Homebuilts At Oshkosh

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					                                                                                                                   (Photo by Jack Cox)
 During one of those dreary overcast days at Oshkosh '82, someone got the idea to get all the Rutan designed (and/or derived)
 aircraft together for a picture. The NASA AD-1, which Burt designed around R. T. Jones' (NASA) swingwing concept, was
 placed in the middle and the rest of the aircraft present were positioned in a circle around it. In the foreground is the new
 long winged Solitaire and moving clockwise around are the Rutan/Amsoll Racer; the side-by-side Cozy; the VariViggen; the
 twin engined Defiant; Long-EZ; VariEze and behind it, a Quickie; the push-pull VW powered, 2-place Gemini; and, unmis-
 takably, the STOL Grizzly. Standing with the aircraft is the RAF crew, with Burt on the left. Quite a remarkable display of, well,
 remarkable aircraft.


        HOMEBUILTS AT OSHKOSH                                        line's approach and apparently everyone had tied his
                                                                     — or her — aircraft down, but some highly localized
                        By Jack Cox                                  gusts — probably downbursts — smashed several air-
                                                                     craft in the itinerant area, stacking them atop each
                                                                     other like so many discarded toys. A Breezy was flipped
      ELL, IT RAINED on our parade this year.                        on its back in the homebuilt area, missing Jackie
    In fact, during the deluge on Tuesday evening a                  Voder's Barracuda by an eyelash. Amazingly, the
number of soaked-to-the-skin homebuilders were proba-                highly vulnerable ultralights escaped major damage,
bly giving serious thought to commencing an ark! A                   their owners obviously having learned their lesson a
squall line rumbled across Wittman Field just after                  few years ago on a similar wild night.
dark, lashing it with high winds and literally inun-                    It was also overcast most of the week, with what
dating the place with water. Everyone who had picked                 sunshine we saw pretty well limited to the opening
a low spot to pitch a tent was quickly afloat and had                and final weekends. But that's one of the reasons why
to be evacuated to higher ground — to the Kermit                     the fly-in is scheduled for a full week, isn't it? Any
Weeks hangar, schools, private homes. Any place dry.                 outdoor event is subject to the vagaries of the weather,
There had been adequate forewarning of the squall                    so you schedule for a long enough period that, hope-




                                                                                                          (Photo by Jack Cox)
                                                                                  The Chrysalis, a sort of scaled down
                                                                                  early de Havilland — complete with fold-
                                                                                   ing wings, by Tom Wood (EAA 101537)
                                                                                   of 122 John St., P.O. Box 2080, Brace-
                                                                                   bridge, Ont., Canada POB 1CO. Powered
                                                                                   by a Lycoming 0-235 (115 hp).




12 OC
                                          (Photo by Jack Cox)                                             (Photo by Jack Cox)
The Vancraft, a two-place tandem autogiro buHt by Chuck         The Cozy — Nat Puffer's sMe-by-side version of the Long-
Vanek (EAA 164309) of 7246 N. Mohawk, Portland, OR 97203.       EZ. For further information, contact Nathan D. Puffer, 2182
Powered by a VW conversion.                                     N. Payne, St. Paul, MM 55117.


fully, the law of averages will work in your favor and          were the circumstances of its introduction, that we
give you clear skies most of the time. Over the past            may well not experience anything to top it in our life-
30 years, the EAA Convention has enjoyed extraordi-             times.
narily good fortune, weatherwise; this was simply the               Think about it. We've had the "conventional" trac-
year the odds caught up with us. Hopefully, things              tor configuration around essentially since it became
will get back to normal in 1983.                                standardized during World War I. Subsequently, al-
     Despite the weather and the tragic accidents on            most all the aircraft we've seen have simply been
Tuesday and Thursday, the mammoth event went on                 variations on the basic engine-in-front, tail-in-the-rear
as scheduled. The numbers of people, airplanes, dis-            theme. True, we've had every other conceivable con-
plays, forums, workshops, etc., exceeded anything previ-        figuration created and flown in this same 70 year time
ously experienced at Wittman Field . . . or anywhere            frame, but virtually no "mavericks" have been produced
else. With our nation, indeed the world, in the throes          in quantity.
of the worst economic downturn since the 1930s, there               But, today, EAAers are building canards by the
must be some sort of message in the truly stupendous            thousands, and the wind tunnel wizards down at NASA
crowds that descended upon Oshkosh '82. Industry can            Langley in Virginia think the tail firster is the con-
hardly give away its "business" airplanes these days,           figuration of the 1990s . . . and beyond. In their in-
yet hundreds of thousands of people used their vaca-            vestigations to date, they have found the VariEze/
tion time and their hard earned paychecks to travel             Long-EZ to be inherently stall and spin proof and, in
to mid-America to take part in this thing we call               combination with . . . o r possibly because o f . . .
"sport" aviation. They came from every corner of our            slick skinned composite construction, superior in some
shrinking planet speaking a multitude of languages              performance parameters.
. . . but they all came for the same reasons.                       If, then, we accept the proposition that 1975 was
     The small, personal airplane is obviously a highly         a historical turning point in aircraft configurations,
favored means of transport in mankind's universal pur-          then past experience tells us we are in for a long
suit of happiness.                                              stretch of variations on the canard theme, rather than
                                                                a new "revolution" every couple of years.
                    The Homebullts                                  Let's see, 70 years from 1975 - that means we can
    I heard a lot of EAAers saying, "There's nothing            expect the next revolution sometime around the year
really new this year in homebuilts." Well, there was            2045. right?
. . . and there wasn't, depending upon what one de-                 Look at the majority of the really hot numbers in
fines as "new". Certainly, there were a number of               homebuilt sales since 1975 — VariEze, Long-EZ, Quickie,
new names to add to our lists of homebuilt designs:             Q2, Dragonfly, Glasair. Only the latter has the tail
Solitaire, Grizzly, Gemini, Cozy, Cracker Jack, Zippy,          in the rear . . . and it is composite, of course. This
Kelly-D, Bush Bird, Christavia Mk. I, CHUBy CUBy,               year it was more of the same — Burt Rutan's Soli-
Carothers Aerobatic Midwing, Chrysalis, McLaughlin              taire, his single place powered sailplane, and his STOL
Skybug, Whatley Special and Morrissey OM-1-2. Each              Grizzly; the Cozy, essentially a side-by-side version of
of these was marking its initial appearance at Osh-             the Long-EZ developed by Nat Puffer of St. Paul, MN;
kosh, so must fit at least one perception of "new".             and the Gemini, which could be described as a 2-place,
   What a lot of you really meant, obviously, was:              side-by-side adaptation of the Long-EZ with two Type
"There's nothing revolutionary this year."                      4 VW engines mounted in p u s h ' p u l l fashion, as on
    You're jaded, troops. Those of you who were at              the Rutan Defiant. Both Dave Ganzer of San Diego,
Oshkosh in 1975 for the Coming of the VariEze may               who designed and built the Gemini, and Nat Puffer
never be the same again . . . and you're going to have          had their configurations, canard geometry, airfoils, etc.,
to learn to live with that fact. That airplane was so           run through Burt Rutan's computer program and should
different, so truly revolutionary when compared to              the aircraft go on the market as kits, each will have
the homebuilts that had preceded it, and so dramatic            some sort of licensing agreement with Rutan Aircraft.
                                                                                                          SPORT AVIATION 13
    I suppose it's a good indication of how far we have            the Mulligan, but I can tell you that if a poll were
come since 1975 in our acceptance of wild and won-                 taken of every U.S. aviation buff, asking them to name
derful shapes, that few exactly went bananas over any              their 5 favorite airplanes, I'm certain Mr. Mulligan
of the new canards. There were significant numbers                 would make the totalized list. (The Mustang would be
who liked them and want to build them, but there was               first, of course.) Brainchild of the pugnacious Benny
little of the mind blown ephoria we saw in '75. In                 Howard, winner of the 1935 Bendix and Thompson
short, the technology was appreciated, but the novelty             Trophy races and progenitor of the highly prized line
has obviously worn off.                                            of Howard cabin jobs, the airplane has a virtual cult
    How quickly we become blase'.                                  of admirers. The original was destroyed in a crash in
    (This should be interesting to the factories — who             1936, so it was not hard to fathom the emotions of its
have said, "Well, those canards may be O.K. for home-              rabid fans when a beautifully crafted, exact replica
builders, but we could never sell 'em to the general               came bellowing into Wittman Field. Most had not
public." Once again, the "general public" has proven               actually seen the original . . . so, here in 1982, they
to be far more sophisticated than the marketing/adver-             were miraculously getting a second chance . . . a
tising types give them credit for.)                                chance to stand there under its wing and allow its
    The other homebuilts making their initial appear-              size to come into perspective (it's big!), a chance to
ances were an almost strangely anachronistic counter-              hear that big, slow turning P&W and to see it fly ...
point to the composite starships. The Kelly-D, Chrysa-             and, wonder of wonders, to see the very pilot who
lis and Whatley Special are open cockpit biplanes, that            flew it to victory in the Thompson 47 years ago stand-




                                             (Photo by Jack Cox)                                            (Photo by Jack Cox)
 Chuck Carothers' Aerobatic Midwing is certainly different —       The Christavia by Ron Mason (EAA 59518), RR #4, Elmwood,
with Its deep, slab-sided fuselage, tiny wheels, wire braced       Dr., Belleville, Ont., Canada K8N 4Z4. Built in 1981, It is
wing, etc. — but it really gets the job done! It has an in-        powered by a Continental A-65, has a span of 32 feet and
credibly high rate of roll and excellent vertical performance.     weighs 720 pounds empty. Gross is 1300 pounds. Cruise is
Powered by a Lycoming IO-360 (200 hp) and a Hoffmann pro-          103 mph and the stall is at 40 mph. Somewhat reminiscent
peller. Dr. C. E. "Chuck" Carothers (EAA 51316) resides at         of the Aeronca Champ, the Christavia is to be marketed in
1530 South St. in Lincoln, NE 68502.                               the manner of Wag Aero's CUBy.


barken back to the 20s; the Christavia Mk. I, a Champ-             ing there engaged in an animated conversation with
like 2-placer, and the CHUBy CUBy are typical of the               Jim Younkin. That was Harold Neumann, of course,
late 40s and the Bush Bird and Morrissey OM-1-2 are                who would later arouse emotions to an even higher
all-metal machines representative of the technology of             pitch by roaring around the fly-by pattern in his Mono-
the postwar lightplanes that are still being built by              coupe, "Little Mulligan", in formation with Younkin's
the factories today.                                               big one.
    They . . . and their designers . . . seem to be say-                It's hard to imagine opposite poles more distant
ing, "Look, there were good things in every era of                 than Mr. Mulligan at one extreme and, say, Burt Rutan's
aviation history and this is our way of preserving                 Solitaire at the other. On one hand, a raging brute
them." This, I believe, is the key to the seemingly                of an airplane with 650 horsepower available to muscle
perpetual vitality of the homebuilt movement. It cuts              it through the air . . . contrasted with a tiny sliver
across the full spectrum of aircraft technology, draws             of foam and fiberglass, cleverly crafted to part air
from every era — including the future, which it is now             molecules with an absolute minimum of disturbance.
creating for lightplanes — and has something for                   It's a rather graphic example of the scope of the home-
every interest.                                                    built movement.
    Consider, for instance, the (gasp!) full scale replica
of the Mr. Mulligan racer, completed just this summer                                      Numbers
by Jim and Bob Younkin of Springdale, Arkansas. While                  Everyone always wants to know how many of this
by choice of the owner/builders it was parked in the               or that showed up at Oshkosh — as a sort of barometer
Antique/Classic area and judged as an antique replica,             of what is happening in the homebuilt world. Keep
it is, technically, a homebuilt. Now, if you wanted to             in mind that as I've pointed out many times before,
see some EAAers reduced to quivering blobs of pro-                 the instrument is flawed somewhat, leaning too heavily
toplasm this year, you should have been around that                towards the high speed, cross-country types — for the
handsome brute when it taxied in!                                  obvious reason that it simply takes too long and is too
    If you are not heavily into aviation history, you              arduous a journey to fly 65 mph airplanes from Florida,
may not fully comprehend the adulation engendered by               Texas and California to Wisconsin. Anyway, here is the
14 OCTOBER 1982
                                             (Photo by Jack Cox)                                              (Photo by Jack Cox)
A few dream planes" are shown each year at Oshkosh —               Steven A. Bomsteln (EAA 78439) of 475 East North Broad-
many of which are never heard from again. One with excel-          way, Columbus, OH 43214 completed his 214 cu. In. Olds V-8
lent prospects Is the Aero Mirage TC2 by Val Bernhardt             powered Tailwind in June 1982 and flew off the test time
(EAA 59376) of 4800 S. W. 18th St., Ft. Lauderdale. FL 33317       shortly before departing for Oshkosh. He followed Steve
(305/583-2462). He was showing this mock-up of his all-            Wlttman's Olds installation closely, but retained almost all
composite TC2, a 2 seat, side-by-side job that can be pow-         the engine's automotive accessories. The engine has per-
ered with engines up to 100 hp. Span is 21 ft., length Is 16       formed without a hitch from the beginning, making it a re-
ft. 7 in. Wing area is 64 sq. ft. Empty weight Is projected to     markably inexpensive means of powering a high performance
be around 500 pounds. It will have folding wings. The de-          homebuilt.
sign cruise speed Is 184 mph. Val's BD-4 was an award win-
ner at Oshkosh and was Grand Champion homebullt at
Sun 'N Fun a few years ago. He has been Involved in the
                                                                       The retractable Glasair is, of course, a very fast
manufacture of custom fiberglass parts for the BD-4 — so           airplane but just having completed it in time to make
knows his way around the material. He plans to have the            the flight east to Wisconsin, Tom was understandably
TC2 flying at Sun 'N Fun next March.                               reluctant to announce any performance figures. He
                                                                   has a measured speed course near Seattle he uses to
                                                                   get real life numbers and we'll hear about them when
                                                                   he has had the opportunity to do some speed runs.
top ten "body count", according to the registration                    I wondered how the Glasair would look as a tri-
sheets turned in to us at Oshkosh '82.                             gear. It's such a rakish little devil as a taildragger
             1.  VariEze                     63                    that I feared it might look awkward in its new guise.
             2. T-18                         41                    Surprisingly, it looks great — the curving bottom line
             3.  Christen Eagle              29                    of the fuselage quite reminiscent of the P-39. With a
             4. Sonerai II                   25                    9 foot main wheel track and a fairly long wheelbase,
             5.  Tailwind                    21                    it has a purposeful, sturdy looking stance.
             6. (Tie) Skybolt                   19                     The Glasair was converted to a tri-gear to expand
                       Pitts                  19                   its market. Tom has found that a much larger per-
             7. Long-EZ                       16                   centage of his customers than he originally sus-
             8. KR-2                          14                   pected have never flown taildraggers and, conse-
             9. Starduster Too                13                   quently, find the airplane to be a handful on pave-
            10. (Tie) RV-3                    11                   ment. As a tri-gear, however, it is a real pussy cat.
                       BD-4                    11                   Both landing gear configurations will be available, but
    There were a grand total of 537 homebuilts of-                  I suspect the tri-gear will quickly become the more
ficially registered at Oshkosh '82, which is 53 more                popular of the two.
than in 1981 and, of course, is our all-time record.                    As soon as Tom has his test work completed, we'll
                                                                   have the full story on the "new" Glasair.
                         Features                                       • 1982 was the best year ever for KR-2s with 14
   • Tom Hamilton flew his new tri-geared, retract-                on the show line before the week was over. Three
able Glasair in from Seattle and caused quite a stir               were flown in from California, several came from the
among both his new and old customers. The new gear                 east coast and, of course, Dan Diehl had ol' N4DD
is retrofittable to existing Glasair taildraggers and a            there from Tulsa. He's been at Oshkosh for 7 years
number of builders of completed airplanes have al-                  in a row. now. Brian Henneman's -2, which we fea-
ready ordered them.                                                tured in the August issue, won an armload of trophies,
   The gear is of all new manufacture — no recycled                and another super nice one was Wes Evans' turbo-
spam can parts are employed — and weighs only 30                   charged, long winged version flown in from Ventura,
pounds more than the conventional gear. Actuation                  CA. For some reason or reasons, it has taken a long
is via an electro-hydraulic power pack and there are               time for show quality KR-2s to begin making their
no up-locks. Hydraulic pressure keeps 'em up. The nose             appearances at Oshkosh, but that may be changing now.
gear bolts onto the engine mount and is non-steerable,              Fast and economical for the power, they are certainly
a la Grumman singles, VariEzes, etc. Drop testing, to               attuned to these economic times.
FAA certification standards, has been successfully ac-                  • Ed Lubitz and his Custom Aircraft Engines co-
complished and Tom says the gear is really strong —                 horts flew not one, not two, but three homebuilts to
stronger, in fact, than the taildragger gear. It even              Oshkosh '82 powered by their Ford Escort/Fiesta auto
provides more prop clearance than the old gear, 8%"                engine conversions. And mind you, in three different
to the taildraggers 6V4".                                           types of homebuilts. Ed buzzed in from Cambridge,
                                                                                                              SPORT AVIATION 15
Ontario in the Fiesta powered Pietenpol, C-GQEL, he                  The EAA was born in Paul Poberezny's garage while
used as the test bed for the conversion; his partner,             he was building this airplane, so it is inextricably
Tom Mills, flew a newly completed CUBy,C-GFQT,                    and forever linked with our organization.
powered with a IGOOcc Fiesta; and somewhat to every-                  • Something else you might have missed . . . a
one's amazement, Ed's father, Ed H. Lubitz of Kitchener,          German registered Jodel D.140 Mousquetaire parked
Ontario, flew his brand new Zenith, C-GBZX, to Osh-               down in the showplane camping area. It had been
kosh powered by a Ford Escort engine. All -three of the           flown from Germany via Iceland and Greenland by
aircraft were painted in orange and silver and were               its owner, Rainer Zeidler, and his passenger, Michael
wonderous things to hear when they taxied out for                  Brunner, of Italy. The Jodel was a 1959 model that
take-off — which they did frequently during fly-in                 had been well used by a German gliding club as a
week. The Zenith, which had its radiator mounted on                tow plane and had 1920 hours on the tach at the begin-
the aft portion of the plane's belly, Mustang style,               ning of the trip to Oshkosh. It's a big 4-place, all wood
appeared to fly well with just the pilot aboard. Ed               job powered by a 180 hp Lycoming and a fixed metal
(the son) told me the engine is running nicely, but               prop. With a rear seat aux tank, the ol' bird had an
that it simply isn't pumping out the horsepower claimed           economy cruise endurance of nearly 12 hours.
for it in automotive form. They're getting 70 horse-                 Zeidler, we learned, is a transatlantic veteran, hav-
power instead of the 80-85 claimed for it, and Ford               ing been employed for the past 10 years as, among
personnel have conceded that 70 hp is about right for             other things, a ferry pilot. He has made over 70 sin-
the rpm at which the Escort 4-banger is operated in               gle engine crossings in Mooneys, Cessna 120s, Chero-
the airplane.                                                     kees and the like. He once landed a used Lake am-
   Like Bernie Pietenpol in an earlier generation,                phibian in the North Atlantic between Greenland and
and more recently, Steve Wittman with his aluminum                Iceland, changed 2 plugs and flew on his way!
V-8s, Ed and company have chosen to make only modest                  This was, in fact, his third visit to Oshkosh. He
power demands on their engines and have made the                  came airline the first time and a couple of years ago
conversions as simple as possible. As a result, they              flew a 100 hp Jodel DR. 100 Ambassador over the same
have been able to cool the engines satisfactorily . . .           route he used this year.
which has been the "killer" of so many earlier efforts.               Rainer couldn't quite understand the media interest
   Custom Aircraft Engines is pretty low keyed — they             in his Atlantic crossing to get to Oshkosh — it was
haven't promoted their conversion too heavily to date             just a little 38 hour run, nothing like some of the
. . . they just go out and fly 'em all over the place.            Wichita to Nigeria flights he has made in years past.
   • Did any of you notice that an old, familiar face             Ah, yes, of course, he would fly the Jodel back home.
was back at an EAA Convention in '82 for the first                He had to be back at work the following week!
time in many, many years? Paul Poberezny's Little                     The Jodel D.140 is not a homebuilt, but was de-
Audrey, a single-place sportplane with Luscombe wing,             rived from early French homebuilts and, at any rate,




                                            (Photo by Jack Cox)                                               (Photo by Jack Cox)
Bill Morrisey's OM-1, now converted to OM-1-2 configura-          Pete III — formerly Little Audrey — now owned by Walt Fritz
tion. It was originally built as a single place, 150 hp sport     and Vie Zlnn of Indianapolis. Starting with the fuselage of
plane and early this summer was converted to the two-place,       Benny Howard's legendary Pete racer, Paul Poberezny built
tandem version. Further expansion to 4-place is possible          this aircraft In the early 1950s — attracting friends to his
by means of a new, wider center section. This highly innova-      garage workshop who would make up the group that would
tive approach to homebuilding is now available to EAAers          form EAA In January of 1953.
and the first OM-1-2 kit is nearing completion in Los Angeles
by Ted Reusch. For further information, contact Morrlsey
Aircraft, P.O. Box 440, San Luis Rey, CA 92068. Phone 7147
                                                                  the flight, itself, certainly deserved recognition.
757-8291. The Info pack plus follow-on newsletter subscrip-          • A long flight that was made in a homebuilt
tion is $12.50.                                                   involved EAAer Rody Rodewald of Waialua, Hawaii . . .
                                                                  that's right, Hawaii. He started out in his newly com-
was parked down on the last row of homebuilts. Built              pleted Long-EZ hoping to beat Dick Rutan's straight-
up originally out of the fuselage of Benny Howard's               line distance record or, at least, to make it to Osh-
old racer, Pete, Little Audrey was ultimately sold and            kosh non-stop. Unforecast headwinds put him over the
after passing through several hands, has been pur-                California coastline 6 hours behind schedule, how-
chased by EAAers Vie Zinn and Walter Fritz of the                 ever, so the record attempt was abandoned. A landing
Indianapolis area. Now renamed Pete III, it is again              was made in Sacramento for fuel — very little, because
being flown regularly and enjoyed by appreciative sport           the airplane was still over gross at that point(!) — and
pilots.                                                           he flew on non-stop to Fond du Lac the following day.
16 OCTOBER 1982
                                                                                                             (Photo by Jack Cox)
The new push/pull Gemini by Dave and Kathy Ganzer (EAA 115962) of 343 S. Mollison Ave., #14, El Cajon, CA 92020. Using the
Long-EZ as a starting point, the Gemini moves on in sophistication to include two Type 4 VWs for push/pull power and seats
two side-by-slde — with lots of baggage space. The span is 27' 6" and the empty weight is 1150 pounds. Cruise is 160 mph and
it lands at 75. The Ganzers expect to begin marketing the aircraft as a homebuilt kit soon. Watch Hot Line for the announce-
ment . . . and watch upcoming issues for the story on the Gemini.




                                                                                                           (Photo by Ted Koston)
The first plans-built Falco to fly, N33LW was built by Larry Wohlers (EAA 77117) of 1974 Calle Mecedora. Tucson, AZ 85745.
Powered by a Lycoming IO-320 (160 hp). We'll have the full story In an upcoming issue.




                                                                                                            SPORT AVIATION 1 7
                                                                                                                 (Photo by Jack Cox)
                                               The new trigear, retractable Glasair.




                                                                                                                  (Photo by Jack Cox)
 Burt Rutan's Solitaire and Grizzly prepare to go flying at Oshkosh. Over Labor Day weekend, the Solitaire was declared the
 winner of the Soaring Society of America's design contest. (Second place went to Marty Hollmann's Condor.) A contest
 requirement was that the Solitaire be static loaded to 7 Gs ... at which point the wing tips deflected 48 inchest The alrframe
 passed with flying colors, however, and was out doing aerobatics within the hour! During the contest weekend at the Tehachapi,
 CA airport, Burt Rutan checked out in a Blanik sailplane, after which he finally got to fly his Solitaire. Mike Melvlll had done
 most of the flying to that point. 8 pilots, including SSA contest test pilots, Einer Voldson and Walt Mooney, have now flown
 the little canard. Plans and kits are expected to be on the market early in 1983. Fuselage shells, the main spar, turtle deck and
 fuselage bulkheads will come in pre-molded form. All metal parts, canopy, etc., will also be supplied. A new technique has
 been developed to build the wing and jigs and fixtures will be available as part of the kit. The Solitaire will be available as a
 pure sailplane or as a motorized glider.
18 OCTOBER 1982
                                                                                                                (Photo by Jack Cox)
This stunning RV-3 had the most beautiful and perhaps most complex finish ever seen at Oshkosh. It consists of 14 coats of
Candy Apple Red Acrylic Lacquer, a portion of which had to cure for 6 months before the remainder could be applied! The
builder Is Bob Creitz (EAA 82430) of 5516 S. Boston PI., Tulsa, OK 74105 — who some of you may recognize as a competitor on
the professional drag strip circuit a few years ago. His dragster and show car experience was put to use painting the RV-3.
The airplane's interior is black and gold . . . REAL gold! Parts and components for an estimated 3 airplanes were made before
Bob was satisfied with enough of them to build this airplane. Watch for the full story on this one soon.




                                                                                                                 (Photo by Jack Cox)
 Posed with his 1981 Grand Champion Scorpion II is Ed Alderfer's Gyrochopper — a two-place, side-by-side gyro glider/trainer
that encloses the pilots in a Scorpion II fiberglass shell. "Helicopter Ed" (EAA 155010) of 4278 Shalor Dr., Hamilton, OH 45011,
 spent so much time hopping passengers in his new gyro that there were rumblings about drumming him out of the powered
 rotor clan Oust Mdd4ng!).
                                                                                                                 SPORT AVIATION 19
                                                                                                            (Photo by Ted Koston)
                                              Jim Younkin's mighty Mr. Mulligan.




                                                                                                              (Photo by Jack Cox)
By Ed Fisher (EAA 64715) of 4356 Narrows Rd., Perry, OH 44081, the Zippy Sport is an entry in Western Flyer/Ultralight Ryer's
ARV Design Contest. Powered by an Onan engine at Oshkosh, the little single placer has a tube and fabric fuselage and a
wood and fabric wing.
20 OCTOBER 1982
                                           (Photo by Jack Cox)
There were a lot of new Quickies and Q2s at Oshkosh '82 —
including this "full house" jewel by Duane L. Swing (EAA
71724) and his son, Scott (EAA 189903) of 8210 Elmway Dr.,
Dayton, OH 45415. Scott flew it to Oshkosh - following a
recent trip to Oklahoma. It has a forward sliding canopy,
plush red interior... and a panel that mounts (are you ready?)
area nav, Ryan Stormscope, HSI, etc., etc. and Is certified
for IFR flight. A beautifully finished airplane, It was unfor-
tunately one of all too many we were unable to photograph
in color due to the really bad weather most of the week.




                                                 (Photo by Jack Cox)
                                                 Tom Hamilton, president of
                                                 Stoddard Hamilton Aircraft,
                                                 producer of the Glasair kits.




                                                     The total time for the flight was 32 hours and 117 gal-
                                                     lons of fuel were consumed.
                                                         Inspired by Dick Rutan's record flights, Rody had
                                                     built the Long-EZ with long distance flying in mind.
                                                     HF and Loran C antennae were built into the com-
                                                     posite structure and two super lightweight aux tanks
                                                     were made to fit in the rear cockp't. An experienced
                                                     homebuilder — he had built 6 aircraft previously, in-
                                                     cluding a VariEze and a Quickie — Rody turned the
                                                     Long out at just 750 pounds empty — one of the light-
                                                     est ones yet. His take-off weight in Hawaii was 1791
                                                     pounds, which included 138 gallons of fuel. The air-
                                                     plane is a standard Long-EZ, powered by a new Lycom-
                                                     ing 0-235 and turning a Bruce Tifft prop.
                                                         Of special interest is the fact that Rodewald navi-
                                                     gated much of the distance with a borrowed Loran C
                                                     — an off-the-shelf marine unit made by SRD Labs in
                                                     Campbell, CA. With a 100 way point capability. Rody
                                                     was able to load in every waypoint lin longitude and
                                                     latitude) for the entire trip prior to take-off and just
                                                     sit back and push buttons the rest of the way. He split
                                                     the Golden Gate Bridge right down the middle 20 hours
                                                     out and was surprised anyone found that unusual! He
                                                     had total Loran coverage all the way — i n c l u d i n g
                                                      over the land just east of the Rockies where it's not
                                                      supposed to be! Navigation was a piece of cake, he
                                                      said.
                                                                                      I      SPORT AVIATION 21
                  \




   Following Oshkosh, Rody took some vacation time                                                     (Photo by Jack Cox)
                                                           A Hollmann HA-2M Sportster by Robert E. Grayson (EAA
in California, then launched from Oakland and landed
                                                           183588) of Rt. 2, South, Great Falls, MT 59401. Powered by
back in Hawaii after 17 hours enroute. The flight was      a 160 hp Lycoming, the machine had just been finished and
made entirely on just the fuel in the aux tanks and,       had not yet flown. Workmanship was first class all the way.
again, he landed at his destination over the plane's
normal gross weight.
    Rody Rodewald is a retired Air Force fighter pilot
and, of course, has had extensive long range naviga-
tion experience. Next year, he intends to fly to Osh-
kosh non-stop . . . and perhaps a bit further. Look out,
Dick Rutan!
   There was much more — there always is — but
these were a few of the homebuilt high spots. Others
you'll see in this issue as pictures and captions, and                                                 (Photo by Jack Cox)
there'jl be more in issues to come.                        Bensen Aircraft's Gyrocopter fitted with a new Spitfire 660LC
    Next month, we'll feature the vintage aircraft and     engine. The 3-cylinder liquid cooled powerplant produces
in December the warbirds.                                  100 hp at 9200 rpm. It had been run but not yet flown at
   Stay tuned.                                             Oshkosh time.




22 OCTOBER 1982

				
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