Vol 25 No. 4
April 2002
REFLECTIONS Ed Chenevey
I'll be returning from Sun-n-Fun as you read this. Meanwhile I'll let you know what I have learned and seen in Florida.
As I said in
last months newsletter, HQ says that the Light Sport Aircraft (LSA) NPRM would
allow those of us with private licences to fly a LSA aircraft with a drivers
licence rather than a medical. Jim Josenhans told us last month that he can fly
his motor glider without a medical just like a normal glider. Anyway, instead of
having to go to an ultralite, it appears that we may be able to fly a LSA with 2
place capability and reasonable performance.
So how do you decide what to build? 1. Decide what you want the
plane to do. 2. Determine your specific requirements. 3. List all possibilities.
4. Narrow it down to a few. 5. Consider modifications and your capabilities.
Note: LSA does not require you to build 51% so you can have others build any or
all of the aircraft.
As I mentioned at the last meeting, my objective is sightseeing and I want a
tractor high wing with tandem seating and large tanks. The Wag Aero Cuby is a
good place to start. Everything can be bought and Piper parts fit. But I would
want to make changes. For instance, I want to solo from the front seat so a
PA-11 fuselage is what I want. Should I make it wider? There were several people
at Oshkosh that offered fuselages, some of which were wider. I would like a door
on both sides or at least have the left window hinge up like the door window for
photography. There are modifications for larger tubing sizes for larger engines,
cheap to incorporate when you build it, expensive to change later. Twelve gallon
wing tanks plus a header would give decent range. I'de keep the 65 hp as it is
fine at this gross weight, and burns little gas, and I have several. If I
didn't, I would use the inverted inline Walter which would improve forward
visability. Of course, 6.00 x 6 wheels. Heck, you could even make the wings
fold.
Additionally, it would be nice if the Cub were faster. More
horsepower does little; you need to reduce drag. So cowl the engine, seal the
control surface gaps, add wheel pants and fairings, move the bungees inside like
the PA-12 or use an aluminum Cessna gear, get rid of the aileron horns and make
a Champ or T'cft system, etc. Maybe even change the airfoil. The beauty is that
you can do anything that you want, limited only by your imagination.
Note: Chapter 7 bus trip to New England air Museum cancelled.
Cygnet Chatter, Alvin Sager
In answer to Ed’s quest for a flying camera mount, I guess I have to give him a ride in my Cygnet. Too bad the C-65 is too heavy and the windows can’t be opened in flight or he may like it.
Steven and I just got back from Colorado Springs, which will probably be his home for the next four+ years. I was not used to the sky being so devoid of planes. Yes, jets were flying up high, but aside from sailplane activity at the Academy I could not spot anything. The 7500’ altitude may have something to do with that. (the 737 that we departed Denver on rolled for 36 seconds before rotating)
The Air Force Academy has a club like system for earning FAA licenses at the Cadet’s expense. Soaring and jumping are also offered. Steve has 13 days left before accepting or turning down their offer. I’ll keep you posted.
