Know Thy Engine

Modern Classic • Continental O-200 or Jabiru 3300 BuildBuild YYourselfourself A Texas Sport CuCubb • Steam Gauges or A Full-House EFIS Suite • Traditional Cub Yellow...or Something Else! Old School or High Tech! March 2008

Know Thy Engine $5.99CANADA 03 Our Engine Monitor Roundup Can Help That ’Ole Paint A Composite Primer: Prep to Finish Coat Holey Panel, Batman! 0 74820 08883 8 Make The Cut Right The First Time

March 2008 | Volume 25, Number 3

On the cover: Kevin Wing photographed the Texas Sport Cub at the American Legend Aircraft factory in Sulphur Springs, Texas.

2008 Engine Directory 16 A comprehensive listing of traditional and alternative engines plus PSRUs; compiled by Julia Downie. Flight Reports 8 TEXAS SPORT CUB Classic Cub perfection that you can now build yourself; 16 by Marc Cook. Builder Spotlight 32 SYNERGY AIR ENERGIZES BUILDERS Wally Anderson’s new course quickens RV quickbuilding; by Dave Martin. 37 ALL ABOUT AVIONICS You should know what’s happening in front of the fi rewall. Here’s how; by Stein Bruch. 45 BUILD YOUR SKILLS: COMPOSITES Part 11: Painting the beast. Understand the subtleties of methods and materials before trying them on the real thing; by Bob Fritz. 52 COMPLETIONS Builders share their successes. Shop Talk 54 THE HOME MACHINIST Need to cut a precise hole? No problem—it’s easier than you think; by Bob Fritz. 7 0 AERO ’LECTRICS Solarize the battery; by Jim Weir. Designer’s Notebook 61 WIND TUNNEL Further fl ight testing and analyzing the data; by Barnaby Wainfan. 8 Exploring 2 AROUND THE PATCH Let go the carburetor; by Marc Cook. 6 WHAT’S NEW Debut of the Cheetah LSA, Jeppesen updates and a new paint sprayer/respirator; edited by Mary Bernard. 68 DOWN TO EARTH In the middle of our midlife crisis, or “I started it!” By Amy Laboda. 72 LIGHT STUFF LSAs and the Rotax factor; by Dave Martin. Kit Bits 4 CONTRIBUTORS 5 LETTERS 64 LIST OF ADVERTISERS 65 BUILDERS’ MARKETPLACE 75 THE CLASSIFIED BUILDER 32 80 KIT STUFF Drawing on experience; by cartoonist Robrucha.

KITPLANES March 2008 1 Let go the carburetor.

News came as we were working But, for me, the bigger question is: ability issues pressed the carburetor on this, our annual engine directory Do we really need the carburetor for aside—two things not a concern in air- issue, that Precision Airmotive, owner new installations? Does its supposed craft. In my own motorcycle fl eet, there of the rights and tooling to the old Mar- simplicity make up for its well-known remains one with carburetors, and vel-Schebler carburetor line, had ceased shortcomings—poor mixture distribu- getting the pair of ’em to work prop- production because it could no longer tion, propensity for separations of the erly has always been a chore, a set of obtain liability insurance. Understand body and fl oat bowl, tendency to form unhappy compromises. When the bike that it was not because the company ice with nothing more than a sideways doesn’t get ridden, their tiny passages couldn’t aff ord the insurance; it couldn’t glance? clog. My fuel-injected bike, thanks get it at any cost. to an overlay fuel computer called a I saw this coming. In February 2006, Power Commander, can be adjusted I was checking out of an Arlington, to near perfection, all through the USB Washington, hotel and saw then-pres- port of a laptop computer. It can sit for ident of Superior Air Parts, Tim Archer, weeks unaff ected. Once a big fan of the in the lobby. He said he was in town “to carb on motorcycles for its more “natu- see why it costs us as much to buy a ral” throttle response, I’ve changed my carburetor as fuel injection.” The price tune. With patience, fuel injection can of the simple, time-honored carbure- be tuned much better. tor was shooting through the roof just Fans of the carb say fuel injection as fuel injection was steady. is more complicated and suff ers from On the heels of Precision’s news hot-start issues. Bunk. When you add comes more, that Aero Accessories had in the need for carb heat (with a heat purchased the line and would soon muff , fl apper door, cables) I think you move it into the Tempest line. That’s Compare them for size: The Marvel/Preci- end up about even with an injected great news for owners of carbureted sion carburetor next to the tiny throttle setup, whose main complication is a engines because they’ll continue to body in the prototype Engine Compo- more sophisticated fuel boost pump. nents injection. have support. It remains to be seen Even though the 390 is available only if Tempest will be an original-equip- injected, had I opted for a parallel- ment manufacturer for Continental I don’t think so. In fact, this may be valve 360, it would have been injected, and Lycoming; in particular, the O-200 just the right trigger to force us to no discussion needed. has found a new following among move on. Hot starts? It’s a matter of tech- LSA manufacturers, and it would be Without external infl uences, technique. I never had trouble with my a shame to crunch that project under nology moves slowly. In cars and old Bonanza, and after a summer try- foot for want of a carburetor. (Jabiru motorcycles, the carburetor has ing various techniques, now have the and Rotax are in protected waters become the most minor of players, Airfl ow Performance system in my IO- because they use Bing carburetors, used only on the cheapest, lowest- 390-powered Sportsman knocked. themselves vastly more advanced than performance bikes and on no new car So, tears for the carburetor’s passing the very rudimentary Marvel device.) that I can think of. Emissions and driv- in aviation? Not from me.

has been in aviation journalism for 19 years and in magazine work for 25. Marc Cook He is a 3900-hour instrument-rated, multi-engine pilot with experience in nearly 150 types. He’s completed two kit aircraft, an Aero Designs Pulsar XP and a Glastar Sportsman 2+2.

Yes, there are other glass cockpit displays for kitbuilts. End of comparison.

Announcing Garmin’s new G900X™ kitplane installation program. Now do-it-yourselfers don’t have to settle for semi-suite avionics. With the launch of Garmin’s new G900X series – and its installation network of factory-approved avionics dealers – builders of the popular Lancair and Van’s RV series* aircraft can now step up to the most proven, most capable, most fully integrated “glass cockpit” ever to fly in any kitbuilt airframe. The dealer-supplied package comes with everything you need: from GPS/Comm, transponder and AHRS sensors to audio panel, wiring harness, and drawings. So, you simply add the finishing touches. Garmin’s new G900X: For your next kitplane cockpit, the choice is clear as glass.

To explore the possibilities, go to www.garmin.com

*Garmin G900X packages are available for all new 4-place Lancair piston models, as well as all Van’s RV series products configured for 2-across seating. For a list of approved avionics dealers, visit Garmin’s website. NASDAQ GRMN BOB FRITZ EDITORIAL Editor-in-Chief Marc Cook In recognition of Bob’s major contributions to this mag- [email protected] azine, he has been moved up the masthead to join Dave Managing Editor Mary Bernard Art Director Suzanne Stackle Higdon as Senior Editor. What does he get as a result? A Senior Editors Bob Fritz, Dave Higdon special parking place, thicker pay packet? Ah, no, but he Contributing Editors Ken Armstrong, Walter Atkinson has our undying appreciation for continuing the “Home Stein Bruch, Dan Checkoway, Cory Emberson, Geoffrey Jones, Machinist” series and for shepherding the “Build Your Tim Kern, Amy Laboda Skills: Composites” series, which concludes this month. Howard Levy, Rick Lindstrom, Dave Martin, Dick Starks, You can fi nd the last installment on Page 45. Barnaby Wainfan, Jim Weir, Ed Wischmeyer Webmaster/Data Manager Julia Downie Cartoonist Robrucha AMY LABODA Longtime aviation journalist Amy Laboda joins our ranks ADVERTISING Publisher/Ad Director Cindy Pedersen this month, opening her every-other-month column [email protected] called “Down to Earth.” Th ere, she’ll get to talk about the Sr. Advertising Manager Chuck Preston [email protected] Van’s RV-10 she and her husband are building—or, if you ask him, the airplane she’s watching him build—as well BUSINESS OFFICE 531 Encinitas Blvd., Suite 105, Encinitas, CA 92024 as many other topics of interest to aircraft builders. Her Main Number: 760/436-4747, Fax 760/436-4644 fl ight-training background will give her important per- Editorial: 562/608-8251 spective on piloting. Her column starts on Page 68. PRODUCTION & CLASSIFIED ADVERTISING Production Manager Marsha Blessing 717/433-7985 [email protected] KEVIN WING Classified Advertising Allyson Patton 717/982-0744 [email protected] California-based photographer Wing joined the Editor- in-Chief last fall to shoot this month’s cover subject, the CIRCULATION Circulation Director Lisa Evans Texas Sport Cub. When off ered a dramatic landscape on Circulation Manager Laura McMann the airport’s turf strip, he was awed. Accustomed to shooting motorcycle action sequences on public roads, where SUBSCRIPTION DEPARTMENT 800/622-1065; 386/447-6318 you have to be quite canny, Wing said, “Wow, is this www.kitplanes.com/cs heaven?” No, Kevin, it’s Sulphur Springs, Texas. Box 420235, Palm Coast, FL 32142-0235 For Canada: Box 7820 STN Main, London, ON N5Y5W1

BACK ISSUES P.O. Box 420235, Palm Coast, FL 32142-0235 800/622-1065 www.kitplanes.com

QUALITY REPRINTS AVAILABLE BACK ISSUES: Call 800/622-1065 Minimum Order: 500 WEB SITE INFORMATION: General homebuilt aircraft information, back issue availability, online directories ordering info, Contact Mona Kornfeld, 203/857-3143 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 CHANGE OF ADDRESS? 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, MISSING ISSUE? Vice Pres., Circulation; Michael N. Pollett, Sr. Vice Pres., General Counsel. SUBSCRIPTION QUESTION? Periodicals postage paid at Norwalk, CT, and at additional mailing offices. Copyright ©2008 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. Visit www.kitplanes.com/cs. Or call 800/622-1065 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. from the U.S. and Canada. 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. Foreign, call 386/447-6318 or fax 203/857-3103.

4 KITPLANES March 2008 Machining Talk hauling a low-cost machine now that you, We didn’t get anything back fr om the I have enjoyed the series on home the reader, have higher expectations. Can company until three weeks aft er the dead- machining, and have a question for such an upgrade be accomplished outside line. Th e plans are still available. Write author Bob Fritz. For some time I have the factory? Undoubtedly. It may require to David R. Bowers, 13730 Burke Road, been considering three-in-one machines taking some of the parts to another shop Los Altos Hills, California 94022.—Ed. because of their utility and space sav- for re-machining, but it’s certainly worth ings, even though my machining skills looking into. Can it be accomplished for have likely eroded some since I regularly less than the $15,000 that Shopmaster John Snagged Another One used a mill and lathe while in the Army. charges? Without a doubt.” I enjoyed your article about the Falco. Th ere is much in various chat rooms I am currently two and a half years about two of the competing and reason- into plans building a Falco of my own. ably aff ordable assemblies, sold under Missed One When I was deciding to build a Falco, I the Shopmaster and Smithy labels. called Kris Shipler and met with her at One contributing factor to the aff ord- Chino to look at her father’s Falco. Th at ability of these machines seems to be the was it. Aft er seeing it, I started almost use of either bushings or low tolerance immediately. I can really identify with bearings. I think that Shopmaster even your description of endlessly sanding went so far as to say it had upgraded and fi tting and jigging until it’s perfect. one of its lines with Timken bearings You nailed it right on, the journey is and almost tripled the price for a very the point. Incidentally, I’m guessing it’s limited production run. Any thoughts going to take me about 10 years to build about whether this can be accomplished my Falco. Imagine what can change in outside of the factory? Th e companies An active plansbuilt design slipped 10 years! I can’t. Th anks for the article, provide pretty good instructions for through our net for the January issue. It’s RYAN VAUGHAN CNC upgrades but precious little about the Design Resources J.D. Special. Th is is improving the precision of the machine a composite, sheet metal, wood, fabric and itself. tubing low-wing single-seat monoplane Ishmael Hits One on the Head JON L. NELSON that would take a beginner 2000+ hours I wanted to say how much I enjoyed to build, according to the company. Cruise Ishmael’s “Flying in a Ford World.” Bob Fritz replies: “In one of my earlier is 138 mph fr om a 90-horsepower Con- He is “right on” and I am also glad to pieces I used the metaphor of ‘whittling’ tinental C-90. Plans are $235. Contact see KITPLANES® doing better with rather than ‘brain surgery’ as a way of Design Resources at 830/792-2133.—Ed. the educational type articles this year. I encouraging new users to not be intimi- would bet 80% of your readers fi t in the dated. Th at was also due to the fact that Ford world and are not even interested in these machines are, as you correctly sur- Fly Back to Me, Baby a glass cockpit $250,000 Wonder Whiz. mise, a trade-off between cost and preci- I just received this year’s plansbuilt issue We have a few millionaires in our sion. How to upgrade a low-cost machine of KITPLANES® and was surprised by group, but 99% of us live in the Ford is a great topic and something I’m sorely the omission of the venerable Bowers world and build accordingly. Th e big in need of doing on my Shopmaster. I Flybaby. Are the plans for this worth- mistake Sport Aviation is making nowa- defi nitely would not convert it to CNC while project still available? I would also days is just that. All the airplanes they without that overhaul; it’s barely able to like to thank you for the fi ne article by feature are $200,000 Wonder Whiz- do the work I want as it is. In defense of Mr. Fuentes on truly aff ordable aircraft zes, and 80% of their members live and these manufacturers, I’ll not use the word building. He mentions a Bruce King build in a Ford world. Th at is not grass- ‘quality’ to denigrate what they deliver and his BK-1. Perhaps you could cover roots aviation at all. Keep up the good simply because, as I said in a previous issue, this aircraft in a future article, as I have work, and remember there are many quality is the ability to consistently deliver not heard of this plane before. Keep up more folks in the Ford world than in the what the customer expects. In fact, that’s a the fi ne work. Wonder Whiz world. good introduction for an article on over- JOHN TUROCI DIRK KRETSCHMAN

KITPLANES March 2008 5

Jeppesen has announced that it will provide direct-to-the-customer nav data and obstacle data updates for Chelton Flight System avionics. Th e new agreement will allow easier access to Jeppesen data and provide customers with the option of bundling services under one account. Previously, the Jeppesen updates had Midwest Sport Aviation, LLC has been named the sole distributor for a new entrant been managed by Chelton. Chelton to the Light Sport Aircraft fi eld, the Cheetah XLS by Rainbow Aircraft Pty Ltd. Th e owners will require no additional hard- Cheetah will be available as a quickbuild kit until the SLSA certifi cation process is ware to use the update service. Once completed, the company says. registered with an account, users will be Aptly named, the Cheetah earned a reputation as a rugged fl ier in its native South ready to receive updates every 28 days. Africa. Th e two-seat, high-wing, tube-and-fabric airplane combines classic looks Services include national and interna- with durability and ease of construction, the company says. Empty weight is 617 tional nav and obstacles data (in separate pounds (with no options), and the engine options include the 85-horsepower Jabiru packages and priced separately), as well 2200, 65-hp Rotax 582 or 100-hp Rotax 912S. Fuel capacity is 24.8 gallons. Cruise as worldwide data for both nav and speed (at 65%), depending on engine choice, ranges from 95 to 105 mph. obstacles. Annual subscription fees Kits are priced at $21,950, with an estimated completed price of $35,000 with range from $455 to $885 per service. the Jabiru engine, the company says. For more information, call 608/467-0233, or For more information, call Jeppe- www.MWSportAviation.com www. visit the web at . A direct link can be found at sen at 800/621-5377 or email captain@ kitplanes.com . jeppesen.com.

Axis Products, Inc. is introducing its Citation and Citation Pro combined HVLP paint sprayer and respirator system. Th e sprayer plus fresh- air respirator is designed to be easy to operate and reliable, supported by an assertive customer service policy. Th e Citation is built with two separate pumps for dependable, dedicated air for both breathing and spraying combined together in one integrated and portable system, providing one unit, two tools. Th e unit is available with half or full face mask or painting hood, one- or two-person respirator, spraying gun in bottom or gravity feed, three- or four-stage turbine power, 3M PPS cup system with disposable liners, 40-foot hoses on both sprayer and respirator and one-year warranty. Prices start at $1099. For more information, call 847/683-9025, or visit www.axispro.com. A direct link can be found at www.kitplanes.com.

To submit a press release on a homebuilt-related product, e-mail a detailed description and high-resolution photograph to [email protected]. Mailing address is KITPLANES®, New Products, 203 Argonne Ave, Suite B105, Long Beach, CA 90803. Visit www.kitplanes.com/freeinfo.asp for information on “What’s New” items and advertised products. Select the issue in which the item appeared, and then select the categories of information or individual advertisers you’re interested in. You’ll receive an e-mail.

6 KITPLANES March 2008 www.kitplanes.com THE PURSUIT OF HAPPINESS MEETS PERFORMANCE

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© 2007 Lycoming. Lycoming Engines is an operating division of AVCO Corporation, a wholly-owned subsidiary of Textron Inc. 8 KITPLANES March 2008 www.kitplanes.com Classic Cub perfection that you can now build yourself. BY MARC COOK

It all comes down to this. Clear- ing the tree line at the edge of the newly mown grass strip, the Texas Cub descends smartly at 60 mph indicated, throttle nearly against the idle stop. On the turn from base to fi nal, you set trim with a hand crank that would have, in a 1950s Buick, closed the window. Carb heat on, mixture forward, check your wind correction angle over the nose—no fl aps to put down—you’re done inside the cockpit. Procedure gives way to experience and intuition. Finesse the Cub down the last few inches, gently hoist the nose up into the landing attitude, make small but positive corrections for the wind, and wait. For pilots accustomed to screaming down fi nal at highway-or-better speeds, the Cub seems to be taking its sweet time, allowing wind to play with it, on track, to peek at the Dynon engine of simpler times. It had good perfor- making busy-hands pilots feel like they monitor to see if the Mattituck-built mance, perky good looks and was com- should be doing more. Continental O-200 is hitting on all paratively docile. Soon enough, though, it sets down. four. You might, but the Cub wants to Moving ahead half a click on your If you’ve been attentive, the Cub tracks get fl ying and will by that time have left time-travel dial to 2005, we fi nd the straight down the turf strip, and seems to terra fi rma, as fl ecks of grass sliding off American Legend Aircraft Company wait for you to fi nd the heel brakes—even the still-spinning mainwheels are vis- showing a good performing, perky, doc- then, by the time you, Mr. Toe Brake, ible through open doors on both sides ile Cub to the world and discovering have swiveled your heels inboard, there’s of the cabin. Go around the pattern and that, against a host of Light Sport Air- little need. Kick the rudder around, and do it again. Because, very simply, it’s that craft competitors, the new Cub was once back up a bit for another go. much fun. again a sales benchmark. Th e same pilots Aft er you glance up into the left who started fl ying in Cubs were ready to wingroot to recheck elevator trim and Cub History, Like You Don’t Know It trade their Bonanzas and Vikings in for advance the power, you might have time, Th e Cub remains dauntingly popular. a last fl ing with their fi rst love. Th at they between the surprisingly hard push for- Whether you’re a fan of the original would gladly plunk down $100,000 or ward on the stick required to raise the C.G. Taylor design of 1930 or the post- so—$123,000 with every option box tail and commencement of the subtle war J-3 that became the de facto trainer but fl oats checked—raised more than a rudder dance needed to keep the Cub of the day, the Cub manages to remind few eyebrows.

Photos: Kevin Wing KITPLANES March 2008 9 Texas Sport Cub continued

Now, Do It Yourself Demand for the SLSA Legend Cub was strong, but those of more modest means began asking for a kitted version of the airplane in hopes of coming in under the Spousal Pain Th reshold. Legend Aircraft General Manager Kurt Senhert says, “We started with the SLSA airplane, and one of the fi rst questions was, ‘Are you going to make a kit?’ We believe in doing one thing well, so we concentrated on the SLSA. We wanted to get that right, so we wouldn’t put a time frame on [developing the kit].” Now’s the time in part because the The main fl oor where the KwikBild program takes place also stores the company demon- demand has ratcheted up for the Experi- strator and, sometimes, a rogue visiting plastic airplane. mental/Amateur-Built version, but also, bluntly, because sales of the SLSA able process control on the SLSA, but that proved to be the most popular in had begun to slow. Industry watchers that control has to be taken outside for the postwar Cubs. believe this turn of events—remember the kit, something Senhert and his crew Th e Texas Sport Cub itself follows the that American Legend sold more than spent considerable time working out. American Legend Cub’s SLSA form, 50 aircraft the fi rst year—has to do with Moreover, they need to create a man- including the choice of the Continental the economy in general and market sat- ual for the rest of us, because the way an O-200 or the Jabiru 3300 (120 horse- uration of this kind of airplane. Not the American Legend Cub goes together power, cheaper and lighter to boot), an Cub’s fault. with professionals will be diff erent in open cowling with the American four- Kitting a production aircraft is not myriad ways from the process ideal for banger—closed as an option for the O- easy, despite having all the pieces in the an individual. “We worked very hard 200 and the Jabiru—a widened cabin shop. “We know every nut, bolt, washer, on the manuals,” says Senhert. Aft er a and split folding doors left and right. clevis and cotter pin that it takes to lengthy perusal of the manuals at the Original Cubs had a split door on the build this thing,” says Senhert. “From factory, we have to say they’re top notch, right. It’s delightful to open both doors with clear, concise directions, and ample photos and illustrations. Experimental vs. SLSA: What’s the Diff ? Believe it or not, precious few items dis- tinguish the Texas Sport kit from the production-line American Legend Cub. Th e fl oorboards are fi re-resistant composite in the SLSA, and the cowling is diff erent. Minor component choices Builders can choose to have their Cubs and diff erent paperwork tracking round Look, Mom: No bungee cords. Small painted at the factory, in basic schemes, out the list. For all practical purposes, springs are mounted in line with the main- for $6000. The workmanship there is they’re the same airplane. gear tension struts. exemplary. In many respects, the Texas Sport Cub represents a true hybrid of old the packaging side, we’d like to adver- and new. Big stuff , like the blunt-nosed and windows in fl ight during the sum- tise that you get every last bit of hard- USA-35B airfoil (not a Clark-Y as is mer, but it’s slightly more pleasant with ware you need to build it. We’re going oft en reported) that makes up the big the left side lower door closed. to wait until 10 guys build the kit before wing and the steel-tube structure are Better yet are the improvements we make the claim. It only takes one very close in intent if not execution to brought by the 3-inch-wider fuselage missing washer before someone says that the stalwart Piper products. Th e Conti- frame. In fact, that increase seems small claim is false. It’s a lot of work to make a nental O-200 is likewise a none-too-dis- on paper but is, in terms of perception, kit.” Training in house makes for suit- tant cousin of the C-series powerplants huge in the real airplane. Moreover,

10 KITPLANES March 2008 www.kitplanes.com the Legend Cub/Texas Sport Cub are both widened the entire length of the cabin, so the front seat now feels about right and the back seat generous in most dimensions. Still no adjustable seats, so What’s make your cushions to fi t; and make the pilot’s seat for the front, where you’re in the Box? now expected to solo the airplane. Structurally, the Texas Sport is mod- For the basic price of $38,600, the Texas ern. During construction, a massive jig Sport Cub kit comes in four distinct joins the 4130 steel tube with CNC sections—tail, fuselage, wing and $2750 but includes everything down to machined “fi shmouth” joints. Each tube fi rewall-forward—and there’s a $1000 the seat belts, luggage compartment, fi ts precisely against its mate, an impres- rebate if you buy all four at once. The sidewalls and stick grips. The wing kit sive sight where a big cluster of tubes tail kit includes the stabilizer and eleva- includes the mostly assembled wings, comes together. Th e cage is tack welded tor assemblies, the rudder, tail braces fuel tanks, control system components in the jig and then taken over to a sepa- and trim hardware. A covering kit is and install kit with struts. Options rate MIG station for fi nal buildup. Th e optional. (The company sells the total include the wing covering, EFIS pitot cage is strategically stronger in places, covering kit for $3495 using AirTech tube kit and lighting. Finally, fi rewall particularly across the roof, where a components, $3195 with Stits.) The forward, whose contents vary by engine cross brace replaces the through-the- fuselage kit is subdivided into frame and confi guration—open or closed skylight wingspar arrangement used in assembly (the cage), landing gear, trim cowling. But it generally includes the the true J-3s. assembly, fl oorboard, throttle assembly, cowling, engine mount, carb heat box Elsewhere, the wings are built up rudder assembly, brake, control system, and fuel line. It’s important to note using an aluminum spar whose capstrips fuselage fuel system and fi nishing that the Jabiru comes with an exhaust create an E section; the ribs are stamped kits. Options there include ELT mounts, system, which is an option on the O-200. aluminum. Square steel tubes crisscross weld-on fl oat mounts, lights, vents and Propeller, paint and avionics are extra. the interior of the wing to help stiff en placard kits. An interior options kit costs —M.C. it. Th e wing is hung from fore and aft

KITPLANES March 2008 11 Texas Sport Cub continued Other Diff erences, or Why Experimentals Rock lugs outboard of the fuselage proper and Naturally, the Texas Sport Cub is a close held at station by a pair of actual FAA- cousin to the SLSA, but there are some PMA lift struts. Th e wing is fully assem- critical advantages. First is that you can bled structurally, ready for installation certify the Sport Cub at 1600 pounds of the dual 11-gallon fuel tanks—a total maximum gross weight, up from the of 20 gallons is usable—control cables, LSA limit of 1320. Given the typical pulleys and various brackets and wires. empty weight nearing 870 pounds, that’s TheTh six-cylinderi li d JJabirubi 33003300 isi optionalti l Th en you cover it—the factory off ers a fi ne improvement in useful load, from on the SLSA American Legend Cub and AirTech or Stits systems. around 333 pounds to 613. In the LSA, available on the Experimental Texas Sport model as well. Legend Aircraft has a builder-assist two standard-weight pilots would have program called KwikBild. It starts with to leave some fuel behind and carry no a 14-day program that gets the airframe baggage, but in the Experimental there’s through covering, which also includes payload to spare. (Remember that if you installing and testing some systems. build a Texas Sport Cub and “certify” it Th en you can leave while the airplane to the higher gross weight, it cannot go is being painted, either at the factory back and become an LSA. Ever.) or elsewhere. Another seven-day pro- Next on the hit parade is mainte- gram takes the painted airplane up to nance—you, the builder, can do every- taxi tests; combined, you get a 21-day thing on the Experimental, no classes program with a gap in the last third for necessary. Plus you have considerable painting. Total cost, exclusive of the liberties in the choice of components, Above the pilot’s head are simple sight gauges for fuel quantity, the igniton paint is $9000. You can do either end of radios, lighting, etc. Seems like a no- switch and a big-as-life trim indicator. the program. brainer to us. Back to the Flying Enough about the business. More about How Much the fun. Th e Texas Sport Cub is, in every Is Your Labor Worth? way we can detect, simply a Cub done smart. Flying qualities are classic Cub— Not many Experimental/Amateur-Built actually, better. Th is version uses the aircraft have a ready-built analog in counterbalanced rudder but the plain similar enough format to extract a elevators of the early Piper Cubs, so reasonable price comparison. But now pitch forces are moderate. Trim stability there is one. is excellent, and with two aboard there’s Short answer, if you were to take suffi cient stabilizer travel—that’s how an American Legend Cub SLSA and a on the kitbuilt ends up within $16,000 you trim it, not with moveable tabs— similarly equipped Texas Sport Cub, the of the ready-to-roll LSA. to allow hands-off fl ying at approach diff erence in price is roughly $25,000 But that’s not the end of the story. speeds and below. including paint, interior and avionics. Builders of the Experimental can easily Better, did we say? Yes, because the This comparison assumes all new com- fi nd less expensive avenues than a Texas Sport (like the American Leg- ponents for the Experimental, including new engine—the Continental O-200 is end) with 2° of dihedral has less adverse in this case the O-200; the price delta is currently priced at a slightly stagger- yaw than a true Cub and is willing to slightly greater with the Jabiru, because ing $18,995—and high-end avionics. pick up a wing with rudder, no prob- in the kit iteration the engine is less They might elect to paint the airplane lem. Control harmony is good, but it’s expensive, but the SLSAs are the same. themselves and may have a line on less still a rudder airplane—not as trying as Another caveat: This comparison expensive covering methods. A particu- a sailplane, but not as resolute as many does not take into account the $9000 larly savvy shopper might be able to designs. you might spend on the 21-day KwikBild complete a very basic Texas Sport Cub in Checking performance in a Cub is, program, and it assumes you can get the high $50,000 range, but we’ll put a well, pretty much academic. With just a paint job for the same fl at rate the steak on the table that the average is a 100 hp up front, a massive amount of factory charges, $6000. Work your sums, lot higher than that. fl at-bottomed wing (try 179 square feet) and the builder opting for every option —M.C. and few attempts at drag reduction, the Cub’s claimed 83-knot (95 mph) cruise

12 KITPLANES March 2008 www.kitplanes.com DYNON AVIONICS On board SpaceShipOne Affordable Glass Cockpit AvionicAvionicss and thousands of other aircraft!

Electronic Flight Information Systems Engine Monitoring Systems Combined EFIS & EMS

EFIS-D10A EFIS-D100 EMS-D10 EMS-D120 FlightDEK-D180 $2200 $2400 $1700 $2000 $3200 What’s New? New EFIS Symbology - Free Pilots can now set the EFIS to either display Dynon’s popular Classic EFIS presentation or our new Modern style. The Modern style incorporates new airspeed and altitude tapes, trend indicators, a graphical VSI, winds, digital heading readout, plus a CDI and glide slope. Other enhancements include altitude alerter, field elevation memory, lower airspeed thresholds, GPS ground track and a Tach/MAP info item. New EMS Features - Free All EMS units now are equipped with data logging. % power, peak condition detection, fuel tank fill autodetect, an analog fuel flow dial and the ability to set a minimum red line for tach and oil temperature on engines with such minimums like the Rotax. HS34 HSI Expansion Module - $650 Now available in both the vertical and horizontal mounting configurations, the HS34 expands the type and number of navigation signal inputs to the HSI function on any of Dynon’s EFIS products. Multiple nav devices like the Garmin SL30, GNS430/530 or other popular GPS devices can be connected simultaneously to permit the pilot to actively select the best one for each segment of the flight. This module additionally provides dedicated controls, system-wide synthesized voice alerts, automatic screen dimming, a barometer adjust knob, and more. All Products Back in Stock ! Heated AOA/Pitot - $450 With production capacity doubled over the past year, Dynon is in a better position than ever to meet the growing demands of the market. Dynon is shipping the heated version of its popular AOA/ Pitot design. This all-new design intelligently manages power to regulate temperature and outputs a warning signal anytime the system is not activated or functioning properly. Bi-Directional DSAB - Free Connect multiple Dynon systems together to share DYNON AVIONICS display screens, alarms and controls. www.dynonavionics.com (425) 402-0433 Texas Sport Cub continued

is really no surprise. We tried to verify cruise performance at higher, more optimum altitudes, but Senhert, from the back seat, jokingly suggested that, “Th e Cub’s warranty runs out at 6000 feet.” We saw 97 mph TAS on the Dynon EFIS-D100 in the demonstrator Cub at a density altitude of 3000 feet. Turn- ing 2500 rpm, the little Continental was taking in 6.3 gph at a full-rich mixture, according to the fuel-fl ow reading. Combined with a sub-3-hour endurance with reserves, the Cub’s cruise performance leaves you making many land- 1 ings to cover great distances; true of the J-3, true of the Texas Sport. Do you care? Th is is about fl ying low over open land at sunset. Seeing your town from 1000 feet AGL. Perfecting 1. The modern Cub panel. A Dynon suite those takeoff s and landings aft er work (EFIS-D100 in the middle and EMS-D10 during those long days of summer. engine monitor to the left) is at home Like the J-3, the Texas Sport Cub is with the Garmin SL40 com radio and fl awed. It’s not fast, and the low wing GPSMAP 496 GPS with XM radio and loading causes it to be it fairly uncom- 2 weather. 2. Because the left door opens, the throttle and carb heat have been moved to the cabin sidewall ahead of the TEXAS SPORT CUB aperture. 3. Looks like a couch to us! The wider cabin makes the back seat almost Price ...... $38,600 luxurious. 4. Continental’s O-200, this one Estimated completed price ...... $60,000 - $110,000 Estimated build time...... 400 - 700 hours built by Mattituck, is the more popular Number fl ying (at press time) ...... 12 choice for Cub fans. It’s smooth and Powerplant ...... Continental O-200-A, 100 hp @ 2750 rpm Propeller ...... McCauley two-blade, fi xed pitch reasonably fuel effi cient. Powerplant options...... Jabiru 3300, 120 hp 3 AIRFRAME Wingspan ...... 35 ft 6 in Wing loading ...... 7.42 lb/sq. ft Fuel capacity...... 20 gal Maximum gross weight ...... 1600 lb Typical empty weight ...... 870 lb Typical useful load ...... 730 lb Full-fuel payload ...... 613 lb Seating capacity ...... 2 Cabin width ...... 28.5 in Baggage capacity ...... 40 lb PERFORMANCE Cruise speed ...... 95 mph (83 kt) TAS @ 75% of max-continuous, 6.3 gph Maximum rate of climb ...... 700 fpm Stall speed (clean) ...... 38 mph (33 kt) IAS Takeoff distance ...... 210 ft Landing distance ...... 200 ft

Specifi cations are manufacturer’s estimates and are based on the confi guration of the demonstrator aircraft . As they say, your mileage may vary. 4

14 KITPLANES March 2008 www.kitplanes.com Weight-saving measures are being ex- plored for both the SLSA and Experimen- tal versions. This aluminum control-stick setup could trim a few pounds.

After primary jigging, the Cub’s frame is TIG welded. fortable in atmospheric conditions you might call ticked off . Even in its improved state, the Cub will win no awards for creature comforts. You will, on occasion, look like a complete oaf The new A600 Talon trying to get in and out. But, but…it also makes you think RotorWay Helicopter about fl ying when you should be working. It causes you to go to the hangar extraordinary. instead of fi xing Aunt Maude’s garden gate. You fl y with your eyes outside the cockpit, reacquainted with the wonder of fl ight. Now, you lucky dog, you can build one for yourself.

For more information on the Texas Sport Cub, call 866/746-6159 or visit www.txsport.aero. A direct link to the manufacturer’s site can be found at www. kitplanes.com.

Forty years after introducing the Scorpion, RotorWay is proud to introduce the New A600 Talon. With features ranging from digital navigation to a wider footprint for extended stability, it’s just what RotorWay’s family of owners asked for -- and just what they have come to expect. www.rotorway.com Built with Craftsmanship and Pride since 1967.

KITPLANES March 2008 15 COMPILED BY JULIA DOWNIE

Powerplant developments remain taken over the old NSI Subaru conver- So while you’re comparing powerplants trapped in cycles. In the last year, strides sions with the stated goal of improving and looking at the number delivered forward in Experimental-class aircraft PSRU quality and durability. or highest time engine, particularly for engines have been slight: Projects that var- You might notice the Superior XP- new or low-volume manufacturers, it’s ious manufacturers had hoped would be 400 engine is still marked “in develop- only wise to ask for a list of customers ready for general consumption grind for- ment.” We spoke with the company in and make contact before laying down ward through the development mill. Th e late November, and were told that three your hard-earned cash. Actually not just breakthrough Innodyne simple turbine? examples had been built (one raced at wise; essential. Or the beautifully constructed and highly Reno), but the production items had fall- A note about prices. Some companies developed Mistral rotary? Well, Innodyne en short of power goals. Th e engine was refused to provide fi gures. For example, declined to be in this year’s directory, and back on the dyno with diff erent compo- Engine Components, Inc. (ECI) sells Mistral’s representatives did not respond nents (pistons, camshaft , induction sys- engine kits to outside builders who to entreaties for updated information. We tem) and was expected to be released in set their own prices; those builders are also could not get current information early 2008. Th at this engine was unveiled included in this directory. Rotax, hard from Crossfl ow about its Subaru conver- at Sun ’n Fun 2006 illustrates how much hit by dollar/euro fl uctuations, has asked sions, Wilksch about its diesel nor from work goes into development. us to ask you to call for current prices. UL Power. Additionally, Rotary Air Force A few notes on the directory. As is (Hint: If you need a ballpark fi gure, is no longer in the PSRU—propeller speed true with our kit, plansbuilt, LSA and check our directory from last year, but reduction unit—business. rotorcraft directories, the information be forewarned that the current prices Good news lurks in the details. For presented here is provided by the manu- are likely to be considerably higher due example, we have a new company in the facturers. We do our best to error check to the devaluation of the dollar.) With form of Maxwell Propulsion, which has the data, but start with what we’re given. that, dig in and have fun shopping.

16 KITPLANES March 2008 www.kitplanes.com Aero Sport Power Specifi cations: Horizontally opposed, 4 cylinder, Output: 270 hp at 6700 rpm. 250/376-2955 air cooled, carbureted, 161 lb. dry weight. Notes: 8 engines delivered, 2500 hours on www.aerosportpower.com Output: 80 hp at 3400 rpm. highest time engine, 8-12 weeks shipping time. Propeller: Fixed-pitch or composite-coated wood O/IO-320, 160 HP propeller. AC 20B-300, 300 HP Price: Starting at $20,700 Notes: 340 engines delivered, 1000 hours on Price: $29,450 includes PSRU Specifi cations: Horizontally opposed, 4 cylinder, highest time engine, 4-6 weeks shipping time. Specifi cations: Upright, 2 rotor, water cooled, air cooled, carbureted or fuel injected, 278-291 fuel injected, 400 lb. dry weight. lb. dry weight. Alturair Output: 300 hp at 6200 rpm. Output: 160 hp at 2700 rpm. 619/449-1570 Notes: 4 engines delivered, 2500 hours on Propeller: Constant speed or fi xed pitch. www.alturair.com highest time engine, 12 weeks shipping time. Notes: 300 engines delivered, 2000+ hours on highest time engine, 8 weeks shipping time. A650, 100 HP Barrett Precision Engines, Inc. Price: $10,500 918/835-1089 O/IO-360, 180 HP Specifi cations: Air cooled, carbureted, 100 lb. www.barrettprecisionengines.com Price: Starting at $21,000 dry weight. Specifi cations: Horizontally opposed, 4 cylinder, Output: 100 hp at 6000 rpm. O/IO-320-X, 150 HP air cooled, carbureted or fuel injected, 290-299 Propeller: n.p. Price: $22,950-$23,665 lb. dry weight. Notes: 2 engines delivered, 100 hours on highest Specifi cations: Horizontally opposed, 4 cylinder, Output: 180 hp at 2700 rpm. time engine, 12 weeks shipping time. air cooled, carbureted or fuel injected, 285 lb. Propeller: Constant speed or fi xed pitch. dry weight. Notes: 400 engines delivered, 2000+ hours on American Rotary Engines Output: 150+ hp at 2700 rpm. highest time engine, 8 weeks shipping time. 253/848-7776 Notes: 200+ engines delivered, 12 weeks www.americanrotaryengine.com shipping time. IO-360-AIB6, 200 HP Price: $34,900 AC 13B-180, 180 HP O/IO-360-X, 180 HP Specifi cations: Horizontally opposed, 4 cylinder, Price: $16,250 includes PSRU Price: $23,000-$30,735 air cooled, fuel injected, 330 lb. dry weight. Specifi cations: Upright, 2 rotor, water cooled, Specifi cations: Horizontally opposed, 4 cylinder, Output: 200 hp at 2700 rpm. fuel injected, 275 lb. dry weight. air cooled, carbureted or fuel injected, updraft or Propeller: Constant speed or fi xed pitch. Output: 180 hp at 6300 rpm. horizontal induction, 280-300 lb. dry weight. Notes: 75 engines delivered, 2000+ hours on Notes: 20+ engines delivered, 2500 hours on Output: 180+ hp at 2700 rpm. highest time engine, 10 weeks shipping time. highest time engine, 4-6 weeks shipping time. Notes: 200+ engines delivered, 12 weeks shipping time. IO-375, 200 HP AC 13BT-200, 200 HP Price: starting at $25,000 Price: $23,250 includes PSRU O/IO-360-X, 200 HP Specifi cations: Horizontally opposed, 4 cylinder, Specifi cations: Upright, 2 rotor, water cooled, Price: $37,426-$39,595 air cooled, carbureted or fuel injected, 299 lb. fuel injected, 300 lb. dry weight. Specifi cations: Horizontally opposed, 4 dry weight. Output: 299 hp at 6300 rpm. cylinder, air cooled, carbureted or fuel injected, Output: 200 hp at 2700 rpm. Notes: 10 engines delivered, 1000 hours on forward or rear facing horizontal induction, Propeller: Constant speed or fi xed pitch. highest time engine, 6-8 weeks shipping time. counterweighted crankshaft , 280-300 lb. dry Notes: 7 engines delivered, 2000+ hours on weight. highest time engine, 12 weeks shipping time. AC 20B-270, 270 HP Output: 200+ hp at 2700 rpm. Editor’s note: Th is engine is, essentially, a long- Notes: 200+ engines delivered, 12 weeks stroke, parallel-valve IO-360. Price: $22,450 includes PSRU Specifi cations: Upright, 3 rotor, water cooled, shipping time. fuel injected, 385 lb. dry weight. IO-390, 210 HP Price: starting at $32,900 Specifi cations: Horizontally opposed, 4 cylinder, air cooled, fuel injected, 330 lb. dry weight. Output: 210 hp at 2700 rpm. Propeller: Constant speed or fi xed pitch. Notes: 16 engines delivered, 8 weeks shipping time.

O/IO-540, 260 HP Price: $38,900 Specifi cations: Horizontally opposed, 6 cylinder, air cooled, carbureted or fuel injected, 404-412 lb. dry weight. Output: 260 hp at 2700 rpm. Propeller: Constant speed. Notes: 160 engines delivered, 2000+ hours on highest time engine, 10 weeks shipping time.

AeroConversions 920/231-8297 www.aeroconversions.com

AeroVee 2.0 VW, 80 HP Price: $6495 AeroVee.

Photos: Marc Cook, Kevin Wing and Courtesy the Manufacturers KITPLANES March 2008 17 IO/AEIO-390-X, 210 HP SC-430, 24 HP (by special order only) Price: $33,919-$35-218 Price: $3750 Specifi cations: Horizontally opposed, 4 Specifi cations: 3 cylinder, carbureted, 37 lb. dry cylinder, air cooled, fuel injected, forward weight. facing, horizontal induction, counterweighted Output: 24 hp at 4200 rpm. crankshaft , 308 lb. dry weight. Propeller: n.p. Output: 210+ hp at 2700 rpm. Notes: 35+ engines delivered, 12-14 weeks SD-570, 28 HP (by special order only) shipping time. Price: $4480 Specifi cations: Direct drive, 4 cylinder, O/IO-540-X, 260 HP carbureted, 41 lb. dry weight. Price: $41,975-$47,895 Output: 28 hp at 4200 rpm. Specifi cations: Horizontally opposed, parallel Barrett Stegeman IO-540. head, 6 cylinder, air cooled, fuel injected, updraft MZ-34, MZ-35, 27 HP or horizontal induction, counterweighted Price: $2970-$3140 crankshaft , 397-469 lb. dry weight. Specifi cations: Upright, 1 cylinder, air cooled, O-360-ES, 210 HP Output: 260+ hp at 2700 rpm. carbureted, 37 lb. dry weight. Price: Contact dealer. Notes: 200+ engines delivered, 12-14 weeks Output: 27 hp at 6250 rpm. Specifi cations: Opposed, 6 cylinder, air cooled, shipping time. Available with Barrett patented Propeller: Powerfi n. fuel injected, 330 lb. dry weight. cold air induction. Notes: 2600 engines delivered, 2 weeks (if not in Output: 210 hp at 2800 rpm. stock) shipping time. IO/540-X, 300 HP IO-550-G, 280 HP Price: $57,272 MZ-100, 18 HP Price: Contact dealer Specifi cations: Horizontally opposed, angle head, Price: $2120 Specifi cations: Opposed, 6 cylinder, air cooled, 6 cylinder, air cooled, fuel injected, horizontal Specifi cations: Upright, 1 cylinder, air cooled, fuel injected, 465 lb. dry weight. induction, counterweighted crankshaft , 380-395 carbureted, 31 lb. dry weight. Output: 280 hp at 2600 rpm. lb. dry weight. Output: 18 hp at 9700 rpm. Output: 300+ hp at 2700 rpm. Propeller: Powerfi n. TSIO-550-E, 350 HP Notes: 200+ engines delivered, 12-14 weeks Notes: 220 engines delivered, 2 weeks (if not in Price: Contact dealer shipping time. stock) shipping time. Specifi cations: Opposed, 6 cylinder, air cooled, fuel injected, 565 lb. dry weight. IO/TSIO-520, 300 HP MZ-201, 45 HP Output: 350 hp at 2700 rpm. (available only as 0 SMOH) Price: $4290 Price: $36,857-$39,657 Specifi cations: Upright, 2 cylinder, air cooled, DeltaHawk Specifi cations: Horizontally opposed, 6 cylinder, carbureted, 65 lb. dry weight. 262/634-9660 air cooled, fuel injected, 440 lb. dry weight. Output: 45 hp at 4700 rpm. www.deltahawkengines.com Output: 300 hp at 2700 rpm. Propeller: Powerfi n. Notes: 200+ engines delivered. Notes: 440 engines delivered, 2 weeks (if not in DH 160 A4/V4, 160 HP stock) shipping time. Price: $25,900 IO/TSIO-550-X, 350 HP (available only as 0 SMOH) Specifi cations: Upright or inverted V-4, 4 MZ-202, 60 HP cylinder, water cooled, fuel injected, 330 lb. dry Price: $43,000-$77,000 Price: $5660 weight. Specifi cations: Horizontally opposed, 6 cylinder, Specifi cations: Upright, 2 cylinder, air cooled, Output: 160 hp at 2700 rpm. air cooled, fuel injected, 442 lb. dry weight. carbureted, 85 lb. dry weight. Propeller: Lycoming compatible, fi xed pitch or Output: 350+ hp at 2700 rpm. Output: 60 hp at 5800 rpm. adjustable. Notes: 200 engines delivered. Propeller: Powerfi n. Notes: 12 engines delivered, 200+ hours on Notes: 1000 engines delivered, 2 weeks (if not in highest time engine. IO-550/TSIO-550 Lancair Reno Engine, stock) shipping time. Editor’s note: Th is engine family should be 350 HP (available only as 0 SMOH) considered in development. At press time, Price: Prices available through Lancair three aircraft were fl ying with four examples Specifi cations: Horizontally opposed, 6 cylinder, MZ-301, 85 HP Price: $9230 of the engine as the company was seeking FAA air cooled, fuel injected, 442 lb. dry weight. certifi cation. Output: 325-350 hp at 2700 rpm. Specifi cations: Upright, 3 cylinder, air cooled, Propeller: n.p. carbureted, 85 lb. dry weight. Notes: 2 engines delivered, 14-16 weeks shipping Output: 85 hp at 5800 rpm. DH 180 A4/V4, 180 HP time. Propeller: Powerfi n. Price: $29,000 Notes: 50 engines delivered, 2 weeks (if not in Specifi cations: Upright or inverted V-4, 4 stock) shipping time. cylinder, water-cooled, fuel injected, 330 lb. dry Compact Radial Engines weight. 604/590-2950 Output: 180 hp at 2700 rpm. www.compactradialengines.com CONTINENTAL ENGINES Teledyne Continental Motors Propeller: Lycoming compatible, fi xed pitch or 251/438-3411 adjustable. www.tcmlink.com Editor’s note: Teledyne Continental does not DH 200 A4/V4, 200 HP sell directly into the aft ermarket. Engines are Price: $32,500 available used fr om independent shops and new Specifi cations: Upright or inverted V-4, 4 fr om O.E. kit manufacturers. cylinder, water cooled, fuel injected, 350 lb. dry weight. Output: 200 hp at 2700 rpm. Propeller: Lycoming compatible, fi xed pitch or adjustable. Notes: Not yet produced. Delivery planned for Barrett GAMIIO-550 B7. summer 2008, certifi cation 2009.

18 KITPLANES March 2008 www.kitplanes.com

Eagle Engines Propeller: Varies per aircraft application, 800/292-7767 recommended governor is PCU 5000. www.eagleengines.com Notes: 220+ engines delivered, 300+ hours on highest time engine, 4-6 weeks shipping time. EXP Titan Series 320 or 360 HP Price: $20,000-$21,156 Xtreem 400, 220+ HP Specifi cations: Horizontally opposed, 4 cylinder, Price: $30,995-$32,195 air cooled, 270-285 lb. dry weight. Specifi cations: Horizontally opposed, 4 cylinder, Propeller: Varies per aircraft application; air cooled, carbureted or fuel injected, FADEC recommended governor is PCU 5000. available on piston engine series, 316 lb. dry Notes: 15 engines delivered, 3-4 weeks shipping weight. time. Propeller: Varies per aircraft application, recommended governor is PCU 5000. EXP Titan 340 S Stroker, 185 HP Notes: 1 engine delivered, 4-8 weeks shipping Price: $21,100-$21,900 time. Specifi cations: Horizontally opposed, 4 cylinder, air cooled, carbureted or fuel injected, FADEC Eggenfellner Aircraft Inc. Engine Components IOX-360. available on piston engine series. 386/566-2616 Propeller: Varies per aircraft application; www.eggenfellneraircraft.com recommended governor is PCU 5000. Titan Kit Engine O-360, 180 HP Notes: 1 engine delivered, 3-4 weeks shipping Subaru E6, 200 HP Price: See note above time. Price: $29,995 Specifi cations: Horizontally opposed, 4 cylinder, Specifi cations: Horizontally opposed, 6 cylinder, air cooled, carbureted. Xtreem 320, 150-160 HP water cooled, fuel injected, 370 lb. dry weight. Output: 180 hp at 2700 rpm. Price: $21,000-$24,686 Output: 220 hp at 2700 rpm (to 14,000 feet). Notes: 2 weeks shipping time. Specifi cations: Horizontally opposed, 4 cylinder, Propeller: Sensenich. air cooled, carbureted or fuel injected, DEC Notes: 40 engines delivered, 300+ hours on Titan Kit Engine EXP IOX-320, 165 HP available on piston engine series, 285 lb. dry highest time engine, 6 months shipping time. Price: See note above weight. Comments: Turbo. Specifi cations: Horizontally opposed, 4 cylinder, Output: 150-160 hp at 2700 rpm. air cooled, fuel injected. Propeller: Varies per aircraft application; Subaru E6T, 200 HP Notes: 2 weeks shipping time. recommended governor is PCU 5000. Price: $24,995 Notes: 12 engines delivered, 100+ hours on Specifi cations: Horizontally opposed, 6 cylinder, Titan Kit Engine EXP IOX-340 Stroker, highest time engine, 4-6 weeks shipping time. water cooled, fuel injected, 350 lb. dry weight. 177 HP Output: 200 hp at 2700 rpm. Price: See note above Xtreem 360, 180 HP Propeller: Sensenich. Specifi cations: Horizontally opposed, 4 cylinder, Price: $22,700-$26,750 Notes: 175 engines delivered, 100+ hours on air cooled, fuel injected. Specifi cations: Horizontally opposed, 4 cylinder, highest time engine, 6 months shipping time. Notes: 2 weeks shipping time. air cooled, carbureted or fuel injected, FADEC available on piston engine series, 288-294 lb. dry Subaru E6-TI, 160 HP Titan Kit Engine EXP IOX-360, 188 HP weight. Price: $31,995 Price: See note above Output: 180-200 hp at 2700 rpm. Specifi cations: Horizontally opposed, 4 cylinder, Specifi cations: Horizontally opposed, 4 cylinder, water cooled, fuel injected, 375 lb. dry weight. air cooled, fuel injected. Output: 220 hp at 2700 rpm (to 20,000 feet). Notes: 2 weeks shipping time. Propeller: Sensenich. Notes: 15 engines delivered, 1100+ hours on FlyCorvair.com highest time engine, 6 months shipping time. 904/529-0006 Comments: Turbo/intercooled. www.flycorvair.com

Engine Components, Inc. Fly6Corvair.com Corvair, 120 HP 800/324-2359 Price: $7995 www.eci2fly.com Specifi cations: Horizontally opposed 164-169 Editor’s note: ECI’s kit engines are furnished and cid, 6 cylinder, air cooled, carbureted, 218 lb. dry built by special engine builders listed on the web weight. site www.eci2fl y.com. Each engine builder sets Output: 120 hp at 3200 rpm. the price of the completed engine. Call Engine Propeller: Wood or composite. Components, Inc. for more information. Notes: 45 engines delivered, 500 hours on highest time engine, 90 days shipping time. Titan Kit Engine O-320, 160 HP Price: See note above. Gesoco Industries Specifi cations: Horizontally opposed, 4 cylinder, 802/868-5633 air cooled, carbureted. www.gesoco.com Notes: 2 weeks shipping time. Motorstar M-14P-XEDK, 400 HP Titan Kit Engine EXP OX-340 Stroker, Price: $17,000-$32,000 177 HP Specifi cations: Radial, 9 cylinder, air cooled, fuel Price: See note above injected, 510 lb. dry weight. Specifi cations: Horizontally opposed, 4 cylinder, Output: 400 hp at 1950 rpm. air cooled, carbureted. Propeller: Hartzell or MT propellers. Notes: 2 weeks shipping time. Notes: 2 months shipping time.

20 KITPLANES March 2008 www.kitplanes.com T AKING THE E XPERIMENT O UT OF E XPERIMENTAL E NGINES

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*ALPHA TMX RED GOLD – 3 YEARS UNLIMITED HOURS, PARTS AND LABOR. ALL OTHER ALPHA TMX SERIES ENGINES – 2 YEARS UNLIMITED HOURS, PARTS AND LABOR. Global Rotary Power Inc. 905/697-4400 www.rotaryengines.ca Editor’s note: Global Rotary declined to provide updated engines-delivered and highest-time information; these fi gures are from last year’s directory.

GR-CC401-Ca, 40 HP Price: Available on request Specifi cations: Rotary, 1 rotor, water cooled, carbureted, 73 lb. dry weight. Output: 40 hp at 6000 rpm. Propeller: Application dependent. Notes: 100+ engines delivered, 12 weeks shipping time.

GR-CC402A-Ca, 80 HP Price: Available on request Specifi cations: Rotary, 2 rotors, water cooled, fuel injected, 115 lb. dry weight. Output: 80 hp at 6000 rpm. Propeller: Application dependent. Notes: 200 engines delivered, 2000+ hours on highest time engine, 12 weeks shipping time. Eggenfellner H6 3.0 L.

GR-CC402A-Fi, 80 HP Notes: 20 engines delivered, 500+ hours on Specifi cations: Horizontally opposed, 4 cylinder, Price: Available on request highest time engine, 6-8 weeks shipping time. air cooled, carbureted, 178 lb. dry weight. Specifi cations: Rotary, 2 rotors, water cooled, fuel Output: 80 hp at 4200 rpm. injected, 115 lb. dry weight. GR-OC653-Fi, 270 HP Propeller: Wood/composite. Output: 80 hp at 6000 rpm. Price: Available on request Notes: 17 engines delivered, 175 hours on highest Propeller: Application dependent. Specifi cations: Rotary, 3 rotors, water cooled, fuel time engine, immediate shipping time. Notes: 150 engines delivered; 2000 hours on injected, 410 lb. dry weight. highest time engine, 12 weeks shipping time. Output: 270 hp at 6000 rpm. 2180cc VW Direct Drive, 76 HP Propeller: Electric adjustable. Price: $4500-$5500 GR-OC652A-Fi, 180 HP Notes: 6 engines delivered, 6-8 weeks shipping Specifi cations: Horizontally opposed, 4 cylinder, Price: Available on request time (2008 data). air cooled, carbureted, 164.5 lb. dry weight. Specifi cations: Rotary, 2 rotors, water cooled, fuel Output: 76 hp at 3400 rpm. injected, 260 lb. dry weight. GRP-42-AP, 42 HP Propeller: Wood. Output: 180 hp at 6000 rpm. Price: Available on request Notes: 1800+ engines delivered, 2500 hours on Propeller: Electric adjustable. Specifi cations: Rotary, 1 rotor, air cooled, highest time engine, immediate shipping time. Notes: 100+ engines delivered, 1500+ hours on carbureted, 40 lb. dry weight. highest time engine, 6-8 weeks shipping time. Output: 42 hp at 6000 rpm. 2180cc VW Redrive, 103 HP Notes: 4 weeks shipping time. Price: $5500-$6500 GR-OC652A-Fi, 210 HP Specifi cations: Horizontally opposed, 4 cylinder, Specifi cations: Rotary, 2 rotors, water cooled, fuel Great Plains Aircraft Supply Co. air cooled, carbureted, 188 lb. dry weight. injected, 280 lb. dry weight. 800/922-6507 Output: 103 hp at 4200 rpm. Output: 210 hp at 6000 rpm. www.gpasc.com Propeller: Wood/composite. Propeller: Electric adjustable. Notes: 32 engines delivered, 175 hours on highest Notes: 10+ engines delivered, 500+ hours on time engine, immediate shipping time. highest time engine, 6-8 weeks shipping time. 1600cc VW Direct Drive, 50 HP Price: $2900-$3500 Specifi cations: Horizontally opposed, 4 cylinder, 2180cc VW Water-Cooled Redrive, 120 GR-OC653A-Fi, 240 HP air cooled, carbureted, 145-164 lb. dry weight. HP Price: Available on request Output: 50 hp at 3400 rpm. Price: $7500-$8500 Specifi cations: Rotary, 3 rotors, water cooled, fuel Propeller: Wood. Specifi cations: Horizontally opposed, 4 cylinder, injected, 390 lb. dry weight. Notes: 1500 hours on highest time engine, air cooled, carbureted, 188 lb. dry weight. Output: 240 hp at 6000 rpm. immediate shipping time. Output: 120 hp at 4200 rpm. Propeller: Electric adjustable. Propeller: Wood/composite. Notes: 9 engines delivered, 50 hours on highest 1835cc VW Direct Drive, 60 HP time engine, immediate shipping time. Price: $3500-$4200 Specifi cations: Horizontally opposed, 4 cylinder, air cooled, carbureted, 145-163 lb. dry weight. 2180cc VW Flywheel Drive, 80 HP Output: 60 hp at 3400 rpm. Price: $6000-$6500 Propeller: Wood. Specifi cations: Horizontally opposed, 4 cylinder, Notes: 1800 hours on highest time engine, air cooled, carbureted. immediate shipping time. Output: 80 hp at 3400 rpm. Propeller: Wood. Notes: 21 engines delivered, immediate shipping 1915cc VW Reduction Drive, 80 HP time. Price: $4500-$5500

Geared Drive.

22 KITPLANES March 2008 www.kitplanes.com 2180cc VW Direct Drive, Water Cooled, ENGINE COMPONENTS, INC. 100 HP Price: $6500-$7500 Aviation.Manufacturing.Innovation. Specifi cations: Horizontally opposed, 4 cylinder, water cooled, carbureted, 175 lb. dry weight. Output: 100 hp at 3400 rpm. ® Propeller: Wood. Notes: 3 engines delivered, 150 hours on highest time engine, immediate shipping time.

2276cc VW Water Cooled, 104 HP Price: $6500-$7500 Specifi cations: Horizontally opposed, 4 cylinder, air cooled, carbureted, 175 lb. dry weight. Output: 104 hp at 3400 rpm. Propeller: Wood. Notes: 3 engines delivered, 200 hours on highest time engine, immediate shipping time.

HCI Aviation 573/237-3605 www.hciaviation.com

R-180, 75 HP Price: $12,000 Specifi cations: Radial, 5 cylinder, air cooled, 122 lb. dry weight. Output: 75 hp at 2150 rpm. Propeller: 72x42 fi xed pitch, wood. Notes: 5 engines delivered, 110 hours on highest time engine, 8 weeks shipping time.

R-220, 125 HP Price: $16,800 Specifi cations: Radial, 7 cylinder, air cooled, 138 lb. dry weight.

Output: 125 hp at 2500 rpm. ® Kit Engines Propeller: 72x44 fi xed pitch, wood. YOUR PLANE•YOUR CHOICE Call for your FREE Notes: 5 engines delivered, 110 hours on highest KitEngine Information time engine, 8 weeks shipping time. Packet (MKIT101B). Visit our website for Hexatron Engineering Co. suppliers nearest you. 801/363-8010 www.hexadyneaviation.com 1.800.ECi.2FLY Kit Engine™ with All New FAA-PMA Parts www.eci2fly.com Hexadyne P60, 60 HP [email protected] Price: $8800 Specifi cations: Twin opposed, 2 cylinder, air cooled, fuel injected, 94 lb. dry weight. ECiECi XperimentalXperimental PProductsroducts Quality Management System Output: 60 hp at 5750 rpm. EXPTM ISO 9001:2000 Propeller: Warp Drive, Powerfi n, Kiev, fi xed or ECi Xperimental Kit Engine™ for the Kit Builder REGISTERED

Notes: 40 engines delivered, 1800 hours on Engine Components, Inc. | 9503 Middlex | San Antonio, TX 78217 | Tel 210.820.8101 | Fax 210.820.8102 highest time engine, 4 weeks shipping time. Editor’s note: Th is engine should be considered “in development.” At press time, we were unable to confi rm that any example of this powerplant was fl ying.

HIRTH ENGINES Recreational Power Engineering 419/585-7002 www.recpower.com

F-23, 50 HP Price: $3995 (Price includes complete exhaust, air fi lters and fuel pump.) Specifi cations: Horizontally opposed, 2 cylinder, air cooled, carbureted, 70 lb. dry weight. Output: 50 hp at 6150 rpm. Propeller: Fixed pitch or adjustable.

KITPLANES March 2008 23 Notes: 1000+ engines delivered, 1500 hours on Notes: 1000+ engines delivered, 1000 hours on KK highest time engine, immediate shipping time. highest time engine, immediate shipping time. BB F-30, 100 HP 3503, 70 HP Price: $7755 (Price includes complete exhaust, Price: $5429 air fi lters and fuel pump.) Specifi cations: Upright inline, 2 cylinder, water Specifi cations: Horizontally opposed, 4 cylinder, cooled, carbureted, 79 lb. dry weight. air cooled, carbureted, 105 lb. dry weight. Output: 70 hp at 6500 rpm. Output: 100 hp at 6300 rpm. Propeller: Fixed pitch or adjustable. Propeller: Fixed pitch or adjustable. Notes: 350 hours on highest time engine, Notes: 500+ engines delivered, 1200 hours on immediate shipping time. Skyward Tech highest time engine, immediate shipping time. Aircraft Engine Comments: Also available in 80-hp, high-torque, 3701, 100 HP Rebuilding low-rpm version. Price: $8320 Lycoming O-360 Specifi cations: Upright inline, 3 cylinder, water F-33, 28 HP cooled, carbureted, 109 lb. dry weight. Price: $2348 (Price includes complete exhaust, Output: 100 hp at 6000 rpm. air fi lter and fuel pump.) Propeller: Fixed pitch or adjustable. Specifi cations: Upright inline, 1 cylinder, air Notes: 150+ engines delivered, 500 hours on cooled, carbureted, 35 lb. dry weight. highest time engine, immediate shipping time. Engine Overhaul DVDs Output: 28 hp at 6000 rpm. Comments: Also available in 80-hp, high-torque, Propeller: Fixed pitch or adjustable. low-rpm version. Continental 0-200 Lycoming 0-360 Notes: 1500+ engines delivered, 600 hours on Lycoming 0-320 Lycoming IO-360 highest time engine, immediate shipping time. HPower Ltd. These DVD videos are dedicated 860/963-2652 2702, 40 HP www.hks700e.com to the parts and re-assembly of an Price: $3140 aircraft engine. They show in great Specifi cations: Upright inline, 2 cylinder, air HKS 700E, 60 HP cooled, carbureted, 76 lb. dry weight. detail, all the steps taken in the Price: $7235 Output: 40 hp at 5500 rpm. Specifi cations: Horizontally opposed, 2 cylinder, process that is called an Engine Propeller: Fixed pitch or ground adjustable. carbureted, 121 lb. dry weight. Overhaul. It is written to be used Notes: 1000+ engines delivered, 1200 hours on Output: 60 hp at 6250 rpm. highest time engine, immediate shipping time. as an instructional tool for the do- Propeller: 70-inch, 2- or 3-blade Powerfi n, ground adjustable. it-yourselfer who is engaged in 3202, 55 HP Notes: 800 engines delivered, 800 hours on this critical and costly job. Price: $3995 (Price includes complete exhaust, highest time engine, immediate shipping time. air fi lters and fuel pump.) $34.95 Specifi cations: Upright inline, 2 cylinder, air Hummel Engines cooled, carbureted, 76 lb. dry weight. 520/723-5283 Output: 55 hp at 5500 rpm. www.hummelengines.com Propeller: Fixed pitch or adjustable. Notes: 500+ engines delivered, 1200 hours on highest time engine, immediate shipping time. Hummel 2- & 4-Cylinder VW, 28-85 HP Price: $2500 to $5900 Specifi cations: Horizontally opposed, 2 or 4 3203, 65 HP cylinder, air cooled, carbureted, 80-167 lb. dry Price: $4645 (Price includes complete exhaust, weight. air fi lters and fuel pump.) Output: 28-85 hp at 3000 rpm. Specifi cations: Upright inline, 2 cylinder, air Propeller: 54x20 to 54x48. cooled, carbureted, 76 lb. dry weight. Notes: 300+ engines delivered, 1200 hours on Output: 65 hp at 6300 rpm. highest time engine, 4-6 weeks shipping time. Propeller: Fixed pitch or adjustable. Aircraft Builder’s Log This sturdy oil resistant logbook provides full documentation of an aircraft project including, work performed, time spent, cost and source of materials as required at your final inspection. Here is a convenient and organized way to maintain all your building records. $19.95

400+ titles to help you do it right www.KITPLANESbooks.com Jabiru 3300. 800 780-4115

24 KITPLANES March 2008 www.kitplanes.com JABIRU ENGINES Jabiru Pacific 559/431-1701 www.jabirupacific.com Jabiru USA Flight Center 931/880-2800 www.usjabiru.com Lancaster Aero 613/347-3155 www.jabirucanada.com Suncoast Sportplanes 813/779-2324 www.suncoastjabiru.com

Jabiru 2200A, 85 HP Price: $11,900 Specifi cations: Horizontally opposed, 4 cylinder, air cooled, carbureted, 132 lb. dry weight. Output: 85 hp at 3300 rpm. Propeller: 62x42. Notes: 2500 engines delivered, 6000 hours on highest time engine, immediate shipping time.

Jabiru 3300A, 120 HP Price: $15,900 Specifi cations: Horizontally opposed, 6 cylinder, air cooled, carbureted, 180 lb. dry weight. AutomatedAutomated EngineEngine Output: 120 hp at 3300 rpm. Monitoring...Monitoring... Propeller: 64x51. Notes: 1600 engines delivered, 2000 hours on highest time engine, immediate shipping time. ..of up to 29 parameters with 62 alarms. From RPM to peak-detection leaning, the EIS does it all. Includes graphical and Jabiru 5100A, 180 HP digital displays, customizable screens, and Price: $22,900 alarms with external warning light. Models Actual Size 6"W x 2.75"H x 2.5"D Specifi cations: Flat 8, air cooled, carbureted, 275 forall engines up to 9-cylinders. Find out why the EIS is the choice of thousands of All-cylinderAll-cylinder EGT/CHTEGT/CHT analyzeranalyzer lb. dry weight. ffunctionsunctions forfor 4,4, 6 oror 9 cylindercylinder engines.engines. Output: 180 hp at 5100 rpm. pilots. Notes: 75 engines delivered, 500 hours on highest time engine, 8 weeks shipping time. Grand Rapids Technologies, Inc. $473 $553 $995 3133 Madison Ave SE, Grand Rapids, MI 49548 LYCOMING ENGINES 2-stroke 2-cyl2-cyl 4 4-stroke-stroke 4-cylinder 616 245-7700 Fax 616 245-7707 Textron Lycoming Prices include probes. www.GRTavionics.com 570/323-6181 www.lycoming.com Editor’s note: For pricing on certifi ed engines, AIRCRAFT TOOL SUPPLY COMPANY contact a Lycoming distributor; a list can be found at www.textron.com. Th underbolt is Lycoming’s brand of non-certifi ed engines off ered built-to- LEADERS order in 235, 320, 360, 390, 540 and 580 series IN THE AIRCRAFT TOOL INDUSTRY engines. Contact Lycoming Th underbolt Engines Backed by our Industry Leading Unconditional ATS-Pro Lifetime Warranty! at 888/MY-TBOLT. Our new breakdown Engine Stand Kit comes to you un- AIRCRAFT assembled to save you *BIG* on shipping costs. 235 Series, 108-118 HP ENGINE Other engine stands are pre-welded and must be Price: See note above. STAND Specifi cations: Horizontally opposed, air cooled, KIT-WITH shipped as an OVERSIZE package and you are carbureted, 213-218 lb. dry weight. LOCKING charged based on the dimensions of the stand, Output: 108-118 hp at 2400-2800 rpm. CASTERS which can be as much as 150 lbs! And, be- Propeller: Lycoming compatible, fi xed pitch or cause they don’t ﬁt into a nice neat box, they adjustable. will charge you an additional IRREGULAR package handling fee... that’s another $50 320 Series, 140-160 HP on top of shipping costs! Price: See note above. w w w . a i r c r a f t - t o o l . c o m Specifi cations: Horizontally opposed, air cooled, Our new engine stand requires ABSO- carbureted or fuel injected, 244-271 lb. dry LUTELY NO WELDING. We ship it in weight. a compact 11”x11”x36” box (which Output: 140-160 hp at 2700 rpm. keeps shipping costs very reason- Propeller: Lycoming compatible, fi xed pitch or able), with everything you need to adjustable. get going. All you need to supply are a couple of 1/2” wrenches p/n:65530CX and a little elbow grease!

KITPLANES March 2008 25 360 Series, 180-210 HP Propeller: MT 3 blade, electric, constant speed. Price: See note above. Notes: 9 engines delivered, 200 hours on highest Specifi cations: Horizontally opposed, air cooled, time engine, 12 weeks shipping time. carbureted or fuel injected, 265-293 lb. dry weight. RE-245 Rotary, 245 HP Output: 180-210 hp at 2700 rpm. Price: $27,500 Propeller: Lycoming compatible, fi xed pitch or Specifi cations: Rotary, 2 rotor, water cooled, adjustable. fuel injected, dual ECU controlled, 257 lb. dry weight. 390-X Series, 210 HP Output: 245 hp at 2620 prop rpm. Price: See note above. Propeller: MT 3-blade, electric, constant speed. Specifi cations: Horizontally opposed, air cooled, Notes: 8 engines delivered, 280 hours on highest fuel injected, 308-315 lb. dry weight. time engine, 12 weeks shipping time. Output: 210 hp at 2700 rpm. Propeller: Lycoming compatible, fi xed pitch or RE-340 Rotary, 340 HP adjustable. Price: $38,000 Superior XP-360. Specifi cations: Horizontal inline, 3 rotor, water 540 Series, 235-360 HP cooled, fuel injected, dual ECU controlled, 330 Price: See note above. lb. dry weight. Specifi cations: Horizontally opposed, air cooled, Output: 340 hp at 2620 prop rpm. carbureted or fuel injected, 356-595 lb. dry Propeller: MT 3 blade, electric, constant speed. 1000 ULRS, ULRS-T, 60 HP weight. Notes: 8 engines delivered, 250 hours on highest Price: $6095/$5995 complete engine package, Output: 235-360 hp at 2400-2700 rpm. time engine, 20 weeks shipping time. $2695/$2695 belt reduction drive kit Propeller: Lycoming compatible, fi xed pitch or Specifi cations: Upright inline, 3 cylinder, water adjustable. cooled, fuel injected, 140 lb. dry weight. RAM Performance Ltd. Output: 60 hp at 5700 rpm. 330/882-6255 Propeller: Ivoprop, Powerfi n, GSC, wood. 580 Series, 315-320 HP www.ramengines.com Notes: 20+ engines delivered, 650+ hours on Price: See note above. highest time engine, 2-3 weeks shipping time. Specifi cations: Horizontally opposed, air cooled, Subaru RAM, 115 HP fuel injected, 444-480 lb. dry weight. Price: $7495 Output: 315-320 hp at 2700 rpm. 1000 ULX, UL, UL-T, 60 HP Specifi cations: Horizontally opposed, water Price: $5749/$5995/$6295 complete engine Propeller: Lycoming compatible, fi xed pitch or cooled, fuel injected, 150 lb. dry weight. adjustable. package, $2195-$2695 belt reduction drive kit Output: 115 hp at 5200 rpm. Specifi cations: Upright inline, 3 cylinder, water Propeller: Prince P-Tip. cooled, fuel injected, 130-138 lb. dry weight. M-14P, Incorporated Notes: 2000 hours on highest time engine. Output: 60 hp at 5700 rpm. 928/681-4400 Propeller: Ivoprop, Powerfi n, GSC, wood. www.m-14p.com Subaru RAM, 140 HP Notes: 225+ engines delivered, 1000+ hours on Price: $9495 highest time engine, 4-6 weeks shipping time. M-14P, 360 HP Specifi cations: Horizontally opposed, water Price: $21,500-$27,500 cooled, fuel injected, 140 lb. dry weight. 1000 UL, ULRS-T Turbo, 80 HP Specifi cations: Radial, 9 cylinder, air cooled, Output: 140 hp at 5600 rpm. Price: $7850/$8295 complete engine package carbureted, 471 lb. dry weight. Propeller: Prince P-Tip. Specifi cations: upright inline, 3 cylinder, water Output: 360 hp at 2950 rpm. Notes: 2000 hours on highest time engine. cooled, fuel injected, 152 lb. dry weight. Propeller: V-530 T/A or MTV-9. Output: 80 hp at 5700 rpm. Notes: 55+ engines delivered, 1200 hours on Subaru RAM, 200 HP Propeller: Ivoprop, Powerfi n, GSC, wood. highest time engine, immediate shipping time. Price: $14,995 Notes: 12 engines delivered, 500+ hours on Specifi cations: Horizontally opposed, water highest time engine, 2-3 weeks shipping time. Maxwell Propulsion Systems, Inc. cooled, fuel injected, 200 lb. dry weight. 360/474-8118 Output: 200 hp at 6000 rpm. 1300 SV/1300 SVS, 90 HP www.maxwellpropulsion.com Propeller: Prince P-Tip. Price: $8595/$8895 complete engine package Notes: 300 hours on highest time engine. Specifi cations: Upright/fl at inline, 4 cylinder, Subaru MX1, 180 HP water cooled, fuel injected, 185/175 lb. dry Price: $21,545 Subaru RAM, 2.3 L, 200 HP weight. Specifi cations: Horizontally opposed, 4 cylinder, Price: $13,995 Output: 90 hp at 5700 rpm. water cooled, fuel injected, 337.5 lb. dry weight. Specifi cations: Horizontally opposed, water Propeller: Ivoprop, Powerfi n, GSC, wood. Output: 180 hp at 5700 rpm. cooled, fuel injected, 188 lb. dry weight. Notes: 25+ engines delivered, 250+ hours on Propeller: MPS CAP 270. Output: 200 hp at 5400 rpm. highest time engine, 4-6 weeks shipping time. Notes: 7 engines delivered, 180 hours on highest Propeller: Prince P-Tip. time engine, 8 weeks shipping time. Editor’s note: Th is engine is “in development,” not 1300 SV/ SVS Turbo, 115 HP Comments: Firewall-forward engine package delivered as we went to press. Price: $11,995/$11,495 complete engine package including propeller, $39,500. Specifi cations: Upright/fl at inline, water cooled, Raven ReDrives fuel injected, 205/195 lb. dry weight. Powersport Aviation 303/440-6234 Output: 115 hp at 5700 rpm. 715/294-2557 www.raven-rotor.com Propeller: Ivoprop, Powerfi n, GSC, wood. www.powersportaviation.com Notes: 5 engines delivered, 50 hours on highest 1000 ULDD, 38 HP time engine, 4-6 weeks shipping time. RE-215 Rotary, 215 HP Price: $4795 complete engine package, $1295 Price: $24,000 direct drive reduction kit Revmaster Aviation Specifi cations: Rotary, 2 rotor, water cooled, fuel Specifi cations: Upright inline, 3 cylinder, water 760/244-3074 injected, 257 lb. dry weight. cooled, carbureted, 93 lb. dry weight. www.revmasteraviation.com Output: 215 hp at 2620 prop rpm. Output: 38 hp at 3400 rpm.

26 KITPLANES March 2008 www.kitplanes.com Revmaster R2100, 75 HP www.flysmla.com Rotax 912S, 100 HP Price: $6275 Price: Call distributor. Specifi cations: Horizontally opposed, 4 cylinder, Canadian Distributors Specifi cations: Opposed, water/air cooled, air cooled, carbureted, 175 lb. dry weight. Aero Propulsion Technologies carbureted, 133 lb. dry weight. Output: 75 hp at 3200 rpm. 450/510-1561 Output: 100 hp at 5800 rpm. Propeller: Standard fi xed, oil controls. www.rotaxservice.com Notes: 3340 engines delivered, 2000 hours on Rotax 912 UL, 81 HP highest time engine, 1-2 months shipping time. Light Engine Service Price: Call distributor 780/418-4164 Specifi cations: Horizontally opposed, 4 cylinder, ROTAX ENGINES www.rtx-av-engines.ca water/air cooled, carbureted, 121.3 lb. dry Editor’s note: Rotax engines are distributed weight. throughout the world. We have listed the North Rotax 447 UL (no drive), 40 HP Output: 81 hp at 5800 rpm. American authorized service centers and/or Price: Call distributor Propeller: Fixed pitch or adjustable. repair stations for the convenience of our readers. Specifi cations: Inline, 2 cylinder, air cooled, Notes: 2 weeks shipping time. In addition, Rotax has asked us to not print carbureted, 57.1 lb. dry weight. prices this year because of the current dollar/euro Output: 40 hp at 6500 rpm. Rotax 912 ULS, 100 HP fl u c t u a t i o n s . Propeller: Fixed pitch or adjustable. Price: Call distributor Notes: Immediate shipping time. Specifi cations: Horizontally opposed, 4 cylinder, U. S. Distributors water/air cooled, carbureted, 124.8 lb. dry Air West Aircraft (California) Rotax 503 UL (no drive), 50 HP weight. 650/593-8403 Price: Call distributor Output: 100 hp at 5800 rpm. www.air-west.com Specifi cations: Inline, 2 cylinder, air cooled, Propeller: Fixed pitch or adjustable. California Power Systems carbureted, 69.2 lb. dry weight. Notes: Immediate shipping time. 510/357-2403 Output: 50 hp at 6500 rpm. www.800.airwolf.com Propeller: Fixed pitch or adjustable. Rotax 914 UL, 115 HP Notes: Immediate shipping time. Price: Call distributor Leading Edge Air Foils (Wisconsin) Specifi cations: Horizontally opposed, 4 cylinder, 800/532-3462 Rotax 582 UL (no drive), 65 HP water/air cooled, carbureted, 144 lb. dry weight. www.leadingedge-airfoils.com Price: Call distributor Output: 115 hp at 5800 rpm. Specifi cations: Inline, 2 cylinder, water cooled, Propeller: Fixed pitch or adjustable. Lockwood Aviation (Florida) carbureted, 64 lb. dry weight. Notes: 2 weeks shipping time. 863/655-5100 Output: 65 hp at 6500 rpm. www.lockwood-aviation.com Propeller: Fixed pitch or adjustable. Rotec Engineering Pty. Ltd. Notes: Immediate shipping time. +61 3 9587 9530 South Mississippi Light Aircraft www.rotecradialengines.com 601/947-4953

Andair LTD Unit 15 The Tanneries Havant ORDEROORDERORRDDEERR ONLINEOONLINEONNLLIINNEE Hampshire PO9 1JB ENGLAND RRVV LLOCKINGOCKING FFUELUEL CAPSCAPS NOWNOW SHIPPINGSHIPPING Tel +44(0) 239 247 3945 CCUSTOMUSTOM ENGRAVINGENGRAVING AVAILABLEAVAILABLE www.andair.co.uk Fax +44(0) 239 247 3946 email:- [email protected] Andair LTD. Manufacturers of World Class Fuel Equipment

Oil / Air Separator Gascolator Fuel Selector OS850 GAS375 FS20x7 Easily dismantled for inspection / cleaning Machined from Aluminium and anodised for protection Firm detent at each tank position Upper outlet can be rotated through 360o to aid fitting Clearly labelled fascia plate Vortex swirl separation PTFE coated 70 micron stainless steel mesh O-ring seals - Can be used on high pressure fuel systems Super smooth action O-ring seals Positive stop for the OFF position (button must be raised) Light weight (180g - 6.4oz) Available in 3 sizes up to ½” Mounting lugs on the base of the unit Interchangeable fittings Can be used in conjunction with the Interchangeable fittings Extension upgrade available CT850 Condensation Trap. Acceptable for use with Diesel and Jet A1 Duplex models available for fuel return lines

KITPLANES March 2008 27 Rotec R2800 Radial, 110 HP O-360 Vantage, 180 HP Teledyne Mattituck Services Price: $13,750 Price: Call 800/624-6680, Ext. 304 Specifi cations: Radial, 7 cylinder, air cooled, Specifi cations: Horizontally opposed, 4 cylinder, www.mattituck.com carbureted, 220 lb. dry weight. air cooled, carbureted, 287 lb. dry weight. Output: 110 hp at 2200 rpm. Output: 180 hp at 2700 rpm. TMX O-200, 100 HP Propeller: 76x50. Propeller: Lycoming compatible, fi xed pitch or Price: $17,955 Notes: 150 engines delivered, 350 hours on adjustable. Specifi cations: Horizontally opposed, 4 cylinder, highest time engine. Notes: Call for shipping time. Th e Vantage is the air cooled, carbureted, 215 lb. dry weight. certifi ed version of the XP series engines. Output: 100 hp at 2700 rpm. Rotec R3600 Radial, 150 HP Propeller: Per kit manufacturer. Price: $18,750 (introductory price) IO-360 Vantage, 180 HP Notes: 40 engines delivered, 8-10 weeks shipping Specifi cations: Radial, 9 cylinder, air cooled, Price: Call time. carbureted. Specifi cations: Horizontally opposed, 4 cylinder, Output: 150 hp at 2200 rpm. air cooled, fuel injected, 290 lb. dry weight. TMX IO-240, 125 HP Propeller: 86x65. Output: 180 hp at 2700 rpm. Price: $20,135 Notes: 5 engines delivered. Propeller: Lycoming compatible, fi xed pitch or Specifi cations: Horizontally opposed, 4 cylinder, adjustable. air cooled, fuel injected, 240 lb. dry weight. Stratus 2000 Notes: Call for shipping time. Th e Vantage is the Output: 125 hp at 2800 rpm. 541/754-4114 certifi ed version of the XP series engines. Propeller: Per kit manufacturer. www.stratus2000.homestead.com Notes: 25 engines delivered, 8-10 weeks shipping XP-O-360 Plus, 180 HP time. Subaru EA81, 105 HP Price: Call Comments: FADEC version (10 engines Price: $7445 Specifi cations: Horizontally opposed, 4 cylinder, delivered) available for $27,880. Specifi cations: Horizontally opposed, 4 cylinder, air cooled, carbureted, 287 lb. dry weight. water cooled, carbureted, 200 lb. dry weight. Output: 180 hp at 2700 rpm. TMX O-320, 150-160 HP Output: 105 hp at 5900 rpm. Propeller: Lycoming compatible, fi xed pitch or Price: $21,200 Propeller: Warp Drive 3 blade, wide chord, adjustable. Specifi cations: Horizontally opposed, parallel ground adjustable. Notes: 4 weeks shipping time. valve, 4 cylinder, air cooled, carbureted, 273 lb. Notes: 150+ engines delivered, 1200 hours on dry weight. highest time engine, 2-3 months shipping time. XP-IO-360 Plus, 180 HP Output: 150-160 hp at 2700 rpm. Price: Call Propeller: Per kit manufacturer. Superior Air Parts Specifi cations: Horizontally opposed, 4 cylinder, Notes: 46 engines delivered, 12-16 weeks 972/829-4600 air cooled, fuel injected, 290 lb. dry weight. shipping time. www.superiorairparts.com Output: 180 hp at 2700 rpm. Comments: Fuel-injected version (25 delivered) Propeller: Lycoming compatible, fi xed pitch or available for $21,600. FADEC version (1 adjustable. delivered) available for $29,325. XP-O-360, 180 HP Notes: 4 weeks shipping time. Price: Call Specifi cations: Horizontally opposed, 4 cylinder, TMX IO-320, 156-166 HP air cooled, carbureted, 287 lb. dry weight. XP-400, 220 HP Price: $21,600 Output: 180 hp at 2700 rpm. Price: Starting at $30,995 (2006) Specifi cations: Horizontally opposed, parallel Propeller: Lycoming compatible, fi xed pitch or Specifi cations: Horizontally opposed, 4 cylinder, valve, horizontal induction, 4 cylinder, air cooled, adjustable. air-cooled; fuel injected; 316 lb. dry weight. fuel injected, 276 lb. dry weight. Notes: 4 weeks shipping time. Output: 220 hp at 2700 rpm. Output: 156-166 hp at 2700 rpm. Propeller: Lycoming compatible, fi xed pitch or Propeller: Per kit manufacturer. adjustable. Notes: 16 engines delivered, 6-8 weeks shipping XP-IO-360, 180 HP Notes: 3 engines delivered. A 250-hp racing time. Price: Call version of the engine (XP- 400 SRE) is available Specifi cations: Horizontally opposed, 4 cylinder, for $33,900. TMX O-360, 180 HP air cooled, fuel injected, 290 lb. dry weight. Editor’s note: Th is engine should be considered Output: 180 hp at 2700 rpm. Price: $19,490 “ in development.” See the introduction to this Specifi cations: Horizontally opposed, parallel Propeller: Lycoming compatible, fi xed pitch or directory on Page 16 for more. adjustable. valve, 4 cylinder, air cooled, carbureted, 281 lb. Notes: 4 weeks shipping time. dry weight. Output: 180 hp at 2700 rpm. Propeller: Per kit manufacturer. Notes: 176 engines delivered, 6-8 weeks shipping time. Comments: Injected version (125 delivered) available for $22,200. FADEC version (9 delivered) available for $29,925.

TMX IO-360, 186 HP Price: $23,900 Specifi cations: Horizontally opposed, parallel valve, horizontal induction, 4 cylinder, air cooled, fuel injected, 291 lb. dry weight. Output: 186 hp at 2700 rpm. Propeller: Per kit manufacturer. Notes: 87 engines delivered, 12-16 weeks shipping time.

Superior XP-400.

28 KITPLANES March 2008 www.kitplanes.com TMX IO-360, 200 HP Specifi cations: Horizontally opposed, slant valve, VE 80, 80 HP Price: $35,960 horizontal induction, 6 cylinder, air cooled, fuel Price: $9995, includes Diehl case, electric start, Specifi cations: Horizontally opposed, slant valve, injected, 469 lb. dry weight. PSRU and prop horizontal induction, 4 cylinder, air cooled, fuel Output: 300 hp at 2700 rpm. Specifi cations: Horizontally opposed, 4 cylinder, injected, 330 lb. dry weight. Propeller: Per kit manufacturer. air cooled, carbureted, 190 lb. dry weight. Output: 200 hp at 2700 rpm. Notes: 1 engine delivered, 12-16 weeks shipping Output: 80 hp at 3800 rpm. Propeller: Per kit manufacturer. time. Propeller: No limitations, Culver two-blade Notes: 2 engines delivered, 12-16 weeks shipping wood included. time. Vair Force Notes: 2 engines delivered, 100 hours on highest 386/290-3727 time engine, 1 month shipping time. TMX IO-390, 210 HP www.vairforce.com Price: $31,960 Specifi cations: Horizontally opposed, slant valve, Corvair 170 cid, 100 HP VE 100, 100 HP horizontal induction, 4 cylinder, air cooled, fuel Price: $7995 Price: $9995, Includes Diehl case, electric start, injected, 308 lb. dry weight. Specifi cations: Horizontally opposed, 6 cylinder, PSRU and prop Output: 210 hp at 2700 rpm. air cooled, carbureted, 218 lb. dry weight. Specifi cations: Horizontally opposed, 4 cylinder, Propeller: Per kit manufacturer. Output: 100 hp at 3300 rpm. air cooled, carbureted, 195 lb. dry weight. Notes: 41 engines delivered, 6-8 weeks shipping Notes: 45 engines delivered, 750+ hours on Output: 100 hp at 3800 rpm. time. highest time engine, 60-90 days shipping time. Propeller: No limitations, Culver two-blade Comments: FADEC version (15 delivered) wood included. available for $39,685. Notes: 22 engines delivered, 750 hours on Valley Engineering highest time engine, 1 month shipping time. 573/364-6311 TMX O-540, 250-260 HP www.valley-eng.com Price: $38,500 VERNER ENGINES Specifi cations: Horizontally opposed, parallel Apex Aviation valve, 6 cylinder, air cooled, carbureted, 397 lb. Big Twin 990 4-stroke, 40 HP 520/568-4398 dry weight. Price: $4950, includes electric start, PSRU and www.ultrikes.com Output: 250-260 hp at 2700 rpm. prop Propeller: Per kit manufacturer. Specifi cations: V-twin, 2 cylinder, air cooled, Central Florida Flyers Notes: 12-16 weeks shipping time. carbureted, 120 lb. dry weight. 407/894-5715 Comments: Fuel-injected version (89 delivered) Output: 40 hp at 3600 rpm. www.centralfloridaflyers.com available for $39,200. Propeller: No limitations, Culver two-blade wood included. FlyDiver Notes: 20 engines delivered, 100 hours on 360/490-6268 TMX IO-540, 300 HP highest time engine, immediate shipping time. Price: $55,188 www.flydiver.com

KITPLANES March 2008 29 Zlin Firewall Forward A650 PR Specifi cations: Belt drive, 1.6:1, 2.0:1, 2.47:1 250/752-4597 Price: $9500 ratios, maximum engine power 120 hp, weight www.firewall.ca Specifi cations: Planetary gear, 3:1 ratio, 11 lb. maximum engine power 100 hp, weight 27 lb. Propeller Limitations: Wood/composite. VM 133MK, 84 HP Notes: 63 PSRUs delivered, immediate shipping Price: $10,000 includes PSRU American Rotary Engines time. Specifi cations: Opposed, air cooled, carbureted, 253/848-7776 148 lb. dry weight. www.americanrotaryengine.com Maxwell Propulsion Systems, Inc. Output: 84 hp at 5500 rpm. 360/474-8118 Propeller: Warp Drive 3 blade. Price: $6500 (2005) www.maxwellpropulsion.com Specifi cations: Straight gear, 2.29:1 ratio, Wilksch Airmotive maximum engine power 300 hp, weight 55 lb. Price: Call 441908392003 Specifi cations: Straight gear, 2.13:1 (others on www.wilksch.com Belted Air Power request), maximum engine power 200 hp, weight 702/384-8006 60 lb. WAM-120, 120 HP www.beltedair.com Propeller Limitations: CAP 220 rated for 200 Price: £14,000 (2005) hp. Specifi cations: Inverted inline, water cooled. Output: 120 hp at 2700 rpm. Price: $3600 Specifi cations: Belt drive, 1.43:1 ratio, maximum Powersport Aviation engine power 260 hp, weight 48 lb. 715/294-2557 Zlin Firewall Forward Aero Engines, Inc. Propeller Limitations: 72 in., 35 lb. www.powersportaviation.com 250/656-4774 Notes: 180 PSRUs delivered, 2 weeks shipping www.firewall.ca time. Price: $6500 Specifi cations: Straight gear, 2.292:1 ratio, CAM 125, 133 HP Compact Radial Engines maximum engine power 300 hp, weight 57 lb. Price: $11,250 604/590-2950 Propeller Limitations: 78 in. tractor or pusher, Specifi cations: Upright inline, water cooled, fuel www.compactradialengines.com standard rotation. injected, 239 lb. dry weight. Price: $350-$700 Notes: 16 PSRUs delivered, 12 weeks shipping Output: 133 hp at 2750 rpm. Specifi cations: Belt drive, 4 ratios, maximum time. Notes: 50+ engines delivered, 900 hours on engine power 45 hp, weight 7 lb. Price: $6500 highest time engine. Notes: 100+ PSRUs delivered, 2 weeks (if not in Specifi cations: Straight gear, 2.391:1 ratio, stock) shipping time. maximum engine power 300 hp, weight 57 lb. Propeller Limitations: 78 in. tractor or pusher, standard rotation. PSRUs Price: $1580 Notes: 16 PSRUs delivered, 12 weeks shipping Specifi cations: Helical gear (complete with time. Alternate Airpower clutch), 5 ratios, maximum engine power 130 hp, weight 21 lb. 509/627-3096 RAM Performance Ltd. www.alternate-airpower.com Notes: 700 PSRUs delivered, 2 weeks (if not in stock) shipping time. 330/882-6255 www.ramengines.com Geschwender Geared Drives Price: $7500 Price: $3540 Specifi cations: Chain drive, 2:1 ratio, maximum 936/827-5126 www.geardrives.com Specifi cations: Straight gear, 2.1:1, 2.84:1, 3.48:1, engine power 500 hp, weight 78 lb. ratios, maximum engine power 160 hp, weight Propeller Limitations: Fixed pitch or constant 36 lb. speed. Price: Starting at $8900 Propeller Limitations: 72 in. Notes: 4-8 weeks shipping time. Specifi cations: Straight gear, 1.5625:1 to 1.70:1 Price: $4230 Comments: Business is for sale; web site has more ratio, maximum engine power 400+ hp, weight Specifi cations: Straight gear, 2.2:1, 2.44:1, 2.48:1 information. 63 lb. ratios, maximum engine power 300 hp, weight Propeller Limitations: Fixed pitch, hydraulic or 42 lb. Alturair electric. Propeller Limitations: 80 in. 619/449-1570 www.alturair.com Global Rotary Power Inc. Raven ReDrives 905/697-4400 303/440-6234 www.rotaryengines.ca www.raven-rotor.com

Price: $1370 1000 ULRS, ULRS-T Specifi cations: Belt drive, 2:1, 3:1 ratios, Price: $1295 maximum engine power 80 hp, weight 14.33 lb. Specifi cations: Conversion kit for direct drive, maximum engine power 35 hp. Great Plains Aircraft Supply Co. Notes: PSRU for 3-cylinder Geo. 800/922-6507 www.gpasc.com 1000 ULDD Price: $2195-$2695 Valley Series 3 Specifi cations: Belt drive, 2.26:1 ratio, maximum Price: $1595 engine power 80 hp, weight 17 lb. Notes: 155+ PSRUs delivered, 2-3 weeks shipping time. PSRU for 3-cylinder Geo.

Verner.

30 KITPLANES March 2008 www.kitplanes.com 1300 SV/SVS ROTAX Price: $2695 See Engines for list of dealers, or visit www.Rotax- Specifi cations: Belt drive, 2.26:1 ratio, maximum owner.com. engine power 80 hp, weight 19 lb. Notes: 25+ PSRUs delivered, 3-4 weeks shipping B (for use with Rotax engine only) time. PSRU for 3-cylinder Geo. Price: $1009 Specifi cations: Helical gear, 2.1:1, 2.24:1, 2.58:1 1000 ULX, UL, UL-T ratios, maximum engine power 64 hp, weight Price: $3595-$3459 9.91 lb. Specifi cations: Belt drive, 2.26:1 ratio, maximum Propeller Limitations: 3000 kg/cm2. engine power 120 hp, weight 22/17 lb. Notes: 3500+ PSRUs delivered, immediate Notes: 35+ PSRUs delivered, 3-4 weeks shipping shipping time. time. PSRU for 4-cylinder, 16-valve Geo/Suzuki. C (for use with Rotax engine only) Real World Solutions Inc. Price: $1602 386/935-2973 Specifi cations: Helical gear, 2.62:1, 3:1, 3.47:1, www.rotaryaviation.com 4:1 ratios, maximum engine power 75 hp, weight 17.61 lb. RD-1B Propeller Limitations: 6000 kg/cm2. Price: $3115+ shipping Notes: 3500+ PSRUs delivered, immediate Specifi cations: Six pinion planetary drive for shipping time. rotary engines, 2.175:1 ratio, maximum engine power 300 hp continuous, weight 43 lb. E (for use with Rotax engine only) Propeller Limitations: Fixed pitch or electric Price: $2287 constant speed. Specifi cations: Helical gear, 2.62:1, 3:1, 3.47:1, Notes: 52 PSRUs delivered, 6-8 weeks shipping 4:1 ratio, maximum engine power 75 hp, weight time. 24.71 lb. Estimated TBO: 1000 hours. Propeller Limitations: 6000 kg/cm2. Notes: 3500+ PSRUs delivered, immediate RD-1C shipping time. Price: $3015+ shipping Specifi cations: Six pinion planetary drive for Stratus 2000 rotary engines, 2.83:1 ratio, maximum engine 541/754-4114 power 300 hp continuous, weight 43 lb. www.stratus2000.homestead.com Propeller Limitations: Fixed pitch or electric constant speed. EA81 Subaru Notes: 84 PSRUs delivered, 6-8 weeks shipping Price: $2695 time. Specifi cations: Belt drive, 2.2:1 ratio, maximum Estimated TBO: 1000 hours. engine power 125 hp, weight 45 lb. Propeller Limitations: Any SAE #1 bolt pattern. Recreational Power Engineering Notes: 175+ PSRUs delivered, 1 week shipping 419/585-7002 time. www.recpower.com Valley Engineering Cogbelt Re-Drive 573/364-6311 Price: $1250 www.valley-eng.com Specifi cations: Belt drive, 2.36:1, 2.5:1 ratios, maximum engine power 85 hp, weight 15 lb. VW Type One Notes: 35 PSRUs delivered, 3-4 weeks shipping Price: $1595 time. Specifi cations: Belt drive, 1.6:1 - 2.55:1 ratios, maximum engine power 125 hp, weight 7.5 lb. G-40 Propeller Limitations: None. Recommend Price: $1500 Culver wood 2 blade. Specifi cations: Helical gear, 2.03:1, 2.25:1, Estimated TBO: 1500 hours. 2.64:1, 2.96:1, 3.33:1, 3.79:1 ratios, maximum engine power 120 hp, weight 24 lb. Notes: 850 PSRUs delivered, immediate shipping V-Twin Briggs Type time. Price: $1295 Specifi cations: Belt drive, 1.6:1 - 2.92:1 ratios, G-50 maximum engine power 50 hp, weight 5.5 lb. Price: $1325 Propeller Limitations: None. Recommend Specifi cations: Helical gear, 2.16:1, 2.29:1, Culver wood 2 blade. 2.59:1, 3.16:1, 3.65:1 ratios, maximum engine Estimated TBO: 1500 hours. power 100 hp, weight 19 lb. Notes: 1650 PSRUs delivered, immediate V-Twin PSRU shipping time. Price: $1295 Specifi cations: Belt drive, 1.6:1 - 2.92:1 ratios, maximum engine power 45 hp, weight 6 lb. Propeller Limitations: None. Recommend Culver wood 2 blade.

KITPLANES March 2008 31 Wally Anderson’s new course quickens RV quickbuilding. BY DAVE MARTIN When George Bogardus landed his way. (For more on Bogardus, see Ron Wally Anderson’s award-winning fi rst “Little Gee Bee” homebuilt in the grass Wanttaja’s story “Milestones: Little Gee homebuilt, an RV-6, and subsequent honors encouraged him to establish on Th e Mall in Washington, D.C., in Bee,” KITPLANES®, May 2006.) Synergy Air to help other RV builders. 1947, it’s likely that he had no concept of the fl oodgates he helped open. He had The Regs fl own his pre-WW-II single-seater 3000 Even then, builders appreciated help Another Kind of Help miles from Oregon—the only state where with their projects. It came fi rst from Wally and Neda Anderson of Eugene, homebuilt aircraft were permitted—to local sources and then, as the indus- Oregon, own Synergy Air, which demonstrate to Congress the need to legal- try matured, from the designers, plans provides courses to help builders of Van’s ize homebuilts nationally. Th e resulting purveyors and ultimately the compa- Aircraft RV kits. Th eir background change to CAA (FAA’s predecessor) regu- nies that sprung up to provide aircraft includes 30 years of owning a successful lations encouraged aspiring homebuilders kits. Th is much we all know. But in jewelry design and manufacturing busi- across the country, and you know the recent years, the trend has been toward ness. For Wally, it also includes being result: Many thousands of homebuilt air- even more legitimate help—as opposed enamored with aviation from an early craft are now fl ying, and more are on the to so-called “hired guns” that do all age. “When I was in junior high school,” the work for you, he said, “my uncle zero-G’d his PA-12 breaking both the with me aboard, and a loose screwdriver spirit and letter of hung in the air in front of my face. I the rules. Witness thought it was the coolest thing ever.” in-house builder- Wally earned his private license in assist programs as 1972, and dissatisfaction with rental well as indepen- airplanes drove him into homebuilding. dent courses to Th ere were so many RVs that he joined help builders get the crowd and spent less than three years a leg up with their fi nishing his own RV-6, which he fl ew skill sets. to Oshkosh in 1996 and took the Best Kitbuilt award. He then built an RV-6A Dan Prill (left) and kit, which also became an award-win- Rob Persson prac- ner at the Arlington, Washington, and tice making electri- Oshkosh EAA events. cal connections. Wally was invited to join the Homebuilt Aircraft Council and is now

32 KITPLANES March 2008 www.kitplanes.com Van’s is careful not to endorse anyone, person per night. Th e weather was too but they are supportive of the educa- chilly and we were too busy to make use tional side of what we’re doing.” of the bicycles in the garage. One student, Derek Nequest, lives Speeding Up the Process near Shannon Airport in western Th e success of Synergy Air’s courses in Ireland. He completed the Synergy Eugene gave Wally another idea. What Air empennage course, had his tail if people who opt for the quickbuild RV shipped home, and was waiting for the versions—with factory-built assemblies quickbuild RV-7 wing and fuselage kits. close to the edge of the Experimental/ For the new course, he fl ew by airline Amateur-Built 49% limit—could learn from Ireland to Portland, rented a car, tricks and techniques to complete their and drove 4 hours to Sunriver. aircraft more easily and quickly—and Dan and Margie Prill drove from result in a safer airplane at the end? Th e Montana. Th ey are also building an RV- course would touch on areas not cov- 7. Dan currently fl ies a Cessna 185 and ered in detail in the kit instructions and a Piper Super Cub. He retired from a drawings, and it would include hands- heating, air conditioning and ventilat- After applying protective tapes, fi rst steps on practice with at least one particularly ing design business. in the canopy/frame attachment exercise diffi cult area of homebuilding: attach- Paul Collins is a physician from Boise, include applying black-dyed epoxy resin for the initial layer of fi berglass. ing the canopy to its frame. Idaho, who fl ew his Aviat Husky to Sun- Rather than hold the new course in river Airport. Eugene, the Andersons decided to orga- Rob Persson from Fremont, Cali- on his second term. “Something that nize it like a retreat, and they put their fornia, is another RV-7 builder. He has inspired me recently was Paul Pober- large vacation home in Sunriver, Ore- worked on his RV-7 about three years ezny’s comment to our group that began, gon, to use. All summer and during the but had questions about the engine, wir- ‘Folks like us…,’ and being included in Mt. Bachelor winter ski season, Sunriv- ing, panel and fi berglass work. his group of builders was really impres- er’s population is mostly vacationers who Terre Rogers from Molalla, Oregon, sive. Th at’s why I’ve started a new EAA rent houses like the Andersons’ for the is building an RV-9A and has two fab- chapter, 1457, in Eugene,” he said. In resort’s golf courses, fi shing and boating ric-covered airplane projects. He was less than four months, the chapter had on the Deschutes River, horseback trips, also about to start work on a Bradley about 40 members. hiking, winter sports and biking. Th ere airplane kit. Th e Andersons sold their jewelry are 22 miles of paved bike paths (with Most of the course is based on Power- business in 2005. “But I don’t sit around tunnels under the roads) within the vil- Point presentations by Wally, with time very well, and Synergy Air was already lage, and rental houses come equipped for comments and questions. Neda had started,” Wally noted. His mentor and with bicycles. Sunriver Airport’s run- made up 18-section binders for each stu- winner of the FAA’s coveted Charles way is 5500 feet long, and visiting bizjets dent, containing all of the slides. Taylor Master Mechanic Award, Larry share ramp space with lightplanes and Davis, encouraged Wally to help others sometimes gliders and antique airplanes The Curriculum as Davis had helped him. off ering rides. Th e place hums…except Here’s a list of some of the topics covered “We trained people to build tail kits,” during the fall and spring off seasons. with sample comments and tips: Wally said. “From there, it was a simple Wing attachment, step by step. Th e transition to spending full time on this.” Launching the Course Synergy Air now off ers a one-day intro- Th e Andersons’ fi rst ductory course for people who will build Quickbuilder course sheet-metal aircraft , and there’s a week- took place last fall. Five long session that will send the student students paid $1800 home with completed tail assemblies for for the fi ve-day course, Van’s Aircraft kits up through the RV-9 including lunch pre- (the RV-10 tail takes slightly longer). pared each day by Neda. “We have a symbiotic relationship Lodging in the vaca- with Van’s Aircraft ,” Wally said. “Th at’s tion house costs $25 per because if people get off to a good start when they are building the tail kits Anderson briefs the class [which are available separately], they buy on the next steps. additional kits to continue the process.

Photos: Dave Martin KITPLANES March 2008 33 Synergy Air continued IFR options. Lots of tips. Cowling attachment. Perma-Grit Interior designs. Do-it-yourself countersink cutters and abrasive blocks photos should help anyone do it at sound-damping and cosmetic elegance ease the eff ort. home. are easier and less expensive than you Fiberglass done right. Two types of Wiring. Includes hands-on practice think. resin. Using the right cloth. Making attaching BNC plugs to coax cable. Seats. Budget for good ones. Before ideal layups (resin and cloth should be Instrument panel design. VFR and covering the foam cushions, sit on the equal by weight). foam seat for at least 2 hours before Selecting a painter. Good price, fast deciding it is acceptable. service, high-quality work. Pick two of Engines. Lycomings and the alterna- the three. tives. Ignition systems. Pros and cons of Painting your airplane. Prep work. specifi c systems and brands. Eliminating pinholes. Engine cooling. How to make proper Fuel-fl ow testing. Don’t skip this vital baffl ing and minimize air leaks. Th eory prefl ight step. and practice. Weight and balance. Engine installation. Buy your engine Inspecting what’s most important. early and hang it on its mount at least Guides to certifi cation. six months before installing it. Th is will Before that fi rst fl ight. Anderson places a fi berglass layer on the make cowl fabrication and properly fi t- canopy attachment simulator. ting installation much easier. Beyond the Classroom Actually, classes were held in the Ander- sons’ comfortable living room, complete with snacks. Beyond the living room, there is the garage, where the week’s big hands- on project stretched over three days: attaching the acrylic canopy to its aluminum frame. Wally had made canopy- attachment simulators for each student. Mounted on a board, the simulator con- sisted of a strip of aluminum representing the canopy frame and a piece of clear acrylic bent to represent the canopy. Th e objective was to attach the canopy to the frame securely and make a smooth, durable fi llet between the two parts. Wally’s system is clever and involves a After the fi rst layup cures, an epoxy/microballoons mixture forms the canopy/frame fi llet. lot of steps. Before starting the process, he lists some important tips: Protect the $1000+ canopy from scratches by covering it. Work in temperatures of at least 70° F. Use only epoxy resin (not polyester). Take your time. Th e steps are described in the presentation slides, but the major value is in actually doing them. Here is a summary of the process: Aft er smoothing the edge of the canopy using a Scotch-Brite wheel, attach the canopy to the frame with fuel tank sealant. Wally had completed this on each simulator. Using wide, fl exible 20-mil black Pasco PVC tape, the upper limit of the The cured epoxy/microballoons fi llet is sanded smooth, and more cloth layers are laid over it. attachment fi llet (on the acrylic) and the

34 KITPLANES March 2008 www.kitplanes.com The black epoxy makes for a professional appearance on the inside of the canopy. lower limit (on the aluminum frame) are defi ned by the tape edges. Th e area between the tapes becomes the fi llet. Th e exposed Alclad aluminum frame and the exposed canopy glass are scuff ed for roughness, and green electrical tape is placed over the edge of both black tapes for visibility. Strips of fi berglass cloth are epoxied to the canopy and frame between the tapes. Black dye is mixed into the epoxy resin for a professional-looking edge on the inside of the canopy. Using a fl exible plastic spreader, a mixture of resin and microballoons is applied to form a smooth, curved fi llet The MAXWELL Propulsion System that ends at the green tape edges. • Factory Direct Aft er curing, the fi llet is sanded RECENT UPGRADES 2.5 L Subaru Engine smooth and covered with layers of bias- Electrical System • Cockpit Adjustable Prop cut glass. Peel-ply (Dacron cloth that Prop • Exhaust • Accessories for a absorbs excess resin and doesn’t stick to Complete System the fi berglass) is pressed over the layup. When cured, the peel-ply is removed Reliable • Complete • Modular and several coats of primer are applied and sanded, followed by pinhole elimi- Maxwell Propulsion 19132 59th Drive NE nator. At this point the canopy and its Arlington, WA 98223-7821 frame should be ready for paint. 360-474-8118 www.maxwellpropulsion.com Extras Sunriver is about 20 miles from Bend Airport, which is a hotbed of aviation businesses including Electronics Inter- national (engine and other monitoring systems) and Columbia Aviation, which manufactures a line of high-performance, four-seat, all-composite airplanes. Wally’s course information on engine cooling comes from his own experience, NASA research, and from Columbia’s experimental test pilot, Sonja Englert. She is the aero engineer responsible for the cooling design in Kitplanes.com/aircraftdirectory

KITPLANES March 2008 35 Synergy Air continued BookReview Engine Installation Tips from a Pro Many readers would covet the author’s day job. An aero engineer responsible for engine cooling designs at Columbia Aircraft, Sonja Englert is also the company’s experimental test pilot. Englert fl ies her Pulsar and is building a motorglider she has designed. She has written four books of interest to homebuilders. Sensing a lack of detailed information on engine installation in kit aircraft instructions, she wrote this one to fi ll the gaps. Photos, drawings and charts are clear and helpful. Readers without a strong technical or aviation background will understand her writing, and there’s enough meat here for practical application by any homebuilder. Those who have not yet built will fi nd value in the sections on fi rewalls (appropri- Dacron cloth peel-ply, which absorbs ate materials and how to use them), safe penetrations through the fi rewall, and on excess resin, is pulled away after the layup engine mounts. There are sections on air fi lters, carburetors and exhaust systems. cures. Primer paint, sanding and pinhole Fuel systems, Englert says, may be the most important element in engine installa- eliminator prepare the canopy frame for tions. Fuel lines, valves, return lines (for some fuel-injected engines), drain valves fi nish painting. and fuel tanks come in for special attention. There’s a chart on the recommended distance between supports for both aluminum and steel fuel lines forward of the Columbia’s engine installations. fi rewall and tables of torque limits for connecting fl ared metal tubing, both alumi- Englert is a homebuilder who fl ies a num and steel. Every new homebuilt should be tested for fuel fl ow before it fl ies, and Englert tells how to do it. Pulsar and is building a motorglider of Oil system components and engine electrical systems including battery capacity her own design. She has published four calculation are detailed as are sections on ignition types and advantages. books on homebuilding topics. Partly As might be expected, material on engine cooling and cowlings—Englert’s because everyone in the course was forte—is especially useful and interesting. Air pressure diff erential between the interested in buying Englert’s engine top of the properly baffl ed engine (the inlet side on the usual downdraft airfl ow) book, Wally arranged a tour of Colum- and the bottom, she notes, determines the effi ciency of the cooling system. Properly bia, and Englert not only sold her books designed and built, the system minimizes cooling drag, and engine cooling is opti- but provided a tour of Columbia’s pro- mized. Englert shows how to calculate the size of air inlets and notes that several duction facilities from the viewpoint of her projects resulted in reducing the size of the inlets for best effi ciency. Before of a design engineer/test pilot. Like and after photos show how she treated the inlets on a Mooney and on her own other Columbia employees, she hopes Pulsar homebuilt. Both cooled better and achieved higher top speed (4 knots in the that Cessna is the successful bidder for Mooney’s case). Another successful project was changing the cooling of the rear en- Columbia, which has been in Chapter gine on a Cessna Skymaster from downdraft to updraft, which increased effi ciency 11 bankruptcy. Cessna CEO Jack Pel- considerably. ton has committed to keep Columbia in Using a simple temporary water U-tube manometer, one can measure the engine Bend if Cessna buys it. inlet plenum/outlet air pressure diff erential in fl ight, Englert says, but it’s important Wally also arranged a tour of Elec- to ensure that the tubing used in the engine compartment won’t melt. tronics International, where we viewed Liquid-cooled engines such as the Rotax 912 are covered, as are propellers and some features of EI’s latest aircraft mon- how to size them. She also notes that it is dangerous to use a metal propeller unless itoring systems. it has been certifi ed for operation with the specifi c engine. There is no way for a homebuilder to know if a non-certifi ed engine/prop combination will avoid cata- Straw Poll Results strophic (prop-breaking) resonances, Englert says. Polling Wally’s students individually Most of the information in the book may be available from other sources, but much of what a homebuilder needs to know about these systems has been com- indicated that this fi rst course was suc- bined in this well written and nicely illustrated package, which sprinkles a lot of use- cessful (worth the money and time). ful technical information with personal experience, insight and touches of humor. Th e Andersons also believe it was a success…as indicated by their plan to off er Effi cient Powerplant Installation—Piston Engines by Sonja Englert. 113 pages. the same course again at their Sunriver 85+ illustrations, soft cover. $30 plus $2.20 for U.S. shipping. Caro Engineer- house. For details on this and other ing, 62921 Clyde Ln., Bend, OR 97701. 541/330-4143. Visit www.caro- Synergy Air courses, browse on over to engineering.com. www.synergyair.com. A direct link can —D.M. be found at www.kitplanes.com.

36 KITPLANES March 2008 www.kitplanes.com Interactivity is important. The Grand Rapids models can be connected to share engine information with the EFIS (above). The Advanced Flight boxes may be purchased as an engine monitor alone, an EFIS alone or a combined all-in-one unit (below).

Engine monitors: You should know what’s happening ahead of the fi rewall.Here’s how. BY STEIN BRUCH Many of us go beyond the minimums. pressures and levels to be sensed in the engine monitor is best?” Like everything Th e FAR 91.205 tells us that we must aircraft : engine speed, manifold pres- else regarding modern planes, there is equip our aircraft with a number of engine sure, oil temperature and pressure, fuel rarely a single system that is a panacea instruments: a tachometer, oil pressure, pressure, cylinder-head and exhaust-gas for everyone. Th e choice depends on a fuel level and manifold pressure for “alti- temps all make up the basics. number of factors, which we’ll examine tude engines.” Th at’s it. Most builders Today’s top-end engine monitors do in the following pages. today opt for much more. From the more. Most will calculate percent of middle of the range to the top, we see power (assuming they have an outside air Thoughts on a Budget sophisticated engine monitoring equip- temperature and altitude input); most Engine monitoring systems are available ment as part of new installations at every have or can be fi tted with an accurate for nearly every budget, and you might turn. (For the lower-priced aircraft there fuel-fl ow module that provides mind- be surprised to know that they’re oft en are still good “steam gauge” alternatives easing consumption fi gures; all of the as cheap, or even cheaper than purchas- that we’ll cover later this year.) good ones have some form of alarm for ing analog gauges. And more reliable. What constitutes modern engine out-of-range indications; and the best What’s the fi rst thing you do to a round monitoring? For the purposes of this ones all have integrated data logging. gauge that you suspect is not working discussion, it amounts to a single-box Inevitably the question commonly properly? You reach up and tap it, of collection of all the major temperatures, asked of avionics shops is: “Which course! Don’t deny it. We’ve all been

Photos: Courtesy the Manufacturers, Richard VanderMeulen KITPLANES March 2008 37 All About Avionics continued pointless to some, consider that voltages is basic, you don’t need lots of advanced are oft en measured in such increments. features. Purchase according to the guilty of randomly tapping a round For example, the optimal charging volt- systems actually in the airplane. I am a gauge with some sort of dumb hope that age for our plane should normally be huge advocate of engine monitors, just whatever it’s telling us will either change 13.8 volts. Sure, it’s close to 14, but then not with more features than you need. when we bang it or suddenly start work- it’s hard to tell between 13 and 15 on a Now let’s have a look at the primary ing again. Modern analog gauges are round scale. off erings in the fi eld. For this roundup, much better, but the mechanical works we have omitted partial or “blind” have proven more failure prone. Three Rules for Buying engine monitors that must work with an Aside from being reliable, these sys- Rule Number One. Th ou shall not think EFIS or other display to be functional; tems are extremely fl exible. By fl exible you need backups for your engine moni- all of these are standalone units, but we mean that users have the ability to tor. Th is year I’ve been inundated with many may be integrated with avionics change the parameters or settings within people who think they need a backup for additional features. their engine monitor as their needs tachometer, manifold pressure gauge, change. When your engine is brand new oil pressure or oil temp, etc. Th e fact Advanced Flight Systems you may want to leave the CHT upper is that if your engine monitor quits, it In the past year AFS has been busy. Th e limits set a little higher than you would does not cause the engine to stop turn- company has shipped many AF-3400

Dynon’s EMS-D120 is functionally identical to the smaller EMS-D10. J.P. Instruments EDM-930. Advanced Flight’s weight-and-balance aft er the engine is broken in. Also, if screen. and AF-3500 series engine monitors, you were to change from a carbureted which can also be combined with an engine, you’d want the ability to reset ing. Get home or get on the ground and EFIS in the same box. AFS has intro- the fuel pressure limits. You may also fi x your engine monitor. Backup engine duced several unique features. Th e com- want to tweak the settings aft er you gauges only add cost and complexity, pany’s graphical weight-and-balance become more comfortable with your and all the extra sensors and plumbing screen is one of the most intuitive and engine and its unique characteristics. can actually be failure points that reduce simple creations you’ll see. overall reliability. AFS is one of the few available systems They’re More Accurate, Too Rule Number Two. Th ou shall con- with a front-facing SD memory card slot Th e ability of digital instruments to sider the fl ight instruments or other sys- that allows for fast and easy retrieval of respond to small changes in the systems tems you’ll be installing when choosing data. Th e various parameters displayed they measure and monitor is typically an engine monitor. If you are remotely on the screens are easily changed, and many times more sensitive than their considering an EFIS or digital instru- one of the most powerful options allows analog brethren. As an example, a friend ments, many/most EFIS manufacturers the user to set the ranges of each. Th is of mine recently noticed a tiny change also off er engine monitoring functional- allows you to “line up” the various sys- in EGT and CHT readings (less than ity that integrates nicely with the EFIS. tems for an easy and intuitive look. 10° F). Th is led to the discovery of a Th e benefi ts are many, so it’s worth tak- Newly released is a screen/program in small issue with his cylinder, which was ing the time to consider the entire pack- the engine monitor called the Interac- caught long before it could develop into age, not just single instruments. tive Aircraft Maintenance Page. Th e user a problem. Such details are not easy to Rule Number Th ree. Th ou shall not is able to enter a variety of maintenance read on a round analog scale. consider functions you don’t need when tasks and the time interval, and the Typical scales for measurement with- selecting an engine monitor. Basically, engine monitor tracks them for you. For in engine monitors are usually to multi- don’t over buy. If your plane has a simple example, you can set up oil changes for ple decimal points. While this may seem engine, is an ultralight, or the airframe every 25 hours, and the system will track

38 KITPLANES March 2008 www.kitplanes.com this and notify you when one’s due. Think of it as your Pros: Defi nitely market leading graphics, best of class functionality, very own first officer. most complete package of probes/sensors and harnesses available. Th e com- Simplify your wiring and simplify your pany is owned by homebuilders. flight operations with five buttons. Cons: Not many—only that they are so popular that demand is outpacing Complex wiring just got easier. supply, so there are short delays in ship- Introducing Vertical Power, a better ments of product. way to wire your aircraft using modern, solid-state electrical controls. With it you get advanced electrical system features, Dynon Avionics straightforward installation, and the Dynon started a revolution in low-cost, ability to eliminate dozens of modules, color graphical engine monitors avail- breakers and switches. able to homebuilders with the EMS- Throughout your ﬂ ight Vertical Power D10A a few years ago. Th is nift y little automatically handles repetitive tasks box fi ts easily into a 3.125-inch instru- for you—all while giving you full control of your electrical system. Plus, there’s now a new and safer way to handle emergencies.

VP-200 display in Cruise Mode Take a virtual demo ﬂ ight at www.VerticalPower.com or call (505) 715-6172

Electronics International MVP-50. ment whole, but packs as many features as many of its larger competitors. Dynon added the larger EMS-D120 based on its larger screen EFIS and again provided a great product at a reasonable price. It’s a • Complete Kit Prices starting at $13,995 More of the Play • Total Completion Costs as low as $25,500 hard product to beat, and even though it • Easy to Build and Inexpensive to Maintain Less of the Pay lacks some of the extra features the com- • The Best Performance per Dollar available petitors off er, it’s still an excellent value. In addition to the usual assortment Get Yours at: www.SonexAircraft.com/25grand or call: 920.231.8297 of engine parameters (plus up to six channels of EGT and CHT) and four fuel levels, the EMS series can read out things like fl ap and trim position, plus other “open” switched functions such as a canopy-open warning light. Overall, the EMS series is very fl exible. Moreover, Dynon has continued to improve the product. Recent developments include a percent-of-power calcu- lator, improved lean-fi nd detection and annunciation of rich-of-peak or lean-of- peak operation, plus internal data logging. (Finally!—Ed.) Th e data logging

KITPLANES March 2008 39 All About Avionics continued tank autodetect (tells the fuel computer Pros: One of the best color engine the tank is full, in case the pilot forgets, monitors for the money. Th e EMS- doesn’t have the capacity of the other which I frequently do), an analog fuel- D10A fi ts into a 3.125-inch instrument units that use external memory, and fl ow dial indication, and minimum red hole. Wiring harness and probe/sensor you still have to get the data out using line for tach and oil temp for engines package is complete. a laptop computer at the scene, but the such as the Rotax. In addition, Dynon Cons: Screen brightness (lack thereof) company says more is coming in future has released a full bidirectional network, in sunlight, fewer features/functionality soft ware releases. so the EMS works a lot more seamlessly than competitors, limited data logging New features this year include fuel- with the company’s EFISes. capacity.

Manufacturer Model Price Includes No. of Screen EFIS Lean- MP/Tach Displays HP Computer OAT/Carb Temp Probes/ Cylinders Compatible Find Sensors Mode

Advanced Flight Systems AF-3400 $2541- N 4-6 Color LCD Y Y / Y Y / Y Y Y / Y $2741

AF-3500 $2965- N 4-6 Color LCD Y Y / Y Y / Y Y Y / Y $3165 Dynon Avionics D10 $1700 N 2-6 Color LCD/TFT Y Y Y / Y N Y / Y

D120 $2000 N 2-6 Color LCD/TFT Y Y Y / Y N Y / Y

Electronics International MVP-50 $4995- Y 4-6 Color LCD Y - option Y Y / Y Y Y / Y $5485

Grand Rapids Technologies EIS-4000 $995 Y 4 Color LCD Y - option Y Y $60 option/Y N Y / Y

EIS-6000 $1185 Y 6 Color LCD Y - option Y Y $60 option/Y N Y / Y

I-K Technologies AIM-1 $1499 N 4 Backlit LCD Y / $100 N Y /Y N Y / $100 option option. ** AIM-2 $1499- N 4-9 Color LED Y / $100 N Y /Y N Y / Y $1799 option. ** AIM Lite $749 N 4 Color LED Y / $100 N Y /Y N N / N option. ** AIM 3000 $1749 N 6 Backlit Y / $100 N Y /Y N Y / $100 option LCD/Color LED option. ** AIM 4000 $1999- N4-6Backlit Y / $100 N Y /Y N Y / $100 option $2299 LCD/Color LED option. ** J.P. Instruments EDM-900 $2200 Y 4-6 Color plasma N N Y /Y Y Y / Y -$2600 EDM-930 $4200 Y 4 Color LCD N Y Y /Y Y Y / Y $4500 Y 6 Color LCD N Y Y /Y Y Y / Y SensorNetics SN1000-C $695- N 2-6 Color LCD Y Y Y/Y N Y/Y $970 SN1000- $1395- N 2-6 Backlit Color Y Y Y/Y N Y/Y MC $1670 LCD SN1000- $1895- N2-6Backlit Color Y Y Y/Y N Y/Y LC $2170 LCD Stratomaster E-2 $750 N 2-4 Backlit LCD Y N Y/Y N Y/N E-3 $295 N 2-4 Backlit LCD Y N Y/Y N Y/N Vision Microsystems VM1000C $2870- Y4-6Color transre-N Y Y /Y Y Y / Y $3038 fl e c t i v e Xerion Avionix AuRACLE I $5650- Y 4-6 Color LCD N Y Y /Y Y Y / Y-$65 option $5925 AuRACLE $6000- Y 4-6 Color LCD N Y Y /Y Y Y / Y-$65 option II $6300

* Optional in place of manifold pressure on all units except AIM-Lite. ** All units can be confi gured to output serial RS-232 data stream.

40 KITPLANES March 2008 www.kitplanes.com Electronics International one of the highest quality units available temperatures and pressures monitored, Electronics International has made a on the market. Our experience with EI the MVP-50 can read hydraulic pres- name for itself as one of the highest qual- as a company is good. sure, instrument vacuum levels and a ity systems available. Most of its products Since the last installment of the host of specialty items. Like the bet- are fully FAA TSO’d (certifi ed), and EI our engine monitor roundup, nothing ter monitors, the MVP-50 has integral is one of the only companies to produce major has changed in the EI lineup. Its data logging, with a bodacious amount many of its own sensors. As an example, integrated engine monitor is the MVP- of memory: Th e company claims more the EI fuel-fl ow sensor that is machined 50, available for both piston and turbine than 3300 hours at 30-second intervals; and anodized from solid aluminum is applications. In addition to the usual even at a more reasonable once-every-5-

Fuel Flow Fuel Level/ Vacuum/ Volts/ Check- Data Width Height Depth Weight Remote Comments Pressure Hydraulics Amps lists Log- (in.) (in.) (in.) (lb.) Sensor ging Module

Y / $350 Y / Y Through Y / Y Y Y 6.6 5.7 5.5 3.3 N option general-purpose inputs Y / $350 Y / Y Not specifi ed Y / Y Y Y 7.8 6.8 5.5 6.0 N option Y / $200 Y / Y Through Y / Y Y / Y Y 4.1 3.4 5.3 1.3 N option general-purpose inputs Y / $200 Y / Y Through Y / Y Y / Y Y 7.0 4.9 4.5 2.4 N Bright screen option $200. option general-purpose inputs Y Y Y Y Y Y 5.5 5.2 2.4 5.3 /5.6 Y MVP-50T available for turboprop and jet engines. Both include Chelton interface. Tie-ins for CO detectors. Customer confi gurable. Y / $375 Y / Y N Y / Y N N *** 5.9 2.75 2.4 N/A N Special versions available for Rotax 912, Jabiru option 2200. 4000TT available for turbine/turboprop. Y / $375 Y / Y N Y / Y N N *** 5.9 2.75 2.4 N/A N Special version for Jabiru 3300. option Y Option / Y Y / option * Option Y / $100 N *** 6.25 2.5 1.8 < 2.0 N FADEC interface option is $100. /N option Y Option / Y Y / option * Y / N N N *** 6.25 2.5 1.8 < 2.0 N FADEC interface option is $100.

Y / $300 N / Y N / N Option N N *** 3.6 3.6 1.8 < 2.0 N FADEC interface option is $100. option / N Y Y / Y Y / option * Y / N Y / $100 N *** 6.25 3.0 1.8 2.0 N FADEC interface option is $100. option Y Y / Y Y / option * Y / Y Y / $100 N *** 5.0 5.5 1.8 2.0 N FADEC interface option is $100. option Y Y / Y N Y / Y N Y 5.1 5.0 2.0 2.0 N

Y Y / Y N Y / Y N Y 6.0 4.0 2.9 2.0 N Y Y / Y N Y / Y N Y 6.0 4.0 2.9 2.0 N Y Y/Y Y/Y Y/Y Y Y 3.25 2.25 1.25 6 oz. Y- $195 Flexible support for all sensors. option Y Y/Y Y/Y Y/Y Y Y 5.75 4.6 1.75 1.3 Y-$195 Flexible support for all sensors. option Y Y/Y Y/Y Y/Y Y Y 8.2 6.1 1.25 1.75 Y-$195 Flexible support for all sensors. option Y/$185 Y/N N/N Y/N N Y 8.0 3.6 3.8 1.3 Y Y Y/N N/N Y/N N Y NA NA NA NA Y Fits into a 2.25-inch instrument hole. Y Y / Y N/N Y / Y Y Y 5.1 5.0 1.5 0.8 Y Price is for carbureted engines. Vision Confi g system allows user to program on laptop and upload. Y Y / Y Y / Y Y / Y N Y 6.25 4.5 2.0 1.8 N

Y Y / Y Y / Y Y / Y N Y 6.25 4.5 2.0 2.5 Y

*** Data logging through serial data output to another device.

KITPLANES March 2008 41 All About Avionics continued EFISes, TruTrak EFIS, and others. ing spectrum. Th e current lineup con- Pros: Th ousands of units in the fi eld. sists of fi ve models that span the range seconds rate, that’s plenty of memory. Impeccable reliability record, decades from a simple engine monitor to a full- Th e MVP-50 is a two-part system, of experience, knowledgeable staff , best fl edged system with pitot-static instru- with a remote sensor box that can be of class pricing, company owned by mentation (not really an EFIS because mounted to the cabin side of the fi rewall homebuilders. there are no attitude indications). All to reduce sensor wire length and help of the systems use a similar display phi- tidy up behind the panel. losophy. Th ere are discrete numeric and Pros: High quality sensors, excep- graphical elements; the graphics are tional customer service. rectangular LEDs that permanently rep- Cons: Higher priced than competitors. resent a certain parameter. Th at parameter is, therefore, always displayed, and Grand Rapids Technologies its range can be discerned at a glance. Grand Rapids has likely delivered more Th ose bar graphs are backed up by of its popular EIS (engine information simple numeric displays, LEDs and/or systems) than all of the other compa- an LCD dot-matrix screen for more nies combined, making it a stalwart in precise data representation. When there the industry. New for 2008 are higher are more channels monitored than dis- resolution monitors. Th e large and high- plays, a button allows the pilot to scroll resolution screens complement and inte- through them. grate into GRT EFISes. With the newer Th e one thing that could be consid- I-K Technologies AIM-Lite. systems GRT has provided more inputs ered a negative is that the basic param- such as the ability to monitor trim posi- eters are programmed at the factory; tion, fl ap position, outside air tempera- Cons: Not many, other than the some- there’s no changing, say, CHT alarm ture, multiple bus voltages, multiple what dated display of the EIS series, now limits on the fl y, as is possible with other bus current draw/amperages, and many corrected with an optional machined monitors. more inputs. GRT is also one of the few overlay. Pros: Th e “all in the green” display is companies designed to seamlessly work intuitive to look at peripherally. Price with the Aerosance FADEC system. I-K Technologies point is good. GRT also outputs its engine data stream I-K is one of those companies that has Cons: Less functionality than some to third party systems such as the Verti- a devoted following, and has staked out competitors. cal Power Management system, Chelton the low-cost end of the engine monitor- J.P. Instruments Longtime engine-monitor developer J.P. Instruments continues to refi ne its Where Precision Yields Performance all-in-one engine monitors, which are the EDM-900 and the EDM-930. Th e 900 uses an orange plasma display with For 23 Years the parameter scales printed on the front BPE has provided face. It measures all the primary vari- the highest quality ables including volts and amp, outside- air temp, fuel level and fuel fl ow. It can engine work for handle up to six EGTs and CHTs as well many of the world’s as two turbine-inlet temperature (TIT) most successful pilots. channels. Th e EGT/CHT display is • New Lycoming and Superior nearly identical to the bar graph used on Experimental Engines the company’s popular EDM-700/800 • Introducing the Lancair Reno Edition series, with a “missing bar” denoting the IO-550 and TSIO-550 series CHT value for each cylinder. • All Overhauls to Factory New Limits More recent in the JPI lineup is the • Experimental High Performance Modifications EDM-930, which uses a color LCD and • Verifiable Test Cell Data on Every Engine therefore has much greater fl exibility. • Prop Strike Inspections FAA CRS Q8RR231Y Th e CHTs and EGTs are split into sepa- Call Today rate columns. All parameter scales and (918) 835-1089 • www.barrettprecisionengines.com limits can be programmed outside the

42 KITPLANES March 2008 www.kitplanes.com MGL Avionics is expected to debut sometime in 2008, Th e MGL Stratomaster series of instru- according to the company. mentation remains extremely popular. Pros: Proven reliability, great cus- With the release of the new Enigma line, tomer support and value. MGL off ers a color display coupled with Cons: New generation of systems uses its EFIS systems. Th e rectangular-for- somewhat lower quality connectors. mat E-2 engine monitor is tailor made for Rotax 912 installations—something SensorNetics that other monitors struggle with or sim- New to the market in the past year is ply don’t do well—with four EGTs and a suite of instruments off ered by Sen- two CHTs (actually the coolant temp sorNetics of Ontario, Canada. Off er- MGL Avionics/Stratomaster E-3 at opposite-corner cylinders). Th e E-3 ing refreshing new instruments that is a new unit that fi ts into a 2.25-inch are more than simple graphical engine instrument hole. Th is unit has a new “rotary box and uploaded for use, so that each encoder” (knob) to builder can create a custom set. Both the help move through 900 and 930 will compute percent of the menu system. We power and will log engine data. Recent have not installed any developments include a move to USB of MGL’s units in our (from standard serial) connections for shop, but the com- downloading recorded data. pany has an excellent Pros: Good fl exibility in the 930 for a reputation, and seems reasonable price. to create new features Cons: Currently does not “talk to” almost daily. A 3.125- EFIS systems. inch version of the E-3 SensorNetics SN1000-SC, CC and LC.

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KITPLANES March 2008 43 All About Avionics continued Vision Microsystems ment. Xerion is also one of the few sys- Vision Microsystems was an early pio- tems that has received FAA certifi cation monitors, SensorNetics has combined neer in large-screen graphical engine for installation into some certifi cated a compact, lightweight and extremely monitors, and was also one of the fi rst to aircraft . As a standalone engine moni- powerful engine monitor with a sleek receive FAA certifi cation for a graphical tor the system appears to be of high engine monitor. Th e company quality. Two basic units are available, was purchased by JPI in 2004 one that has the entire machine in the and suff ered some early sup- panel-mounted case and another with a port issues. Th ose seem to remote sensor box. Note that you’ll need be resolved. Th e two choices external fuel-level gauges. in the line are the original Pros: Unique display, high quality, monochrome VM1000 and and now FAA certifi ed. the new, color VM1000C. Cons: Unique display, relatively new, Th e VM1000C can be repro- somewhat expensive. grammed in the fi eld with new limits and alarms, and CONTACTS both units support data log- Advanced Flight Systems Inc. ging. One bit of news is that www.advanced-fl ight- JPI has switched the VM1000 systems.com lineup to its own grounded 503/263-0037 probes and sensors, which creates commonality for the Dynon Avionics manufacturer and better sup- www.dynonavionics.com 425/402-0114 port for the customer. Pros: Good size installed Vision Microsystems VM1000C. Electronics International base, familiar to many pilots. Good www.buy-ei.com price point. One of the few companies 877/318-6060 to have earned FAA certifi cation on its and colorful graphical display. products. Grand Rapids Technologies Th e company off ers a range of instru- Cons: Doesn’t communicate with www.grtavionics.com ments from the SN1000-CC (compact current EFISes. 616/245-7700 color) to the SN1000 LC with an 8.4- inch display. Th e systems are priced I-K Technologies without probes and sensors, but the www.i-ktechnologies.com 818/302-0606 company off ers a variety of sensor packages to accommodate most popular J.P. Instruments, Inc. engines. www.jpinstruments.com One thing that sets the company 800/345-4574 apart from its competitors is the large number of extra inputs designed into the SensorNetics systems, which may be used to monitor www.sensornetics.com not only engine functions, but an entire 613/288-5811 array of other items in the airplane such as landing gear, doors, canopy, pitot, Stratomaster (MGL Avionics) etc. We haven’t had the opportunity to Xerion AuRACLE. www.mglavionics.com 877/835-9464 personally review these units, but aft er talking to the factory, it’s apparent the Vision Microsystems company is serious about its products. Xerion www.visionmicrosystems. Pros: Low cost, newer transrefl ective Xerion leaped into the market a couple com color displays and tremendous amount years ago with its AuRACLE graphical 830/755-6330 of room for growth with lots of extra engine monitor. Xerion is unique in the inputs. Low cost is a bonus! presentation of its display for throttle, Xerion Avionix Cons: Relatively new, so reliabil- prop and mixture, which represents a www.xerionavionix.com ity and operability (buttonology) are position of the lever or knob as opposed 800/405-8608 unknown. to the traditional copy of a round instru-

44 KITPLANES March 2008 www.kitplanes.com A plane fl own as much as Stimple’s gets its dings. A proper paint job, though, makes repair a lot easier.

PartP11 11: PaintingPi i the h bbeast. UdUnderstand dh the subtleties bl i of f methods hd and materials before you try them on the real thing. BY BOB FRITZ

“Paint your vehicle with thinned Rustoleum and a roller!” Justifi cation Well, that’s one bit of advice you’ll fi nd on the web. At the Should you go for it? Well, the price of other end of the spectrum is sending your several years’ having a $40,000 airplane painted is worth of work to a distant shop, along with the deed to about the same as having it done to a the house and your fi rst-born child. How about a mid- $400,000 airplane—typically $5000 dle road? Say, do it yourself, but not with a roller? But not to $9000 depending on location, shop with a paint booth, either! experience and quality, and the amount You can do it. It’s not a slam dunk and will take a lot of prep work left to be done. of work, but the satisfaction of getting a pretty fair job Is it a good investment? For the is enormous. Pride of parenthood covers a multitude of $40,000 airplane you’ll spend 12% to misgivings. 15% of the value of the airplane; for the As the conclusion of our “Build Your Skills: Compos- $400,000 aircraft , less than 2%. Th e ites” series, this installment will help you make the fi nal more expensive airplane will see the preparations for painting and, should you so choose, investment paid back when it comes give you a basic grounding in the painting process itself. time to sell. Regardless, many builders A word (or more) of warning: Painting is not inherently elect to paint on their own, for reasons diffi cult but can be unforgiving. Take your time, learn all of pride or economics. you can, and practice on small components or test articles Before we go any further, you need before pointing your gun at your airplane. to check your local environmental

Photos: Bob Fritz KITPLANES March 2008 45 Composites, Part 11 continued regulations regarding spray-painting at home. If you live in a condo, be aware that, even if not harmful, some of these concoctions lack only Macbeth’s three witches for being an evil-smelling brew. Painting at home is oft en not an option.

Tapping the Source Here, a black guide coat has been applied If you want an expert opinion, go see an so that when the next round of sanding expert, right? Joe Fields of Fields Avia- begins all the high and low spots in the tion started by saying, “Preparation is composite shell will be apparent. everything. Shooting paint takes a bit of talent, but it’s not where the work is.” He Aircraft was also high on his list of pointed out an example of an aluminum acceptable cleaners. aircraft with a beautiful paint job that, Your Editor-in-Chief, younger and dumber. Stimple prefers a tiny squeeze of dish- upon closer inspection, showed corro- At the time, circa 1992, SuperFil was the washing soap in a gallon of water, fol- sion starting to lift the paint in spots. new thing for fi lling pinholes in composite lowed by a rinse mixture of 10% rubbing skins. He didn’t know to apply it thin, so “Bad prep; you don’t have that problem an incredible amount of sanding was to alcohol/90% water. He emphasized that with glass airplanes,” he said. “You have follow. a tiny squeeze is all that’s needed for the others.” What others? Why, pinholes of same reasons Fields gave: You have to get course. lengths to give diff erent approaches to it off . Th e alcohol/water helps, but don’t Jerry Stimple owned the premier paint the problem, so we’ll reiterate. Fields’ make it more diffi cult with too much supply shop in the San Francisco area for recipe is to sand down to smooth “…but soap. 30 years and fi nally retired. He is a guy not through the gel coat! It’ll only cre- Th ey both agreed that automotive wax of unbounded generosity when it comes ate more pinholes, and the fabric has and grease removers (not to be confused to helping his friends paint their “pre- gaps between the weave even if it’s resin- with engine degreaser) are great on alu- cious.” He’s done at least four in just the soaked, so the fi nished paint will show a minum, but fi berglass tends to soak up past couple of years and is able to draw pattern.” Stimple agreed, and joked that the stuff and leave a fi lm; before going upon all of the big paint manufacturers it would have more pinholes than the this route make sure that whatever you for the latest products. He’s not wedded carpet in a tailor’s fi tting room. choose leaves absolutely no residue. If to any one process or product. Both had an answer. Fields likes to you’re curious, put a couple of drops on start with a light scuffi ng with 409 a piece of window glass to see if it leaves Preparation cleanser and Scotch-Brite, followed a fi lm when it evaporates. If you want OK, back to the painting. In a previous by rinsing with clear water…at least 10 to be a bit more aggressive, “Abrade the article on composites I addressed pin- times. He emphasized that you should surface with a dual-action sander push- holes, but in my research on this stage of use the original, purple-label 409, not ing 150-grit paper,” Stimple added. the process, I kept being dragged back to the later versions with aroma additives. the little monsters, so let’s have another Th e rinse is needed to get the 409 off , so The Shop Air System go at them. don’t make it harder by adding Divine Fields recommended fi nishing the clean- Fields and Stimple both went to great Springtime to the mix. Simple Green– ing process off with a high-pressure shot of air straight down on to the surface to blow off the dust. Th at brought up the subject of the air system, so let’s digress for a moment into preparing the shop. Even if you don’t plan on shooting the paint yourself, if you have the air system wrong, you’ll set the stage for disaster

At some point, your project is going to look this bad. The motley appearance is from various coats of fi ller, guide coat and more fi ller having been sanded away to achieve a smooth fi nish.

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ForFor fasterfaster serviceservice andand thethe lowestlowest subscriptionsubscription raterate www.kitplanes.comwww.kitplanes.com oror callcall 800-622-1065800-622-1065 Composites, Part 11 continued possible, but Stimple said unequivocally that Split-Second could be slathered on 1 when the color can is opened. (See the up to /16 inch thick and then sanded sidebar, “Compressor Come Clean,” to smooth out ridges as well as fi ll pin- Page 49.) With the hardware fi xed, let’s holes. Th e other sources didn’t mention get back to the airplane. this product, but both groups got fabu- lous results, so it must be the product. Filling the Pinholes Once it sets, you can sand it down fol- You’ve washed the surfaces, and now lowed by a wipe with a clean rag lightly you have to dry them. Heat lamps are soaked with alcohol. Th e alcohol evapo- OK, but that big heat lamp in the sky rates, hastening the drying time. is better, especially if you’re painting Fields emphasized that whatever parts rather than an assembled airplane. product you use, it should be both light- However you do it, be sure to do it, or weight and fl exible. “I’ve seen a lot of you’ll trap moisture under the next coat- airplanes that looked great until aft er a ings. “Paint on a glass airplane sticks by few fl ights caused hairline cracks at the mechanically bonding with the surface, wingroot,” he said. “In fact, I prefer to so scuff it and make sure it’s clean and leave a fl oating gap like a freeway expan- dry,” sayeth Fields. He also advises using sion joint.” The left side of this Pulsar’s fuselage has the product type that was used to build In the previous installment, we spoke had a thick primer/surfacer rolled on; the the airframe. “If the airplane is epoxy, of a guide-coat, and both Stimple and right side shows the fi rst attempts to sand and smooth the fi ller. don’t use polyester-based products.” Fields agreed that it was a good idea, Stimple expanded on that idea and so I’ll reprise it here. When you think urged builders to, “Get to know your you have a smooth surface, clean it and local paint supplier and rely on their spray it with a high-contrast paint. A expertise. Th en buy the products of a rattle-can is fi ne. Th en, sand that off single manufacturer; don’t mix them.” using a long board to expose low spots. Among his product recommendations Don’t use a short block or, worse still, is Split-Second Rapid Sanding Glazing your hand to back up the paper. Either Putty from US Chemical. “It’s so light- of those will just follow the curves. You weight you’ll think the can is empty.” may have to do this a couple of times to In my previous article on fi lling pin- get that jaw-dropping, mirror-fl at fi n- holes, my sources were adamant that pin- ish. Skip this step, and you’ll have an hole-fi ller should be applied as thinly as adequate, but not spectacular, result. Lighting Here’s an area where most of us go wrong: We add a bunch of shop lights up high over the project and consider it adequate. Not according to Fields. A proper regulator-particulate fi lter-dryer He strongly recommends that you set is not cheap, but a cheap one is more expensive. Don’t forget to use the drain a 4-foot fl uorescent lamp on a tripod every week or so. and position it at the height of the surface you’re working on. At the other end ticles, and you’ll only create scratches you should have a dark background. Th e while trying to eliminate them. Buy it combination, he says, makes disconti- from your local automotive paint store, nuities show up faster than the end of a not the hardware store; hardware cus- three-day vacation. tomers are sanding on wood and laying down heavy coats with a brush. Sandpaper All sandpaper is not alike. Th e cheap The Spray Gun stuff is likely to have varying sizes of par- If you’re like me, you’re hoping that a

Here’s a cheater valve. It’s useful for knowing the air pressure at the spray gun, but don’t use it to adjust line pressure; set that at the regulator.

48 KITPLANES March 2008 www.kitplanes.com turbinaire.com 3 . need is /8 inch ID or larger air hose and Th ose vacuum cleaner parts led the a gun. A turbine system goes for about high-pressure gun guys to fi gure out how $800, while a top quality HVLP gun to do it without the turbine. Although a is less than half that. Point for HVLP. turbine and an HVLP system work to Th ose $50 HVLP guns? Stimple won’t produce a gentle spray, they have dif- touch them. Visit www.binks.com to see ferent approaches and advantages. Th e the gold standard in this area. By the turbine doesn’t overly compress and way, you should have those dryers and then expand the air, hence there’s no traps even if you don’t have HVLP. How entrained condensation, and what little do the experts vote? Fields likes his tur- heating there is tends to aid the atomiza- bine, and Stimple likes his HVLP. This gun from Binks is the gold standard tion of the paint. Forget about entrained Stimple then tackled the setup of the in HVLP. That black cylinder at the base is a oil. Point scored for turbines. HVLP and cleared up some misconcep- line fi lter/insurance. Getting set up with HVLP is cheaper, tions. HVLP does not mean low-pres- though, assuming you already have an sure air is supplied to the gun. “Th e gun better gun will off set the need to sand, adequate compressor with dryers and itself reduces the pressure,” he said. “You sand, sand. It won’t. But with that desire traps for your other air tools, all you need about 45 psi at the gun, and the line in mind, I’ve saved the spray gun for last. You’ve cleaned up the air delivery system, so let’s talk about the business end. Now hear this! A compressor, 50 feet wall in a zig-zag pattern that has every of ¼ inch line and a $25 spray gun is not Compressor zig and zag going downhill, back to adequate. If you can’t or won’t build a the tank. The air will cool and, when good air system, stop right now and send Come Clean it’s not fl owing, the condensation will your project out to be painted. drain back to the tank where you can Let’s take a look at spray guns and Do not spray your work with anything dump it.That’s just a start, though. work back toward the compressor. other than clean, dry air. What’s clean? That fi lter we put in the branch line will Th ere are lots of ways of spraying paint The compressor uses oil, and some also remove water as well as oil and onto your airplane, but that airless of it will become entrained in the particulate. It’s not rocket science, but if sprayer you used on the house is not one compressed air. If you use air tools, you you want to do it right, go to your local of them. Th e three most common ways might also have an in-line oiler. That auto-paint supply store. You can fre- of spraying paint are high-pressure guns, means you’re spraying vaporized oil all quently get a diagram of a good system turbine systems and HVLP guns. over the surface you just washed. Not along with the parts to build it. High-pressure guns. Th ese are the good. Even if you don’t have an in-line I’ll slip my two cents in here, and, cheapies that operate at about 45 to 60 oiler, the pistons within the compres- although I’ll get a lot of “I did it and it psi and 8 cfm. Paint has become expen- sor may be lubricated with oil from the works fi ne” letters, I’d advise against sive, and the EPA put a halt to some of sump, and some will get into the lines. using PVC for the distribution lines. My the really nasty chemistries—especially The solution is to get the oil out of shop was equipped with 2-inch PVC to the quantity of solvents that were the compressed air by, at the minimum, all around the ceiling with eight drops being dispersed—so these guns are rel- putting a tap upstream of the oiler and to plug-in fi ttings. It had more leaks egated to water-based paints. installing a fi lter on the new branch, than a Congressional committee in an Th at led to turbine guns. Th ese use a then using hoses that are dedicated election year, so the compressor kept small turbine blowing warm air through to spraying. The inside of those other coming on at night. One of those leaky a large diameter hose to generate 3 to 8 hoses is coated with oil, so don’t use joints fi nally failed with a thunderous psi and 100 cfm. Th e fi rst versions of them for anything other than air tools explosion that sent large shards of these were built using vacuum cleaner that require oil. sharp PVC all over the shop. I shudder components, and they worked well. Th e Now add in the fact that air gets to think of the consequences had I been low pressure means that they gently lay hot when it’s compressed and, when it nearby instead of in the hangar. the paint down instead of blasting it all cools, the water vapor in it condenses Now you have clean, dry air ready for over the shop, so, with practice, you can into liquid. Don’t believe it? Go open the fi nal hose to the sprayer. Quarter- get as much as 85% transfer effi ciency. the drain at the bottom of the tank, but inch inner diameter hose is cheap , but With paint costing $200 to $400 per put a pan under it fi rst. You can get the it has too much of a pressure drop; use 3 gallon, that’s an important number. To water out by running a hose up the /8 inch or larger. —B.F. learn more about these, visit www.fuji- spray.com/what_is_hvlp.html or www.

KITPLANES March 2008 49 Composites, Part 11 continued Protective Clothing Th e EPA may have gotten rid of the 3 loss is about 1 psi per 10 feet of /8 inch worst of the concoctions, but you should hose. So, for a 50-foot hose, crank up the still not go cheap on a respirator. Here’s pressure to 50 psi and let the gun do the one good reason to get to know your conversion from pressure to volume.” paint supplier. If he/she advises a full Stimple’s Lancair is no hangar queen. It’s He also described a “cheater,” a small suit and external air, either buy it or a working plane, fl own on a 2-hour daily gauge with a valve that can be attached change paints. You don’t want the paint commute, and with four transcontinental to the base of the gun. “Don’t bother job to last longer than you do. trips. The paint has to hold up. with them,” he said. “Th ey reduce the pressure but don’t regulate it, so as soon Let’s Start Painting: The Primer face and if it makes a rough noise, use a as you let off the trigger the line pressure Two-part primers were recommended fi ne Scotch-Brite pad to smooth it.” goes back up to tank pressure. Just set it by both of our experts. Better adhesion Layout of a multi-color system has its at the tank where you’ve got a true reg- with a smoother surface was the advan- own perils. Stimple advises that if you ulator.” Of course, a portable compres- tage. But check with the manufacturer can get your hands on one of those old sor used to drive a nail gun won’t keep of the fi nal paint system to ensure com- overhead projectors, put a half-black up with an HVLP gun, so when you’re patibility. Sand the surface lightly with sheet on it and you’ll get a perfectly shopping for a gun, be sure to check that 180 grit, blow it off and then shoot it straight line on the side of the fuselage. requirement. again. Th en give it a light sanding with Th e paint job will also require a clear- As for gun confi guration, there are 400 grit and water, and let it dry. coat to blend the ridges at the color some with one-quart cups on top, with a Take your time here. Be sure there interfaces. Th erefore, each color should cup on bottom, and others with a siphon are no visible fl aws aft er the fi nal sur- be thin, and that requires a very good tube leading to a separate paint con- face sanding or they’ll show through the base or any less-than-perfect sanding tainer. Stimple says that a top cup has fi nal coat of gloss paint. When in doubt, will show through. the advantage of gravity feed and may, sand smooth and re-prime. Now, here’s the crazy part: Th ese two- therefore, require less pressure and use part paints are made to be buff ed to a 100% of the paint. Finish Coat glass-like smooth surface, but to keep If you have a gravity feed cup, shoot- Paint schemes and colors are totally sub- the weight down we have to keep the ing upward onto the bottom of the wing jective, except that most composite-kit thickness down. When we put our fi nal is nigh-on impossible. 3M came up with manufacturers specify white (or at least clear coat on and buff it down to level, a dandy accessory, though. It’s a bag that, light colored) hues to reduce tempera- the scratches in the color show through. once fi lled with paint, tsfi in the bucket. ture buildup in direct sunlight. More- Th at sounds like a fool’s errand, but You invert the gun so that all the air in over, our experts said to avoid metal-fl ake Stimple’s Lancair is a four-color job the bag is blown out; then it matters not paints; many of them contain copious with a clear coat that is unbelievably fl at what angle you’re shooting. quantities of aluminum that will inter- and glossy. “It’s all in the sanding” he Th e turbine gun is a bit diff erent. fere with internal antennas. says. “If that’s smooth, the colors will be Read the manual, plug it into 110 VAC, Fields advises that, if possible, paint smooth.” He also unequivocally recom- and go spray. the wings separately from the fuselage. mends the 3M product line. “You can’t Two good reasons include the obvious get in trouble,” he says. (I’m going to fact that doing it that way is much eas- test that bet and will report the result.) ier than shooting straight up to the bot- Fields’ favorite supplier is Poly-Fiber. tom of a wing; it’s also easier to control Th e color coat, if it’s the fi nal one, and overspray. But if you can’t, cover the the clear coat require buffi ng. But don’t wings with bed sheets and spray the fuse- use anything larger than a 7-inch wool lage from nose to tail. Before you do that, or foam pad at 1200 rpm. “Do not use look for obvious start/stop points such a 90° grinder with a pad; you’ll burn the as seams, and use a fi ne-line tape to tape paint!” Stimple says. One last tip: You off what you’re not painting. When that could wet the fl oor down to suppress area has set up in 24 hours or so, you can dust, but a better idea is to use Sherwin- switch over to painting what’s still bare. Williams Dust Free #55. Spray the walls “Don’t spray over the overspray!” Fields and fl oor, and it will keep down the dust warns. “Pass your clean hand over a sur- by adhesion and electrostatic attraction.

Joe Fields stands by, both fi guratively and literally, his turbine gun—no water vapor, no oil, just clean, warm air and even a fresh-air source if you use a fully enclosed paint suit.

50 KITPLANES March 2008 www.kitplanes.com Painting Outside Stimple has done several aircraft right out between the hangars and within 100 yards of a freeway with astonish- ing results. “First, understand that dirt is unavoidable and that these new paints are, as I’ve said, designed to be buff ed,” he explained. “Still, you should pick a calm-air day, early in the morning, and with a heavy dew fall to suppress the dust. 70° F is ideal, but if it’s cold or windy, forget it.” Incredulity alternates with skepticism until one sees the result. Th en astonishment kicks in. Vinyl Striping If you’re going for a bit less complex process, Stimple highly endorses the use of vinyl stripes and overlays. Th ese allow you to paint one or two colors that cover the entire aircraft , and then add the accent color where you want it. Th ey are usually computer-cut, so almost any design is doable. Th ose jazzy wave- like patterns on a Cessna 172 are a good example. “Just make sure the surface is smooth, because the tape will magnify every bump,” he says. (Applying these is a topic in itself that I’ll cover when I get to that stage with my own project.) Is that all you need to know? Although there are books on the subject, both large and small, some near to “Dummies Guide” level and many that are cures for insomnia, there’s no substi- tute for practice and patience in doing the prep work. As a Lancair owner said, “Everyone has a fi xed quantity of sanding strokes built into them. When you reach your quantity, you’re done.” So procrastinate later. Get a big box of sandpaper, a good spray gun, and remember the words of Dizzy Dean: “It ain’t bragging if you done it.”

Clear leading-edge tape is applied as protection against bugs, rocks and other sources of dings. It’s replaceable, too.

KITPLANES March 2008 51 Dirk Zahtilla’s Excalibur I started construction of Excalibur N53DZ in January of 2006. Aft er research- ing the available kits within my meager budget, I chose the Excalibur based on the cost and the quality of materials used as well as the attitude of Tom Karr, president of Excalibur. Th e process of construction turned out to be very simple and requires only minimal skills. Most of the work is drilling holes and pop-riveting everything together plus the fabric covering. Th e fi rst fl ight was on August 22, 2006. I made one trip around the pattern and landed. It was a brief fl ight, but at least I was able to determine that the fl ight controls were working correctly. My next fl ight was for an hour. I got up to 8000 feet MSL and just spent time making gentle turns and trying to maintain altitude and speed while watching the engine temps. Aft er a while I managed to get the prop setting adjusted better. I was using about 5000 rpm, and speed was 70 to 75 mph. With just the briefest shot of full power, I was at 80 and accelerating quickly, but I backed off then. Aft er getting a better feel for the controls, my next landing was smooth. Th e Excalibur is everything I was told it would be. It’s easy to build, easy to personalize and once it’s trimmed up, easy to fl y. CARSON CITY, NEVADA

David Atack’s Sportsman Th is is Sportsman kit No. 7076, which I started at the Customer Build Center for three weeks in August 2005. I trailered the plane south to Portland, Oregon, and then out to Emerald Aircraft ers, in Troutdale, Oregon, where Ted Backus helped me fi nish the airplane. I did the fi rst fl ight on June 30, 2006, over Troutdale Airport, and then moved the plane to my hangar at Twin Oaks Airpark in Hillsboro, Oregon, and fl ew my 40 hours for the Lycoming IO-390 engine. Th e Sportsman was painted very nicely by Jeff Miller at JMI Motoring in Arlington, Wash- ington, and was just completed at the end of January 2007. Alan Negrin from Glasair took these pictures near the paint shop on the Arlington Airport. I am delighted with the way the Sportsman handles, and the paint job is great. Th e avionics were done by Pacifi c Coast Avionics and include a Grand Rapids Horizon with GPS, Garmin 430, Dynon EFIS- D10A, Garmin SL30 nav/com and transponder, and Vision EMS. It is well-equipped for IFR. [email protected]

Randy Crawford’s RANS S-7S In anticipation of the Light Sport ruling, I purchased the RANS S- 7S in August 2003 and took delivery in January 2004. Although it took twice as many hours as expected (800 hours with a quickbuild option), I couldn’t have made a better choice. Th is was my fi rst Exper- imental/Amateur-Built plane, and I enjoyed building it so much that I built many parts twice just for the fun of it. I received the FAA Air- worthiness Certifi cate in July 2006, but I just fi nished all the fi nal paint and trim work in January 2007. I am amazed how good she looks (considering that it was my fi rst), and happy to say she fl ies even better. Equipped with a Rotax 912 ULS, the performance is more than expected. What a great feeling of accomplishment. RANS provided a great kit, beautiful craft smanship for the quickbuild and excellent support along the way. ROANOKE, TEXAS

52 KITPLANES March 2008 www.kitplanes.com Don Boll’s Sonex On a North Dakota farm strip where my father taught me to fl y 40 years ago, Sonex N395 DB took to the air on May 30, 2006. I want to thank my wife, Sharon, for encouraging me on this project and the other three homebuilts I have completed: a Fisher 303, a Fisher Youngster and a Kolb Firestar. Her enthusiastic attitude kept me on track. Also a big thank you to the Monett family for their commitment to the reality check. I am now working on a homebuilt powered parachute. [email protected]

Bill Hebestreit’s Waiex I saw the Y-Tail article in the April 2005 issue of KITPLANES® and four days later I called Sonex and placed the order for my Waiex. It is your fault, KITPLANES®! Th ere was a 10-week shipping time for the plane, so I had them send me the 80- hp AeroVee engine kit in order to have something to do while waiting. By sheer chance, the Waiex kit arrived on my 78th birthday! My hangar helpers range from 72 to 82 years old, so we named ourselves “Th e Old Geezers Aeroplane Works” and had our T-shirts printed up. It took about a year to complete the plane to the point shown in the picture. Mine is the fourth customer-built Waiex to fl y. Th e paint is Ford Motor Company’s “Screaming Yellow.” Th e aluminum part will take the rest of fall and winter to polish, but for now, we fl y! I had not fl own anything during the build period and ignoring recommendations to “brush up some,” I made the fi rst fl ight myself. I have nothing but praise for the design, because it made up for my poor judgment and brought me home in one piece. It fl ies like a straight tail airplane except I have to keep my feet on the fl oor during turns if I want to keep the ball centered. [email protected]

Mike Betti’s Murphy Elite I began building my three-place Murphy Elite in the fi rst part of 2005 and completed it in exactly two years and 1700 man hours. First test fl ight of N771ME was made February 19, 2007. Besides building the kit, I also rebuilt a low-time 180-horsepower Lycoming engine core. I ended up with a certifi ed engine and prop combination. Empty weight is 1122 pounds. Th e panel has a full steam gauge six-pack and a panel-mounted AvMap EKP-IV. Th e project can be seen at www.mikeselite.com. Th anks to my wife, Lori, for her support and for putting up with the monthly credit card bills. Also thanks to the Rebel Builders Group for their advice when I needed it; to Dave Vandenburg, EAA tech counselor and ABDAR, and to Joe Schum- acher, EAA tech counselor and EAA fl ight advisor. IRON MOUNTAIN, MICHIGAN [email protected]

Submissions to “Completions” should include a typed, double-spaced description (a few paragraphs only—250 words maximum) of the project and the fi nished 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.

KITPLANES March 2008 53 Need to cut a precise hole? No problem—it’s easier than you think!

BY BOB FRITZ

Scary! Taking that first cut into the sheet metal of the panel can be tougher than getting a straight answer from a pol- itician. Th ere was a calming eff ect when you discovered hole saws, panel punches and trepanning tools, but what do you do about that square or rectangular hole? It could be cut with a punch…if you happen to have that exact size and a huge press. Th e metal is too thick for a nibbler, which leaves a saw. But is that the only option? Actually, no. Th is is “Th e Home Machinist,” so it would seem reasonable that we’d walk over to the milling machine. But wait a minute. Th e panel is a bit too large to fi t on the table. We could cut one hole, then shift the material and realign it, but that seems a bit too laborious, and it would still leave a The fi t is about as good as it gets short of doing it with a water jet. large radius in the corners that would have to be fi led away. Th ere must be an pany I worked for. A quarter of a million I could reasonably fi nd, beg, buy or bor- easy way! dollars creates 80,000 psi, pushing a jet row for home use. of water and abrasive particles that slices How about instead of using a mill we Getting Square through aluminum with zero warp- try that inexpensive wood router? Or When I made my last panel I had age and only 0.020 inch of material lost let’s give it a shot with a $25 air cut-off access to a water-jet cutting machine. due to the kerf, i.e., the width of the jet. tool. Th en there’s the crude old jigsaw, I designed the entire panel on a $5000 When that was no longer an option, it but that’s not going to work well. Or soft ware program and then took a CD became necessary to fi nd a technique will it? to the shop that did work for the com- that gave a good result using only what Th e problem involves more than just

54 KITPLANES March 2008 www.kitplanes.com The box is to go into the panel and stop where you see the scale. With only 0.040 inch lip on the bezel, anything other than a square, straight, precise hole is unacceptable.

Look closely and you’ll see a thin black line that was drawn after the cut was made. All methods do not make the same cut.

cutting a rectangular hole; it has to be comes out when the power’s turned on, 1 very accurate. I recently received the but it would be nice to have at least /8 housing for a new EFIS panel and was inch top and bottom. challenged by the lack of overhang on Hopefully, the openings for the radio, the top and bottom of the bezel—a mere transponder and engine display will 0.040 inch of a lip is not much. If this be no more diffi cult, so if I can solve is going to look nice, the vertical dimen- this problem, those will be easy. Th ey For comparison, an inexpensive jigsaw sion has to be within 0.020 inch if it’s couldn’t be worse…could they? Th e fi rst with a new blade was tried. It worked OK going to fi t and not show gaps. Th ere thing to do was to test the tools and but is not the best choice. was plenty of overhang on the sides, but techniques available. So I scribed a line the bottom overlap on a sheet of 0.090-inch-thick alumi- looked just like the num, and I did my best to follow it. top, a very thin margin of error. Trying Out the Bandsaw While I’m on the Th e bandsaw was fi rst. A bandsaw can subject, I need to be used to cut a square hole if you fi rst vent a bit regarding drill a hole in the area of the scrap, then instrument panel cut the blade, push one end through components: Th e the drilled hole, weld the blade back three characteristics together, make the cut, break the blade basic to long-term and you have your part. Not much fun customer satisfac- and defi nitely not the best scenario, tion are form, fi t and especially when you don’t have a blade function. Function welder. But for comparison of sur- is now 99% soft ware face fi nish and straightness of the cut, based and will be I thought I’d give it a try with just an The thin abrasive blade goes through the aluminum quite eas- changed, debugged, ordinary don’t-break-the-blade cut. ily, and control is very good as well. This was the clear winner. revised or upgraded before you even Then Comes the Jigsaw get the equipment Th e most common attack to the prob- installed, so what you see is not what you lem is the jigsaw. It has the disadvantage, get, or what you will have next year. Can though, of not being as controllable you spell iPhone? as the bandsaw. Like the bandsaw, you Form is up to you and the stylist. start by drilling a hole…no, make that It does seem humorous, though, that two holes in the area that will drop out. Henry Ford’s Model T and this lat- Don’t try to make the holes tangent to est bleeding-edge technology are both the lines. Doing so creates two prob- available only in black. lems: One, the width of the blade means Fit, however, is ignored until you’re you won’t be able to start the cut on the And the scrap drops out. Notice that there staring at the panel and sensing the line, so all you’ve done is risk going over are no drilled holes because this was done with the cut-off wheel. clouds of incipient disaster. Th e sun the line when you drill the hole. Two,

Photos: Bob Fritz KITPLANES March 2008 55 Home Machinist continued you’ll still have a little nub of material that will have be fi led off . Placing the two holes in opposite corners allowed me to cut the two sides closest to each hole, then, aft er the majority of the material was out of the way, turn around and cut back toward the corners where the holes were drilled. However, it’s tough to get the cut to restart at that shallow angle, so resign yourself to a lot of fi le work. Not fun. Someone out there is about to write, advising me to drill small holes in each corner as a starting point for the saw. While it’s a nice idea, especially as a way From top to bottom we see the surface fi nish produced by a jigsaw with a new blade, a of avoiding stress concentrations and router with a ¼-inch cutter, a cut-off wheel on an air motor and a low-cost bandsaw. subsequent cracks, a hole large enough for the saw blade is not practical with your workbench looking like the tun- motor. Ear and eye protection are vital the way-too-small fl ange on the top and nels in that ant farm you had as a kid.) here. Even a particulate breathing mask bottom of the screen; it would show. High hopes were dashed, however, when might be a good idea, because this put the cut wandered. Th ere’s a tendency for out a lot of aluminum powder. Next, the Router the entire tool to go away from, or into Start about a half-inch from one cor- Th e next tool was the router. Th is the fence, because of the nature of the ner and then descend into the material sounds really weird! A wood tool used rotating cutter. But that’s why the fence while moving toward the next corner. to cut metal? Yes, and it will work fi ne is there, so why did it not cut right on Th is lateral motion keeps the cut from under the right conditions. Th e trick is the line? occurring over too much of the circum- to support the material on a sheet of ply- Some experimentation revealed that ference of the blade and bogging down. wood, and then place a fence or guide on the bit itself was bending. Th is was a Aft er the blade breaks through in about top to keep the tool going in a straight wonderfully successful technique with 1 inch of travel, reverse direction back line. I set this up with ¾-inch-thick ply- the thin aluminum on the back deck to the starting corner. Th e blade is cir- wood held with wood screws so as to of my RV-6, so it must be that it is lim- cular and the axis of rotation is above 1 both clamp the aluminum and act as a ited to material less than /16 inch thick. the material, so it’s not cutting straight fence. Look closely at the photo of the cut down. Th at means you’ll have to stop Setting up the router proved to be made by the router, and you’ll see that short of the ultimate end point, leaving straightforward. Th e base is exactly 6 one end moves away from the black inches in diameter and the cutting tool line. Th e surface fi nish was not is 0.250 inch. If I cut to the inside of the nearly what I expected either. It line and have the router moving outside was acceptable, but not great. the cutting zone, I have to position the Although the router was dis- fence 3 inches minus 0.125 inch from appointing for fi nish work, it was the line. It’s a simple thing to check by useful in cutting the panel out of just putting the router in place with the 4x4-foot sheet, which just was not power off . going to go through my bandsaw. Next, the bit has to be extended so Th e jigsaw would have worked, but that it cuts through the depth of the it was fun to see my neighbor’s face aluminum. Th at’s the reason for that when the chips started to fl y. fl at scrap of wood under the part. (You Finally, I used a thin abrasive could leave this out if you don’t mind wheel on a 20,000-rpm pneumatic

The center of the cutting wheel has to be above the panel; consequently, you can’t cut to the corner while cutting all the way through the material. Finishing off with the pneumatic jigsaw, though, was easy. Round out the corner with a small rat-tail fi le and you’re done.

56 KITPLANES March 2008 www.kitplanes.com "APDF0-

a tiny tab. Reverse direction again, going back the way you started, and continue to the next edge. Now, repeat this for all four sides. Th e center won’t have fallen out, though, because you’ve left a tiny tab in each corner. You might be tempted to turn the material over and cut from the other side, but a pneumatic jigsaw will fi nish 1 that last /16 inch, and a quick touch-up with a fi le gives a straight, smooth edge with absolutely square corners. Th ose corners, though, are too square. Cracks start at corners like that, so eliminate the inherent stress concentration by using a very small round fi le to give the corner a radius. Th is worked well. Loud, yes, but the surface fi nish was great, and keeping it on the line was easy.

Making the Cut KITPLANES ® DIGITAL EDITION What about the results? Th e jigsaw and KITPLANES DIGITAL EDITION the bandsaw gave a predictable fi nish isis PerfectPerfect Internationalforfor Readers that’s largely a function of the quality of the blade. Is it new? Are you using a ★ InstantInstant onlineonline accessaccess 2424 hourshours aa day,day, ★ FREE unlimited use of KITPLANES® searchable metal-cutting blade of at least 18 teeth 7 days a week online Product and Supplier Directory ★ Email announcement of each new issue per inch? If not, you’re only making the ★ FREE unlimited use of online article archives, ★ 12 monthly magazines in convenient regularly $7.50/article job more diffi cult. PDF format to view on your computer PDF format to view on your computer ★ Annual Aircraft and Engine Th e width of the blade can help. By ★ FREE unlimited use of KITPLANES® Buyer's Guides included width, I mean the distance from the point searchable online Aircraft Directory, ★ Subscribe to KITPLANES® Digital Edition a $239 annual value! of the teeth to the opposite edge. Th e www.kitplanes.com larger the width, the straighter the cut. www.kitplanes.com While we’re taking a look at the blade, Subscribe now to receive a full year of electronic access for just $26.95 (US $). notice that there are alternating teeth off set left and right. Th e blade may be made of material only 0.020 inch thick, but if the teeth are off set 0.005 inch, the result is that 0.030 inch of the material winds up on the fl oor as micro-chips. Th e remaining groove is due to a feature of blade technology called “kerf,” and it can vary from blade to blade. Its purpose is simple: Without it, the blade would tend to bind in the groove. Th e bandsaw had the same fi nish, and, with care, roughly equal straightness as the jigsaw. But that need to break and weld a blade makes this a no-go right from the get-go. Th e surprise was the cut-off tool with the 3-inch abrasive wheel. It was easy to stay on the line, and its large diameter meant that it wouldn’t easily wan- der. You’d better start straight, though,

KITPLANES March 2008 57 Home Machinist continued because you won’t make a correction easily. Conversely, don’t try to change direction while deep into the material; you’ll break the wheel, and at 20,000 rpm the pieces are dangerous. I’ll repeat that: Don’t ever use the side of the wheel as a cutting surface. It is fi berglass and as you cut the material, you are cutting the wheel and breaking the glass fi bers. Th e result is that you’ve broken the fi bers that hold the perimeter of the wheel, and the resulting shrapnel is dangerous. Th e upside is that it gave a superb fi n- ish, and only required a tiny bit of saw and fi le work in the corners with a quick wipe of a Scotch-Brite pad to soft en the sharp edges. Six inches across the base, plus or minus the radius of the cutting tool, tells you where As you can see from the photo, I got a the fence should be placed. superb fi t that needed only a tiny bit of fi ling. Inasmuch as this was a new technique, I cut a bit undersize and with that miniscule fl ange there’s not much room for error. When I cut the openings for the radio and the transponder, I’ll be a bit braver and go right up to the line. (Breathe deep, push, chant your mantra…) A neighbor suggested a plasma cutter. I’ve used them and they are great for this sort of thing. Maybe for my next birthday, but $1000+ is a bit beyond the budget right now, and the cutting wheel works fi ne. When I get a plasma cutter, I’ll show you how it works, but for the time being that’s not in the cards.

The upper board is both a clamp for the material and guide fence for the router.

The router cut (left) was straight as long as the motion was constant. If you stop, the cutting tool will continue to move sideways as its fl exure relaxes. The result is a wobble at the end and at the beginning of the cut.

The sheet of material was too large to work in my small bandsaw, and too thick to cut with hand shears. Roughing it out with the router made it easy to get a workable size of material.

58 KITPLANES March 2008 www.kitplanes.com Here’s the fi nished item. It’s a good start, and there are only another dozen or so to go. An Ounce of Prevention... Th is would all go away if the manufacturers of the components would either give us a tiny bit more fl ange and/or have their tool-and-die makers come up with a punch/system specifi c to their product. You would buy the component and add on a deposit for the tool. When the tool is returned to the component maker, you’d get some portion of the deposit back. How about it, manufacturers? Next month we’ll look at a computer program that will allow you to make a 3D drawing of each of the items for your panel, and then arrange them into the perfect layout. From that you’ll be able to make a precise drawing of the fi n- The pneumatic saw is one of my favorite tools. It’s inexpensive, too. That black swivel ished panel, and the soft ware is free! on the hose really helps to control any pneumatic hand tool. You will need one for each hose. Editor’s note: If you have specifi c questions for author Bob Fritz, or if you have certain projects you’d like us to cover, email us at [email protected] with “Home Machinist” in the subject line.

This is what can be done with a high-pressure water jet saw moved by stepper motors controlled by a computer. The door was not cut from another panel; it’s the drop-out when the opening was cut.

KITPLANES March 2008 59 SPORTPLANES MARKETPLACE

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Aircraft manufacturers state that these designs meet the required light-sport aircraft specifications and can be operated within the performance limitations of the rule:

E-LSA and S-LSA (208) 465-7116 manufacturers state that they meet the ASTM www.skyraiderllc.com MADE IN USA consensus standards. Aircraft may be available to register as Experimental/ Amateur-Built, Experimental Advanced Online Search Light-Sport (E-LSA) or • prices Special (ready to fly) • stats • links Light Sport (S-LSA) Only $7 for 7 days

60 KITPLANES March 2008 Further fl ight testing and analyzing the data.

Our look at longitudinal fl ying quali- is a small voice recorder. ties continues this month with a few It is diffi cult to fl y the air- more fl ight-test procedures. We will also plane and take accurate begin some analysis to start making notes, particularly if the sense of the data gathered in fl ight test. airplane has a side-stick Before we discuss our next fl ight- or similar one-hand-only test procedure, there is one piece of controller that forces potentially confusing terminology you to use the hand you which must be clarifi ed. The term trim would normally write or trimmed is used to describe two with to fl y the airplane. diff erent situations, which are similar, Dictating your observa- but not identical. From the viewpoint tions into the recorder of the aerodynamicist, an airplane is occupies only one hand trimmed if the net pitching moment and your mouth, and it about the center of gravity is zero. This requires no fi ne motor implies that there is no pitch accelera- control. (I used a recorder tion, and the aerodynamic moments during fl ight testing of produced by the fl ying surfaces and the Facetmobile, and it other parts of the airplane are all in made taking data much equilibrium about the CG. When used easier.) in this manner, the term trimmed does To make life easier for the fl ight-testing pilot, use a video not take into account the stick force Test 4: camera mounted so it can see all the relevant instruments and, if possible, the control stick or yoke. the pilot must exert to keep the eleva- Stick Force to Trim tor defl ected appropriately to produce The purpose of this test is pitching-moment equilibrium for the to determine the stick force required to airplane at an airspeed a few knots airplane. hold the airplane in trim at an airspeed diff erent from the trimmed airspeed. To the pilot, the airplane is not other than the speed it is trimmed for. Keep the perturbation small initially. trimmed unless the stick force required The results of this test, in combination Once the airspeed has stabilized, feel to maintain a constant attitude or with the results of the “stick position (or measure) the stick force required airspeed is zero. From the pilot’s to trim” test described last month, will to hold the off -trim airspeed. If you viewpoint, both pitching moment be used to help separate static mar- are fl ying faster than the trimmed equilibrium and control surface hinge gin eff ects from control surface hinge airspeed, you should be pushing on moment equilibrium are required to moment eff ects. the stick to keep the airspeed up. If be in trim. First, trim the airplane in straight- you are fl ying slower than the trimmed and-level fl ight at a moderate air- airspeed, you should be pulling to Testing speed. Once the airplane is trimmed hold the airspeed down. We now turn our attention back to and airspeed is stabilized, perturb If this is not the case, i.e., if you are fl ight testing. One piece of equipment the airplane in pitch by either pulling fl ying faster than the trimmed airspeed that can make taking data much easier or pushing on the stick. Stabilize the and having to pull on the stick to hold

His day job is in aerodynamic design for Northrop Grumman’s Advanced Design orga- nization where he is a principal engineer. A private pilot with single engine and glider Barnaby Wainfan ratings, Barnaby has been involved in the design of unconventional airplanes including canards, joined wings, fl ying wings and some too strange to fall into any known category.

Photos: Marc Cook KITPLANES March 2008 61 continued airspeed, or if you are fl ying slower Warning: If your stick force to trim than trimmed airspeed and having test showed any problems at all, or to push on the stick to hold airspeed, if the elevator position to trim data then you have discovered a problem. taken earlier does not show a stable First and most important: Don’t push variation of elevator position with your luck! Re-trim the airplane imme- trimmed airspeed, do not try the stick- diately if you can, and if you can’t, free stability test because the airplane immediately return the airplane to an may become uncontrollable if the stick Even audio is helpful to the fl ight-test airspeed where you can trim it. This is is released. pilot: This commercially available adapter (P/N 11-00692 from Aircraft Spruce) allows especially important if you are fl ying a hookup between the intercom and a faster than trimmed airspeed and pull- Conducting Test 5 video camera or tape recorder for hands- ing on the stick. As airspeed rises, the First, trim the airplane in straight and free use. stick forces can rise rapidly. Allowing level fl ight at a moderate airspeed. the airspeed of an airplane with this Once the airplane is trimmed and air- type of problem to get much higher speed is stabilized, perturb the airplane trimmed airspeed. If a divergence is than trimmed airspeed could lead to in pitch by either pulling or pushing found, even a mild one, discontinue all a situation where a very large stick on the stick and then releasing it. Keep other stick-free testing. force is required to bring the nose up the perturbations small initially, until 2) How many pitch cycles does the and regain trimmed fl ight. This may be you see what the airplane is going to airplane take to damp the pitching dangerous because of the possibility do. In general, it is better to start with motion caused by the stick input? Usu- that the stick force will get too high for a small nose-up perturbation, because ally this is of secondary importance the pilot to be able to recover. the airspeed will be decreasing and unless the airplane has extraordinarily An airplane with a reversed stick- the control forces decreasing, rather low damping. force gradient is suff ering from either than a nose-down input, for which the a lack of static margin (true longitu- opposite is true. Observe the behavior Analyzing the Data dinal instability) or from a condition of the airplane to get the answers to At this point in our testing, we should known as speed instability, which the following questions: have enough data to form some pre- is usually caused by control surface 1) Which way does the nose move liminary conclusions about what is hinge moment characteristics. Which after the stick is released? causing the airplane to feel pitch-sen- one it is can be determined by looking The initial reaction of a statically sta- sitive to the pilot. From our tests, we at the results from several of the tests ble airplane is to move to correct the should now have the following infor- we have been discussing. Later on, we disturbance. If the perturbation you mation: will see how to analyze the data and put in was nose up (stick pull), then form conclusions. the nose should drop when the stick 1) Stick force per G is released. The converse is true if the 2) Stick travel per G Test 5: Stick-Free Stability perturbation was a push, in which case 3) Curves of elevator defl ection versus The purpose of this test is to evaluate the nose should rise when the stick is trimmed airspeed. the stick-free stability of the airplane. released. 4) Stick force required to hold the air- Because this test involves releasing the If the nose continues to move in the plane at off -trim airspeeds stick in fl ight, it should only be done direction of the initial perturbation, 5) First-order stick-free stability deter- after the data from the tests described then the airplane lacks stick-free static mination. earlier have been analyzed. pitch stability. The faster this diver- If the stick of an airplane is released, gence occurs, the more unstable the The Goal the elevators will tend to fl oat with airplane is. If this situation is encoun- Our goal in analyzing the fl ight-test the apparent wind. This reduces the tered do not sit by and allow the diver- data is to determine which of the two lift-curve slope of the horizontal tail, gence to continue while observing hypotheses about the cause of fl ying- making it less eff ective at stabilizing the behavior of the airplane. This can qualities defi ciencies (discussed last the airplane. If the elevators have a be extremely dangerous, because the month) properly describes the situa- signifi cant fl oating tendency, then the divergence could lead to loss of control, tion. To review briefl y, these are: airplane will be less stable if the pilot is particularly if the divergent motion is Hypothesis 1: The airplane lacks not holding the stick (stick free) than if nose down. Immediately take control longitudinal stability. The static mar- the stick is held rigidly (stick fi xed). and return the airplane to its original gin is too small (or negative), and this

62 KITPLANES March 2008 www.kitplanes.com lack of stability is what is making the For an airplane with a 6-G limit load, lower than trimmed airspeed. If this is plane diffi cult to fl y. this criterion gives 4.2 pounds of stick not the case, then the airplane suff ers Hypothesis 2: The control system force per G as the minimum accept- from speed instability. is giving the pilot poor feedback. able level. Figure 1 shows example results from Some combination of the elevator If the stick force per G of the airplane Test 4 for a hypothetical airplane. The hinge-moment characteristics and is lower then the MIL-8785C specifi ca- only diff erence between the two air- the mechanics of the stick and control tion, we know that there is a real lon- planes shown is the fl oating tendency linkages is causing the feel transmit- gitudinal fl ying-qualities problem. of the elevators. As you can see, one ted from the elevators to the pilot to Unfortunately, stick force per G alone airplane is speed-stable and the other be unsatisfactory. is not enough to decide between our is speed-unstable. Increasing the fl oat- Both hypotheses could also be true, two hypotheses. There are myriad pos- ing tendency of the elevators is desta- and the airplane suff ers from both a sibilities that must be considered. We bilizing. Speed instability can occur on lack of stability and a control-system go over these in detail later in our dis- an airplane that has stable stick-fi xed problem. cussion. static margin, which accounts for the Once the type of problem the air- On the other hand, if the stick force fact that the stick force per G may plane suff ers from has been properly per G is equal to or larger than the be acceptable even if the airplane is nailed down, then we can move on to MIL-8785C value (acceptable), then the not speed-stable. An airplane that is ways to solve it. problem is a little subtler than the case speed-unstable will show some diver- of too-low stick force per G, but there gence in the stick-free stability test Analysis are fewer possibilities to examine. If (Test 5) due to the destabilizing eff ects The fi rst parameter to examine is stick this situation arises, we must look to of elevator fl oating. force per G. the data on stick movement per G If the results of Test 4 show that the MIL F-8785C, which is the MIL SPEC (Test 2) and stick force to hold an off - airplane is speed-stable, we then turn for airplane fl ying qualities, gives the trim airspeed (Test 4) to determine the our attention to the control linkages minimum acceptable stick force per nature of the problem. and the results of Test 2. It is likely that G in maneuvering fl ight for airplanes First, we consider stick force required we will discover that the control gear- with sticks as: to hold an off -trim airspeed (Test 4). In ing is such that it takes a relatively small Min stick force per G = 12/(Nl-1) or 3 most cases, it will take a push force on motion of the stick to defl ect the ele- pounds per G, whichever is greater. Nl the stick to hold a higher than trimmed vators. This can cause the stick move- is the limit load factor of the airplane. airspeed and a pull force to hold a ment per G to be small. This situation is much more likely to occur on airplanes Figure 1. with powered controls than on airplanes where the pilot is mechanically Tendency on Stick Force to Trim linked directly to the controls. 15 If the stick movement per G is too small, the pilot may fi nd the airplane feels sensitive even though the stick 10 Pull force characteristics are acceptable. Summary 5 So far, we have seen that if the stick force per G is acceptable but the pilot feels it is too pitch sensitive, the airplane may be suff ering from a speed 0 40 60 80 100 120 140 160 180 200 instability, which is primarily an aerodynamic problem related to the control-surface design or to improper -5 Push stick-to-elevator gearing. The other situation, where stick force per G is too low, will be the -10 next subject we cover. Once we have Low Floating Tendency established how to determine the root High Floating Tendency cause of a longitudinal fl ying-qualities

-15 problem, we will move on to a look at Airspeed in Knots some of the approaches to curing it.

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KITPLANES March 2008 67 In the middle of our midlife crisis, or “I started it!”

“Commitment is nothing more “We can do it,” I said, squinting at than asking the same question (and hav- the Van’s Aircraft web site, holding a ing the same answer) over and over: recent copy of an RV-10 fl ight review. What do I really want?”—Michael Maya My husband, always the diplomat, Charles, Artful Flying. retorted, “What We? I get to build you After three years of building our the airplane you want? That We?” most recent project, I believe that my Sheepishly, I replied, “I’ll help.” husband and I can safely say that we “Yeah, right,” he mumbled. It would meet Charles’ defi nition of commit- take a little more than my affi rmation ment. The fi rst page of our Van’s RV-10 of assistance to bring him around. builder’s manual is like a fl ashback in What had held him back was expe- Riveting the wing bottom skins into place black and white. Project start: 11/09/04. rience. Our fi rst kit aircraft, a Kitfox is the last step in prepping these wings. Flight-plan designation: HXB. It repre- IV, was built when our children were Imagine, if you will, the kinks this position sents three years of investing in tools infants. He had the construction creates after bucking a few dozen rivets. including a new air compressor—a big knowledge to build the tube-and-rag one—a bevy of drill bits, hand squeez- airplane with its basic electrical sys- They did. The air compressor hummed, ers, dozens upon dozens of diff erent tem. I kept the kids alive and made punctuated by the occasional blast kinds of Clecoes...the list is nearly end- sure he ate on occasion. It took only from the air drill as my husband drilled less. The total invested in materials nine months and 1000 hours. each CNC-punched hole by hand. with which to work the materials was The RV, I knew, was a whole other ani- After match-drilling each part and its around $1400. mal. With its complexity and size, I fi g- components to its fi nal dimension, All that to take fl at-packed crates of ured it would take three or four times that part had to be disassembled and pre-drilled aluminum and transform as long to fabricate and assemble. The the skin dimpled. Dimpling is Van’s them into our mid-marriage, midlife diff erence with this project, though, preferred method of providing for crisis machine. was that this time I could help. The fl ush rivets on thin aluminum skins, kids are teens now, and, hey, even they because countersinking grinds away Depends on Who You Ask could help! The transformation of the metal, compromising the strength of If you ask him, my husband will tell you fl at-packed CNC punched sheet metal the bond. point blank that the whole thing, all of and rivets into three-dimensional air- Each time we fi nished fabricating it, is my fault. After all, it was I, back in craft parts was a project designed for and fi tting the parts my husband broke 2004, who craved an all-glass cockpit. more than two hands, and mine were out the sprayer and respirator, draped I’m the one who did the math and real- willing and ready to go to work. all adjoining areas of the hangar with ized that it was never going to happen plastic tarps, and then primed every with our 25-year-old Cessna 182. No, Primed and Ready interior aircraft component with a self- what we needed, I was convinced, was The weekend before the holidays that etching primer. Through these stages a new airplane, with a new panel. The year the rudder began to take shape. in the building process the project was only way we could have it on our bud- First we fi tted the parts together to see really just a giant Erector set, but that, get was by building it. if the factory-punched holes lined up. of course, was just the beginning.

has taught students how to fl y in California, Texas, New York and Florida. She’s towed gliders, fl own ultralights, wrestled with aerobatics and even dabbled in skydiving while pursuing story Amy Laboda leads over the past 23 years. She holds an Airline Transport Pilot rating, multiengine and single- engine fl ight instructor ratings, as well as glider and rotorcraft (gyroplane) ratings. She’s owned certifi ed aircraft and helped with the build up of her Kitfox IV and RV-10.

68 KITPLANES March 2008 www.kitplanes.com Then we started riveting. I learned not just how to buck, but also which bucking bar to use. I learned when you need a hand-squeezer and about the diff erent kinds of rivets and where and when to use each. I learned about oversized rivets, perfect for when the hole gets a little bigger than originally planned (for example, when the bucking bar slips and the rivet back comes out uneven and has to be drilled out completely—oops!). My small hands and relatively petite frame have proved perfect for bucking in tight corners and on awkward curves. Real Progress By early February 2005 we had the I compromised on my dream panel, The RV-10 fuel tanks are integral units entire empennage assembled, sit- but not much. SteinAir was commis- that bolt on to the front of the wing spar. ting on two sawhorses. The rudder sioned to assemble the combination of This one was removed to install the stall warning vane. waggled. The elevators waved. Sure, a Garmin GNC 300XL, a GTX 327 tran- the end caps were missing and the sponder and SL30 nav/com and dual trimtabs had yet to be fi tted, but there Grand Rapids Technology EFIS instru- under the permanently riveted fl oor it was, the back half of our airplane, no mentation into a mostly pre-wired, and seat panels kept us busy for days, longer a fl at pack of aluminum parts. pre-assembled panel. We settled on as did the fabrication of the many spe- We were amazed and motivated. We’d an interior design and hired Flightline cifi c pins and bundles for each com- only just ordered the fuselage kit. Interiors to make the seat covers. By plicated connector necessary to make Unfortunately, it would be June before summer’s end the airplane—and that the shiny EFIS/MFD screens strut their we could get to work on the wings and is what it looked like now—had an stuff . I’m still waiting to see them light the fuselage. By then the summer’s engine permanently hung, and it was up for the fi rst time, but it’s coming. heat was daunting, and things went standing on its own three wheels. slowly. But progress was made. That was more than a year ago, I Anticipation A year went by, full of trimming realize, as I shuffl e through the pic- Not long ago I watched my neighbor and fi tting and fi nishing the seeming tures, trying to pick the best for our fi re up his Glasair III, seven years in the never-ending task of the fi berglass builder’s log. There’s been a lot more making, for the fi rst engine run. His canopy and doors, and we were think- fi berglass work since then, cutting in Lycoming IO-540 belched white smoke ing about fi rewalls. There were discus- the windows and the canopy to make and coughed, and then roared to life. I sions, long, exhausting debates and them perfectly smooth, trimming and knew he had weeks of work ahead of lots of research, but by Sun ’n Fun 2006, priming the cowls, and then doing him before the plane would fl y, but the it had become obvious there was no it again after a few James modifi ca- noise gave me goosebumps. alternative engine that we were confi - tions. It was nine months waiting on Now I look over at our “pile of bolts” dent enough in or could aff ord, and at the instrument panel and wiring, and and realize that we are well on our way that show we put a deposit on a rebuilt in the interim every fi berglass piece to that same thrilling moment. It won’t IO-540 Lycoming that had come off a on the airplane, from fairings to cuff s, be long, I coo to it, as one might to an storm-damaged Piper Aztec. Then we from tips to wheelpants, was made anxious child watching his older sib- ordered the fi rewall-forward and fi n- ready for fi nal paint. We even picked ling walk through the school gates. ishing subassembly kits from Van’s. out a design and colors, with some The metal, with its carefully preserved While we were at that show, we also help from Craig Barnett of Scheme Alclad coating, just shines back at me, were turned on to Sam James’ Holy Designers (though we are still arguing a little cold, a little sparkly in the early Cowl, wheelpants and his son Will’s over when to do the painting—before winter light. I pull my rings and watch plenum. We loved the looks, the fi n- or after fi rst fl ight). off and set them in a bowl on the ish and the potential for better airfl ow, Once the panel showed up it’s been back corner of the workbench. I hear and we went with it. all about the electrics. Snaking fat main the door slam to the main house and At AirVenture we committed to avi- wire bundles through what had once watch as my husband, still the “builder,” onics, again after much heated debate. seemed entirely adequate conduit heads my way. Time for work.

Photos: Amy Laboda KITPLANES March 2008 69 Solarize the battery.

I’ve been agonizing over this column for the last couple of months. Do I do a simple analog regulator that wastes a few milliwatts, or should I do the engineering optimum design that squeezes the last milliwatt out of our solar charger for the battery? The answer turned out to be yes, and yes. When I did the “peak power” curve for the Harbor Freight 1.5-watt solar panel last month, it turned out that the peak power deliverable from the panel occurred at about 13.4 volts. Serendipitously, the maximum voltage I want to charge the battery to is 13.4 volts, so I can do a simple analog regulator that squeezes the last milliwatt out of the solar charger at the same time. Sometimes engineering works like that. Mostly not. We got lucky. Figure 1. The trade name for this sort of layout is a “rat’s nest.” Each of the black traces As we discussed in “Recombinant will eventually wind up as a copper trace (wire) on the pc board. The art is to lay all the Gas Batteries” (KITPLANES® March-May parts out so that the copper traces are reduced to a minimum, and if possible to lay the traces all on one side of the fi berglass board substrate. The cost of a single-sided board ’04) the recombinant gas battery likes is roughly half that of a board that has traces on both sides, a double-sided board. to be given a full charge, be allowed to discharge to a lower voltage, then matic with preliminary printed circuit regulator itself) that the analog char- be recharged…and so on for the life board considerations, and next month ger is the best compromise. of the battery. This is also a reasonable will cover the artwork to lay out your First, we need a regulated power regimen of exercise for the standard pc board and instructions on how to supply to run the regulator. This fl ooded-plate battery. obtain a pre-fabricated board from the means that the op-amp that will When we did the charger for the RGB author for a few dollars. drive the regulator needs a fairly con- back in 2004, we were pretty free and stant source of operating voltage. The easy with current to power the system, Let’s Get to It op-amp will work nicely on anything as we were working from a fairly infi - We have our choice between a switch- from 5 to 30 volts, so let’s give ourselves nite wall-wart power source. Now that ing power supply and a traditional a little margin. Ten volts is a sweet spot our power source is putting out a few analog type supply. However, with our for this particular amplifi er, and that dozen milliamperes we need to be a solar cell maximizing output power is easy to generate. A constant-volt- little stingier with our voltage regula- nearly where we want our battery to age zener diode is a good place to tor circuit. be charged to, it calculates (including start. However, a zener is only a con- This month will be the charger sche- the quiescent or resting current of the stant-voltage device if supplied with a

began acquiring Aero’Lectrics expertise in 1959, fi xing 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, Jim Weir he runs RST Engineering and teaches electronics at Sierra College. Ask him questions at rec.aviation. homebuilt or visit his site at www.rst-engr.com/kitplanes.

70 KITPLANES March 2008 www.kitplanes.com constant current. To a fi rst approxima- supply stops on the op-amp. Thus, a a silicon diode with a forward voltage tion, Q102 is set up to supply a con- high on the (+) terminal causes the drop that is temperature dependent, stant 1 milliampere of current to zener output to be close to the power sup- just as the battery has a temperature diode D105. How? D102-D104 drop half ply voltage. This voltage turns on Q104 dependence. A judicious choice of the a volt apiece, so the base of Q102 is 1.5 through R110 and Q104 turns on Q101 number of diodes and an appropriate volts below the battery voltage at X101. through R109. It connects the solar resistor ratio in the op-amps will make The emitter (arrow end) of a transistor array plugged into J101 to the bat- the charging voltage track the bat- is always half a volt below the base, tery plugged into P101 through diode tery’s temperature characteristic. so the voltage across R102 is close to D101 and fuse F101. D101 is a sort of 1 volt. Current is given by Ohm’s Law special device called a Schottky diode. Sorting It Out as voltage divided by resistance, so Schottky diodes have the desirable Figure 1 is the “rat’s nest” that a pc 1 volt divided by 1000 ohms is one- characteristic of low voltage drop in board designer is presented as the fi rst thousandth of an ampere, or one mil- the forward direction. At the same cur- step in laying out a board. The large liampere. One rule of linear transistors rent of a silicone diode (D102, etc.), a black rectangle is the outline of the is that the collector (straight line con- Schottky will be about a tenth of a volt, board (this one is 2.5x5 inches) and the nected between transistor and zener) good for solar array charging. 14-pin op-amp U101 has been placed current is the same as emitter cur- A high on the (-) terminal causes in the center of the board. All the rest rent. Therefore, zener D105 has a con- U101A output to fl op, go low, and turn of the black lines are wires that must stant current of 1 milliampere fl owing off the solar array charging current. be connected for the circuit to oper- through it and is relatively unaff ected U101C is set to supply that high to start ate in accordance with the schematic by changes in battery voltage. Q103 the charging current when the volt- (Figure 2). For example, see R120 and buff ers this constant voltage, so at the age of the battery drops to 12.8 volts. R121 on the schematic (left-center on emitter (arrow end) of Q103 we have U101B is set to supply the high to turn the page) and on the rat’s nest (upper a hard voltage of 9.5 volts. C101 fi lters off the charging current when the bat- left corner). Note that R120 and R121 out any noise on the line. tery voltage exceeds 13.4 volts. This are connected together and then to means that the battery will constantly ground (left pins on the rat’s nest). In Flip-Flopper be alternating between discharging to addition, both R120 and R121 have the U101A is an RS (reset-set) fl ip-fl op. A 12.8 volts and being pumped back up other two pins tied together and then high (anything above 5 volts, half the by the solar cell to 13.4 volts. to R118 and R119, respectively. It is left supply) on the (+) terminal causes the Diodes D106-D108 are the voltage as an exercise for the student to locate output (pointy end) of U101 to go fl ip reference for the switching action of these two resistors and fi nd the rat’s and go high all the way to the power U101A-B. We are taking advantage of nest line that connects them to their respective variable resistors. It is my job to untangle this mess and make a pc board that is capable of being produced by an outside vendor. As to the power-saving features that we incorporated into this design, other than taking the resistors to the highest practical values that we could live with, the little LED lamps are the current hogs for the whole design. In sum, they would consume nearly half the power that the solar array can provide. However, U101D is connected as a pulse generator. It delivers a 100 millisecond (0.1 second) pulse every 2 seconds. This is a 5% duty cycle, but it’s perfectly visible once every 2 seconds. That saves 95% of the power that these lamps would consume and is an Figure 2. Each schematic component has a corresponding mechanical dimensioning acceptable compromise between no (“footprint”) layout in the pc board layout routine. It is a horrendous job to take every lamps and current-hog lamps. part in inventory and create a footprint for it in the schematic and pc board program, Stay tuned. It is going to be a good but once it is done, laying out a board takes about a tenth of the time it would to do the layout by hand. year for projects like this.

KITPLANES March 2008 71 LSAs and the Rotax factor.

A look at what’s powering FAA- approved Special Light Sport Aircraft (SLSAs) reveals that most—in fact, more than 73%—of the airplanes on the list come with a Rotax 912 engine. In service, the current domination of the Rotax 912 may be even higher, as the top seller, the Flight Design CT, is one of the many Rotax 912-equipped SLSAs from Europe. Recently Rotax invited aviation journalists to take a tour of its facilities, which are in Gunskirchen, Austria, and I went, representing KITPLANES®. The trip was signifi cant, because in the past, the company was reluctant to allow press visits. Rotax is now part of a new company, Bombardier Rec- reational Products (BRP), and is the current frontrunner in small aircraft engines. Things have changed. Rotax technicians assemble aircraft engines on a special line.

A Bit of History In 1984, development began on Rotax’s supported by a worldwide network Founded in Germany in 1920, Rotax fi rst four-stroke aviation engine, the R- of sales and service facilities. Seventy moved to Austria in 1943 and has devel- 912, which features dual ignition, dual percent of 912 sales are the 100-hp oped a lengthy line of two- and now carburetors and a dry sump oil system. version. four-stroke engines for a wide variety (Although Rotax’s internal designa- Rotax continues to improve and pro- of recreational vehicles. Bombardier tions include the preceding “R,” we’ll duce two- and four-stroke engines—a acquired Rotax in 1970, and the com- do without from here on, as they’re total of about 200,000 per year—for pany’s fi rst aviation engines (Rotax 642 popularly known by their number des- recreational markets including the BRP two-strokes) were approved for pow- ignations only.) Introduced in 1987 as Sea-Doo personal watercraft, Ski-Doo ering a motorglider under European an 80-horsepower engine, the 912 was snowmobiles, ATVs, motorcycles and JAR 22 certifi cation in 1973. soon off ered as the turbocharged, 115- go-karts. Rotax snowmobile engines began hp 914 and then—by increasing bore appearing in ultralights, and the com- by 4.5mm larger bore and the com- The Tour pany responded in 1975 by produc- pression ratio by a point and a half (to Rotax’s decision to publicize its prod- ing a line of two-strokes intended for 10.5:1)—as the 100-hp Rotax 912S. By ucts and processes may relate to signif- aviation. They included the R-277, -377, now, Rotax has produced more than icant competition in the American LSA -447, -503 and the liquid-cooled R-582. 125,000 aircraft engines, and they are market, particularly now that Cessna

served as editor of this magazine for 17 years and began aviation journalism evaluating ultralights in the early ’80s. A former CFI (airplanes, gliders, instruments), he’s Dave Martin fl own more than 160 aircraft types plus 60 ultralights (including a single-seat, no-basket hot air balloon). Now living at a residential airpark in Oregon, he fl ies his Spacewalker II homebuilt as a Sport Pilot.

72 KITPLANES March 2008 www.kitplanes.com Supermarine Aircraft Pty Ltd thet legend lives on has decided on a U.S.-produced Con- not in LSAs) is more extensive testing tinental O-200 for its SkyCatcher. The and a complete documentation trail Cessna LSA unveiled at AirVenture/ that goes with the engine. (For FAA- Oshkosh 2006 was equipped with approved SLSAs, the Rotax 912UL and a Rotax 912ULS. Useful load will be 912ULS engines were approved under lower in the Continental-equipped the ASTM engine consensus standard, Skycatcher, but the slumping dollar/ precluding the need for the extra tests MK 26B euro exchange rate factor disappears. and paperwork and saving thousands Fully engineered fast build kits. Incredibly affordable to build and fly Gathering in Wels, Austria, a few of dollars per engine.) Every Rotax 90% reproduction spitfire “Tried and Proven”. miles from tiny Gunskirchen, journal- aviation engine is tracked throughout ists from the U.S., Canada, Venezuela, its life. 6+ / -4 g V6 260hp the United Kingdom and Germany and V8 400hp were taken to the Rotax facility for a The Products All aluminum 2 Seater briefi ng by the general manager fol- Originally concentrating on two-stroke lowed by a tour of the manufacturing engines, Rotax has seen a complete plant. Every step toward the fi nal prod- shift in its market as four-stroke sales Engine Packages (Firewall Forward) uct, from design through production have doubled in the last three years. Our tried and proven V6 260hp naturally and testing to plans for long-term sup- Four years ago, sales were 80% two- aspirated engine. port, occurs at the Gunskirchen plant. strokes and 20% four-strokes. Now the the V6 320hp Supercharged engine. More than 1200 people work at numbers are reversed. and the V8 400hp. Rotax. The average employee has been Rotax continues to produce the fan- engineered for aircraft Theses packages will there for 14 years, we were told, but cooled Rotax 503 and liquid-cooled suit a variety of aircraft those chosen for the aircraft engine 582 two-strokes, but 447 production engine Price start from $35,000 US division have even more experience. has stopped recently. Now focus- For sales call Mike or Geoff Rotax and its suppliers coordinate ing on the 912/914 market, Rotax P + 61 07 3202 9619 F + 61 07 3202 9219 [email protected] just-in-time delivery of parts such noted some of the unconventional www.supermarineaircraft.com as carburetors, ignition systems and features. Liquid-cooling the cylinder bearings. Forged blanks and cast com- heads adds to the durability of the Authorized Kodiak ponents arrive ready for fi rst machin- valves, valve seats and the heads Service Center For: ing steps. Rotax makes press-fi t, multi- themselves. The engines can fl y for piece crankshafts so that light, reliable, up to an hour without coolant, as the single-piece connecting rods can be lower liners are air-cooled. used. About 160,000 trouble-free, Some pilots who are experienced press-fi t cranks are made per year. with geared engines—particularly Computer-controlled machining and the GO-300 in the Cessna 175—have AIRCRAFT ENGINES initial parts testing are standard, but questioned the reliability of all geared Engines, Parts, much of the engine assembly is done general aviation aircraft engines by hand. Each engine is test-run and including the Rotax 900 series. Rotax & Related Accessories. the results are documented. I was sur- gearboxes, however, have proven to Serving the industry prised to learn that the only diff erence be reliable. In our afternoon session for over 10 years between the standard 912s (which about Rotax aircraft engines, we were 250+ page catalog get a minimum of 20 minutes of run joined by a representative from one of 1-800-LA-ROTAX time) and the type-certifi ed versions the European Rotax service centers. I (1-800-527-6829) Orders (required in type-certifi ed aircraft but asked what gearbox parts are routinely Phone: (863)655-5100 replaced at engine over- Fax: (863)655-6225 haul time. The answer: e-mail: [email protected] gaskets and bearings, www.lockwood-aviation.com not gears or cases. Lockwood Aviation Supply, Inc. (Phil Lockwood, whose Master Service Center 1998/99 Rotax Service Center performs overhauls in Lockwood Aviation Repair, Inc. Specializing in the repair Red valve covers indicate and overhaul of this is a Rotax 914 (back- ROTAX Aircraft Engines ground), on display at FAA Repair Station #L2DR339H Hangar-7 in Salzburg. (863)655-6229

Photos: Dave Martin KITPLANES March 2008 73 FREE continued AVIATION NEWS

SAMPLE

Rotax design, manufacturing and testing Red Bull, Dietrich Mateschitz, is a pilot is done in this facility in Gunskirchen. and aviation buff …and a Rotax fan. Hangar-7 is open to the public. Admis- Sebring, Florida, notes that gearbox sion is free, and if you have more than life depends on proper operation such a few hours in Salzburg, take Bus Line as setting idle speed up to the recom- 2 from downtown. Everyone in Salz- www.avweb.com/kitRed - Vertical2.ai 12/3/2007 5:50:21 PM mended rpm.) burg knows Hangar-7. All 23 aircraft are Recommended time between over- fueled and ready to fl y. hauls (TBOs) was raised in 2003 to 1500 Unfortunately, low clouds and ATTENTION ROTAX hours for the Rotax 912 series and 1200 windy weather kept the CT and the hours for the 914. We were told that StingSport away, and I’d already fl own ENGINE OWNERS! Rotax policy is to make good on these the Tecnam Bravo. But the trip to Han- Are You Receiving all Critical numbers, providing compensation or gar-7 and the late afternoon briefi ng to Safety Service Information credit for properly maintained engines by Rotax Marketing Director Klemens for your Engine? Subscribe to that fail to make the TBO specs. (Lock- Dolzer and Aircraft Engines Manager the Only Factory Authorized wood says some Rotax 912s achieve Michael Wagner was a highlight. Web Site Designed to Serve 2000 hours before overhaul.) YOU the ROTAX OWNER! Wrapping Up Cake Icing I asked about ethanol in gasoline. (Pre- FREE! After lunch at the factory, we journal- mium auto gas is the recommended Email Notification ists and several Rotax managers and 912/914 fuel.) The answer: Up to 5% is of all Rotax Service public relations people were bused to OK if airframe systems can tolerate it. Bulletins Linz Airport, where a special airplane I also asked about overhaul costs PLUS: waited to fl y us to the next phase of the compared with the price of a new ¨ Find Expanded VIDEO Instructions on Critical Rotax Service Documents tour. The idea was to provide us with a engine. Answer: Most moving parts ¨ Find Qualified Rotax Training chance to experience Rotax 912 power are replaced, and the cost is about 70% Organizations in one of three SLSAs: a StingSport, a of the original price. (Lockwood said it ¨ Find Closest Rotax Service Centers Tecnam Bravo and a Flight Design CT. is closer to 60% at his facility.) Even for and Maintenance Technicians ¨ Find Operating Tips & Tricks The half-hour low-level fl ight to pilots like me who have fl own dozens Salzburg Airport was aboard a DC-6, of Rotax-powered aircraft, the tour Rotax-Owner.com the centerpiece of a 23-aircraft col- was a confi dence-builder. SIGN UP & STAY INFORMED lection that resides at Hangar-7 in FACTORY AUTHORIZED Salzburg. Hangar-7 is a combination For more information, visit www.rotax- INFORMATION - EDUCATION - SUPPORT aircraft museum, art museum, world- aircraft -engines.com, and also check out class restaurant…and an architectural www.hangar-7.com. Direct links can be wonder in its own right. The founder of found at www.kitplanes.com.

74 KITPLANES March 2008 www.kitplanes.com THE CLASSIFIEDBUILDER

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KITPLANES March 2008 75 THE CLASSIFIEDBUILDER continued

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Specializing in the Subaru Ea81 100+ HP engine: 2.2 to 1 Belt Drive w/ prop extention, dual Bing carb kit, NEW - COMPOSITE TECHNIQUES Alternator kit, Cam grind, mounts, stainless steel muffler. ROTAX® AIRCRAFT ENGINES Easy ordering - Fast Shipping - Expert Advice - Fair Price Two new books for the homebuilder by Zeke Smith: STRATUS 2000 INC. 5145 SE 3 Rd St., Corvallis, OR 97333 New and Used Engines and Parts. Our commitment to Customer One, is a new edition for the beginner; the second Satisfaction and Technical Expertise guarantees premier service to Tel: 541-754-4114 • Email: [email protected] EVERY customer. book applies the technology to real structures. www.stratus2000.homestead.com FOR THE DETAILED STORY ON BOTH, SEE WWW.RTX-AV-ENGINES.ca [email protected] www.aeronautpress.com ROTARY Engine Conversion Products! 1-866-418-4164 Toll Free Engine controllers, PSRUs, engine moniters, NEW! 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KITPLANES March 2008 77 THE CLASSIFIEDBUILDER continued

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