- $4.75- $6.50- $1.00 each

THE QUICKIE PROTOTYPE now has 250-hr flight time. Tomand Gene report an operating cost of $3.25-per-hourfor the last 14 months, including fuel, oil, maintenanceand insurance. Quic~ieha9'orders for 185 kits andhas delivered l25•.~bdut six homebuilt Quickies. arenearing compie'tion. Quickie Aircraft Co. plans a seminartour this spring, flying N77Q to several cities. Detailson this will'be in the April Quickie newsletter. Forthe newsletter or any details on Quickie, contact themat Quickie, Bldg. 68, Mojave Airport,. Mojave. Ca. 93501(805) 824-4313.

THE SECOND EDITION OF THE VARIVIGGEN PLANS, has finallybeen completed. Our apologies to those who were toldit would be available in November. It was just amuch larger job than we estimated. Mike has beenworking over three months on this package now. Itincludes all the information previously included inthe 1st edition plus the two construction manuals,the S.P. wing plans, a new composite "standard" wingsection, additional construction hints, the Me1vill­designed worm drive main gear and our "Moldless CompositeAircraft Construction" book. Of course all improvementsincorporated since the beginning have been included.The second edition VariViggen plans are more thandouble the number of pages of the 1st edition. Manyof the parts are now shown as full-size patterns.We expect the 2nd edition from our printer by mid·Febuary.

DEFIANT FILM - Ferde Groffe Films is now fi nishing anew sound movie on the Defiant. Flying for this filmwas done in December. We understand it is even 'morespectacular than their Award-winning "Flying isVariEze" film produced in 1977. The new film showsthe Defiant being put through its paces includingloops, rolls, single engine takeoffs andan excitingcomparison of it and a Beech Baron. Ferde is wetlknown for his artistic blending of·film and music.The new Defiant film is available from Ferde GrofireFilms, 18139 Coastline Drive, Malibu, Ca 90265(213-454-3886). Write them for purchase or lease.terms. It is available in 16 mm and super 8. Pricesare similar to the VariEze film.

Bob Hoover, after hisflight in the Quickie.Bob also flew theDefiant last Octoberduring the Mojave AirRaces.

•" .

NO. 19 JAN. 1979Published quarterly (jan,Apr,JlY,Oct.) byRUTAN AIRCRAFT FACTORYBldg. 13, Mojave AirportMojave, Ca. 93501(805)824-2645U.S. &Canadian SubscriptionsOverseas (AIRMAIL)Back Issues

THE-CANARD PtmHER

~CTIVITY since the July Newsletter has involvedsome new developments in support of Va-iEze builders.We are now introducing two important new improvementsfor the VariEze - a wing leading edge cuff to improvestall margin, and a crank-type nose gear actuator.

Approximately 25 new VariEzes have taken to theair since the last newsletter. Our prototype, N4EZnow has 400 flight hours.

Our Defiant, VairViggen,and VariEze have all beenflown extensively lately, logging about 150 flighthours since October.

The NASA skew-wing AD-1successfully completedi~. static load tests. It will be delivered to EdwardsAir Force Base next month for research flight tests.This is the first non-homebuilt aircraft to use thestructural methods developed for the VariEze. AmesIndustrial Corp. should be congratulated for buildingthe AD-l "on-cost" and "on-schedule". This is rarelyaccomplished by the large aircraft companys.

THE COMPOSITE WORK SHOP held at RAF on 23rd November,was attended by over 350 people! In addition tothe fiberglass education, an airshow was given. Itincluded a Quickie flight demo and a three-ship formationwith the Defiant, VariViggen,and VariEze. We hopeto make the workshop an annual event.

If you are building a VariViggen from 1st editionplans you must have newsletter 1 through 19.If you are building a VariEze from the secondedition plans you must have newsletters 16 through19. A current subscription for future issuesis mandatory for builders, as this is the onlyformal means to distribut@ mandatory changes.Reproduction and redistribution of this newsletter~ approved and encouraged.

The RAF hangar is located on the west eridof the flight line at the Hojave Airport, Mojave,Ca., approximately 80 miles north of Los Angeles.You are welcome to come by .•nd see our aircraftor to bring in any part for our comments. Weare normally open from 9:00 to 12:00 and 2:00to. 5:00 on Wednesday thro~gh Saturday. .If you anrplanning a trip to see us, ~lease call firstto assure that someone will be here to assist you,since occasionally we are gone to fly-ins.

When writing to RAF always send a stamped, self­addressed envelope along if you have questions. Ifyou are making an order, it's best to keep it separatefrom a request for an answer to a builder question.M,ark the outside of your envelope "builder questions."This will speed. our reply.

..,. CP 19, pg 1 ..

·nr.D=I~D~Y~O~U~K~NO~~~~ that a 100 hp. VariEze can climb over25000 ft. without turbocharging? Dick Rutan flewN4EZ to 25,300ft on November 30 1978. At 25,000 ftit trued out at 125 mph at 2100 rpm and 114n manifoldpressure. At 20,000 f~maximum speed was 148 mph.Temperature of the cockpit remained 40 degrees aboveoutside, despite the absence of a cockpit heat system.Takeoff gross weight was 890 lb. including 12 gallonsfuel and 15 cu. ft. of oxygen. The structure remainedbelow minus 30° C temperature for half-hour. Therewere no indilcations of structural deterioration.

On November 7, '78, our Defiant light-twin prototypemade a flight to determine its maximum endurance.The airplane was topped off with its normal loadof 90.5 gallons and flown solo by Dick Rutan. He tookoff at 8:47 ~ and landed at 23 minutes after midnighta total flight time of 15 hours and 36 minutes! TheDefiants accurate fuel gage system allowed Dick toland with confidence, with only 2.5 gallons of fuelremaining. Both engines were run for the entire fl ight.The average fuel flow was 2.8 gallons per· hour per­engine, approximately 20% power, 1700rpm and 13 inchesmanifold pressure. Mixtures were set at peak EGT.Speed ranged from 86 kt indicated at the start to 80ktwhen low on fuel (maximum endurance speed). Distancetraveled was nearly 1400 nm (1610 statute miles).Orl used was 1.1 qt-per-engine. Note that this datawas obtained with fi~ed-pitch props whose efficiencyis poor at low speeds. Maximum range at best rangespeed isabout 1480 nm (1700 statue miles), with alight payload. This efficiency is a direct resultof thecGflard arrangement with winglets - giving verylow induced drag.

We have service-tested the Defiant prototype extensivelyand found that it can indeed' provide utility not foundin converrtional aircraft. Examples: Los Angeles toNorfolk Va. with one stop in Dallas, cruising at 17,500ft.Upon arriving at Norfolk we made two practice instrumentapproaches, landed, flew a 30 minute demo flight loaded

__with NASA personnel andJ;hen_fue1ed the aircrafL-~__45 minutes of fuel remained! More significant wasa trip from El Paso to Los Angeles with 600 lb cabinload, into 45kt to 65 kt headwinds, in cloud and rainfor 2 hours and had to climb to above 14,000 ft toshed rime ice. Airports enr~ute were below IFRminumums. A ~conventional light twin could not havemade that trip. The Defiant landed in Los Angeleswith two h0urs fw'l'

[WING CUFF IMPROVES VARIEZE STA0C[3As you know fromnewsletters # 14 , 15 and 18, not all the VariEzesflying have reported the safe, departure-free stallcharacteristics. Several aircraft have reported highlydivergent wing rock or an abrupt roll-off into a nosedown rolling dive resulting in a large altitude loss,when near full aft stick at aft cg. In late November,Dick wasctl!rooYls.trating stalls, with David Recordin the back seat of N4EZ. After showing the stallreSIstance by level and turing stalls at full aftsUck, including sideslips a~reversals, Dick letDavid do some stalls from the back seat. In one ofDavids stalls, the airplane abruptly rolled leftand appeared to spin one and half-turn before recovering,with a loss of 1200 ft altitude. This, of coursewas quite a shoCk) since we had never experienced adeparture from controlled flight with our VariEze.A post-fl i ght we-ghi ng revealed that the cg was withi n ~half-inch of the aft cg limit.

We then initiated a complete series of new stall/sointests with N4EZ to try and further quannfy its stallresistance. The airplane was ballasted to variouscg positions and tufted to visualize airflow. Dickflew the test flights. A summary of the resultsfollows:

The aircraft was totally immune from stall departuresor loss-of-control reaardless of caotrol inputs' or

a~itudes or power setting as long as the cg was forwardof F:S. 101 (shortcGflard, 142 inch span). The following3pplies to its characteristics when the cg was aftof F.S.101: The aircraft was immune from loss-of­control or departure when maneuvered, ie, attemptingaccelerated stalls. It was also immune during low­energy entries, ie, hammerhead stalls or tail slides.However, ocCl!6si ona lly the characteri sti c wing-rocki ngmotion would diverge and result in a departure tothe left within about four cycles of wing rock, atone - g flight. Also, occasionally the airplane woulddepart in roll to the left without wing rock if thespeed was about 48 knots (one-g, level or mild nose­up climb). The departure at first appeared to beentry into a steep spin, since rotations up to oneand half "turns" were experienced. Recovery was prompt,as the the stick was pushed forwad. We soon realizedthat the departures were not spins, as the angle-of­attack was rapidly decreasing and the motion was quicklyconverted into roll, i.e. there was no stable spinmode. To prove this, full pro-spin controls wereheld in (aft stick, left rudder), rather than attemptingrecovery.

With these controls held in. the ai rp1ane' s recoverywas just as rapid as when recovery controls were used.Thus, rather than a spin, the aircraft was experiencinga"rolling departure". In military stall testing withfighters, we called these maneuvers "recovery rolls"or "augers".

The good news is, of course, that stable spinswere not possible. The bad newsis that the aircraft~ susceptable to departures with altitude loss asgreat as 2000 ft when near aft-limit cg. It wouldbe easy to merely brush thi s off as "norma)" and stressthe usual training lesson of speed control to avoidstall. We refuse to do this, because we have alwaysbee~ proud of the.departure-resistance of a properly­des1gned canard a1rplane. Thus, with the help ofNASA at Langley Va. we developed a solution. JoeChambersat-NA3A had been conducting ajnamicwli1d=-­tunnel tests with a model of the VariEze. He foundthat a partial-span drooped "cuff" that extends forwardof the leading edge produced a vortex that preventedaft wing stall and eliminated wing rock on the model.. We then did more tests with tufts to verify that,1ndeed, the departure is caused by aft wing stall.We then installed the cuff - initially 50 inches longand found that it eliminated departures but did not )eliminate wing rock. We then trimmed it to 38 incheslo~g~ and fo~nd, as NASA predicted, it completelye~lm1nated.w1ng rock and departur~s. Wing rock inducedw1th the a1lerons would damp out after beinq excitpd.

At aft limit cg the airplane is assafe as at forward cg. The vortex formed by the sharpedge of the cuff results in the stall angle-of-attackbeing raised by more than can. be expected by the increaseddroop of the leading edge.

If you have difficulty understanding the abovetechnical discussion, thats ok. Your airplane may~lready be stall resistant at the aft cg limit1n general. However, flight tests and homebuilderexperi~n:e indicate~that ~t is possible that at aftcg pos1t1ons, certa1n cond1tions coula exist whereit.may.be possible to stall the aft wing. A stablesp1n w1ll not result, but the airplane can roll offto one side and lose considerable altitude.

Th~ end result ~s that ~hen you install the simpleextens10n to your wlng lead1ng edges your airplaneshould be totally stall resistant at any allowed cgposition.

•

Based on the results of these tests we recommendthat you limit your aft cg to forward of F.S. 100.5for short canard and 99.5 for long canard (see page27 of your owners manual), until you have installedthe leading edge cuffs. Install them exactly as shownon page b of this newsletter. Do not modify theirshape or round their ends. If you are now buildinga VariEze,the cuffs can be installed any time afterchapter 6. Do not change a~hing in chapter 6.

The cuffs have been dive tested to 215 knots toverify freedom from flutter. Data also indicate thatthey provide a small improvement in stability, maxspeed is degraded slighTly - about two knots. Climband cruise range are not changed.

Do not omit this improvement - do take advantageof the extra work we are doing to provide you withthe safest possible airplane.

NEW SYSTEM SOLVES· NOSEGEAR COLLAPSE - As reportedin the· Canard Pusher:'several EZ flyers have had theirnosegear come out of the lock during taxi or landing.We had traced these to interferences which preventedfull NEll engagement, or improper rigging and snubof NE10. or to incorrect pilot actuation of the system(pushing downward, rather than forward on the knob,bending NG10) •. However. even though all these itemshave been covered in the newsletter we still findthat many are still experiencing collapse. Damageis generally nOM1.al, but in three instances it hasresulted in closing an active runway and the requiredfiling of an FAA incident report.

Being finally convinced that this would continueto be a problem. we have developed and tested a newretraction system. NG11,NG12 and NG13 parts are nowobsolete and no longer available from Brock. Thenew system is being fabricated by Brock. The news~stem can be ~asily installed even in a completeda1rplane •. It 1nvolves removing the bolts in the NG13gU~des. remov~ng NG11 and NG10, installing a worm­dr1ve system 1n the same bolt holes previously usedfor NG13$ The long NG10 tube is cut down to a shortpushrod. The worm is acutated by a 3/g'x.035 aluminumtube extending to a crank on the insUOment panel.T~is gives the pilot a lot more leg room. particularlywlth the gear up. You will now have room for twosmall engine instruments in the center console.

Also. the possibility of injury in a crash with thegear· up. is probably reduced. For these reasons youshould retrofit your completed EZ to the new system

even if you already have the old system installed. •

VARIEZE EXHAUST SYSTEMS-As you probably know. KenBrock namufactured VariEze exhaust systems early inour program. His production was halted when it wasdiscovered that that design was cracking due to vibration _induced fatigue, even though our prototype flew approXimately100 hours with this system without problems. Sincethen, at least ten different configurations have beentested. Some successfully. some failed, and some donot yet·-: have sufficient flight time to judge <IS successful.The two most reliable so far are shown in the secondedition of Section IIA and in CP #18. Most El's areu~ing one of these systems. A few EZ's are now flyingwlth a cross-over system that results in rather large,blunt bumps on the lower cowl. As far as we knowthese are holding up, but the serparated airflow onthe bumps.~ more than defeats the extra power in drag.and causes high propel lor noise. We do not have verymuch information on this system, as to the numberofflight hours etc. We are also interested in learningthe operational experience of the other systems nowflying. For example,the one at Oshkosh that exitedat the cowl T.E. split line. As soon as we can identifyan additional system that:(l) is quieter than straightstacks (2) provides at least 90° F carb heat temperature

rise.(3} fits the airplane without excessive drag,(4) can be produced at low cost. (5) weighs less thaneight lb .•-and (6) has been flight tested at least125 hours without any indication of failure. then wewill arrange for it to be produced by Brock for saleto homebuilders. In the mean time we will continueto recommend either the noisy straight stacks or theexpensive mufflers. The Flight Research mufflershave been on N4EZ for 17 months and 155 flight hours.They result in a five mph. penalty but are quiet andhave had no indication of cracks or degradation.

Please send us any operational experience datayou have available on the system you are flying.Describe the system and engine type. any failuresor degradation, temperature rise of carb heat system,and number of flight hours.

ACCIDENTS. VariEze takes on Cessna 172 at the CableAirshow. 9 January 1979 - -both lost. Gerald Gardner'sVairEze was on take off roll and at rotation speeda Cessna 172 pulled out for take off right in frontof him. The VariEze rotated abruptly to try to fly.over him'and allmost made it. The EZ's left lowerwinglet struck the 172's right wing in the flap area.followed by the left main gear hitting the right wingtip pf the 172.

The EZ struck the ground beyond the.172 in a rightturn. The canard tip and nose gear hit first. foldingthe nose gear back.

The canard came off the airplane removing partof F22 bulkhead. The canard and elevators includinglift tabs were undamaged. The left lower wingletwas damaged. The wing attach fittings were not damaged.The main gear folded back)failing three glass tabsar.d pulling one aluminum extrusion from the fuselage.The main gear strut was not failed. The right wingtrailing edge split open from the aileron to the trimtab. The right winglet failed at midspan. The Cessnasright wing was totaled. There were no injuries. Geraldhad 118 hours on his EZ at the time of accident. Hesaid he loves his galactic wonder and will rebuild it.

CAUTION - FLUTTER As you should know. control surfacesmust be balanced to the proper criteria or flutteris possible. Flutter is a very dangerous thing thatusually results in inflight catastrophic structuralfailure. In the past we have cautioned you to observebalance criteria because we thought it might flutterif unblanaced. Now we know it will. One EZ ownerbought a new VariEze from-a builder and took his wordthat all was in order. It had retrofitted wide chordelevators and an elevator trim tab. The builder hadfailed to rebalance the surfaces. even though he hadbeen reminded to in the last newsletter. The newowner experienced violent flutter while flying ata moderate cruise speed. Luckily, he was able tostop it by forcing the stick aft and reducing power.There was no damage. After the flight he removedthe elevators and found they balanced more than 30°nose ~. way out of the 10 to 20 degrees nose-heavyrequirement. Had the operator followed the ownersmanual procedure he would have found this before flight.He is very fortunate to be alive.

Many builders have overwBght elevators. and thenhave added the extension. finding that they need excessivebalance weight. We have not flight flutter testedan excessively heavy elevator and do not plan'to doso. We therefore~ tell you whether a balancedexcessively heavy..!!levator is safe. It may not besafe. The elevators are a'very smarl part bf yourairplane. but are the most important and most criticalpart. Do not accept less than perfection on yourelevators. They must be light so that excessive balanceis not required. They must be shaped exactly to fitthe templates of Newsletter 17. page 11. The adjacentphoto shows a wide chord elevator built at RAF thismonth. It balances 17° nose down without paint and

The following sketch shows the prefferred installationof the Aircraft Spruce oil separator. If youstill have some oil on the cowl, cut a hole inthe separator and stuff it with two "tuffy" plasticcleaning pads,(grocery store). Patch the holewith a plate of .032 aluminum pop-riveted inplace and sealed with ProSeal sealant. Thiseliminated oil loss on N4EZ even during steepclimbs, stall/spin and aerobatics.

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Jim Ball reports his breather works better whentapped into the top of the starter cover plate,with an internal baffle to deflect gear train­slung oil. He plugs the normal breather.

Lee Herron contributed the following simple low­cost cabin heater. It uses a push pull controlat the rollover back to a butterfly valve (madefrom scrap stainless) at the firewall. A twoinch hoze runs to a tee in the carb heat_line,,,The heat is merely dumped-,n-the baggage compartment.It flows around passenger~ vented-type seat cushion(or it could come through holes in the seat backand forward through the rear armrests). Heatthen goes over rollover (defrosting canopy),down around pilot's legs and exits around openingsaround nose gear. Canopy ar.d main gear must bewell sealed. Lee claims it works excellently.

Ic.p I~

VARIEZE BUILDING HINTS. Cold weather operation hintsfrom Nat Puffer, who has been operating his EZin-15°F(-26°C) weather. "Direct a hair drye,:,into the air inlet for one hour before startlngengine. 220°F CHT and 120° oil temperatdre resultedeven when the oil tank insullator was used. Iclosed off half of the airscoop area and nowcan operate ok with 400° CHT and 145° oil. I. "must run continous carb heat for smooth operatl0n

Also from Nat "modifications that add metal ortools carried in the thigh-support compartmentcan ruin the mormally good performance of COMind NAV antennaes"

John Foy, "After bei ng unable to solve my hi ghCHT, I calibrated ~he probe. At 200° it waswithin 5°. At 450° it-read 520°! To calibrateI used a can of motor oil, heated with a propanetorch. Immerse the probe and measure temp witha candy cooking thermometer. The gage was replacedand it now reads ok". More from John "Flightcharacteristics of our aircraft were not correct.We required a lot of nose up trim at all speeds.The faster we went, the more nose up trim wasneeded. Also at 20 mph before the stall thenose would come up to the point where nose downelevator would have to be applied. I believethat it was due to the strong nose up trim thatwas reqUired for level flight. As the speeddropped off, the trim spring authority becamethe domi nant·~ factor. At the stall) back pressurewas needed to keep it thtre and the nose wouldoscillate up and down, very slowly while theaircraft descended. The aircraft stalled straightahead with no tendency to falloff on a wing.After talking with you I decided something ha~

to be done to bring the aircraft to normal f119htcharacteristics. We were convinced that ourweiQhing was correct. In your drawings you callfor a ~inim~ elevator to canard gap of .1 i.nchesours was .3 inches. I decided it was too large,so I closed the gap in the full T.E. up elevato~

position (20 degrees). Now our VariEze respondscorrectly." . (~\b\O~AL ~Oy

"'- J ) c..o~RE:G"'.-

will balance at about 13° with paint. The balanceweights are positioned exactly as shown on the plans.No excess weight is required. They weigh 3.3 and3.6 lb, with weights, ready for paint. If your elevatorsare overweight or are shaped wrong, strip them downto the bare aluminum tube and rebuild them. That extrawork is the most important work you can do on youraircraft. Do not add more thanO.3 lb balance, tocorrect an overweight elevator.

..Do not peel ply.entire structure. This starvesepoXY-from lower foam surface, makes inspectiondifficult, gives an erroneous impression of goodsurface smoothness, makes it easy to unknowinglydamage structure during finishing and adds weight.Do peel ply surface edges of glass plys wheneverthey exist and, of course, whenever a layup willbe later made over a cured surface.

When fitting baffles, be sure to put cowlinghalves on one at a time, to carefully check forleaks.Metal must be within 3/4" of cowl to preventrubber seal blow-by. A small rib on the leftside attached to the cowl at the trailing edgeis usually needed to seal air leakage.

Rosenhan wheels have sharp edges outside rimsat three places. Round these to avoid cuttingtires. Use only four-ply tires and inflateto 65 psi.

JIm Heitkotter 7327 N.Peach, Clovis Ca 93612,has offerred to fly local EZ builders in hisEZ to check them out before their first flioht.It is a good idea to get an experienced EZ pilotto do your initial testing. Do get some EZ backsea~ time, if possible.

IVARI EZE PLANS CHANGES.JOwners ManualBottom of page 34 add "are you sure you

have complied with all detailsin appendix I?" -

..QUESTIONS

Q. I'm looking for a- parachute for my flight testingwhat do you suggest?A. We use a "securiw," it's only 16 lb and allows a6'4" pilot to fit the EZ. There are other thin-linetype chutes available. Check with the local soaringcommunity. Sailplane pilots nearly always wear a chuteand will generally loan you one for your testing.

Q. I have traces of black material coming from my epoxypump, what now?A. This is aluminum from the pump cylinder and is nota problem.

Q. My 'speed brake retracts .a..t 90 mph even thoughthe springs are tight.A. Reduce the off-center distance of the stop for therod end at the pushrod. It should be stopped at about1/2" from a straight line drawn between the two pivots.

Q. My resin and hardener appears to have some settlingin the bottles. Should I use It?A. No, heat a jug of water to about 190 deg. Floatthe bottles in this jug for 1 hr to warm the resin.'Shake the resin bottles. Then keep them stored at roomtemp. The settling should not re-occur.

Q. I want my EZ to look more like a Defiant. Can I eliminatethe lower winglet?A. Performance-wise, yes, it only gives about 1% induceddrag reduction. But do not leave it off - it protectsthe rudder and cable in case you drag a wingtip on takeoffon landing.

Section V

Section Ipage 17-5

Section Ipage 2-2

Section Ipage 2-1

Section IIApage 2 2nd Edtion

Owners Manualpage 27

add "Dupont 100s can besubstituted for 70s primer"

AN~-7A should be AN4-10A(4 places). Also add "deleteNGI0,NGll, NGI2, and NGI3.Install worm gear retractionsystem shown in Newsletter 19"

Revise the parts listto reflect the new nosegear system.AN4-7A~(12) should be (8)AN4-10A (4) should be (8)RE4M6 _ (1) should be (2)AN316~6' (1) should be (2)AN3-10A (8) should be (9)

Delete NGI0, NGII and NG13Add, worm drive assembly­complete or individual component

0505-165 should be 0585-1650716-202 should be 0716-020"polyurethane" should be"nylon" (2places). Add3/8 x .035 2024T3 tube 70"long. 5/16 x .035 4130 tube4" long.

Change aft limit cg to FSI00.5(short canard) and FS99.5(long canard). Theserestrictions can be lifted aftercuffs have been installed andflight tested.

(DISTRIBUTORS J

FRED JIRAN - recent reduced availability of componentsis now resolved. Noraml 8-week delivery of landinggear is actually much shorter. Fuel tank orders receivedby 28 Feb. will be shipped by 31 Mar.

THE AIRPLANE FACTORY, Dayton, now offers 1/2 pricereplacement for canopy breakage within 3 years.

(NEW PROPJ- Proton Manuf. Co., 5595 W. Colorado Pl.,Lakewood Co., 80226, (303) 936-1683, makes a VariEzeprop for the 0-200. Our evaluation shows it to be wellbuilt and has good takeoff, climb, and noise level.Maximum speed is about 5 kt slower than the Ted Hendricksonprop.

(l'uR sALE)

VariEze N1WX Dragon, by Lee Herron - Designers' Award,Oshkosh 77. See "Sport Aviation," Oct 77 and "Air Progress,"Apr 78. 200 Hr TT. Pants, solar cells, mufflers, allmods. Box 357-WOB, West Orange, NJ. 07052 (201) 736-9092 Lee and Dianne ~re now building a Quickie.

A75-8 TT 1157 hr, T.S.O. 268 hr, all logs (206)455-5365 after 5.

C-85 engine new major. D. Straley, 488 Fairfield,Gretna, La. 70053.

New 0-200A Cont. in factory crates in storage fromsky scooter program, $4,500 outright. Adams, 234 N.Juanita Ave., Los Angeles, Ca 90004 (213) 487-2018.

A-75 engine 100 SMOH, Jim Banks (209) 734-7809,see at Del Air, Strathmore, Ca.

Lyc 0-235-C, 947 TT logs, $1300 torn down or $2500overhauled. Hal Dunning, Bx 5606, Kirtland AFB, N.M.87185 (505) 247-8591

Section IIApage 4 Oil Pressure gage listed

as 287 AM or 287A8 shouldbe 298A8 or 2A8. Delete103-18 adapter.

Section IChapter 6

(CP\~ ?AbE 5 "

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'38"

VARIVIGGEN NEWS -by Mike MelvillN27MS has flown approx 30 hrs since the last newslettet

and is performing flawlessly. Very few builders respondedto our request for information on VariViggens; comeon guys. How about a first flight report from thoseof you who are flying? For that matter, we would reallylike to know how many VariViggens are flying.

I have heard from a couple of builders; Ken Winterhas his upside down, and the sides and bottom are skinnedand he is applying Dacron. Orville Winfield, and CharlesAllen are both building the same main gear retract systemas in N27MS, and both report good results so far. Orvillehas completed his, but not installed it yet, and itlooks excellent. Incidentally my system has workedperfectly for l-t years, 260 hrs and over 320 landings,with no maintenance. While on the subject of the maingear sy!tem in my Viggen N27MS, which is now incorporatedas the standard system in the new edition of the VariViggenplans, here are a couple of corrections to the partslist and drawings as supplied to those of you who haveaquired the drawings for the new gear system from me.

The parts list calls out 4 KP6A bearings,; th/iiSshould be 6 KP6A bearings. Add 2 pcs drill rod 5 6dia x 4-3/16 long to the material list. On drawing#3, spacer WDG4 should be .340 not .250.

Aircraft Spruce &Specialty are now able to supplyall parts reqd for the new main gear retract system.These are not premachined parts, some, such as the CDl145worm gear will require machining.

The 12? dia spinner (long) avail-able trom Rattray,works well on the VariViggen, as it clears the starterbetter than a 13 or 13-3/4 spinner such as one froma Grumman Tiger.

Talked to Jesse Wright, the Viggen builder whosupplies precut canard, inboard wing, fuselage bulkhead,and vertical tail kits. I had not seen one of Jessie'ski ts before and I must say I was impressed with thequality. If I was to do my Viggen project over, I wouldgo with Jessie's kits,just for the time it would save.He also include~ a verY complete and helpful pamphlet.

Now, for "CP" 20, how aoout some progress reports?Also, we must try to have at least a couple of Viggensat Oshkosh 79.

'1\\1 S AtU:A ~~"'t aE. A'SM,ool1\ C.ON"tOUT

INSTALLATION OF WING CUFFS - Refer to the sketches.The cuffs are a cambered leading-edge extension to thewing airfoil. If this is a retrofit,sand the paintoff until patches of fiberglass begin to appear. Wedid not remove the wings to install the cuffs, but itis more convenient to do so. Nail the templates tothe foam block and cut one L/H and one R/H cuff. Bondthe foam piece to the wing with wet micro. Be surethe waterline is level and the cuff is pulled tightlyonto the wing for cure. After cure, carefully removethe excess strips of foam and smoothly contour the shapeback over the wing. The surface should not be lumpyor wavy (see "CP" 16, page 4). Glass with 1 ply BIDat 45 0 lapring 1" onto wing skin and peel-ply edges.After cure. apply featherfill or dry micro and sand entirecuff to a smooth contour. Use 1 ply BID and flox cornersto cover bare foam at the ends.

INSTALLATION &OPERATION OF WORM-DRIVE NOSEGEAR - Thesketches below show the operation of the system. TheNG50 armstravel 156°, striking the NG14 spacers ateach end of travel. It is over-center in the down position,thus, landing loads are not applied to the worm gear.Tne pilot's crank uses 10.8 turns for full travel, takingfive to seven seconds. Previously you had to slow to100 mph to extend the gear. You can now extend it at140 mph, however, the crank is hard to turn above 130.When we first installed this system, we used it to lowerthe nose with the pilot in the airplane. This was successfuluntil one time when the crank slipped, turned fast.then caught. THe inertial loads failed the cast ironworm gear. It is possible that "cranking down" on theground would be acceptable with the steel gear shown.but this is not recommended.

Use the plans chapter 17 procedure for installingthe NG30 bulkheads - The NG14 spacers are the same.If your NG13's are installed. pop them out and boltin the worm drive assembly. Check the assembly forfreedom from binding before installation. It does nothave to spin freely, just not bind up enough to makethe crank hard to turn. If it binds. loosen the NG57blocks and shim as required. The NG53 and NG58 gearsmust be accurately positioned to avoid binding. Usea gear lubricant on NG53 and NG60. Note that four AN960~

516 washers are used to position NG58. One at the rollpinend and three at the other end. NG67 is a phenolicblock with a 21/9-1" hole drilled at a 20° angle. Itis fastened to the instrument panel with two #8 screws.Install the crank and tube drilling the hole for theAN3-6A bolt with the crank in the best position to notblock an instrument. Now. install the pushrod and adjustits length so the gear is pulled snug up just as NG50strikes the aft NG14. Extend the gear and accept thedown position. If everything is installed properlythe pivot for the nosewheel fork will be vertical orcanted bottom-forward slightly.

If you want to install a gear warning. mount themicroswitch- so it is engauged by NG50 or NG9 in itslast 1/16" travel: - --

If you want to mount small instruments in the centerpiece. back-mount them. Make the hole in the panel1.8" diameter maximum to leave sufficient panel stiffness.

NOSE GEAR WORM DRIVE PARTS lIST

No Reqd. Part No. Material

2 NG50 .1254130N steel2 NG51 .250 2024T3 alum1 NG52 5/8 0.0. x .095 X 3" long 4130N

tubeNG53 Boston gear CDl145~machining

is requi red2 NG54 Boston bushing FB1012-41 NG55 3/4" 0.0. x .058 wall x 5/16"

long 4130N tubeNG56 .125 2024T3 alum 2" 0.0. x H;"

1. D. x .125 T!t1C-K

2 NG57 i" x i"xl" 2024T3 alum bar1 NG58 Boston worm HOVH1 NG59 MS20271B8 universal1 NG60 5/16" 0.0. drill rod 31' lorig1 NG61 318"0:O:x.035 wallx18" 10ng.2024T3-2 NG62 j" 0.0. x I" 1.0. x .250 long

2024T3 alumNG63 375 0.0. x 5/16" 1.0. x I" long

4130N steel sleeveNG64 .062 4130N steel crankNG65 5/16" 0.0. x .035 wall x 2-1/8"

long 4130N tubeNG66 Macrome wood bead handleNG67 Phenolic block i" x 1" x 11"NG68 i" 0.0. x .028 wall x 3/4" long

4130N steel tube

..

~l:::E" f-,J'EXT \"\...\JD PA(;E""'s~C~ ~~A.~lNb~.-

NEW EPOXY REDUCES SENSITIVITYWE have been testing a new epoxy system that is anew development by Applied Plastics. It isformulated from completely different materialsresulting in a toxicity rating of SPIO. rather'than SPI2 of normal epoxies. It promises toresult in dramatically reducing the incidenceof epoxy allergy. Also. its peel strength,exotherm,and water absoption is improved from RAE. Inorder to determi ne its actual toxi city under theconditions of VariEze construction. Applied Plasticsplans to send samples of the new material toselected homebuilders who have experienced predictablerash when using the normal epoxy. If you havea ~ensitivity problem that prevents you fromuSlng RAE. send us a short letter, describingyour sysmptoms. willingness to try the newsystem. and to report on its results. We willselect a dozen individuals and provide them withsamples to try.

N6-51

NG5J.

18" ----

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THANK YOU T '" THE

VARIVIGGENTWO + TWO SPORTPLAm!

Performance with Taite off 850 ft Specifications Canard Span/Area 8 ft/18.J ft2150-hp,fi"ed- Climb 800 fpm '~ VariViggen Wing Spai¥Area 19 ft/119 ft2pitch prop, gross Cruise 1~0 mph Empty l"Ieight 950 Ibweight. FUll Aft stick 9 mph Gross Ueight 1700 IbStandard VariViggen Landing 500 ft

Performance with 150-hp. Climb 1000 rpm Specifications Wing Span/Area 2J.7 tt/125 tt2Special Performance Wings Cruise 158 mph Special Performance Wing Gross Weight 1700 Ib '

PIOII'N resm<Carpleb! flight !lest progrOm <X1lpleted,600 hour!I m prototype wi til very little1Tcint.enanee. lbl the Stan DziJc tr.>phy fardesign cx:n1:rub.lt:ial, Oshkosh '72.

S'DIU,ISPDI SAFETY'!he VariViggen's safe flying qualities havebeen the st.tlject of tedlnical presentatia'lSfor EM., SAE, NRA, & AIM.. It will :rot stallor "mush in" like the cx:rrm:n delta. At fullaft stid< (43 kts) it will still clillio 500 fpn:rollover 50 degrees per se<:Xr1d witb>ut rudderoo-orrli.natiat, and make buffet-free turns.'Ihe prototype reoeived the ami Aviatioo safetytrq:tly at OShkosh 173 and the oust:arldin:J newdesign award at 0Bhk08h '74

El<CEIUNr tJrILrlY.Canfortable tande'n cxx:kpita, three-suitcasebaggage area, and an adequate c:ruiae speedprovide lrIusual. utility for a l>:>nebuilt airplane.Its U'lusual design turns routine travel into"f1.n trips". Gas service and other airportservices have been better too! Take it ldre:it's road-toNabie with outer panels :n!J1OV'ed.

lNIH'LICA'ml CXHlTI'll:TIm1he basic structure requires few special _1.and can be built in a siq:)le jig. '!he fewparts that have doli>le-curvature are availablein fiberqlass, ready to install. All machinedparts are also availa":>le, as well as other prefabparts.

Il\SY 'ID FLYDespib! its lrIique~, the Var1Viqgenhas m IrIUS\kU or pilot~ flightdlaraet:eristics. It is easier to handle than=tia'lSl aiz=aft, particularly ingusty crosswind <Dnditia'IS.

'!HE FOUD·nN::; OIS'I'RIJBllIORS r-"ARJ<ET VAR!VIa:Dl P/\R'J'S.

AlXIW'T SPIO:E • =rJWrY'CD, 201 W.~,Box 424, Fullerton, Ca 92632(714)870-7551VariViqgen spruce kit, plywood kit, ha.r'aoIare,alllllinUll and fiberglass. Catalog ooot $3

KEN BRX:K MFG. 11852 Westem Ave, Stanton,Ca 90680 (714) 898-4366VariViggen prefabricated oc:rtp:I"teI"ts: allrrachined parts. Catalog costs $2

'1HE AIRPUtN! E\C'IORY, 7l11-A 8r~taAve,lJayta'l, et>io 45424VariViqgen plexiglaA cenopy.{St,\)91S ",on~~ADDAFT, DC.,955 Grace St, Elgin, II 60120(312) 741-2223

VariViqgen m:>lded fiberglass partB.

vAlUVI<nN m:ENIOIL REI'ORl' - Q:l'rplctlll tlIld>report describing the VariViggen """>-placespJrtplane. Includes specifications, P.llotrepJrt. dinensia\s, )-view. stability~performance flight test ~ta.. :xnst~on c;cetdescription of car-top W.lnd tmnel. 8 x. 10gloosy~ and current issue of r.ewsletb!r.Price - $10.00 first class mail., $11.50 Air nail-

ovet""seoS_

VlIRIVIGGEN~ Ml\IU\L - Carpletlll operatia'llL1haldxxJk including nornal and E!Irel"9"""Yprocedures, loading,operatia'lSl record keeping.'Ihi.s manual is a must for tb:>se close to firstflight.Price - $6.00 first class mail, $7.50 Air mail-

o~erM;","i..

"0lNAm PU;HER" SllBSCRIPl'II:I - A newsletter .designed with the builder in mind. En¢asis at----'

distrubuting to all builders as many ideas,iJrp""""""'ts, building tips, fhtx:>gr<qils, andflight reports as possible. retails mandatory.desirable, and optia'lSl dlanges to plans andto Oomers manual. A newsletter S1.:bscripticn andback issues st.arting with CPU9 are mandatory forthose with VarlViggens mder c:x:nst.ru::tion.Identifies new material ~s as tlEy be<Drekn<7.m. Plblished quarterly.Price - $4.75 per year first class mail,$6.50 air mail overseas. Back issues, $1.00 ea.

1OOlIVI<nN PLANS - SEXnm IDITIttl. ~ is anupdated, revised set of very cx:rtp1ete drllWings.and oonstructial manual consisting of around 11" x 17" book, containing many li>oto­graphs, hints ani instructions based on actuAlbuilders experience over the past several years.It rovers the entire airplane, incltxling theengine installation, fuel system, and notonly <X7YerS the of'igina1 standard wing in bothalllllinun and fo.!lll and fiberglass cmposits, butit also includes the a::r'tndteS.P. Wing, ailerons, and rOOders. 'Ihe manualidentifies sources for all required rraterials andall available prefabricatllld parts and ""'1'OO'!"ts.Price - $165.00 first class moil, $177.00 AinMi.loverseas.

VlUUVIGGl'N 1VC MXl!L PINlS - Carp1etlll <DlStruCtimplons for the 18% - 81... radio-ocntrolled IIDdelairplane built and nOon to evaluate VariViggenspin dlaracteristics. Designed for 4-charu1elproportia'l81 radio squipnent and enqire in the.35 to .65-cu inch size. 555-8] inch wing area.

All balsa ar fooIlVbal.sa ccnstructim. AJMneUVerable flying model with outstandirq rollrate. Also sho.m are nodificatioos requiredfor a control-line """"1 (70-ft line., .19to .45-oJ inch engines)Price - $4.75 first class mail, $5.50 airmail 0YerSeaS.

cnnm 1lKl'I'IlI!IlS, 706 Martin, Bay City11i 48706VariViqgen 105/206 eJCPOXY and 403 fiberBfor 'o«lXi CXlnStruetim.

GIlIa: E\Il\IIS, 4102 'lVinirig, Riverside,Ca 92509.VariViggen welded oose "naln 1.andinqgear, 1-1/4" sq. steel t1ile.

JESSE WRrGn' (VariViggen builder)7221 S. Colorach Ct. Littleton,CD 80122 (303) nl-5l40VariViggen prefab wood ports. Send 50¢for list.

muta"

r.t.1lrcraft

[lactory

CP 19, pg 10

BUILDING 13. MOJAVE AIRPORT

MOJAVE, CALIFORNIA 93501

TELEPHONE (81)31 82'·26003

0<.'

THE ~BUn.DER SUPPORT The manufacturing manual 10 a Uteraledueation 1n using the ....terials and is a detailed etep-bY-It.pguide to conatruction uBing an illustrated format not coamonin aircraft planl. The Rutan newsletter. tiThe Canard Pusher,"published since mid 1974. updates plans. provides buildinghints, etc. Complete owners manual provides all necessary in­formation for safe initial testing and for normal and emergenc)'operations.

Kansa @ Max erui.a 700 iiiRanga @ Icon Crui.a 850 .i.Min Speed (full aft .Uck) 55 '"PhLand ing D10 t.nca 900 ftWing Span/Area 22.2'/S3.6!t2Canard Span/Are. 1.2 .• S'/13ft

!con Cru10e l4SIIphEmpty Weight 530 lbGro•• Wei2ht 950 lb

900 ft1600 fpoo195 '"Ph165 mph560 lb1050 lb

1050 ft900 fpoo172 ...h

Take OffCl1mbMax Cruis.

Take OffC1lAbMax Crui••Eeon Cruis.Empty WeishtGrosl Weight

SECT lOll IV - OlM!U KAIIIIAL - Thi. 10 an operational halldbookand checkU.t•• inclUding normal and eMrgency oparation. datanadflyIng qualiti•• and performance charts. maintenance, maidenflight procedure. pilot checkout, etc.

SPECS 6< PERJ'OllIlAIiCE WITH 75-11P COIlTIIlEIlTAL:

VARIEZE DOCllH!:IITATION 11 avanable in .1x ••ction••

SPECS 6< PERP'ORMAIlC! WITH lOO-1IP COIlTIIlEIlTAL, PIXED-PITCHPROP @ GROSS WEIGHrl

SECTION V - PIliISHIIIG THE COMPOSiTE AIRCRAFT - AppUa. not onlyto • VarlEze, but to other epoxy/composite aircraft. Include.filling/contouring/pri..lng/U. V. barrier/color and tra.

'~I!CTION VI - LAllDIliG IIIAI! - Complete full .ba drawins. for anoptional drag device. The brake dramatically incr..... the air­plane's glide angle and deceleration in the flare. Without thebrake the airplane is limited to runway. at least 2400-ft long.Wlth it. runwayo doom to l800-ft long can be us.d with .ppropri­ate pilot proficiency.

SECTION I - KAIIUFACTURIIlG KAIIIIAL - Thi. 10 tha cOGlplata educationmanual for compolite ..terlals and lD.ethoda. alia, the co-plateplans and cOMtruction manual for the entire VarUze except englneinstallation. The Mnual consistl of a l53-page, bound, ll"x17" book plu. nine larger full .lza drawins.. It includa. 168photos, over 800 drawings and illustrations, and over 65,000words. The builder i8 led. step-bY-ltep through the entire con­8truction of the airplane. The Mnual identifi•• aouree. for

. all materialo and aU prefabricated cOlOponenta. ~I\SIll>""'~

SECTION II - EIlGIIlE IIISTALLATIOII - Th10 10 a oet of drawing.and conatruction lD&llual for the complete ensln. inatallationincluding .ount. Nffles, instr...entation, electricala, fuel,exhaust and induction .Yltems. carb heat box and muff. cowliftlinstallation. prop and 8pinner.SECTION liA - Continental A65. A75, C8S, C90,e.:aooSECTION IIC - LYS:OMIN~~235 - No accessories.

SECTION III - ELECTRICAL - Th10 10 an optional (not requirad)set of drawingl and inatallation instruction. for electricalsystem.

$6.50

$6.00$5.00

$4.75

IPrice, includingfirst-class mail Air MailU. S. and Canada Overseas'"

VariEze info kit, includescurrent issue of "CanardPusher" newsletter

"Canard Pusher" newsletter,pUblished quarterly. One­vear subscriDtion

Check items desired

oo

THE AI1lPLAIIE The VariEze 10 ....11. high-performance hOllIe­built .portplane. It can be buIlt froat raw material. costingapproxl.mately $2600 (le.. engine) in about 1000 man-hour•• orfrOftl prefab parts and material., cOlting approxlmately $4000In about 600 man-hour. (about eight months spare time work) •Itl structure Is • sandwich of high-strength fibergla••• usinglow-density t rigid foam a. core material. The structure isfabricated directly over the shaped core. thus expensive tool.and molds are not required. ComposIte-sandwich structure of­fer. the following advantage. over conventional wood or metal:le•• conltructlon time requiring le•• skills. improved corroaionresilt.nce. improved contour Itabillty. better aurface dura­bility, dramatic reduction In hardware and nUMber of parts.easier to inspect and repair. The VariEze uses the small four­cylinder Continental aircraft engines. The 0-235 Lycoming.Itripped of Itarter and altemator. is now being tested andIhould be available soon. The airplane hal exceptional clilll.band cruise performance. It can carry two people 700 miles at185 mph on less than 20 gallons of fuel. Fronts.at passengeraup to 6'. ""/250 lbs and backseat passengers up to 6',5"/220lbl can be accOtllllodated plus a modest amount of baggage in twocustom suitca.es. The airplane does not have full dual controls.but doea have a back8eat control stick. Due to its small 8ize(only 67-sq. ft. wing area) it is not the airplane for installingextra eqUipment for IFR, night flying, etc. It can handle asimple electrical .ystem with a single NAV COM and gyro instru­ment. These can even be powered with a ~olar p.f'el. thu8 elimi­nating the heavy alternator. The VariEze is recoDlDended forday-VFR operation only. Due to its relatively high landing speed(60 ~t/70 mph) and small tire•• it 10 acceptable only for smooth.hard-surface runways. Its stability and overall flyIng qualitIesare superb. Once trimmed, it will hold attitude and level flight"hands-off" even in turbulence. Trim changes due to power, gearretraction. or landing brake a,re all very small. Its uniqueaerodynamic design allows it to. be flown with full aft-stick.at les8 than 50 knots. without a 8tall departure or loss of con­trol. and without altitude losa. The VariEzeuses the latestaerodynamic features: NASA winglets. both wings cruise at best.L/D, basic arrangement provides Itall safety, stiff structureprovides accurate contour maintenance. basic system's designeliminates or combines complex control systems, which savesweight. cost and building time while increasing reliabilityand lowering maintenance.THE TEST PROGRAM The VariEze te.t program wa. probably themost extenlive and succeslful ever conducted on a homebuilt.It included balic flight testa for flying qualities, performanceand systeme, spin and dive test.s to PAR part 23· requirements.Itatic load tests and landing gear drop tests exceeding part23 criteria, environmental/thermal 'tests on structural materiala/components, manufacturing methods testing. and many others.

TODAY'S ~IlUn.T WITH TOKORROII'S TECIlIIDLOGY

BUILDING 13, MOJAVE AIRPORT

P. O. BOX 656, MOJAVE, CA 93501

TELEPHONE (80S) 8241-26415

Section I

Section IIA

Section IIC

I(J Section III

Section IV

Section V

Section VI

O 3" tri-colored jacketoatchAoo b' n <.:un res­ident - newsletter is nottaxable.

·u. S. FUNDS ONLYTOTAL

muta"

aircraft

!lactory

$8.00

S8.00

$7.00

S10.00

S1. 95

$153.00

$21. 00

$23.50

$9.50

$9 _ 50

$8.00

S11.00

Sl.95

THE FOLLOWING ARE RAF·AUTIIOIlIZEO DISTRIBUTORS OF YARIEZE MATERIAlSAND COMPONENTS. CONTACT THE DISTRIBUTORS AT THE ADORESSES SHOWNFOR THEIR CATALOGUES AND DESCRIPTION OF ITEMS.

AIRCRAFT SPRUCE. SPECIALTY CO. or MICKS AIRCRAFT SUPPLY201 W. Truslow Av•• 8x 424 410 PineFullerton. Ca. 92632 GALL RAM MATERIAlS.\ Highlsnd. 11. 62249(714) 870-7551 CATALOGS COSTS $2.) (618) 654-7447

KEN BROCK MANUFACTURING. 11852 Mestem Ave. Stanton, Ca. 906IlO(714) 898-4366: Prefabricated components - wing attach ,,'-ly,nelegear machined Pf;rts. control system cOIIPOnents, fuel caps. en­gine mount, rudder pedals. Catalog costs $2.

FRED JlRAN GLIDER REPAIR. 6 Mojave Airport, Mojave. Ca 93501. (80s)824-4558: Prefatwiclted cOlltponents - cowling, fuel tanks. wheelpants, maingellr & nosegear struts, strut cover & "osegor box. SendSASE with 3-oz posUge for brochure.

THE AIRPLANE FACTORY. 7111A Brandtvlsta. Dayton, Oh 45424 (513) 845­9872 or 233-7754 - Canopy.

H.C. COMI1U~IICATIONS. Bx 2047, Canoga Pork. Ca 91306. (213) 882-0422.Custom COM & NAY VHF Intennaes.

CP 19, pg 11

..

Fred Keller, Nat Puffer and Bud Bryanover Lake Winnebago during Oshkosh 78Photo by Howard Levi.

Rutan Aircraft FactoryBuilding 13, Moiave AirportMoiave, CA 93501

first class mail

The number which appears on your label before or after your name,is the last newsletter issue which you will receive and requiresyou to renew to receive the next' issue. If your label has a 19on it, then # 19 is your last issue and you need to renew.

PLEASE STATE THAT YOU ARE A RENEWAL!! 19c::... .-.