, so we had bet- for this divider network? We had better ter find a moosey (that’s a technical term, Building It pick the regulated voltage at the output you’ll get used to it) current amplifier. Did First, we need to come to some resolu- of U1-A that we so carefully selected if we I hear the troops yell “power transistor?” tion about what temperatures we want want anything like accuracy. So, given Hey, you all are starting to catch on. The to set our fan. I’d say if you set it any less source voltage and required output volt- schematic shows the whole thing. No than 25° C (77° F), it will be on most of the ages, we can select a three-resistor stack problem, right? time. If you set it at any more than 35° C to do this job. The equations are well- Over the years I’ve given you sources (95° F), you will not be protecting your known, but the spreadsheets at www. for parts. Mainly Mouser and Digikey avionics. My call is somewhere between rstengineering.com and then on Jim’s because I know that what I get today, I 28° and 30°C (82° to 85°F). That’s how I’ll Engineering page let you do this as an can probably get for the next 10 years. design the voltage divider. Second, how iterative operation in seconds instead of However, next month let’s explore some much chatter protection do you want? in hours. “second level” suppliers where you can Engineers call this hysteresis; some call How do we get this hysteresis or chat- get the super bright LED from today, but it slop, but my call is something on the ter-suppressor? Very simply, connecting next month the source may be gone. order of 2° to 4° from turn-on tempera- a high-value resistor between the out- Stay tuned. J

The schematic.

72 KITPLANES January 2010 www.kitplanes.com Maybe there’s an ultralight in your future after all. While riding a tram south to the ultralight grass strip at AirVenture/Oshkosh last summer, I anticipated a row of antique ultralights on display, and I was not dis- appointed. There was a weight-shift/ rudder-for-roll-control Quicksilver with its 19-horsepower Yamaha like the one that provided my first ultralight flight. A Kasperwing, the tailless weight-shifter noted for its exceptionally slow flight, rep- resented the less conventional ultralight designs from the early and mid-1980s. The Back Yard Flyer is powered by a four-stroke Generac engine made in Wisconsin. The And an early TEAM miniMAX brought wing swings for easy transportation. back memories of enjoying time in one long ago. But the primary purpose of the seat ultralight trainers that were flown instruction. As a result, the EAA has grass strip foray was to gauge the health by paid, approved ultralight instructors. announced that it is working with the FAA of the ultralight market now by tracking But from the outset of the move toward on a permanent waiver that would allow down companies making new ultralights Sport Pilot and LSAs early in this decade, those two-seat former ultralight trainers for sale, and I found five of them. it was intended that FAA-approved two- that converted to ELSAs to continue paid seat ultralight trainers would be phased ultralight instruction. The EAA also noted The Sport Pilot/Light Sport out in favor of ultralight training in the that another organization has applied to Connection new two-seat LSAs. FAA for a two-year extension of the Janu- About 10 years ago as volunteer indus- The new Sport Pilot and LSA rules ary 31 deadline. The FAA’s decision on try leaders and FAA reps joined forces to went into effect in late 2004. The FAA one of these requests is expected before define the new Sport Pilot license and a and volunteer consensus standards com- the deadline. new category of flying machines known mittees had agreed to an ultralight train- as Light Sport Aircraft (LSAs), a major ing plan that encouraged transition of Some Training Options goal was to address the problem of “fat” ultralight instructors and their two-seat Two two-seat ultralight-like airplanes (illegally heavy) or fast planes claiming trainers to a new category, Experimental that already qualify for paid instruction ultralight (no license required) status. Light Sport Aircraft (ELSAs). They could are the factory-built M-Squared Breese Maximum legal empty weight for these continue to be used for paid instruction 2 SS and Breese 2 DS, which have their single-seat planes is 254 pounds, and until January 31, 2010. The thinking was approval as SLSAs. The Breese 2 SS model maximum level speed at full power is 63 that six years should be long enough for has single-surface wings like many of the mph. Other restrictions apply. ultralight instructors to buy ultralight-like earliest ultralights, and the Breese 2 DS Shortly after adoption in the 1980s SLSA trainers. features double-surface wings. Ready to of FAR Part 103—the ultralight regula- But as you read this, the deadline is fly, the Breese 2 DS sells for $35,595. tion—the FAA granted an exemption upon us, and there is a shortage of afford- Why are aircraft of this type needed endorsing qualified but unlicensed two- able, ultralight-like SLSAs that allow paid for ultralight training? Because very light

served as editor of this magazine for 17 years, began aviation journalism evaluating ultralights in the early ’80s. A former CFI (airplanes, gliders, instruments), he’s flown more than 160 aircraft types plus 60 ultralights (including a single-seat, no-basket hot air balloon). Now living at a Dave Martin residential airpark in Oregon, he is nearing the completion of a Van’s Aircraft RV-12.

Photos: Dave Martin KITPLANES January 2010 73 continued wing loading is a characteristic of all PSRU package will ultralights, and it sometimes gets their add $3500 to $4000, pilots in trouble, especially if they have according to Karen experience only with heavier wing load- Oltman from the Quad ing. Whereas a Cessna 172 at full gross Cities factory. has a wing loading of about 14 pounds Paul Mather estab- per square foot (psf) and a C-150 has 10 lished M-Squared psf wing loading at full gross, ultralight near Mobile, Alabama, wing loading may be well under 4 psf, in 1996 after working considerably affecting reaction to gusts. for Quicksilver for years. His company’s M-Squared Aircraft’s Breese 2 SLSA offers That is a major reason to train in an ultra- Breese XL model also relies on the Hirth the option of dual flight instruction, plus there is a single-seat ultralight version. light-like plane before flying these light F33 for power. A bolt-together prod- single-seat machines. uct, the Breese XL features a 26-foot wingspan, nosewheel steering, 42-mph No Going Back Ultralights at Oshkosh cruise and an 18-mph stall, Mather said. In the short-term future, we’re not likely Purchased recently by Bill Clemens of The $14,995 XL price includes 5 hours of to see the flurry of ultralight activity that Argos, Indiana, Buckeye Aviation concen- instruction in one of the company’s two- characterized the early 1980s. Those trates now on the single-seat powered seat Breese SLSA trainers. years saw the rise (and eventual demise) parachute market, Clemens said. The legal Quicksilver, the oldest name still in of separate ultralight divisions within ultralight Dragonfly, available in four- and the ultralight game, offers its MX Sprint, AOPA and EAA, 450 ultralights registered three-wheel versions (either for $14,945 powered by a Rotax 447 engine with and gracing the sky mornings and eve- including the ’chute) is an example. The cruise speeds of 44 to 54 mph and corre- nings at Sun ’n Fun 1984, 106 companies four-wheel Dragonfly fits in the bed of a sponding fuel consumption of 2.5 to 4.5 in North America producing ultralights, pickup truck. Powered by a four-stroke gph. It’s a three-axis, refined and higher- major contests attracting hundreds of 992cc Generac engine produced in Wis- power version of the antique Yamaha pilots and their machines, and at one consin, the machine is extremely quiet, Quicksilver. The price is $12,395. point seven monthly magazines devoted Clemens said. Fuel consumption is about Gene Smith and his three-generation to ultralights. 1 gph. Several dealers offer powered family from Rolla, Missouri, were on their However, AirVenture’s ultralight strip parachute training, and the company has second visit to AirVenture with their Val- was bustling last summer with both the single-seat machines in stock. ley Engineering Back Yard Flyer UL. It new and old ultralights, and the crowd Quad City Ultralight Aircraft Corp. in features a swing wing for easy transpor- gathered at the runway fence was large Moline, Illinois, powers its Challenger 103 tation, welded aluminum fuselage and and enthusiastic. Better yet, some of the ultralight with a Hirth F33 engine and a a modified Generac four-stroke engine, spectators wrote checks to purchase propeller-speed-reduction unit (PSRU), which is included in the $18,500 price. their own ultralights. J both ordered separately from Hirth. With weight credit from an optional bal- Minus the Hirth and PSRU, the factory- listic ’chute, there is allowance for doors, built aircraft costs $10,746. The engine/ resulting in an enclosed cockpit. Buckeye Aviation www.buckeyeaviation.com

M-Squared Aircraft www.msquaredaircraft.com

Quad City Ultralight Aircraft www.quadcitychallenger.com

Quicksilver Aircraft www.quicksilveraircraft.com

Valley Engineering www.culverprops.com

Original-style ultralights bring back kingposts, lots of flying wires and single-surface *Find direct links at www.kitplanes.com. wings.

74 KITPLANES January 2010 www.kitplanes.com THE CLASSIFIEDBUILDER

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KITPLANES January 2010 77 THE CLASSIFIEDBUILDER continued

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KITPLANES January 2010 79 By Robrucha

80 KITPLANES January 2010 www.kitplanes.com Make The Perfect Getaway. STOL CH 750 Light Sport Utility

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