- -~-

£:. '0.:

~NEW LANDING AIRBRAKE ON N4EZ

-----.I

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4/.." ~ " AD-l~ _..---

CLEVELAND BRAKE INSTALLATIONON N4EZ - It probably wouldbe a good idea to rotate thebrake up a little higherthan this to allow clearancewith a flat tire. •

January 1977Number 11

RAF ACTIVIT! Since October has been concentrated in severalareas. A r.aaining sections of the VariEze plans werecompleted and backorders filled'. We brought 54Ez (0-200­powered VariEze) into the shop for the first time since itwas bUilt snd made SOllIe modifications. The plan's-configu­ration, I18nual nosegear system was installed (it had earlierbeen tested on N7EZ), the stiffer main gear was installed, anew fuel system incorporated, a landing airbrake fitted, andCleveland main wheels were installed. All those modifica­tions have been flight tested with very satisfactory results.

NEWS OF TIlE VARIVIGGEN AND VARIEZE PROGRAMS(very vig-in) (very easy)

NEWSLETTER SUBSCRIPTION - i4.75/)TOVERSEAS SUBSCRIPTION - 6.50/yrBACK ISSUES - 1. 00 each

RUTAN AIRCRAFT fACTORYPUBLISHED QUARTERLY BY Bldg. 13, Mojave AirportJAN, APL, JLY, OCT PO Box 656, Mojave, Ca. 93501

(805) 824-2645

1I1e landing brake makes the airplane easier to land andI118kes short runways more acceptable. We found that we hadbeen using an incorrect combination of Gerdes brake cylindersand Rosenban brakes. Rosenhan brakes have a lIJIaller cylinderand must be used with Rosenban lUster cylinders (1/2- inchcylinder d14l.o) for good brake effectiveness. 1I1e originalmain landing gear strut on N4EZ was a wider tread and wasmore fleXible, which allowed the airplane to ride quite lowwith reduced wingtip clearance. The strut was redesignedback in Kay before drop tests and before Jiran produced thehomebuilt gears. '!be new gear, now installed on N4EZ,rllisesthe airplane about four inches in the back, improving wingtipclearance without compromising taxi handling.

Recent flight tests with N4EZ have included more stalltests to evaluate any effects due to the landing brake, andvisits to seversl small airports to evaluate runway require­ments.

THE CANARD PUSHER

There were several things about the VariEze fuel systemwe were not completely satisfied with: first, the need for aPUIIP to backup the normal operation of the header tank; second,the possibility of foaming the fuel in the vibrating headertank mounted on the engine; and third, the inaccurate indica­tion of the last few usable gallons of fuel. The new system,which is detailed in this newsletter, solves all these prob­lems and increases effective fUel head to the carburetor,since the header tank is removed. The only disadvantage ofthe new system is that Eurt Rutan is nov stuck with severalhundred header·tanks and fuel valves.

February 18 and 19Contactl

March 27Contactl

Denver, ColoradoBill Cassidy4C62 Montview Blvd.Denver, Co. 80207

Al'I3erso", IndianaMike MelvillP.O. Box $61Frankton, In. 46044

SOllIe of our time has also been spent on further designwork of the NASA AD-l, a small, all composite (foam and glass)~search Bircraft, using the skewed-wing concept. The AD-lis a 15%-size msnned, ·flying model of a Boeing-designed trans­onic airliner.

1he VariEze construction seminars have been very suc­cessful. Since OCtober we have conducted ten seminarsaround the world with over 2000 people attendingl Hopefullythose 2000 will share their experiences with others and theneed for long-distance education will begin to taper off.We plan to conduct only four additional seminars, the dateaand contacts follow. If you are building or going tobuild a VariEze, be sure to attend one.

Please contact the people organizing each seminar aweek or two in advance of the seminar date. Be sure toinclude a self-addressed, stamped envelope. They willsend you a flyer describing the seminar. !he seminars heldthis fall had two to three times as 1118~ people attend, ashlld contacted the organi70ersl '!he more the better but ithelps to know that you're comiilgl

527VV, the VariViggen prototype, has done a littlelocal flying and at tended the Chapter. 49 Fly-In brea kfas tbut that is all. N7EZ is still dormant but will be pre­pared for some serious distance record attempts. Its dis-.tenee capability in class C-lA is about .3300 miles.

Every day we get. a few calls asking if any homebuildersare flying yet. 1I1e answer is no, not yet, but soon. !heWicks Organ Caupany airplane, the Cowley's airplane, andhalf-a-dozen other builders JIl8y fly before this newsletterreaches you. It looks like Oshkosh 77 may be a big yearfor the VariEze. The coming two or three months should seethe first flights of a cou?le of VariViggens as well.

St. Paul, MinnesotaGeorge B. Wilson2924 108th Lane NWCoon Rapids, Mn 5543.3

April 2Contactl

C. t:. '*11 __f'AGE I

SnohOlll1sh, WashingtonG. Carter Miller4912 Sanic TerraceYakima, Wa. 98908

February $Contactl

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IVARIEZE PROPEllER EI'IENSIONS I

The insert that we used to adapt the older solid typeof Cessna extension looks like thisl

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CAAoJ't..~~~DE(CDUJJ~ll.~~D)

SH.TION A- B

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ISb ~'Y ~'Y~C£R...1)01\)', us... T~t.. Cl\""," S?fK£e.

1\10 engines under consideration for sn eventual SectionIIC are being installed in VariEze airfrallles now. Onebuilder is working on a stripped r.YcOllling 0-235 1nBtallationand another group has '1 Honda Civic installation ready forinitial testing. No data is yet available on the success otei ther installation but we are hopeful of good resulta frOllone or both within the year. Let'a hope that both of thesegroups have the resources to persue their projec ts to asuccessful completion~~1Jf "ut~ '1>0"'" ~... ~ "'If" ~~UI:!>~ ~~W~>l~ ''''_1II'W\0IIl ON -rltE'1/. f'lU)~~!

We understand that the ReVl1laster folks are continuingtheir development work on a good VW installation for theVariEze but we haven't heard frOlll then latel1.

'!his adaption is for a flanged crankshaft. Anyoneusing a tapered shaft (S.A.E.O) should specify this whenordering an extension, since these engines require a dif­ferent part.

+.000-.002-

l-.-,z.250--=-::....lI .. DII\. I --L¥B

Now that Section IIA is out, we have received a nmnberof requests for a recommended source of prop extensions.Suitable extensions are available from Ken Brock Manufactur­ing, led's Custom Props (9917 Airport Way, Snohauish, Wa.98290), ond Bill Cassidy (4$2 MontView Blvd., Denver, Co.80207). <.o"t""", "t1,_fOt- d~"t4·IL~.

We mentioned earlier that we had used the standardCessna 150 extension. We understand that Cessna has a newerextension out now and tha tit isn I t sui ta ble for a woodenprop. A wooden prop must be very accurately centered usinga centering hole in the prop which mates with a centeringboss on the extension or engine drive flange. The drivelugs and mounting bolts are not suitable for centering the'prop. '!he newer Cessna extensions may also be short on sur­face area against the prop hub for use With wood props. Wemodified the older Cessna extension by adding a centeringboss to it. If you have any questions about using an ex­tension, oall your prop manufacturer for hill opinion.

While the brake does improve the short field perf01'll8ncewe· still strongly recommend that you adhere to the field I

length restrictions in the owner's manual for your initialtesting.

We are planning to prepare drawings for the speed brakeand should have them cOIIIpleted before newsletter twelve. Ifyou want to install a landing brake in your VariEze do notchange an;rthing in Section I. 'fue brake is just as 6sey toinstall as a retrofit, as it is during initial construction.Please do not ask for the drawings before newsletter twelve;they will be available at that time.

IVARIEZE ENGINES I'!he Continental Q..200A installed in N!lEZ hss 206 hours

on it now and the crankshaft end-play measures exactly' whatit did on installation (.olDS). We continue to believe thatthere will be no problem with the A-model engine installedon the VariEze. 'fue total maintenance to date on the 0-200has been an oil change each fifty hours.

A package of VariEze engineering documentetion hasbeen mailed to the regulating gcvernmentsl agenciell of thecountries listed below as an aid to homebuilders seekingpermission to build. If your country is not listed anddocumentation is required to obtain permission to buildthe VariEze, have the cognizant office in your equivalentto our F.J.• A. contact us on their stationery requesting acopy. Documentation has already been sent to the follow­ing IUl tions •

INEWSLET'IER BICK ISSUES IFor those of your who are new rP.aders of the'Canard

Pusher'and wonder what has transpired in the past, thereare now a grand totel of eleven· issues in print. The firstsix are concerned With the VariViggen exclusivel1. Issuesseven through eleven contain VariEze and VariViggen infor­mation. If you are going to build a VariViggen you willneed all eleven issues to l~date your plans. If you are aVariF,ze builder you need this issue (;11) and the October1976 issue (#10) for plan~ update. If you have very re­cently purchased plans (after February 1, 1977) a yellowsheet of changes may be bound into your manufacturingmanusl. If you have the yellow change'sheet inclUded, youonly need newsletter #11 and on, to keep your plans current•.If you sell your plans to someone else, please pass thisinforma tion along wi th the plans.

IVARIEZE LANDING BRAKE SUCCESSFUL IA drag device has been developed on N!lEZ to improve ita

previously poor short-field performance. The landing dragdevice was developed because the VariEze had to be approached

___a~a_low flight-path,angle~nd_used.exc~ssive_runway__in_the ___flare due to its slow deceler6tion.

'!he landing brake is not a speed brake tor high speeddeceleration. It automatically closes above ninty-fiveknots to prevent overstress. As you can see in the photo,it is a very large belly-board positioned to avoid anypitch trim change. It hinges at a position just aft of thefront seat bulkhead. A spring snubs it up in the closedposition and provides sufficient down load in the open po­sition that the pilot can deploy the brake with only a ten­pound force on the handle. !he landing brake handle illlocated on the left console. The handle is immediately aftof the throttle with the speed brake closed and moves upand aft to open. In the open position the handle interfereswith the pilot's arm enough to remind him that it~s dOwn, sohe doesn't forge t it for ta keoff. Climb performance isadequate with it down, but engine cooling would suffer.There are no locks on the handle. !he pilot merely movesthe handle and the brake remains in the lIelected position(open or closed).

Now for the good news. The landing brake I118kes a dra­matic improvement in the airplane's landing performance.Approach angles as high as seven and one-half degrees arepossible with the engine at idle (about like a Cessna 150with one·half flaps). Forward Visibility is improved be­cause the·approach can be flown faster (eigh~ to eighty­five knota) without severely compromising landing distancs.Speed bleed-off in the flare is relatively rapid, similarto IIlOSt lightplanes. Touch down scatter is considerablyless than wi thou t the bra ke • 'fuus. it is much easier to"put it down on the nlllllbers. n VariEzes were previously re­strictad to runways greater than 2400 feet. The landingbrake allows a pilot with appropriate proficiency to rou­tin~ly use airports with runways less than 1800 feet.

'fue speed brake results in a mild buffet, similar tothat wi th full flaps in some other ligbtplanes. There isno pitch, roll, or yaw trim due to brake deployment.' Otherthan the noticeable buffe1; the stall characteristics arenot changed. !he airplane is easier to tly the approach andto land wi th the speed brake deployed.

IFOREIGN EUILDERS \

AustraliaCanadaRepUblic of South AfricaWest Germany (BRD)BelgiumGreat BritainIcelandi'YQ.'I\c,e-

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IVARIEZE CONSTRUCTION HIN'lS1

Every tiJlle we turn around it seems like we discover alittle better, faster, or easier way to'build a VariEze.The hints'in this section'are a collection from our seminarsand from the inputs you builders have made. Some of theinformation is new and setle is clarification of items peopleS8em to have trouble with.

Basic Glass Working Techniques

Paint Roller - Tracy saylor has suggested using a thin paintroller, cut to a three inch width to help wet out the cloth•.We've been using one and are pleased with the results. Donot dip the roller in epoxy; use your brush to app~ epoxy tothe general area where required, then use the roller to wetout the cloth and distribute the epoxy' even!J' over the sur­face. The three-inch roller width is great for working downin the canard spar trough and other tight spots. Rollers cahbe cleaned in acetone or M.E.~. a time or two before youthrow them an;,.

T"'(P{".

Bristle Stipple Roller - 'Ibe gl.ant pipe cleaner supplied byAircraft Spruce and Wicks is a stipple roller. Those of youwho haven't figured out how to use it on your own can 100kat the cartoon "wetin , it out" on page 3-17 and on page 18-2in the photos. You build your own hllndle from some aluminumor steel sheet scraps.

Dry Lay-Ups - 'Ibe finished parts that we have seen at semi- .r.ars have generallJ' been very good. '!he general tendency,however, has been to make parts a little dry. You guys aretaking our emphasis on stippling and "not wet" a bit toozealous!J'. Be sure your lay-ups are not too dry (with 8IIIall­white fleclal of unwetted glass visible). When you think youare finished With a lay, up, DON'T QUIT. 'nlke your portablelight and very carefulJJ inspect the lay-up while it's stillwet. J. cured lay-up that is too dry must be rejected. Also,before you leave a lay-up to let it cure, get a second opin­ion. Have the wife come out and .inspect it while it's stillwet and fixable.

The structural quality control criteria insection I, section V, and newsletter 10 are maxi­mum allowable defects. Anything worse and thepart must be repared or rejected. Your struc­tural parts in general should be much better thanthese criteria.

Do not assume that the plans do all yourthinking for you. Check all sections, photos,drawings, etc., on each step. Be sure you haveno bumps, depressions, or joggles on the surfacesin a spanwise direction on all structural parts.

We have been informed of two instances whereepoxy has been found to be too viscous- one ortwo bottles in a given shipment being more vis­cous than the others. If your epoxy is thicklike honey, return it to the distributor for re­placement. Also, if any separation occurs inyour hardener, shake well and warm the bottle(80 degrees); if any settling, still occurs, re­turn the hardener for replacemnt.

Lighting - we've found that the source of many problelllll hasbeen poor lighting in the shop area. If you can't see wellyou can't do good work. A. lot of generallJ' well' done partshave bubbles, dry areas, or wrinkles just because the builderdidn't have good enough light to see theml

Flox Corners - Paint a light coat of pure epoxy inside beforetroweling in the flox. 'Ibis :1JIIproves the bond of the floxwith the dry glass.

Micro S.lurry - Don't be slcillpy vith the micro slurry overfoam before you lay up glass. An incomPletely slurried foUlsurface will allow little pockets of air to remain betweenthe first ply of glass and the foam. :!he porous glass/foaminterface can result in a premature breakdown of the foam-to-

. glass bond, and reduced surface durability. 'Ibis is particu­larlJ' :1JIIportant with urethane foam.

C.R "'-,ffiGE 3." ..

Micro Fills - If you fill a foam ding or nail hole wi th drymicro before laying glass over the surface, the micro will besoft during the lay-up and hard stippling will push the drymicro out of position. Avoid stippling ambitiously directlJ'over a fresh micro fill with your brush. The paint roller isuseful~, in these areas because it will bridge across the fillarea and help wet the cloth without disturbing the micro.

Shop 'n!mperature - In Section I we gave a maximum temperaturerange for glass laminating of sixty-five to ninty-five degree.Fahrenheit. '!he desirable shop temperature is about seventy­five degrees Fahrenheit. It's winter and a lot of you aretrying to work at the minimum temperature of sixty-five degreesFahrenhei t. It major lay-up done at sixty-five degrees cantake nearly twice as long to do as it does at seventy-fivedegrees Fahrenheit, because of the additional stippling timerequired to wet out the cloth.

"Peel Ply" - '!he mlk of sanding on cured glass s11rfaces inpreparation for glass-to-glass bonding can be avoided by usinga "peel" plJ'. J. peel ply is a layer of dacrori f'abric which islaminated into a lay-up as though it were simply an extra plyof glass. '!be peel coat wets out with epoxy just like theglass cloth does and cures along with the rest of the lay-up.'!be dacron peel plJ' doesn't adhere structurally to the glassand can he peeled away from the cured,glaSSivery easily (aboutlike masking tape). '!be removal of the pee plJ' leaves asurface which is ready for glass-to-glass bonding~sanding. Here's an example of how to use the peel plyl inChapter eight,' Step six, lay' up the topside pads, sparcap, andshear web just as the instructions on page 8-6 describe, thenlaminate one ply of dacron cloth over the front and back faces(shear web) of the spar. Let the assemblJ' cure. When youare ready to lay up the bottom side, simply peel the dacronplJ' off on the fore and aft faces, leaving a surface which i.ready for bonding•. :!he peel plJ' is never left in the finishedpart; it is always removed as preparation for the next lay-up.

The peel ply can bll used handily on the canard 'she'ar­web, leading and trailing edge glass lap' joints of allaerofoil surfaces, wing shear web, center section spar, andwing tip/winglet root skins. :!he material for use as peelplJ' is 2.7 ounce/yard dacron polyester fabric. Both Wicksand Aircraft Spruce have the material or you 11I81' find StitsPolyfiber D-I03 available at your local aircraft recovering8hop. 'Ibe dacron material is available in yardage and inconveniently-sized tape8.

Foam Core Assembly

Joining Foe moclal - First paint a thin coat' of epoxy (nomicro) on the joining foalll surfaces.-second, trowel a wedgeof dry.. . micro on the center of one surface. 'lhird,squeeze the joining surfaces together, wiggling them beckand forth, to obtain a thin micro joint less than one­sixteenth-inch thick. It is desirable to have the micro lowin the joint about three-eighths to one-half inch( not to­get squeeze-oui). 'Ibe low join. is filled with micro beforeglass is laid. over the joint, allowing a wet bond betweenthe micro and ,the glass. You Will occassionally get sOllIesqueeze-out even trying not to, so just wipe the joint lowvi th a mixing stick. Do not try to fill large voids withmicro; you are taking a chance of getting exotberm damage.If you bave a void larger tban about 0.1 inch, fill it witha sliver of foam with micro on each side" 'l'","t"-e'r "'P-4" SolId...'<:. ...0·

Al1gr11!1ent -' If your foam core is cockeyed when you glass it,your airplane will he cockeyed too and probably fly that ny.Get your foam cores assembled correctly. Use lots of nailsto hold it straight while tbe micro cures. Check the depthof the spar notch and be sure the tit's correc t. top andbottoa. Wing and canard foam cores should be assembled ver­ticallJ' as shown in the pbotos on page 6-6, nailed togetherfirmly, and the depth of both apar notches checked beforeplacing it in the jig blocks.

Weight - Micro is heavy and costs a lot· .ore than foam SCrll1'8.

Use a ~8111 block to fill the big gap around the wing fittingnuts instead of the large micro fill shown on page 6-18 (in­side the wing root). Even a rough fitting foam block will bemuch lighter. The interior foam face is given a one-ply. BIDprotactive covering.

General H1nta/Clar1ficatiOlUl

Pa!! 6-5 - :!he seventh plJ' of BID, fif·ty-tbree inches by ,tweve inches, 111 used for the wing root and IIid spar ribsshown on the top of page 6-6, same ste,_ .

-..

Wing Jig moclal - Jig block '7" may need to be Sh~slightlyto get the leading and trailing edges straight. Jig block "E"must be notched slightly to allow the wing fitting to nestproperly.

Wings - Above all else.,both wings must have the same twist andbe set at the same incidence.

IUREmARE foAM DE.maroa! '!'ION INewsletter 1/10 reported on the urethane deterioration

in the fuselage side on N4Ez and its repair. Since then theairplane has had sOllIe rugged use including large temperaturecycles. Recent inspection revealed that there has been nofurther deterioration. '!he repair is sound and there appearsto be no cause for concern in this area.

'--10" -../

A. We appreciate your desire to keep it simple, rot do noteliminate inflight trim. The VariEze is a real pleasure tofly in-trim or hands-off (Which requires· three-axis trim)but is quite a nuisance when out of trim, particularly inroll. We consider the ability to adjust roll trim withmajor power changes a mandatory item.

N4Ez has had sOllIe urethane foam damage in anpther area.'!his is in the center of the fuselage floor from F.B. 80 toF.S. 95. As shown in the sketch this occurs only in the cen­ter where the floor surface is convex and where high concen­trated loads are applied when a heavy backBeater with hardsoled shoes puts all his weight in one local area. '!he glassskin is not damaged but the foam is locally deteriorated underthe glass. '!his was repaired by glueing a piece of nine­millimeter, six-pound PVC (red) foam on top with wet micro.'!he PVC is heat fonned (three hundred degree oven or heat gun)to hold its shape and weighted in place. After cure, layuptwo plies BID over the PVC. '!his provides a very durable sur­face. '!he PVC piece is fifteen mches long and ten incheswide. It is recommended that you install this piece in yourairplane to prevent damage. It is not required over the en­tire floor. '!he concave surfaces spread the load out and nodamage occurs. If you have no six-pound PVC you can substi­tute balsa wood.

Q. I want to keep my VariEze as simple as possible and planto eliminate the roll and yaw trim. Is ground-adjustabletrim okay?

We continue to be asked questions about ouropinion of systems or configurations differentfrom those we have tested and recommend on theViggen or Eze. Please remember that if we haven'tbuilt or tested a given aerodynamic,.,configuration,engine installation, avionics system, etc., (o"lranswer must be that we "don't know." We wiUcontinue to support builders by helping them withany problems or qU9stions they have, relative tothe basic airplane and systems as shown on ourplans, but we cannot serve as a clearing houseor consulting service for items different fromthose in which we are familiar, particularlydifferent engine systems and avionics.

Remember, your letters can be promptlyanswered only if you provide a self-addressed,stamped envelope. If the S.A.S.E. is not included,we will answer your question in the next newsletter.

'!hose of you northern die-hards that still think theVariEze needs an exhaust-powered cabin heat system shouldgo to the library and look up a book on solar heating sye­tellJS. You will find that the VariEze fuselage is striking­ly similar to_a well-designed solar heat collectar-_-JLurethane foam box, diffused surfaces inside, glazed on topwith plexiglass. It is well ventilated for summer coolingbut with the vent closed and a good canopy seal you canmaintain seventy degrees Fahrenheit inside temperature, withand outside air temperature of ten degrees Fahrenheit.This heatin~ system, of course, does not work at night, butgood f r pilots fly in the daytime and love at night.

IVARIEZES HAVE MODERN CABIN HEAT SYSTEMI

C.p. #'ll - PAGE 4

Hot Wire .Controls - The simple wire-and-nails voltage controlshown in newsle~ter HlO can be hazardous if ~roperly used.Do not use it if the floor is damp. And, be sure you havethe correct end to ground. Careless operation could ruinyour whole dayl

'!he schematic shown below is another possibility for agood hot wire control. T ....~ <Ol'\e. CAO\I\O"t s~~ '1,,«,.

--'!he basic bill of materials doesn't include the eight AN4­15A bolts and MS210h2-4 nuts required for installation ofthe Cleveland axles. We have now flown Cleveland brakes andare happy to confirm that they proVide excellent brakingeffee tivaness.

--'!he sketch at the top of page 18-2 has confused someroilders. '!he seventeen-inch dimension is correct, and thegear leg sweo].ls. forward as the three-view dr:lwing on theback cover shows.

--Elevons must be free of friction.

--Use a lubricant on the mating surfaces of the wing fittingsand N0l3 guides (Lubriplate, Molycoat or eq.).

--When mounting NOO and NGlS to NOl, layup a two-ply BID pitchbetween NGl and the castings. Mount wet,with flox filling anyvoids.

--One builder moved his canopy forward two inches from theposition shown on the plans to ~more room for the pilotto lean forward in flight. ('Ibis is being done on Jiranil prefabcanopy frames. -

--'!heNG6 casting supplied by Ken Brock is narrower than isshown on page 17-3, a change dictated by production tooling.Nothing is changed because of this; Brock is simply including"two spacers to center NG6 in the aill'lane. N(Ji' should be 2.75inches long.--Don't be concerned if you find it necessary to grind someof the MG-l landing gear leg away to set the proper toe-in.A little grinding is normal and up to one-fourth inch ofthe gear leg thickness can be removed without structuralconcern. The mains should have about one degree toe-in.

-Be sure you have at least the overlap shown at the trailingedge for the top and bottom skins (0.4 inch on canard; 0.5inch on wing and winglet). Be sure the overlap area is sandedwell before top skin layup.

--Do not pressure-check the f'Ueltanks before installation ofthe outside skin, unless a low pressure (five hundred feet) isused. (Page 21-6).

--Ed Hamlin reports that a Dremel #428 wire brush works beau­tifully for cleaning the residual foam and micro off of thecanard, wing, and winglet trailing edge overlaps in prepara­tion for the top skin lay-ups.

--Builde"re wishing to use enamel or acrylic enamels may wantto use Dupont JQllS enamel primer surfacer in place of the70S laquer primer surfacer. 301lS provides the same ultraviolet barrier that 70S does (see section V).

Brakes - Use Rosenhan master cylinders with Rosenhan br!\kes.1ile'"'1'ierdes or Rosenhan master cylinders can be used with Cleve­land brakes. Do not match Cleveland or Gerdes master cylin­ders with Rosenhan brakes.

c..e*1\ -J>A6E5

Engine start--add "select fuselagetank" before "mixture rich." Beforetakeoff--add "winge" after "valve on. w

~-omit "if low fuel refillheader tank each six minutes." Add"select fuselage tank if wings areless than two gallons each."

Check List

S:>me of you may not like the idea of a fuel tank withinthe confines of the cockpit. lhill is, however, a fairly COlll­

-mon practice for many lightplanes. We feel that the advan­tages of more reliable fuel nov near zero fuel level, out­weighs any disadvanta[;es and thus recoJllllend that you installthis new system in your VariEze. ~"-"t>ltA\J.)r~ oto.l.~'.

Hake the following chlU\ges t.o your Owners Manusl, SectionIV.

'!be fuselage tank is tilled when the aircratt is tueled-­it. bas Hs own cap (same cap as on Winge). lhe fuel system 18operated as followsl lhe tuselage tank is normally used onlytor starting the engine with the nose down. The wings areselected after the nose is \I[' and the pilot. gets in. If theflight is planned so that the descent is done with lessthsntwo gallons in each Wing, the pilot selects the fuselage tankfor the descent and landing. Regardless of the flight planning,t.he pilot. can use all t.he vi.ng fuel in level flight or climb('!bere 18 less thana.l gallon unusuable). He can use all butone gallon per wing in a normal descent and all but two gallonsper wing in a steep descent. All fuselage fuel can be used inany attitude.

Addition of the selectsble fuselloge tank gives the pi­lot I; much more accurate indication of his last few gallonsfuel, thus increasing range and decreasing liISconcern ofexact usable fuel state when fuel is low. It also givesredundant backup for things like fuel vent blockage, loss otfuel cap, etc. It does require fuel management though, butnot more so t.han with the PUJlql. lhe fuel selector is de­signed to mildly interfere with the pilots wrist to remindhim not to take off With the fuselage selected, thus deplet­ing descent fuel first.

!he selector handle is positioned left for wings, upfor fuselage, and right for otf. The selector valve is oper­ated directly with a torque tube running forward. '!be torquetube is easy to install even with the side consoles in place.lhe torque tube has a mild curve which positions it againstt.he fuselage side from F.S. 70 to F.S. 90, thus it does notinterfere with the suitcase. Rout holes in bulkheads as re­quired.

!he tank was bonded to- the spar on the bottom with wetmicro and a block of six-pound PVC foam and bonded to theroof at the top (around fuel cap) with a ring of PVC and wetmicro. While this looks like it will work okay, it's proba­bly a better idea to fabricate sOllIe metal straps and bolt thetank to the firewall. If your tank interferes with the cano­py brace bar, move the bar forward. A welded aluminum tankcould be substituted if desired, or better yet, maybe we cantalk len Brock into making a rotary-molded one like the origi­nal header tank.

!he system low point is prOVided with a drain adjacentto the selector valve. !he drain is installed by drillinga five-sixteenth inch hole in the AN910-2D coupling and tap­ping with a Je-27~ tapered pipe tap.

lhe fuselage tank is located forward of the firewallover the wing spar. lhc fuselage tank in N4EZ (see photo)is fiberglass. '!be front and back aides are three-eigllthinch urethane (or PVC) foam with one ply mD on the inside.lhe top, bottan,and sides are two plies BID, laid up flat.like the practice piece on page 3-13 of Section I. _ '!bepieces are assembled wi th epoxy, then the corners are roUDdedand two plies EID are layed over- all the outside (overly wetlayup to avoid leaks). lhe sight ~~&ge, vent, cap, atrainer

Jand fuel outlet. are made similar Co the wing tanks.

One builder has told us that the Bendix-Strongberg carbu­retor will function satisfactorily with a very low fu~l headand should work well with this new fuel system. We have nottested the Bendix carburetor so we have to leave verifica tionof this up to you.

Q)

"'Q)

.r.+J

diRE

Df?AII0 FILlct<:

3 - LVA'I VALvfTt>~OE TuEE Pli~OI..\. vALVE TO coc.l<PIT

J.. '!be best thing we can tell you is to read ;TOur ownersmanual VlIry carefully and follow exact~ all the informa-tion and l1II1tatioJ18 shown. '!be VariEze is a very stable 1airplane but has lover stick forces than the average light­plane. So, get sane t1ae in a Yankee or other "sensitive"airplane. Also, ~.ber that your rudders are a more ~

powerful roll control than the elevons, and if your new :l

airplane is crooked you may need rudder to keep things up- ~right. In fact, you should fly the airplane primarily with Lrudder, since if there is anything t.hat takes getting used ~

to on the VariEze it is the tendency to input pitch when Q)

tryin~ to use only aileron. So, if you use the stick only §for pitch and the rudder to turn, things will se~_ easier, 0

particularly if your proficiency is not good. Also, re- 0

member to keep the airplane in trim by adjusting pitch, roll +J

and yaw trim. When in trim the airplane will hold speed and ~­

level flight even in turbulence without pilot effort. lhill I.l_

will make your initial flights much more comfortllble than &fighting an out-of-trim condition. On final approach, setup roll and yaw trim for coodinated level flight, thenthe rest of the landing is VariEze indeed.

Q. I don't want to build an airplane that is still UDdergo­ing changes. When are you going to freeze the design andstop making changes?

J.. We have not been shoving it on an individual basis sincethis requires locking up, traveling a III1le and opening the'l\ohangar. lhe response has been so great that this wouldtIlke all our time. lhis situation will be resolved by aboutthe end of February since we will be moving into a hangar onthe flight line so ;TOu canVin anytime and inspect the air-plane. (or/lt.

A. We are more interested in the research and deVlllopmentaspects of aircraft than in marketing/prOlllotion. 'n"yingdifferent things to improve an airplane is where our eJeper­tise lies. We expect to continue to use the VariEze as aresearch test bed for a long time, experimenting with sev­eral interesting concepts and may be making changes ten yearsfrQII .I1OV •

Q. I'm just 1I1lout ready to make the first flight in myVariEze. What words of wisdc-. do 70U have to the "aboutto be" test pilot?

Q. I haven't been able to get to one of the demos--vhen canI see the VariEze1

We have recently tested a new fuel syatem in N4Ez thatoffers some significant advantages over that currently shownin Section IIA of the plans. lhe following schematic showsthe system. Note that the pump and the small header tank onthe vacuum pump pad are both eliminated.

Fus~uoa TA.O" VeO'

!bo many people do a professional job of building their 'tl

airplane then lose everything becaulle they do a non-profes- ~sional job of flight testing. If something is not quiteright--fix it before you fly. Be sure YOllr pilot proficienjcy is sharp ·and current.

IIMPROVED VARIEZE FUEL SYS'lEM ,

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..

('IVo each) 1N4-36A bolts should beAN4-hOA.

(Eight each) AN509-l0R·9 should beANS09-l0R-14.

1he aidd1e eketcb at the top ot .thepage should look like this.

(One esch) AN5-31A bolt shoulri be.AN5-hOA. The 371. is adequate if yourpad was not laid- on too wet.

Add these instructions to the end otStep 81 Before mounting the fueltenia!, round the edges of the wing'titting plates and layup a three-inchstrip of UNO wrapped twice around thecentersection spar as shown. Ibisprovides a glass surface for thecowling lip layup (see Section riA),stiffellll the spar end, and safetiesthe wing fitting acrews.

uSE lilt. l:>tCA\UI~15AIIHE" ~oli"OM. ~ ~-2."-0cuT THE' ",,'~GLETPl...AtV~J0VI ~oT Tttr1101:0 AT Ttn: Tt> P Or'PIlGe' '7-1.

Ihe two 5.h by 2.7 i:nch pieces ofmedium density PVC foam should be5.4 by 3.2 rough to allow for match­ing the contour of the sea t back.

7-2

8-1

3"c.vT -ru..» ~

[..- "''-Ic]r---55'1~

Onit last paragraph. Add "If a longnermal descent is made with less thanone g~l_of fuel in each wing tank, fuelstarvation may occur. Fuel flow can beregained by selecting the fuselage tankor by reducing descent angle. Starva­tion can occur during long s~ep descentswith two gallons per wing tan. Becauseof this. pos;; ~.bility, the fuselage tankshould be selected for all descents andlandings ,wi th less than two gallons perwing tank.

Onit sentence' on sateUng fuel valve.Under weight and bal<:nce add "cheCkaft cg limit with full ruselage fuel••.

Onit all of the top paragrapb after"fuel starvation." Add ·select tuse­lage tank. If wing fuel starvationoccurred during descent,the wings "1have one to. two gallons of tuel that.is still usable during level fligbt orclimb."

Drains are proVided at the wing ta9ksand at the fuel valve (system lowpoint). The wing tanke are vented to­gether to maintain equal tank fuellevels."

. Qni. t entire section. Add "Ihe fuel.system consists of two wing tanks anda small fuselage tank, all equippedwith Visual sight gauges. A three­way selector is located on the pilot.sright console. Ibe selector is po­sitioned left to select wing fuel, upto select fuselage fuel, and right tooff.

The wings hold about twenty-four gal­lons total, all is usable for climb orlevel flight. One to two gallons pertank are not usable for steep descents.

. The fuselage tsnk holds about 2.5gallons, all is usable in all normalattitudes.

Page seven­Fuel System

Page thirty-two­Appendix I

Paee fifteen­Descent

Page twenty-two­Engine Failure

IV1RIEZE PaNS CHANGESI

We are still getting abuilders over the phone andplans or in newsletter #10.fore you st.art bugging uslin to your plans--don't try

Page Number

large'volume of questions fromby mail that are answered in the

Read everything thoroughly be­Transcribe all plans changes

to memorize them.

Changes

20-2

21-6

22-8

22-1

138 drill should be #42

3000 feet should be· 1500 feet.

You may want lon~er canopy. hingescrews than the 509-l0R-6's shown ifyour canopy frame is thicker than the}.~~~r:,Yl':.NhEZ. GET AS M\JC.~ Glt\;> AS.

Blank should read .See page 25-1.·

5-6 A few builders have had problems get­ting enough elevon travel. We nowrecommend that you modify tbe elevonlocation template--jig block "B" assbown in the sketch. Ibis will giveenough travel even if your canard isnot quite straight.

22-8

Section IVOwners Manual

Page 48

AN509-l0R-12 should be AN509-lOR-10.

Add the following notes 1

Substract one hundred feet frOlll theground roll if :u.nding brake is used.

Jlso:Subtract four hundred feet frail thelanding distance over a fifty footobstacle if the landing brake is used.

6-21

1-1

1'7-3

Split and spread apart to obtaindimension shown.

The Radio Shack switcb is not aspring-to-eenter type. A Il1croswitch #81.-2041 ehould be used.

Ihe four UND skin plies are consider­abl,y oversize as shown (fifty-fiveinches by thirty inches) and may bereduced to fifty inches long andtwenty inches wide a t root.

l.n,1I $14001..0 1i!>E" 1.Zo;" (NG~)

c:P.~11 - PAGE 7

SectiOD IIAPage 5

Section IIA""ge 10

Section IIAPage 13

B.L. of lower mowlt points shouldbe B.L. 5.25 .. l\)oT $.5.

All three weatherhead fittingsshould be drilled out to an inside.diameter of .281 (9/32) to increasefuel flow.'

}]J;OI

IN42B-h sbould be INh2-1A. (Thesf!do not apply to the new fuel system).

Continental 653627 should be 1530627.

Also 1AN844 should be AN86h.

business jet may have winglets too.,IoIill make its firs ~ flight in 1978.-;.

VARI EZE DISTRIBUTOR STATUS

JIRAN - Producing 4 main gear perday and 3 cowlings. Current backlogapproximately 9 weeks.COwLEY - Shipment within two weeks ._BROCK - Most items available for immediateshipment. Wing fittings, engine mounts, ,and nose gear castings backlogged about 2 ~nths.AIRCRAFT SPRUCE & WICKS ORGAN - most items avail:immediately' a few long lead items make full shLp'set delivertes about 1 to 2 months.

- On the average two complete shipsets perday have been delivered to homebuildersin the first 5 months of the VariEzeprogram. This,is an excellent record,unsurpassed by any other homebuilt kitsupplier.

/NE.W rUE l ~YSTEtI\ II'J N'tE'l.-~·H: '?f\<sE5FW'D"

COMPOSITE MATERIALS.During the coming fiscalyear NASA pions on in·1ensive effort to reduce theweight- and labo.r-intensiveareas on today's' productionaircraft, with particularemphasis on compositematerials (plastics, etc.).

At this point all agree thatcomposite materials or.hopelessly expensive foraircraft us........both in actualdollars and also because(again) they ral.e thespe-etor olaf enormousproduct lia9i11ty Insurant,cost. NASA is coordinatingits resebrch with that ofothers· .in the "consumeritem" field. (principally automanufacturers) to try tobring costs down0r:-dtechnology up.

NASA admits there I.much s,till unknown andexpects thai It will be a 6-7year effort before ,result.appear In the tle'dawnor.O$.,

Tbp right-hand corner, 10-5 shouldbe 10-3.

Omit Step four and Step twelve. Mod­ify Step five as shown in this news­letter. omit photo of valve on pagetwenty. Substitute fuel systemshown in this newsletter. Do thefuel flow checks in Step twelve forthe wing ~ fuselage fuel.

Page 6

Section IIA

\STRUCTURAL TESTINGI

REJ'Ec:.T CA~I\~ uNOe::re- TFSTLIMIT 'LOAO c.ot-.\O\.IO"i SIIOWN

"'IHAM=-:RAD=I""O'-"O""PE"""RA:+"T6""liS"",

Ivan Whitehouse (Goldendale, Washington), K7A TX, reportsabout twelve hams have joined the "VariEze" net. He reportspoor luck with the 'l\1esday evening net and says that theywill try !hursdays at seven a.m. on 3900 Khz.

IED HAMLIN WANTS YOU: IEd Hamlin (S377 Seeno Ave, Roseville Ca 9567S)wasthe host of the Sacramento VariEze seminar. Heis organizing a "squadron" - a club for EZ buildersin central/northern Calif. Purpose is to work to­gether to help each other with building and flyingproblems and to promote Sport Aviation. If youare interested, send him a S.A.S.E. for his news­letter. Ed has done real first-class work on hishalf-completed VariEze.

Minnesota already has a VariEze club.Contact George Wilson 2924 lOS thLane NW Coon Rapids MN 55433

"A~IE"le 'PUlI,)S c.H A"'G~ I CO'->"t-.

Canard Pusher #10 K1OOO-3 should be K1OOO-4.Page 5

We have conducted anotherVariEze static loadtest since newsletter 10. A homebuilder broughthis canard to our shop to show the problems hehad in construction. He knew that the canarddid not meet the quality control criteria (a largedepression in the spar at B.L.42, many dry areas,and inadequate skin overlap at the trailing edge)so he had rejected it. He left the canard withus so we could use it to show others how not todo the work, We decided to load it to destruc­tion to determine its actual strength.

The canard was mounted in a fixture (seephoto) that mounted it by the lift tabs and trail­ing-edge pins similar to the normal mounting ona VariEze fuselage. Test results showed thatthe strength of the canard was considerably reduceddue to the construction errors, but the canard wasstill strong enough to meet FAR 23 (failure above150% of limit). Failure occurred at the de­pression in the top spar.

Another builder showed up at a workshopwith a test fixture he had constructed. His eye­ball engineering had told him that the canard

- -U1:f-cabwas too weak,--soneouln a-Fftspan or--­a canard complete with lift tab built to the plans.The canard section was supported at the tips and heapplied 2200 lb to the single lift tab - no failureoccurred. Needless to say he is no longer worriedabout lift tab strength!

You guys don't vri. te much but we do get a few pictures •

Vari Eze siNpark bench. This is not recommended.That much weight concentrated on a sharpsaw horse can damage the structure. Ifyou do this, place a foam block on .hesawhorse first.

Hans Steinhoff (Goleta, California) has the right idea on\leight--his \lings and canard had to be tied dovnl (Well •••it's a nice idea anyway.)

o GLIOER

APPROXIMATE COST ..BIFlTHOATf ..

.......••••.•••... STATE. __ ..•.•.•...•. ZiP••..

..................................... EM NO..

. DATE COMPLETED ..

(OPTIONAU OCCUPATION .. .

...

DATE STARTED ..

NAME

ADDRESS

COTY

AIRCRAFT NAME

)d FIXED WING: 0 RDTORCRAf"Tj 0 MONOPlANE; 0 BIPLANE;

"N" NUMBER (IF' ISSUED). . ..... ENGIHE MAKE AND H. P. .

SEATING CAPACITY .?:.. ..WING SPAN.. . ... LENGTH ...

EAA AIRCRAFT REGISTRATION CARD

EAA. BOX 229. HALES CORNERS. WISCONSIN 53130

IVARIEZE WILDER REPeRlS I

• Wagner'. fuel tank going together.

CUSTOM-BUILT CHECK ONE; 0 ORIGINAL OESIGN - ~BUllT fROM PlANS

I \'iHO' S BUILDING IThe best way to find VariViggen or VariEze

Jilders in your area, is to attend your local\A meeting and ask who is building. If you'reJilding a VariViggen or VariEze, clip out the card.low, fill in, and mail to EAA, PO Bx 229, Hales~rners, Wi. 53130, atten Ale Records Dept.

Jim Cavis reports that his airplane is ready for i'irst .flight.paint and all. He is mounting the canopy plexiglass now andas soon as he finishes we'll have a genuine flight report foryou to read. Jim has the standard wing plan fom on his air­plane but built it from foam and glass. He plans to fly itin standard configuration and later add winglets. 1his shouldbe interesting.

KEtJ GLJ~C~~II\.l ~,IJ£

I\lo~ <:iEf\R.\Z'i.WfICItotJmEc.Il-ANI~.. ; ..-::- ..

The ;.tow, Mass. constructionsemminar. Photos courtesy ofCharles Douette. .

Change

1bp of WS 28 should be 3.1 not 3.0as shown.

AA-3 should be two required-l/4 inch2024-T3 aluminum 1.0 by 12.4.

Under_wood--two pieces LO by 1.5 by24 should be four pieces.

VariViggen PlansPage 5

Page

SP Wing PlansPage 14

SP-W1ng -PlansPage 13

[ VARIVI GGEN BUILDER REPOR15 IKen OUscott. SiN 129. reports that he has the fuselage

and inboard wing complete and ready for cover. Ken saysthat he's disappointed that more VariViggen blilders haven'tbeen sending information in for the newsletter, We agree.Wha t are you guys up to? I

I VARIVIGGEN PLANS CHANGESI

IVARI EZE REFERENCE DIMENSIONS]This. sketch gives a summary of fuselagestat10ns and butt lines which are easilychecked on the completed airplane. Allof this information is in the plans butsome of it you have to hunt for. Thepoints marked by the asterisk (*) shouldbe checked during final weight and balanceand the real values recorded in yourairframe log (OI'"OP ?IUllilb-bob TO LiIJI!!> 0" fLool:).

DIfoIl1'AR'l' AB'DlTlOI TO lmISLlTrER 11 - SIMI'Ll SPOILDS Am IlOLL COlITROL •~ IlllllSl.B1TD 11 bad gone to pre.a _ invited Petar Gardaon,... avlation .riter for "FlyiD&" -sasine, to fly N4EZ. He fl_ itaeveral t1ae. and vaa plea.ed .itb the illprov....nt. due to tbe .peedbrake; however, he e"Pre.sed concern that tbe airplane _y be a

~handfui'for a low-proficiency pilot, due to it. relatively .lugglabroll rate and due to a tendency to pitcb noae-down vitb aileronioputa. Tbes~ ~ta cau.ed u. concern, and a little surprise,.ince _ badn t really heen awere of a .ignificant pitcb chenge• itb eileron. We flew tbe airplane again and noted tbat, yea, indeedtbere la _an objectionable no.e-down pitcb chenge, but only for large.aileron inputa. Apparently.e generally uae only s..ll aileron in­put. and alot of rudder vben needed for bigh roll rates and, beingaccu.toaed to flying tbe airplane in tbis ...nner, ve were not of theopinion tbat the airplane was difficult to ..neuver. Trying to putourselves in tbe place of a low-proficiency pilot on bia fir.t Vari­Eze fligbt where he ..y be flying an airplane out-of-tria and aigbtbe unable to roll at all, if he is using alot of oppo.ite rudder,led to tbe conclusion tbat Peter va. rigbt; the airplane doe. needto be illproved to aalte it Bafe for ._ pilots.

We have alvays been reluctant to put rear-wiD& ailerons ontbe VariEze due to tbe control .yat... cOlllplexity, tbe need to booltupcontrol. for viD& reaoval, and tbe addition of e new po.aible flutter_de. Wbat.e needed wes a.,.. addidonal roll rate, a .ligbt noae-uppitcb cbenge with roll deflection, and perbap. aoae proverse yav.We rtaged up a ...11 apoiler on tbe covliD& jnat aft of the center­.ection .par, and found tbat ita deflection a~.t aactly cancelled,tb. no.e-down pitch !!!J! ..de tbe roll rate bigher. Addition of tbis

.•poiler ~de the roll responee .ore crisp .nd ..d. the VariEse feel.ore lilte a conventional airplane. It va. a little bard for uato b.lieve tbat tbi....11 .poiler, _unted tbat far inboard, .a.really aaltiD& tbat much difference. .0 ve invited Peter up again tofly our OlOdification. Be .a••keptical becau.e of the ....11 .b. andplacement of the spoilera, but after biB flight, .bich included-aneuveriD& at all .peede and .everal landiD&., be agreed that allpitcb change due to roll we. gone and tbat roll control ....ore lilte a conventional aircraft. When a.ked if tbe aircraft ....afer for tbe low proficiency pilolO he replied, ''Definitely.'' Weagree, and are t~mfore rec_nding tbe .1lIple .poiler .y.t_ ahownb.low a. a aandatory addition to your VariEze.

The .poilers have a negligible effect on cmlae .peed. Tileyare far .nougb froll tile leadiD& edge to be included in tile boundarylayer. There are no cbangea to the current control syat_. Tbeelevons atill work noraally; tbe .poilers are ..rely an addition.A bracket (CS18). i. bolted on tbe .tick using the exiating bolt.Cablea (in nyloflo conduit.) are routed aft along tbe fu.elage side(no interference witb the suitcase) and tbrough the c.nteraection• par. Tbeae cablea rotate tubes vbi~directly deploy the flat-plate .poilers, tbrougb four slots in the top cowl. One light.priD& per .poiler bolde tb_ down against the cowl. CS18 is off.et.ucb tbat only a v.ry ainor .lack exi.ta in one calbe when the op­po.ite apoiler is fully deployed. The coaplete systea vaa deaign.dto he easily installed in a c~ airplane. It vaa built and in­.tall.d in N4EZ in on. dey. The front balf of the pilot'. era-re.t .... r ....v.d for acce•• and reinatalled .itb flox aft.r .poil.rinstallation. Note that the ararest aide anat be hollowed locally toprovide clearance witb CS18. Ro turnbuckle. were uaed. Tbe cableNicopre•••leeve••ere .vaged a. accurately." po•• ibl., tben finaladjuataent .....de by IIIOving tba CS19 block up and down. Tbe.poilers are riggad to atart _ving up ju.t as tbe atick _vea _yfro. neutral and to reacb full deflection (about 50 degree. vitb noairload) at full roll.control. Spoiler rtaging is effect.d only.lightly by fore-aft _tick motion (pitch control). Be .ure it'.booked up so the left apoiler deflects .hen the .tick goes left(the cable. cro.. under the rear amr.st)·. Tbe cable. are routed onbotb side. of tb. front aeatbelt attacbaent.

Tbe .poiler. ere plate. of ·.063 2024T3 al_in_. At neutral,tb.y sit flat on top of tbe cowliD&. Tbey ar. attached to a .eld­aent vitb two AMS2S-l01l6 .crew. per spoiler. Covling r~val r.­quires r ....ving tbe four scr.... , or the cowling can be .lotted for­.ard to allow reaoval .itbout disturbiD& tbe spoilers. The weldaentconsists of l/2-incb die. steel tube. vitb pivot. and bracket••Tbe right aide baa two biD&e.: one at B.L.8.41l .bere tbe cableattacbea and the other between the two .poiler _untiD& taba(CS24'.). Tbe left .id. be. tbree biD&e.: on. between tbe CS24tab., one at B,L.13!., and one at the cable attacb point. Becana.of tbe .par dibedral, a univer.al joint i. required at S.L.I2L.

Four hinge bracket. (.063 al_ fo....d angle) are bolted totbe center.ection apar (CS20 and tbree CS21). Tiley are _unted.et .itb flox and tbe excess flox .queeze-out prevent. rotation.bould tbe aetal bond fail, tbua only one _unting bolt is required.Tbe.e bracket. are drilled in la.t, .itb tbe entire a.aeably bolt.dtogetber, to allow adjuatsent so tbe .poiler. ait flat on top oftbe cowl.

A ...11 .t.el .pacer, tbe ._ a. that uaed at tbe bott_ oftbe rudder pedel (VEeS13). la uaed at eacb of tile five binge pointe.Th. 1/4" 00 .pacer is cl....ed to the el_in_ brack.ts by the AM3bolt. aod the .teel bracket. rotate on thea.

One apriD& is naed per .poiler. It is installed aa ahown usiD&... AMlOO-3 thiable througb ODe of tile CS24 brackets. The spriD& i..ewn to tbe tbiable and to tbe bott_ cowl flange .itb t_ loopsof .041 .afety vire. Adjust for a very light .nub in the neutralpo.ition. Tbe .pring is a C-133 tYj>!...JCentury .SpriD& Corp •• L,A..).We found it at:the local hardware store. You can sub.titute any• prin& with a .pring rate of about two pounda per inch deflection.Do not lubstitute a heavy spring like a .creen-door type.

Full-ebe patterna are .hown. to be used to ..... the requiredbrackets. When tbe bracket. are _lded to the tube. be .ure to aliptb... aa shown. Install tb. Nyloflo conduit. a. fellows: first Band.tbeir aurface dull for bondiD&. .tring th_ into tbe airplane a •• hown. Bond tbea to the spar and ararest in the rear (flox/S_in);let cure. Pull thea tigbt at the front to .traigbten tbea, tape tothe .ide between J:Sp5 and 95 and bond every eigbt incbe. vitb ablob of flox/S_in. Glue the forward block (CS19) to tbe side •floor, and armreat. potting tbe formed curve in tbe tube vitb alotof S-a1n/flox. CS19 ia glued in laat, so it. vertical po.~tion

can be adju.ted to final-adjuat cable riggiD&. Witb tbe Nyloflowtubes lIIOunted straigbt, very little cable friction .ill exist.Do not use Nyloseal tube.

OIlNERS MA!lUAL ADDlTIOltS

ADD THE FOLLOi/DlG to pase 7 of your owners lOADual: .....11 spoUer.located on tbe centeraection of tbe aft viD& are used to allp8llt tberoll control."

INSEIlT the·following to replacethe landing gear .peed data on page17 of your Owners Manual- ''Dont extend gear above 100 kt(llS gph)­at higber .peed. tbe airloads make it hard to extend. Gear canbe down or can be retracted at speeds up to 140 kt(163 mph).

ADDlTIOlW. IlEW ITEMS

TIl! PLAIIIll AND PREVIOUS _letter. indicated tbet it ..y be acC:epta"ble.to u.e larser tires on tbe _in gear of tbe VeriEse. Tbie ..y ~be ao. Cowley'. VariEse baa experienced a .evere fore-aft resonance(vibration fore-aft) of tbe vheel .ben taxiing at a medi... ap.ed(about 15-20 gpb). Tbis ..y be due in part to a bigb spot or grab­bing of the brake diec (bis disc thic""'" _. not unifora). -.!>ut it~ alao be cau.ed by resonance excited due to the larger (and beavi­er tire). Tbis vibration at 20 .,b is ._tiae. evident on N4!Zvitb tbe 3,40x3x5 tire. but it ie only _ild and intermittent. Itdoe. not occur at bigher or lower .peede. CHECK YOUR DISC THICKNESS:

One builder brought in a canKrd/elevon a••eably in whicb hetbought bis e1,evon up-travel ... only 21 deS. instead of the required24 degree.. On clo.er iDBpection ve found that tbe trailing edge ofbie canard ..s a bit bigh, aaltiD& bis devon t ....late read -3·de­greea .hen tbe elevon ..s at sero, and tbua bis elevon travel .as .adequate (24 deg). If youaapect that your elevon degree t..,titeis giving the vrong inforaation. place jig block B, page 5-6 underyour canard to line up zero elevon deflection, tben check thattbe elevon degree t.-plate read. zero •

P~ter Gar~ison landing N4EZ. Note new .poiler.& landiD& brake~

Materiel List - SPOIL!1l SYSTEK15 ft Nylaflow tube 3/16 0.0. .025_1116 ft Aircraft Cable 1/16", 7x77" x 4" .063 2024 T3 al...2" x 2.5" .125 2024 T3 al_2.8" x 2.5" t .. bircb plywood1 ft I" x 2" x .063 formed 2024 T3 angle35 .q incbe. .063 4130 or 1020 .teel N5 ea VECS 13 .teel .pacer••25x.19x.lSlong1 ea univer.al HS20271 B6 or equiv•5 ft • x .049 steel tube 4130 or 1020

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THANK YOU FOR YOUR INTEREST IN THE

VARIEzETWO-PLACE SPORTPLANE

mill STORY IFor the last 12 months, we have refrainedfrom promotional activities and market-ing on the VariEze to concentrate totallyon its development and setting up ma-terials and components distribution. Inthis short time, we have 1. flown a full350 flight-hour test program on two pro­totypes, one Continental and one VW-power­ed, 2. completed fUll structural qUali­fication testing, 3. prepared a manual forthe amateur builder to educate him in thestructural materials and to guide him throughconstruction, 4. set up a materials distri­bution system through established, compe­tent distributors.

ITHE TEST PROGRAM!The VariEze test program was probably themost extensive and successful ever conduct­ed on a homebuil t. It included basic flighttests for flying qUalities, performanceand systems, spin and dive tests to FARpart 23 requirements, static load testsand landing gear drop tests exceeding part23 criteria, environmental/thermal testson structural materials/components, manu­facturing methods testing, and many others.

ITIlE RESULTS I'The VariEze has superb flying qUalitiesI for its primary mission - comfortable trav­el. It has excellent hands-off stabilityeven in turbulence. It is unusally safeat low speeds, can be flown wi th full aft

! stick (47 kt) without being susceptibleito departure or spin, regardless of atti­'tude or power. Perfonnance is also superb _cruise up to 200 mph and climb up to 1700fpm at gross weight with the larger engines.

'jHE MISSION I PRACTICAL UTILITY JIthough qw.te compact outside. the Vari­

Eze provides unusual comfort for up to 6-ft,7-in, 210-lb pilots and 6-ft, 5-in, 220-10passengers, plus two medium-size suitcasesand four small baggage areas. The 24-gallonfuel load allows up to 1000-mile range at'economy cruise. High altitude climb is ex­cellent, for flying over turbulence, moun­tain ranges. and for satisfactory high-dens­i ty altitude take offs.

!rIlE DESIGN IThe VariEze uses the latest aerodynamicfeatures I NASA winglets, both wings cruiseat best LID, basic arrangement proVides stallsafety, stiff structure provides accuratecontour maintenance, basic systems designeliminates or combines complex control sys­tems, which saves weight, cost and buildingtime while increasing reliability and lower~ing maintenance.

ITHE STRUC TURID

IMATERIALS & COMPONENTS IEstablished, competent distributors aredelivering all required raw materialsand many manufactured components in­cluding canopy, landing gear, wing quick­disconnect fittings, cowling, a varietyof small machined parts, rudder pedals,engine mounts, suitcases and upholstery.The VariEze airframe (no engine or prop)materials costs range from $2000 to$3500 depending on the number of pre-fab components purchased.

VariEze documentation is available in fivesections.

SECTION I - MANUFACTURING MANUAL - Thisis the complete education manual for com­posite mat~rials and methods, alSO, thecomplete plans and construction manual forthe entire VariEze except engine installa­tion. The manual consists of a 15)-page,bound, 11 I1 xl7" book plus nine larger full­size drawings. It includes 168 photos,over 800 drawings and illustrations, andover 65,000 words! The builder is led,step­by-step through the entire constructicn ofthe airplane. The manual identifies sourcesfor all materials and all prefabricated com­ponents.

SECTION II - ENGINE INSTALLATION· - This isa set of drawings and construction manualfor the complete engine installation includ­ing mount, .baffles, instrumentation, elec­tricals, fuel, exhaust and induction systems,~arb heat box and muff, COWling installa­tion, prop and spinner.SECTION IIA - Continental A65, A75, C85.C90, 0-200 ..

SECTION III - ELECTRICAL - This. is an op­tional (not requiredJ set of drawings· andlnstallation instructions for electrical,ystem, avionics, landing and position lightsmtennaes, starter.

SECTION IV - OWNERS MANUAL - This is an op­erational handbook and checklists, includingnormal and emergency operation, detailedflying qUaliti es and performance charts,maintenance, maiden flight procedure, pi­lot checkout, etc.

SECTION V - FINISHING THE COMPOSITE AIRCRAFTApplies not only to a VariEze, but to otherepoxy/composi te aircraft. Includes filling!contouringjpriming/U.V. barrier/color andtrim.

\BUilDING 13, MOJAVE AIRPORT

P. O. BOX 656. MOJAVE, CA 93501

TELEPHONE (8051 824·2645

mutan

rl1lrcraft

(iactory

U Section III $8.00 $9.50

Section IV $8.00 $9.50

Section V $7.00 $8.00

VariEze acket Patch $[,95 :111.9'Calif. residence add b';o 'taxun all items except newsletter. 0

T .-._.12.5'!13ft2Specs & performance Take Off 800 ft Range @ Max Cruise 720 mi ICanard Span/Area

with 100-hp Conti- Climb 1700 fpm I Range @ Econ Cruise 980 mi I Wing SPaIVArea 22.2'!53.6ft2nental. fixed-pi tch Max.Cruise 200 mph I Min Speed (full aft stick) 49 kt IEmpty Weight 520 Ibprop.@ gross weight Econ Cruise 165 mph· Landing 900 ft Gross Weight 1050 Ib

,

I I Specs & performance wi th ITake Off 950 ft I Max Cruise 178 mph I Empty Weight 490 lb I75-hp Continental Climb 950 fpm' Econ Cruise 145 mph I Gross Weight 950 Ib

Check items desired. rPrice, includirf ~ir ~l~First class mai .U S and Canada Overseas*

D VariEze info kit, includes

?~current issue of "Canard $5.00 $6.00

~ T~Pusher" newsletter

D "Canard Pusher I newsletterpublished quarterly. One- $4.75 $6.50year sUbscription

0 Section I $94.00 $108.00

0 Se.c:t'lon lIR $19.00 $21.00

THANK YOU

VARIVIGGENTWO + TWO SPORTl'LAJIB

.. ,

Performance with TakeoU 850 ft Specifications Canard sp';"';Area 8 ft/18.3 ft2150-hP.fixed- Climb 800 fpm standard VariVlggen Wing Span/Area 19 ft/119 ft2pitch prop, gross Cruise 1~0 mph Empty I'/eight 950 Ibweight. Full Aft stick 9 mph Gross I/eight 1700 IbStandard VariViggen Landing 500 ft

Performance with 150-hp. Cllmb 1000 !pm Specifications Wing Span/Area 23.7 ft/125 ft2Special Performance Wings Cruise 158 mph Special Performance Wing Gross Weight 1700 Ib

IPROVEN DESIGN JComplete flight test progr8lll completed, 600 hourson prototype with very 11ttle maintenance. Wonthe. Stan Dzik trophy for design contribution,Oshkosh '72.

IStALL/spINSAFJITX 1--- ------ -- ---The VariViggen's safe flying qualities have beenthe SUbject of technical presentations for BAA,SAE, AOPA, &: AIAA. It will not stall or "mush in"like the common delta. At full aft stick (43 kts)it will still climb 500 fpm, rollover 50 degreesper second without rudder co-ordination, and makebuf'fet-free turns. The prototype received theOmni Aviation safety trophy at Oshkosh '73, andthe oustanding new design award at Oshkosh '74.

IEXCELLENT UTILITY IComfortable tandem cockpits, three-suitcase baggagearea, and an adequate cruise speed provide unusualutili ty for a homebuil t airplana. Its unusualdesign turns routine travel into "fun trips."Gas service and other airport services have beenbetter, tool Take it home, it's road-towablewith outer panels removed.

IPNCOMPLICATEn CONSTRUCTION IThe basic structure requires few special toolsand can be builtin a simple jig. The few partsthat have double-curvature are available in fiber­glass, ready to install. All machined parts arealso available, as well as other prefab parts.

JEASY TO FLY IDespite its unique appearance, the VariViggen hasno unusual or pilot-demanding flight character­istics. It is easier to handle than conventionalaircraft, partiCularly in gusty crosswind condi tiollf

IVARIVIGGEN CONSTRUCTION MANUAL I Part 1 of 'aphoto-illuetrated construction manual, writtenby Jim Cavis, sIN 31. Includes fuselage, canard,inboard wing, vertiCal stabs, control system,and landing gear, along with approximately 100photos. Part 1 also includes helpful sketcheson jigs and numerous building tips. The writteninformation is similar to plans chapter 5,except expanded to about 30 pages.Price, $18.50 first class mail, $20.50 airmailoverseas.

mutan

mlrcraft

(l.ctor~

BUILDlNG·13. MOJAVE AIRPORI

P. O. BOX 656. MOJAVE. CA 93501

TELEPHONE 1805) 824·2645

VARIVIGGEN TECHNICAL REPORT - Complete tech report describingthe VariViggen two-place sportplane. Includes specifications,pilot report, dimensions, 3-view, stability and performanceflight test data, construction cost, description of car-topwind tunnel. 8"xl0" glossy photo and current issue of newslet­ter.

--Pri c.a. - $10. OO ..firat..-Class mail. $11 ..5<Lair_ .mail ovex:s.eas • _

VARIVIGGEN OWNERS MANUAL - Complete operational handbook in­Cluding normal and emergency procedures, loading, operationalrecord keeping. This manual is a must for those close to firstflight,Price • .$6.00 first class mail, $7.50 air mail ·overst'O.s.

"CANARD PUSHER" SUBSCRIPTION - A~ewslette~ designed with thebuilder in mind. Emphasis on distributing to all buildersas many ideas, improvements, building tips, photographs, &:flight reports as possible. Details mandatory, desirable, &:optional changes to plans &: to owners manual. A newsletterSUbscription and all back issues are mandatory for those withVariViggerts under construction. Identifies new material sourc­es as they become known. Published quarterly.Price. $4.75 per year first class mail, $6.50 air mail overseas.Back issues. ~1.00 each

VARIVIGGEN PLANS - HASAD approved in "AA" catagory. :';ixty-one sheets, completely detailed. Also included are build-er's handbook information, step-by-step construction ~uide,complete bill of materials, flight operating limitations, partslists. Secti?n breakdown! 1. Introduction, 2. Operating Limi­tations, 3. B1ll of Mater1als, 4. External Geometry (Lofting)5. Building Tips, 6. Construction Order & Methods, 7. Canard '& Elevator, 8. Fuselage, 9. Inboard :'/ing, 10. Verticals & Rud­ders, ;1. Outboard Wings, 12. Cockpit &: Seats, 13. Canopies,14. F11ght Control :';ystem, 15. Fuel System, 16. Angle-of-At­tack. System, 17. Engine Mount, 18. Cooling &: COWling, 19.Land1ng Gear, 20. Gear Doors, 21. ElectriGal ~ystem, 22. PartsList. Also inclu~ed are the tech report &: photo described.Price. $53.00 first class mail, $59.00 air mail overseas.

VARIVIGGEN SPECIAL PERFORlo'.ANCE (SP) WING/RUDDER PLAN::; - Con­structi?n drawings and assembly manual for glass compositeoute~ W1ng panels and rudders. These are optional wings, re­plac1ng the aluminum surfaces shown in the VariViggen plans.The SF wings are easier to build and provide increased climband cruise performance. They also have fuel tanks which in­crease range to over 600 miles.Price. $39.50 first class mail, $41.50 air mail overseas.

VARIVIGGEN R/C MODEL PLANS - Complete construction plans forthe l~-size radio-controlled model airplane built &: flownto evaluate VariViggen spin characteristics. Designed for4-cbannel proportional radio equipment & engine in the .35to .65-cu. inch size. 555-sq inch wing area. All balsa orfoam/bal~a construction. A maneuverable flying model withoutstand1ng roll rate. Also shown are modifications requiredfor a control-line model (70-ft lines, .19 to .45-cu inchengines).Price. $4.75 first class mail, $5.50 air mail overseas.

The following are RAF-author1zed distribu­tors of materials and components. Itemsindicated have been developed under RAPapproval and are recommended for VariViggenor VariEze aircraft. Contact the distribu­tors at the address shown for his catalogand description of items. Indicate to himthat you are a VariViggen or VariEze builder.

When ordering catalogs from Overseas, please'add airmail postage.

"\

AIRCRAFT SPRUCE & SPECIALTY CO. WICKS AIRCRAFT SUPPLY H. C. COMMUNICATIONS Write for brochure.201 W. Truslow Ave. 1100 5th Street Box 2047 ..

Box 424 .Jm... Highland. n. 62249 Canoga Park. Ca. 91306Fullerton. Ca. 92632 (618) 654-2191,

VariEze and VariViggen custom COM & NAV VHf' antennaes.(714) 870-7:551Catalog C1)st $2 - Refundable at first order. MONNETT EXPERDllENTAL AIRCRAFT. INC. Ask about VariViggen parts

VariEze materials. epoxies. foams. fiberglass, filler materi-955 Grace st.Elgin, 11. 60120

als. wood, metals, all hardware, specialized tools, skin (J12) 741-2223barrier cream, seat belt/shoulder harness sets, wheels &brakes & custom upholstery/suitcases. VariEze - None

VariViggen materialsl spruce kit, plywood kit, hardware, VariViggen - All molded fiberglass partsaluminum & fiber£lass.

Catalog cost $1 GOUGEON BROTHERS write for brochure.KEN BROCK MANUFACTURING - Refundable at 706 Martin St.11852 Western,Ave. first purchase. ,Bay City, Mi. 48706St~ton, Ca. 90680(71"1 8~8-.q '3'" VariEze - NoneVariEze prefabricated components I wing attach/quick discon- VariViggen - 105/206 epoxy and 403 fibers for wood construction.

nect assemblies, nose gear machined parts, control systemcomponents, fuel cap assemblies. welded engine mounts, GEORGE EVANS Contact him for listwelded stick assembly, welded rudder pedals, wheels & brakes. 4102 TwiningVariViggen prefabricated components. all machined parts. Riverside, Ca. 92509

FRED JIBAN GLIDER REPAIR Write for brochure. VariEze - NoneBuilding 6, Mojave Airport Send self-addressed VariViggen - welded nose and main landing gear. 1-1!4"sq.Mojave, Ca. 93501 stamped envelope. steel tube.(805) 824-4558

VariEze prefabricated components. Molded S-glass main gear BILL CAMPBELL (VariViggen builder) Contact him for list.Box 253and nose gear struts, nose gear strut cover, nose gear box. Phelan, Ca. 92371

COWLEY ENTERPRISES Write for brochure. VariEze - NoneP.O. Box 14 VariViggen - Prefab brackets an:! fi ttings:Santa Paula, Ca. 9:3060(805) 525-5829 JESSE WRIGHT Contact him for list. (SO¢)

t 7221 S. Colorado Ct. i

VariEze plexiglass canopy - Light bronze tint or clear. Littleton, Co. 80122

, VariEze - noneVariViggen - prefab wood 'Darts.

.. _ .0 •• __ •• _____ • __ •••• - _. _____ • __ 0 _ -_. __ ... _- ------- ... ._----_ .. .. ..

Rutan A rcra ft FactoryP.O. Box 656Mojave, C A 93501

's class rna

TO:

The number which appears on your label before orafter your name, is the last newsletter issuewhich you will receive and requires you torenew to receive the next issue. If your labelhas a 10 on it, then #10 is your last issue andyou need to renew.

PLEASE STATE THAT YOU ARE A RENEWAL!!