Table of Contents VARIVIGGEN NEWS NO. 1 May 74 VARIVIGGEN NEWS NO. 2 Oct 74 VARIVIGGEN NEWS NO. 3 Jan 75 VARIVIGGEN NEWS NO. 4 APR 75 VARIVIGGEN NEWS No. 5 July 75 THE CANARD PUSHER NO. 6 OCT 75 THE CANARD PUSHER No. 7 JAN 76 THE CANARD PUSHER NO. 8 APR 76 THE CANARD PUSHER NO. 9 JULY 76 THE CANARD PUSHER NO. 10 OCT 76 THE CANARD PUSHER No. 11 Jan 77 THE CANARD PUSHER No. 12 Apr 77 THE CANARD PUSHER NO. 13 JULY 77 THE CANARD PUSHER NO. 14 OCT 77 THE CANARD PUSHER NO. 15 JAN 78 THE CANARD PUSHER NO. 16 APR 78 THE CANARD PUSHER NO. 17 July 78 THE CANARD PUSHER NO. 18 OCT 78 THE CANARD PUSHER NO. 19 JAN 79 THE CANARD PUSHER NO. 20 APR 79 THE CANARD PUSHER NO. 21 JULY 79 THE CANARD PUSHER No. 22 OCT 79 THE CANARD PUSHER No. 23 JAN 80 THE CANARD PUSHER NO. 24 APR 80 THE CANARD PUSHER NO. 25 JULY 80 THE CANARD PUSHER NO. 26 Oct 80 THE CANARD PUSHER NO. 27 JAN 81 THE CANARD PUSHER NO. 28 APR 81 THE CANARD PUSHER NO. 29 JULY 81 THE CANARD PUSHER NO. 30 Oct 81 THE CANARD PUSHER NO. 31 Jan 82 THE CANARD PUSHER NO. 32 Apr 82 THE CANARD PUSHER NO. 33 JULY 82 THE CANARD PUSHER NO. 34 Oct 82 THE CANARD PUSHER NO. 35 JAN 83 THE CANARD PUSHER NO. 36 APR 83 THE CANARD PUSHER NO. 37 JULY 83 THE CANARD PUSHER NO. 38 OCT 83 THE CANARD PUSHER NO. 39 Jan 84 THE CANARD PUSHER NO. 40 Apr 84 THE CANARD PUSHER NO. 41 JULY 84 THE CANARD PUSHER NO. 42 OCT 84 THE CANARD PUSHER NO. 43 JAN 85 THE CANARD PUSHER NO. 44 APR 85 THE CANARD PUSHER NO. 45 JULY 85 THE CANARD PUSHER NO. 46 OCT 85 THE CANARD PUSHER NO. 47 JAN 86 THE CANARD PUSHER NO. 48 APR 86 THE CANARD PUSHER NO. 49 JULY 86 THE CANARD PUSHER NO. 50 OCT 86 THE CANARD PUSHER NO. 51 APR 87 THE CANARD PUSHER NO. 52 JULY 87 THE CANARD PUSHER NO. 53 OCT 87 THE CANARD PUSHER NO. 54 Jan 88 THE CANARD PUSHER NO. 55 Apr 88 THE CANARD PUSHER NO. 56 July 88 THE CANARD PUSHER NO. 57 Oct 88 THE CANARD PUSHER No. 58 Jan 89 THE CANARD PUSHER No. 59 Apr 89 THE CANARD PUSHER No. 60 July 89 THE CANARD PUSHER No. 61 Oct 89 THE CANARD PUSHER No. 62 Oct 89 THE CANARD PUSHER No. 63 Apr 90 THE CANARD PUSHER No. 64 July 90 THE CANARD PUSHER No. 65 Oct 90 THE CANARD PUSHER No. 66 Jan 91 THE CANARD PUSHER No. 67 Apr 91 THE CANARD PUSHER No. 68 July 91 THE CANARD PUSHER No. 69 Oct 91 THE CANARD PUSHER No. 70 Jan 92 THE CANARD PUSHER No. 71 Apr 92 THE CANARD PUSHER No. 72 July 92 THE CANARD PUSHER No. 73 Oct 92 THE CANARD PUSHER No. 74 Jan 93 THE CANARD PUSHER No. 75 Apr 93 THE CANARD PUSHER No. 76 July 93 THE CANARD PUSHER No. 77 Jan 94 THE CANARD PUSHER No. 78 Apr & July 94 THE CANARD PUSHER No. 79 Oct 94 THE CANARD PUSHER No. 80 Jan 95 THE CANARD PUSHER No. 81 July 95 THE CANARD PUSHER No. 82 Oct 95 Last issue Notes on "THE ELECTRONIC CP", by Stet Elliott "THE ELECTRONIC CP" is a set of computer files consisting of all Canard Pusher (CP) Newsletters published by Rutan Aircraft Factory. The set includes all CPs from the first one published in May 1974, to number 82 published in October 1995. There have been newsletters published after that date, however I do not intend to convert them to digital format. Every effort has been made to ensure accuracy in this product set, but ACCURACY IS NOT GUARANTEED! If you are building a Rutan design, you MUST NOT rely on "THE ELECTRONIC CP" as your only source of current information. You will also need the printed copies of the CP's because "THE ELECTRONIC CP" does not contain the required illustrations, photos or graphs you will need to properly build and fly a RAF design. Obtain printed copies of Canard Pusher newsletters from Rutan Aircraft Factory, or another builder. You may make copies of another builder's CP's. This is approved and encouraged by RAF, and is so stated in each recent newsletter. Stet Elliott 4805 Summerlin Rd., NW Albuquerque, NM 87114-4525 505-899-2941 Email: flyez@earthlink.net ADDITIONAL NOTES ADDED 08/09/2002 The document assembled by Stet Elliott was formatted in WORD and converted to an HTML file which can be searched for specific words of the readers choice. The formatting and conversion was done by Marc Borom 7087 W. Brightwater Way Tucson, AZ 85746 VARIVIGGEN NEWS NO. 1 May 74 RUTAN AIRCRAFT FACTORY/P.O. BOX 111/VALLEY CENTER, KS. 67147 THE NEWSLETTER staff has finally organized: Burt Rutan, Editor-in- Chief; Carolyn Rutan, Proof Reader. This, being the first newsletter, will be mailed to all holders of VariViggen Tech. Reports and Plans. Future newsletters will be mailed only to those who actually plan to build an airplane and who have an Aircraft Serial Number assigned. This is your newsletter, the sole purpose of which is to aid in your construction projects through exchange of information. Please feel free to send progress reports, comments, or photos of your project for printing in future newsletters. ACTIVITY at the RAF - Carolyn and I have spent a busy Fall and Winter preparing the plans and getting them mailed. My apologies to those who waited several months. Our prototype, N27VV, has passed her 300th flight-hour, and our latest inspection and relicense revealed only that she needed new tires and brake pads. The low maintenance requirements have been very pleasing. Check around and see how much flying most homebuilt prototypes see in their first two years! We took several trips this winter - see May '74 "Sport Aviation". N27VV has given two airshow performances so far this year and we have approximately eight more on the schedule for this season, including Oshkosh, July 31-August 6, and Brantford, Ontario, August 10 and 11. Sales of plans now total 190, and 53 builders have already returned their "Page Two", requesting a serial number and indicating that they plan to build an airplane. Of these, 41, plan to build theirs similar to the prototype or with minor modifications, and the rest - wow! We will see some very interesting flying machines! To get on the Sport Aviation list of Aircraft Under Construction, I urge you to notify EAA Headquarters of your project. To the builders, I'm enclosing a complete list of all present builders (by Aircraft Serial Number), their addresses, and any major modifications they are considering. I will mail the list to other plan holders only if they return "Page Two" indicating they intent to build an airplane. This list will be updated each Newsletter. VVN1, Page 1 -------------------------------------------------------------------- PLANS Changes - I'm very happy to report that there have been very few corrections reported. 1. Material was omitted on F13; it is 1/8" plywood. 2. The fixed trim tabs, which are discussed in the Tech Report, were omitted. They should be installed on each elevator to improve trim characteristics (speed stability). Each tab consists of a Balsa wood airfoil epoxied to two booms (1/4" hardwood dowels) which are epoxied into 1/4" slots notched into the trailing edge of the elevator. I have noted no performance loss due to the tabs. The booms increase the tabs effectiveness at high speed and prevent the tab from reducing maximum elevator lift. **SKETCHES OMITTED** 3. The Tech Report refers to the propeller size as 70Dx67P. Performance on 150 HP is best with a 69Dx64P or 69Dx65P prop as shown in the plans. 4. Zounds!$#, don't plug in your angle-of-attack indicator! I slipped a decimal point on a resistance (pg 43 of Plans). The revised schematic shown, also includes the trimpots I have in my airplane to allow fine calibration. This is identical to the system in N27VV. This system can also be used for the car-top wind tunnel shown in the Tech Report. **SKETCH OMITTED** 5. The sharp eye will note the slant in the side of F121 bulkhead on pg 19 (B.L. 12.1 to B.L. 12.25). This is because the bulkhead slants backwards (see side-view) while the fuselage is getting more narrow (see top-view). No errors here; just a clarification of the reason for the slant. 6. NG35 is an 8" Scott tailwheel assembly, not 9". VVN1, Page 2 -------------------------------------------------------------------- ALTERNATE Source for Epoxy - I've found another wood bonding epoxy that can be substituted for the Epibond. It's a 50-50 mix and, thus, is less critical to mix than the 10-to-1 Epibond. It's Bond Master M666 by National Starch & Chemical Co., 653rd Ave., N.Y., N.Y. Weibe Wood Products, 311 S. Kansas, Newton, Ks., 67114, sells it at $13. for two quarts. I've seen its excellent results in several wood aircraft. ENGINE Selection - Alot of you indicate preference for larger engines. Frankly, I'd like to have an 180 hp O360 in mine, but I do not recommend the 200 hp Lycoming: the extra weight would create a tailheavy condition that would require some redesign. The same is true for a metal prop or constant speed prop. As many are now finding in other applications, the modern wood prop is unbeatable for fatigue-free safety. FULL-SIZE Drawings - I received a question as to why all the drawings for ribs, etc. are not full-size to allow tracing to the part. The answer is because so many of the ribs, etc., are so long, that they won't fit any convenient paper size, and that paper that long, can shrink and thus effect the size of the part. If you use the following hints you will find that converting the scaled-down drawings will be a very small percentage of the work required to build your aircraft: Do not draw the part full size to transfer to the material; transfer the dimensions directly to the wood or metal (ball-point pen on wood; BIC Banana on metal). Have a wife or friend read the dimensions from the drawing or grid while you use a scale to plot them on the material. This is much faster than looking back and forth and eliminates errors. Buy a Stanley metal tape, rule no. B61-112Y. This is a 12 foot retractable tape-rule with graduations in tenths of inches, not 1/16ths. That tool alone will save you many hours of conversions. MACHINED Parts - A question has come up as to whether the machined parts will be available. If I can receive orders for 25 or more sets, the handling and shipping costs can be justified. The set would include (8) WA5 taper pins (1) NG32, NG33, NG34 (1) RM5 screwjack assembly (welded, heat- (1) RM6 threaded tube treated & chromed) (2) V1 plugs (1) NG37 (1) NG1 spool (2) MG12 (1) NG28 (2) MG15 (1) NG29 (2) MG19 (1) NG30 (2) MG30 (1) NG31 (2) MG35 (1) MG42 Let me know if you would consider buying some or all of these. The price would be more than it would cost if you had a good friend with a lathe, but considerably less than if you took the drawing to the local machine shop. I'll definitely have F23, F25, F27 and F28 available by December 1974 and the cowling shortly thereafter. VVN1, Page 3 -------------------------------------------------------------------- PHOTOS - I'm also considering making available photographs, if there is demand enough to get a low price. Let me know if you would be interested in Set #1 8x10 Color - Top quality, suitable for framing: 1 inflight shot 1 ground shot with Carolyn 1 shot showing cockpits with canopies open. Approximate cost, $14. plus mailing cost. Set #2 4x5 Black & White glossy: 4 different inflight shots 4 different ground detail shots 4 different cockpit shots Approximate cost, $5. plus mailing cost VARIVIGGEN PATCH - The symbol on the cover, we selected as the official VariViggen patch. Our distinctive plan view identifies us without need for words! Look for it at Oshkosh. Sew-on jacket patches will be available. ITEMS - for Future Newsletters: Cockpit head system, stowable ladder I use for front seat entry, improved carb heat muff design, complete treatment process for sealing plywood and for exterior finishing, additional hints on electrical system, etc., etc. QUESTIONS - I can answer your questions, etc., promptly only if you include a self-addressed, stamped envelope. **ORDER BLANK FOR MACHINED PARTS OMITTED** VVN1, Page 4 -------------------------------------------------------------------- VARIVIGGEN NEWS NO. 2 Oct 74 Published quarterly by Rutan Aircraft Factory Burt & Carolyn Rutan Building #13, Mojave Airport P.O. Box 656, Mojave, CA 93501 ACTIVITY at the RAF - This is the first opportunity we've had to inform everyone of our move. We have a new facility at the Mojave, California Airport where we are supporting VariViggen builders. We left Kansas in June and spent most of July in southern California looking for a home for the RAF. We then took N27VV on a 4500-mile trip which included the Oshkosh EAA convention (N27VV participated in the evening airshow and won the "OUTSTANDING NEW DESIGN" trophy this year), a visit with Ken and Margaret Ashdown (VariViggen builder S/N 069) on the beautiful island of Manitoulin in Ontario, Canada, Airshow appearances at Brantford, Ontario where we were the guests of the fine people of EAA chapter 115, stops in Kentucky, Indiana, Missouri, Kansas, and finally our big move to California, arriving in Mojave the first week in September. N27VV performed well despite the 110-lb baggage load on most of the trip and the 10,500-ft density altitude takeoff at Flagstaff, Arizona! We made up "VariViggen Builder" badges for those who were at Oshkosh. We were pleased to see more than 40 builders during the week as well as six more at the Brantford show. Back-seat riders at Oshkosh included Fred Weick (Eurcoupe designer), Charlie Schuck (FAA), Harold Best- Devereux (EAA, Europe), Sheldon Gallager (Editor, Popular Mechanics), Peter Lert (Air Progress) and many of the builders. We flew two photo flights in which we posed for air-to-air shots in formation with Dick Curtis's Curtis Pusher Replica at 50 kt! Those photos should show up in magazines and the EAA film. Even though the VariViggen had been to California twice before, we couldn't wait after arriving to Mojave for the first chance to really demonstrate her flying ability to the multitudes out West. The next weekend, September 7-8, was the EAA Western Fly-in at Porterville, CA. The following excerpt from the Bakersfield, EAA Chapter 71, newsletter written by Denny McGlothlen tells it all. "The star of the show was Burt Rutan with his "VariViggen", Boy this bird really turned me on. I was out on the runway when Burt flew in the airshow, and seeing the VariViggen make the low speed sharp turns right at lift off, well an airplane just isn't supposed to do such things but this one sure will. I can see that this is going to be a very much built airplane in the EAA ranks." The VariViggen succeeded in awing the crowd there and also won the "Most Popular" trophy, the "2nd Monoplane" trophy, and the 1st place cash prize for the spot landing contest. The VariViggen has won every spot landing contest it has entered. Due to the fantastic low speed maneuverability and visibility you can use quick tight turns on short final to set up the correct height and speed for the accurate touchdown. The 2nd place-winner at the Beatrice, Nebraska contest just shook his head and said, "That's no fair; That's not an airplane!" We have two more airshows and a magazine article commitment within the next two weeks. After that we plan to remove the old cowling, give the aircraft a good inspection (she now has 400 flight hours) and install the new design cowling with prop extension. When testing is complete on the cowling we will begin cowling production. RAF BUSINESS - Yes, we are now conducting a full-time business primarily to support VariViggen builders. Our facility on the Mojave Airport (100 yards S.E. of tower building) consists of an office and shop sufficient to allow us to provide VariViggen components, related engineering support for VariViggen builders, technical and educational material (the car-top wind tunnel project is aimed primarily at high schools and colleges), and engineering analysis/test consulting. Refer to the first edition of our CATALOG, included with this newsletter for detailed description of all products. The last page will be revised periodically and mailed to all builders. We now see an important need for a periodic newsletter, complete enough to give all the information to builders that can assist them in their projects. Future newsletters will include essentially the same format information and photos as this one, with more builder-submitted information as it becomes available. All suggestions are considered - Remember this is your newsletter. Due to the fact that the plans have (and will be) marketed at a relatively low cost, builders are now being asked to share the continuing cost of research writing, setup, printing, and mailing the future newsletters on a yearly subscription basis. Refer to the CATALOG for the cost and publish dates. Newsletter #2 is provided free to all plans and TR holders. Future ones can only be sent to paid up subscribers. We will continue to provide the updated list of VariViggen builders only to those who have returned their plans "page two" and have received an Aircraft Serial Number. We keep individual correspondence files of builders with S/N's, which now totals 128 builders. VVN2, Page 1 -------------------------------------------------------------------- PLANS Changes - It has been four months since the last newsletter and many of the builders are well into their construction projects, so we have quite a few corrections/improvements to note. This section will provide changes, not only to the plans, but to the Tech Report and Owner's Manual as well. Changes will be classified as follows: MEO - Minor error or Omission. OPT - Optional Improvement. DES - Desirous Change - Does not necessarily effect flight safety but should be incorporated to improve the aircraft or correct a fault. MAN - Mandatory Change - Change must be incorporated as soon as possible as safety of flight is affected. Remember, all mandatory changes are Air Mailed immediately to all newsletter subscribers. CATEGORY LOCATION CHANGE MEO PL pg 59 Part No. of 8" Scott tail wheel assy omitted. NG35 is Scott #3200. Channel shaped plate is furnished with V-NGSA assy purchased from RAF. DES PL pg 1&2 Change RAF address: Box 656, Mojave, Ca. 93501 DES PL pg 3 On weight & bal chart change 115 hp to 125 hp. MEO PL pg 5 Change number of AN3-14A bolts from 3 to 8. Change AN115-16 (16) to AN115-3 (3). MEO PL pg 11 3rd column, 2/3 down F.S.137 should be F.S.37. DES PL pg 13 I'm told that solid rod gives better antennae performance than tubes. Use 1/8" alum welding rod or some alum clothes line available at any dept. store. MEO PL pg 14 Clarification - The C12 belcrank bearing rivets to outboard side of C9. MEO PG pg 20 F30 & F29 identification is reversed on flat layouts. MEO PL pg 21 Capstrip detail W.L. 0.1 should be W.L. 0.0. MEO PL pg 25 SPAR F change WS3 to W3. Two places. MEO PL pg 26 SECTION L-L change 57 deg to 54 deg. MEO PL pg 27 Right center. Change 83 deg to 173 deg. MEO PL pg 31 WA3 Omitted dimensions. Left two holes are centered. Other six holes evenly spaced & 0.31" from edges as shown. MEO PL pg 36 Tolerance on all control travel is +- 3 deg, except reflex travel which is 0 to 1 deg up (when down) and 7 to 8 deg up (when up). MEO PL pg 37 EC1 can be made easier & stronger with the legs overlapped or with doubler plates rather than butt welded. DES PL pg 42 RM5 change coarse thd to course double advance thd (for faster reflex travel). MEO PL pg 45 Pivot detail F14 should be F31. MEO PL pg 46 NG32 change to .063 wall to .065 wall. NG1 1/16" hole for cable. Change to #50 drill hole. MEO PL CH 8,10 Clarification on wing attach assemblies. Be careful when cutting tapers in steel straps for WA5. There is a lefthand & righthand part to put the 5/16" holes in lower WA2 fittings on top. DES PL pg 50 MG2 5.1R should be 2.6R. MG5 1.63D should be 1.75D. MG11 1.7D should be 1.75D. MG4 "to fit MG12." The preferred method is to first drill MG4, clamp to MG12 then use MG4 as a drill guide to drill MG12. MEO PL pg 51 MG42 add the #50 drill cable hole as in NG1. DES PL pg 46 Strut assy. To allow improved strut lubrication, eliminate upper O-ring (2.8" from housing bottom) and move lower O-ring down .4" to within 0.1" of scraper. If you have already cut the two O-ring grooves, that's Ok; just cut the new lower one and leave the other grooves empty. MEO PL pg 53 Table at right. Switch No. 2. Change "overridden" to "not overridden." MEO PL pg 55 2nd column, 1st row. Add WR42 after WR32. MEO PL pg 58 NG21 Change F14 to F31. MEO PL pg 59 NG30 Add "any type steel." MEO PL pg 57 SA6 Change AN115-16 to MS20115-3 or to AN115-3. (Same thing). OPT PL pg 60 Static holes on both sides are optional. One side only is ok with a very minor error due to side slip (about 0.5 kt per deg). MEO PL pg 3 Lower left. Change 134.1 to 132.1. DES TR Cover Change address & move nosegear back 6" on 3-view. DES TR pg 2 Change address. Change reference to "pk2" to "Plans." MEO TR pg 5 Change empty weight to 950 lb. Change limit "g" to 5 g. Ultimate is 7.5. MEO TR pg 5 Range with fuselage tank 375 mi. 555 mi. with added 12 gal long range tank. MEO TR pg 5&7 Change 300 ft to 400 ft. MEO TR PG 7 Change 85 KT TO 80 KT. MEO TR PG 12 Add weight = 1500 LB to upper graph. MEO TR PG 23 Delete all reference to Bede. Change Newton to Mojave. (805) 284-2645. Delete answer about kit, refer to RAF CATALOG. NOTE: I strongly suggest that you write all changes into the plans from this list. Thus your plans will be updated even if you lose your newsletter and will contain no erroneous information. VVN2, Page 2 -------------------------------------------------------------------- MORE BUILDING TIPS 1. You don't need to strain your eyes on the grid on the vertical stabilizer ribs to get them cut out exactly the right size. Cut the top and bottom the correct size and make the others oversize. After they are mounted on the spars and the glue is dry make a 4-foot long sanding block out of a wood 2x2 with sandpaper glued along one edge. Run the block (held vertically) over the ribs to bring them down to the spars and into line with the end ribs. That tool can also be used to taper the top capstrips on the inboard wing and the fuselage formers to fit the skin. 2. Remember to get help on plotting the grid-drawn items up to full size. One person to read x & y dimensions from grid and one to plot (2 rulers help) directly on the wood. Several builders reported that they made all formers, canard ribs, inboard wing ribs and vertical stab ribs in less than 1 1/2 days work; a reasonably small percentage of the total job. Carrol Holzworth (S/N 2) reports that he found a large sheet of thin plastic, drew 1" grid lines on it, then used it as a full size grid to punch through to mark the parts. Be sure you are using the decimal 12" rule and tape measure, fractions are for carpenters! 3. One builder wanted to know why there are more and larger bolts on WA2 than on WA3. The reason is they are sized for bearing on the wood spar vs aluminum spar. 4. When drilling through the wood spar for the wing attach fittings use the following procedure: Clamp only the forward fitting in place. Be sure it's at the correct W.L. and B.L. Square the drill as well as possible (use a long drill bit and use a square) and drill only one hole. Then clamp the rear fitting on, installing a bolt in the first hole. Now drill all holes in the front only drilling 1/2 way through the spar. Then drill about 2/3 through from the rear to complete the holes. On final installation be sure to fill the holes with epoxy to take up any voids due to hole misalignment. The epoxy is stronger than the wood and will assure full strength even if there is a little slop in the holes. 5. Glue the building jig to the floor to prevent shifting during construction. Install a tight wire at W.L. = 0 and B.L. = 0 for use as a reference in measuring. The wire is stretched along the jig, attached forward of F.S.20 and aft of F.S.200. A tape rule and good carpenters level can thus locate any B.L. and W.L. 6. Be sure you are using a good epoxy glue (see plans and Newsletter #1) coat both parts and put on enough for a generous fillet. Capstrips are not required on the canard or vertical stab. It's probably a good idea to use 3/32" or 2 1/2 mm hard birch ply on the canard top skin. This is not needed for any flight loads but the canard is used for handling the airplane on the ground. With the stick back you can reach over the canard and grab the canard trailing edge (not elevator) to pull the airplane. If you're already sheeted with 1/16" ply you may consider one light layer of fiberglass on top. 7. After trimming the canard skin adjacent to C8 spar, not too much overlap is left on the bottom. This can be reinforced with epoxy and cloth strips on the inside (Dynel, fiberglass, or even cotton). Don't do this everywhere, though, it can build up excess weight. 8. Charles Allen (S.N 047) substituted .063 4130 bent angles for C10. This is fine here, but the extra stiffness of extruded aluminum angles in most other places is required. 6061 T-6 can be used for C9 and E6. 9 I noted the bottom of the canard and elevators to provide inter-bay drainage and only used 3 drain holes on each canard and each elevator. 10. Wayne Koch (S.N 009) build a Gilliom 18" bandsaw and 6" sander from a kit. They look like quality tools at a real low price. I was impressed with his, so I'm building my own. Write for their catalog, 1109 N. 2nd St., St. Charles, MO 63301. The bandsaw needs to be modified to provide a slower speed for steel cutting. SHOPPING - Here are a few helpful sources we've found or have been notified of. 1. Western Ply & Door still has good prices on the birth ply (See Chap 2). 50" x 50" sizes. 2. UNIVAIR, Rt 3, Box 59, Aurora, CO. 80010 has rebuilt Scott tailwheel assy #3200 for $70.00. 3. Harbor Sales, 1401 Russell St., Baltimore, MD 21320 has an excellent lightweight plywood (A/B OKOUME) in the thicker sizes (5/32" & up). Their 5/32" is light enough to be a substitute for birch 3/32". It is too soft to substitute where hard birch is called out. Send for their price list. 4. Spencer Aircraft, 8725 Oland Ave., Sun Valley, CA 91352 has good prices on hardware, I'm told. 5. Ask questions at your local EAA chapter meeting. 6. These outfits have catalogs with a very wide variety of needed parts, the first one is an absolute must: Aircraft Spruce & Specialty, Box 424, Fullerton, CA 92632; WAG Aero, Box 181, Lyons, WI. 53148; Aircraft Components, Northshore Dr., Benton Harbor, MI 49022. FLASH - "FLYING" MAGAZINE FLIES THE VARIVIGGEN - Peter Garrison of "Flying" magazine conducted a flight evaluation of the VariViggen for an upcoming article in "Flying," the largest general aviation magazine. VVN2, Page 3 -------------------------------------------------------------------- PARKING - Without pilot or copilot the cg is very near (slightly aft) of the main wheel location (with weight on the main gear its reaction moves aft of the no-load position shown in Chapter 19). Thus when the pilot gets out, he lets the aircraft down on the aft skids. At first we were ashamed of this tail-sitting attitude and would immediately tie the nose gear to a tiedown or install an aluminum tube tripod under one skid whenever we parked. I don't do this anymore for the following reasons: 1) sitting on the skids, the center of pressure is well centered and the aircraft will take winds from any direction with little weathervaning or upsetting tendency common to the conventional parked aircraft, 2) when parked in a hangar even a low wing aircraft will overlap all the way to the fuselage and thus a VariViggen will take up considerably less room than even smaller homebuilts (I've put it in many hangars after the owner said "sorry we're full," without even moving other airplanes!)., 3) this attitude allows more convenient preflight inspection of fuel, oil, landing gear and pulling the prop through, 4) baggage loading, fuel and oil loading is convenient while on the tail, 5) it is very easy to pull the nose down by the canard tip, step to the ladder and get in when ready for ingress, 6) we consider it a "status symbol" - just one other thing no other plane on the field can do! However, for an airshow, in order for people to more easily inspect the cockpit, we either tie the nose gear to a tail tiedown rope (VariViggens park backwards, too!) or retract the nosewheel only (pull the main gear breaker) and set it clear down on its nose. Thus, the canard is an excellent seat for four to watch the show! ENGINE Selection - Since I mentioned I would like to have 180 hp in Newsletter #1, alot of you have thought it was for more speed. Not true, considering 75% power cruise, speed would only increase 10 mph with 180 hp. The main reason would be for better rate-of-climb, particularly at high altitude. Remember, low aspect ratio means lower climb performance. A VariViggen will not climb as well as a conventional aircraft with equal cruise speed and hp/weight ratio. Those that want better high altitude climb performance and want to use a heavier engine or constant-speed prop will find the airplane tailheavy and for that reason I have not recommended them, due to the terrible requirement for lead in the nose. There is a better solution, however, that can eliminate this problem. I used this solution when I found my partially completed airplane to be tail heavy. The original design had a shorter wingspan. I increased the span of the outboard wing panels. This moved the allowable cg range aft, thus solving the problem without lead. A disadvantage is a slightly reduced g- capability. If you are interested in using a constant-speed prop or heavier engine, send me the weight, length of engine, and weight of the prop. I will then calculate for you the amount of extension to the wingtip, show how to make the extension and calculate the amount of reduction in allowable 'g'. Please also include $6.00 as consulting fee for this design change. This can only be done up to a point at which the control power of the canard is reduced and the overall cg range is too small. While this solution is better than lead nose weight, I still recommend 150 hp (180 hp for short airstrips or high density altitude flying) and a modern light weight wood prop. MODIFICATIONS - As you know, it has been our policy to not be adverse towards those who want to modify the aircraft. We have had this policy mainly in the interest of promoting education and design progress. However, we have seen some examples of modifications, even some under construction that will result in disappointing performance and in some cases unsafe flight characteristics. In all cases those individuals designed their modifications by aesthetics and by eyeball rather than by valid engineering calculation supported with appropriate tests. In most cases, when I was able to point out the disadvantages and calculate the effect on performance and stability, the author of the change decided to stick with the plans. One builder doubled the rudder area and didn't even know that that would reduce overall directional stability due to rudder float. I must modify my policy to point out that I am not adverse to anyone modifying the airplane that is qualified (or finds qualified help) and is willing to conduct the analysis and tests required to verify the modification before flying his aircraft. I am very adverse to those who may give all the rest of us a bad image by building a "VariViggen" that either has poor performance or contributes to an accident statistic under the name VariViggen. A plans-built aircraft has good utility and excellent flying qualities. Modifications that add weight, be they as subtle as extra heavy gussets everywhere or fiberglass over the wood skin, or more substantial like 70 gallons fuel or four place, etc., etc., can result in very disappointing climb performance at high altitudes. Our experience in flying N27VV over 400 hours in all kinds of flight conditions, runways, weather, density altitudes, etc., is very valuable and we have found that due to the low aspect ratio (necessary for optimum low speed flying qualities) the airplane should have a lower weight-to-power ratio than conventional designs. You cannot expect to carry four people and more fuel adequately from Albuquerque in the summer unless you use at least 200 hp. You cannot expect the same safe flying qualities if you stretch the nose sever feet for "looks." This would decrease stability and actually slow down the aircraft! You cannot just assume that a beautiful flush inlet three inches from the top of the wing will provide adequate cooling. My measurements during development of an oil cooler system showed terrible pressure recovery during low speed. I should point out that because with a canard aircraft both surfaces are lifting wings (the canard actually has a much greater wing loading than the main wing) their size, position, interference with each other, high lift devices, etc., have a very important effect on the cg range, the flying qualities, and low speed performance. Their design is far more critical than with a conventional aircraft with one main lifting wing (sized for performance, etc.) and a tail sized VVN2, Page 4 -------------------------------------------------------------------- merely to provide adequate static margin and sufficient cg range. For example a formula-one racer has an extremely small tail - but it can be designed for one cg only and still provide adequate stability and sufficient control But if it were a canard, the designer would have much less room for change, to provide a large flight envelope (speed range and maneuverability) even for one cg. Therefore I am unable, without conducting the appropriate test to answer a question like "is it ok to move the canard down eight inches to clear my extra radios in the instrument panel." I am not adverse to you making the change, however, if you are willing to conduct the test and verify its satisfactory result. The car-top wind tunnel system which will be available this December is an excellent method, others are also valid. Remember, this aircraft was not developed by "guess work" but by a very careful design-test program. Small changes can be full of "surprises." If you modify an aircraft, when it is ready to fly, you are an experimental test pilot, not a production test pilot - be prepared to accept the full responsibility to safely plan and conduct exploratory testing and critical flight envelop expansion - for there are no proven limits on your airplane. I don't mean to inhibit progress, only to promote valid development. In this way we are also promoting education, which is what EAA is all about! NASAD - The VariViggen plans have been submitted for approval by the National Association of Sport Aircraft Designers. Several areas of information are required that were being reserved for the VariViggen Owner's Manual. This information is being distributed to all plans holders now in order to qualify for NASAD approval before the complete Owner's Manual is published. The information in the Owner's Manual will be more detailed and will include information in several other areas (see Catalog). VARIVIGGEN AIRCRAFT MAINTENANCE/INSPECTION/OVERHAUL/CHECKLIST MAIDEN FLIGHT PROCEDURE MAINTENANCE/INSPECTION Wood Structure - Wood structure, properly sealed with the epoxy specified or with a good grade of varnish, will provide years of service with no maintenance, especially when hangared. Periodically check all visible surfaces for cracks or ships in the finish that indicate either degrading protection or internal damage. Check that all moisture drains are open. Remove the outer wing panels once per year to inspect inboard wing internal structure through WR46 rib. Metal Structure - Periodically inspect rudder and outer wing panels for skin buckles or loose rivets that may indicate internal damage. Check that all moisture drains are open (none required on foam filled ailerons). Inspect outboard wings for internal damage and corrosion through ribs with panels removed once per year. Plexiglass - Cracks up to three inches long should be stop-drilled 1/4" outside of the visible end with a 1/8" dia drill. Larger cracks require replacement (N27VV has had no cracks). Mechanical Components - All controls and reflex/gear pivots that are sealed bearings or oilite bushings require no lubrication. Check periodically for any excessive slop or binding. Check all cables annually for any signs of fraying or wear. Replace any frayed cable. Grease main gear, external gears, reflex screwjack, NG23, MG16 bushing, and MG31 zerks with automotive grease every six months. Periodically check main gear shock doughnuts and all tires for excessive cracks. Inflate main gear tires to 36 psi and nose gear tire to 40 psi. Periodically clean nose gear shock strut and service as shown on plans, page 45, once per year. Check brake fluid level and brake puck wear twice per year or every 50 hours of flight time. Check all landing gear, engine mount, and control system structural parts for damage or cracks each 50 hours of flight time. N27VV required only routine maintenance and one brake shoe and tire change in its first 300 hr/2 years. Electrical - Check for loose or chafing wiring every 50 hours flight time. Follow manufacturer's recommended maintenance for battery. Engine, Propeller, & Instruments - Follow manufacturer's recommendations. OVERHAUL Engine, Propeller, & Accessories - Follow manufacturer's recommendations. Gear & Reflex Motors (MG39, NG4, & RM9) - Replace every six years if aircraft is hangared and every three years of not hangared. Wheels & Brakes - Follow manufacturer's recommendations. VVN2, Page 5 -------------------------------------------------------------------- CHECK LIST Preflight 1. Ignition - off 2. Remove gust locks 3. Remove tiedowns 4. Check control surfaces (freedom & security) 5. Check landing gear & tire 6. Check fuel & oil quantity 7. Under cowling - nothing hanging or dripping 8. Drain strainer 9. Prop (nicks & security) 10. Pitot static - clear 11. Gear handle down 12. Master on - check reflex operation & instruments Engine Start Follow manufacturer's recommendations Before Takeoff 1. Fuel - on 2. Mixture - rich 3. Mags & carb ht 4. Trip - T/O 5. Reflex - 8 deg 6. Ammeter - chg 7. Gear - handle dn, 3 green lights 8. Controls - free 9. Engine inst. - green 10. Circuit breakers 11. Harness - both seats 12. Canopys - locked Before Landing 1. Mixture - rich 2. Carb ht - A/R 3. Reflex - 4 to 8 deg 4. Gear - dn, 3 green lights, visually check mains 5. Airspeed 65 to 75 kt on final Securing 1. Avionics - off 2. Master - off 3. Mixture - cutoff 4. Ignition - off 5. Gust locks - on 6. Tiedowns MAIDEN FLIGHT PROCEDURE Ground Tests - Run engine on ground at lease one hour. Check for sufficient fuel flow at full throttle and minimum fuel quantity. Taxi enough to thoroughly check engine, brakes, controls, landing gear, and to become thoroughly familiar and comfortable in the cockpit. Recheck weight and balance (see operating limitations). High-Speed Taxi - Weather - smooth air, no crosswind. Runway requirements - smooth, at least 4000 ft for initial tests. Reflex - 8 degrees. Make several runs as follows to speeds of 40 kt, 45 kt, 50 kt, 55 kt: Accelerate to aim speed; reduce power to maintain speed. Lift nose wheel off about one ft above the ground, check directional and pitch control, rock wings (with mains still on the ground) to get the feel of roll control (nose may not rotate at 40 kt). When you feel you can comfortably control pitch attitude up to one to two ft nosewheel height, you are ready for lift-off. Accelerate to 60 kt, reduce power to about 1/2 throttle, rotate nose and fly down the runway at an altitude of several feet. Reduce power very slowly to idle once airborne (slowly, so you don't have to adjust for abrupt pitch trim changes, if any). The airplane exhibits a pronounced ground effect and may float a long way down the runway. Its best not to make a "full stall" landing (aft skid clearance), just lower it to the runway. Ask yourself - is the airplane out of trim directionally or in roll? If not, you're ready for the first flight. First Flight - Once the lift-off and flight down the runway is accomplished, the hard part is over. The actual takeoff, full flight, and landing are much easier. I still recommend smooth air and a large smooth runway. The following is a description of the prototype's (N27VV) first flight: "As the Cessna 172 chase plane maneuvered into position, I started my take-off roll. Take-off (at 50 kt) and climb (at 80 kt) were normal and a very strange feeling came over me as I cleared the end of the runway. The air was absolutely still and there I was climbing straight ahead. I had waited a long time for this moment, but somehow it felt like I was on my first solo. I had to rock the wings to convince myself I was really flying. I leveled off at 1500 ft AGL and performed some stability checks - static and dynamic and pleased with the results proceeded to do sideslips and maneuvering turns. I set the reflex at several positions and slowed up to near full aft stick to check low speed handling. Again the aircraft felt solid, while still responsive - particularly in roll. So much for the "work", I moved in close to the Cessna for some pictures, then made a low pass down the runway and landed just a sunset after 50 enjoyable minutes of flying." Best final approach speed for first flights is 75 kt. DO NOT forget to send us your change of address if you move. If you have a question that requires our answer, send a self-addressed, stamped envelope. Be sure to send any comments or suggestions for the newsletter. Also send us your builder tips and photos. Items to be covered in future newsletters: details on new cowling, long range fuel tanks, alternative aileron construction eliminating foam, cabin heater, ingress ladder, improved carb heat muff, external wood finishing procedure, and anything you suggest! Burt & Carolyn Rutan VVN2, Page 6 -------------------------------------------------------------------- **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** Charles Allen S/N 47. Canard ready for cover. Charles Allen, Elevators. Jim Cavis S/N 31, June 74 N27VV Ready for bottom cover N27VV in configuration for its first flight. Note tip plates and no cowling. N27VV parked on its tail at a dirt strip in Kansas. N27VV ready for outboard wings summer 1971. VVN2, Page 7 -------------------------------------------------------------------- VARIVIGGEN NEWS NO. 3 Jan 75 Published quarterly by Rutan Aircraft Factory Burt & Carolyn Rutan Building #13, Mojave Airport P.O. Box 656, Mojave, CA 93501 (805) 824-2645 THE VARIVIGGEN program is now in high gear! We are very pleased to see the great number of excellent projects under construction. As of this writing we have received the plan's "page two" from 218 builders indicating that they are building or are planning to build. (Those of you with aircraft serial numbers have the updated builders list enclosed with this newsletter.) We estimate that about 150 projects are now in the construction stage. The following are photos of projects sent to us. We encourage all of you to send photographs for the newsletter (black & white), also, how about everyone with a project underway, sending a photograph and caption to Jack Cox, Editor of "Sport Aviation" (Box 229, Hales Corners, WI. 53130) for insertion in the "What Our Members are Building" section of the magazine. Also, "Sport Aviation" periodically prints a list of projects under construction. Send Jack your name and address and mention you are building a VariViggen. 150 builders on the next list would look real impressive! - - - - - - - - - **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** Ken Guscott's Fuselage S/N 129 Dec 74 This shot from the back seat shows that the rollover structure does not block visibility - Photo by Peter Garrison New emblem on N27VV. Drawn by Jerry Slocum Charles Allen's Fuselage and Canard, S/N 47, Nov 74 J. Scheibinger (S/N 196), just for fun set his canard on the nose of his Volmer amphib! Carrol Holzworth's (S/N 2) canard & elevator ready to mount on fuselage. - - - - - - - - - VVN3, Page 1 -------------------------------------------------------------------- I didn't really think anyone would build the landing gear first, but Mike Melville (S/N 115 did. Excellent work, Mike. He's done with the inboard wing and most of the control system and may be the first to fly! **PHOTOS OMITTED** CONSTRUCTION MANUAL. For sometime now we have been wanting to provide photographs of the construction details. Since we did not take these during the construction of N27VV, we had been looking for a project on which to begin the photo series. Jim Cavis, S/N 031, has agreed to not only get professional quality detailed photos, but to write a construction manual with detailed information on tools, jigs, materials, construction hints, etc. This will be similar to the type of information on pages 11 and 12 of the plans but very detailed and expanded to about 30 pages, referring to approximately 75 detailed photographs. It will be published in two parts. Part one (fuselage, canard, inboard wing, vertical stabs, control system, and landing gear) should be ready by March or April and will include drawing changes to use the larger AN 220-2 control system pulleys which are much easier to obtain than those shown in the plans. Part two (outboard wings, canopy, engine installation, instruments, electrical system, seats, and fuel system) should be ready by about the end of the year. Price for the manual will be between $15 and $25. Complete details will be in the next newsletter. The following is a sample of photos from Jim's project taken in December. He now has the entire control system installed and is working on the landing gear. - - - - - - - - - **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** Left Inboard Wing Rear Stick Area Looking aft in baggage area Spar G looking aft - - - - - - - - - VVN3, Page 2 -------------------------------------------------------------------- ACTIVITY with N27VV has been almost nil for the last two months since we have had it in the shop to develop tooling for the fiberglass parts and exhaust system. Before N27VV was hangared though, Edwards Air Force Base invited us to participate in their open house display last November. The VariViggen blended in well with its red, white and blue, and fighter appearance. Also, writers Bill Cox, Don Dwiggens, and Peter Garrison did flight evaluations of the VariViggen that month. Keep watching for articles in "Flying", "Plane & Pilot", and "Science and Mechanics." We are planning to have N27VV flying in time to take it to San Jose, where we are guest speaker at EAA chapter 62 banquet meeting on February 15. We have been giving several presentations to EAA chapters and other interested groups. Then we will be filming a movie sequence for a film which depicts the 1990's. The VariViggen strafes and bombs a futuristic-looking car in a desert canyon area, then crashes - the crash is done with a model, of course! The airplane will then be inactive again for some improvements (see special performance), then we plan a U.S.A. tour with many stops, including of course, Oshkosh '75. We'll have more information on where and when in a future newsletter. VariViggen plans have received NASAD approval in AA category. COMPONENTS. We are behind the schedule we made in October for supplying the machined parts and fiberglass parts. What we thought we could do in a month has taken two or three (kinda like building an airplane!). the good news is that the machined parts for the first 25 airplanes are complete and they are beautiful. All steel parts are cat plated and baked. The nosegear strut is hard chromed and precision ground. Some builders have found it difficult locating the O-rings, backup rings, and scraper for the nose strut, so we have stocked up on these and can supply them with the nosegear housings. We also plan to build the NG36 scissors and NG20 'Y' bracket in machined aluminum with bushings to replace the welded homebuilt. Thus, we will be supplying the complete nosegear with the Scott assembly. We plan to offer this complete nosegear to builders of other aircraft types, but only after VariViggen builders have been supplied. Availability is now for the machined parts shown as "immed" in the catalog for the first 25 sets. The second production run will be available in one to three months. The fiberglass parts will all be made in first-class tools being prepared by Fred Jiran, well known in the sailplane crowd for his excellent work with European, glass sailplanes. All tooling was redone from my prototype molds at considerable expense, but the result will be much higher quality parts without the waviness seen in N27VV's parts. All parts will be supplied in primer gell coat finish. The visor part (F27) has been modified, raising by one inch the portion which connects to the leading edge of the windshield. This results in a better looking, further-aft slanted windshield, more instrument panel space, and a smoother matched mold line to the nosecone. If you have not already cut out the top edge of F41, leave it about 1 1/2 inch taller than on the plans and trim to fit F27. If it is already cut, it is a simple task to scarf on an extension. F20 can be notched down between the longerons to provide clearance for long radios or instruments to extend out over on top of the canard aft spar. Notching F20 all the way to flush with the canard top will not weaken the structure. While the external fit should not pose a problem, it is suggested that you trial fit F27 before skinning the fuselage sides so any builder tolerances can be trimmed out. The cowling tooling was a considerably larger task than we had anticipated due to the changed mold lines to enclosed the new exhaust system. In the design of the new cowling we made two decisions that will reduce the cost of your aircraft by over $200. First we are not using a prop extension. I originally thought this would be justified to provide a better looking aft closure. However, after finding that the prop extension now costs over $100, we modified the cooling outlet to provide a well-streamlined aft mold line without moving the prop aft as shown on the plans. Also, we are not using an expensive aircraft exhaust system. Instead of an expensive aircraft muffler, we used a simple manifold terminating in the center under the prop with the multiple hole outlet. The entire system was made up from stock bends (available at Midas) at a materials cost of less than $12. It's quiet and located so no exhaust-prop impingement occurs. The cowling is less bulky than it would be with a standard aircraft exhaust system and, best of all, you don't have to but the exhaust system - have you priced them lately? Full details and pictures will be supplied after all tests are completed. We could produce cowlings by February 15, but we will not start production until all flight tests on the prototype cowling are completed, thus we expect cowling availability toe in mad to late March. F23, F28, and F27 will be available by March 1. We only plan one master tool per part so all fiberglass parts can be made at a rate of only one set per day. The following items are still planned, but we cannot schedule their production until we have a better idea of the demand and can afford the investment in tooling: V-MG19, V-MGMA, V-RMA, V-MG14, VVSC, Engine Mount, Fuel Tank, Exhaust System. The car-top "wind tunnel" manual availability has been delayed until this summer. We built the new prototype system (see photos) but experienced failures with one type of the potentiometers used, after about five hours testing. A redesign is required, plus the demands on our time are preventing us from completing the textbook at this time. We were quite pleased with the new "wind tunnel" system as it gave us very accurate data in developing the aircraft shown in the photographs, which is a design we are building in order to break the existing world records for distance and speed in the under 500kg weight class. We are also delaying the Owners Manual, for a different reason, though. FAA is now proposing that homebuilts fall under a new set of regulations for custom built aircraft in which a builder can do his own annual inspections and maintenance if he has a "repairman's certificate," given only to the builder. If you buy your completed homebuilt from someone, you would have to have maintenance done by an A& P mechanic. Also required is a manual. There are several different proposals for the manual format and contents. One by FAA, one by EAA, and still another by NASAD. As soon as it is decided what the regulation will specify, I will arrange the VariViggen Owners Manual to match, including all additional information specified in our catalog, of course. If FAA still has no regs by this summer, we'll publish it anyway, since it has alot of important information for VariViggen operation. **PHOTOGRAPHS OMITTED** VVN3, Page 3 -------------------------------------------------------------------- SPECIAL PERFORMANCE WING. We have started construction on an entirely new outboard wing panel design for testing on N27VV. First, a little background: We have done extensive testing on a new construction method using urethane foam and hand layup unidirectional fiberglass. I do not mean the Rand formulae of wood construction with foam and Dynel surface development. We actually make a tapered spar very easily by laying up layers of unidirectional glass, carve a wing using only three rib/templates, and cover with two crossed layers of thin unidirectional cloth. this method is light, strong, requires no particular skills or tools, and best of all, can be done in about 1/4 of the man hours required to build the metal wing. If this system meets test expectations, we will supply plans for outboard wings and rudders, thus taking the aluminum construction totally out of the design. A small cost savings is also possible. Since the unidirectional glass with the epoxy surface treatment is somewhat difficult to obtain in partial rolls, we are importing a large quantity from Europe and will make available kits for the outboard wings and rudders. No aircraft-quality wood is required. Now, for the really big news - the aerodynamic design of the wing panel. The original panel is a very, very conservative design from the stall standpoint, and retains the flat bottom out to the tip for ease of metal construction. Now that I have actual flight test data, I can design out some of the unnecessary stall margin, and reflex and twist the wing for optimum performance. I wouldn't recommend this for a new design, but it can be done with low risk, using actual flight test data. Considering the trip requirements, and designing for best climb and cruise performance without excessively reducing the G-capability, I have arrived at the following design and have started construction: Original VariViggen Increase VariViggen SP Span ft 19 23.7 25% Area sq ft 119 125 5% Aspect Ratio 3.03 4.47 47% ! Span Loading 89.5 71.83 -20% **SKETCHES AND GRAPHS OMITTED** Conservatively, we estimate a 25% increase in rate-of-climb at gross weight and a five to seven mph increase in cruise speed. That's almost 180 hp performance on the 150 hp engine! As you can see from the sketch, the new wing has a 15 gallon aux. fuel capacity. It will fit the inboard wing built to your plans and uses the save V-WAA (WA2 and WA3) wing atch. assembly as is used on the original outboard wing. It will also tie in directly with the current design AB10 aileron pushrod and should require no other changes. In addition, we are going to incorporate the recent NASA- developed "winglets" developed by Dr. Whitcomb in an attempt to further increase rate-of-climb. In summary, if the SP works as I think it will and retains the stall safety, we will have a very competitive performance aircraft to go along with our already superior handling characteristics. But that's an if, so please don't bother us alot with further questions now; we should have test data and a decision whether to make plans available by Newsletter #4. I do suggest that you hold off on purchasing materials and building the outboard wing if you have not already done so. VVN3, Page 4 -------------------------------------------------------------------- OTHER Modifications - True, the VariViggen is not a 4-place airplane, but it can easily be made into a 2 + 2 configuration with plenty of room and visibility for a 140-lb wife and one or two children, combined weight up to 110 lb. The sketch is self-explanatory. This is the best way to add some family utility without compromising cruise performance. Scaling up the outside dimensions to add more people will result in either slower speeds or higher fuel flow, depending on engine selection. **SKETCH OMITTED** As a two-place, the rear seat area is much larger than is usually needed, and a relatively minor modification can be made to increase fuel capacity, baggage capacity, and still hold a 6' 4" back seater in relative comfort. Again, the sketch is self-explanatory. This is probably the best way to increase range, since it does not add any complexity to the simple gravity-feed fuel system. **SKETCH OMITTED** ADHESIVES. I am still hearing about some builders using obsolete wood adhesives and varnish. That was S O P years ago, but inexcusable now that modern epoxies are available. With modern epoxies, the wood structure should last indefinitely. Here are two more very good adhesives: 1. FPL glue 16-A, available from Aircraft Spruce, Bx 424, Fullerton, CA. 92632, at $11/qt or $29.90/gal; 2. West System Epoxy, available from Gougeon Brothers, Bay city, MI. at $19.95/gal plus $5 for hardner (specify 206 hardner for 40 minute pot life). This latter one sounds excellent as it has a relatively fast cure of six hours and can be used as low as 40 degrees F temperature. It's a 5 to 1 mix, has a relatively low viscosity, and can be used directly for painting structure. It provides a 100% molecular bond between coats without surface preparation. For gaps over 1/32", it can be thickened with "401 fibers" (1.90 for a bag - enough for the entire aircraft) to fill even large gaps without decreasing strength. Send Gougeon Brothers an extra $ for their manual on this epoxy system. Pastor Jenkins, S/N 177, is using it on his VariViggen. He completed his fuselage structure and canard in only 12 days! VVN3, Page 5 -------------------------------------------------------------------- PLANS Changes - Be sure to incorporate these revisions into your plans Now. Location - PL - Plans TR - Tech Report NL - Previous Newsletters Category - MEO - Minor error or omission OPT - Optional improvement DES - Desirous change - Does not effect flight safety but should be incorporated to improve aircraft or correct a fault MAN - Mandatory change - Must be incorporated as safety of flight is affected Category Location MEO NL2 pg 2 Change phone # to 824-2645. MEO PL pg 11 Center of page, change "W.L.18" to "W.L.22". MEO PL pg 4 Furane Plastics has closed their N.J. office. MEO PL pg 4 Western Ply & Door Co. no longer uses "Western" in their name. MEO NL2 pg 3 Wrong address for Spencer. Use the one on plans pg5, 8410 Dallas, Seattle, WA. 98018. MEO PL pg 50 Newsletter #2 changed the 1.63 and 1.7 dimensions to 1.75 because we found some belcrank bearings (MG7 - MS20218-2) with an outside flange of 1.75. Since then I purchased some MS20218-2's from Arts Surplus (address on plans pg 5) for $.75 each, that have a flange diameter of 1.67 which is the correct O.D. shown in the mil spec. We are machining the RAF-supplied MG5 & MG4 parts to fit the 1.67" bearings. If you are building your own MG5 & MG4, I suggest you get the MG7 bearing first, and fit the inside diameter to a slip fit on the bearing with a chamfer to clear the bearing radius. The RAF-supplied parts accomplish this. MEO PL pg 18,38 Some of you have found interference of the SA1 stick torque tube with F63 bulkhead. F63 should be modified in the center to have a notch rather than a hole to allow the tube to fit higher. If F63 is already fabricated, cut out the top edge and install a doubler plate as shown in the sketch. Also, to provide more clearance, you can move the entire stick assembly down by increasing the .8 dimension on SA12 & SA13 to 1.0 inch (plans pg 38). **SKETCH OMITTED** MEO PL pg 25 SPAR G - 2.3" dimension should be 2.5" so spar comes flush with the capstrips that cover rib WR25. This taper on spar G can be trimmed after installation to fit flush with the capstrips. MEO PL pg 38 Tube sizes on Detail A are incorrect, change to 3/8 x .063 spacer clamped by bolt & 1/2 x .063 spacer welded to SA2. MEO PL pg 42 RB2 - the 1/4" hole callout is wrong - should be drilled to be riveted to belcrank bearing the same as AB4, pg 40. A 7/8" hole & rivet pattern to fit RB5 is required. MEO PL pg 5 Cotterpin AN 330-3-3 should be AN 380-3-3. MEO PL pg 42 Cleveland Tool Co. no longer makes ball screw actuators. The correct part is RO 308, ask for 1/2 ft of screw and the RO 308 ball-nut assembly (about $45!) from Los Angeles Rubber Co., 2915 E. Wash., L.A., CA. MEO PL pg 25 Cut holes in WS24 outboard end for the landing gear cables before glueing in. (Notch in about 1" where it butts to WS7). MEO PL pg 53 Diode number omitted. Can be # 2761135 from Radio Shack. Also RG58/U can also be RG58/C or RG58/AU. MEO PL 2024 T-3 & 2024 T-4 aluminum callouts are reversed in several places in the plans. These are interchangeable in all cases. MEO PL pg 11 First column, change "quarter square" to "triangle". MEO PL pg 13 Antennae rods are 14.15" long. Don't scale dimension from drawing. MEO PL pg 18 F63 outside edge is drawn at B.L. = 12.25. This should be B.L. = 12.4. If you have already cut out F63, just ship out about 1/8" wider with 1/8" ply strips. DES PL pg 45 The forward bolt passing through NG37 cannot be tightened down hard without binding NG20 & NG36. While this has presented no problems on N27VV, it is a poor design practice & I am improving it by providing a spacer for the bolt to tighten on. The spacer can be 5/16" x .035 steel tube drilled out to press onto the 1/4" bolt. Drill out NG36 to 5/16" to fit over the spacer. I also strongly suggest a short length of 3/8" tube welded in the arms of the NG20 "Y" bracket to provide a better bearing surface. Also note that NG36 center pivot must be offset to prevent interference when the strut is deflected. Thanks, Mike Melville, S/N 115, for these suggestions. **SKETCHS OMITTED** VVN3, Page 6 -------------------------------------------------------------------- BUILDING Hints - Most of these were suggested by builders. If you have suggestions, please get them in for Newsletter #4. Build the fuselage and/or inboard wing jig at W.L. = -3 instead of W.L. = 0 to facilitate installation and removal of parts without having to notch the jig. F10 can be bent in place if done in the order stated on pg 11, but it takes alot of clamps since it is relatively stiff. you can saw notches in F10 about 1/2 way through, every 2 inches from F.S.22 to F.S.48 to make it easier to bend. The strength along F10 is not needed. Its primary function is to tie F11 and F15 together. When permanently installing Spar E, glue in WS2, WS5, WS6, WS7 and WS9. Let dry. Then bend WS1 over to fit and glue in WS1, WS8, WS10, WS3, and WS4. This keeps the bend in WS1 from deforming the flat bottom. Urethane foam (2 lb/cu ft) can be substituted for the balsa everywhere. Cover with one layer of 9 oz fiberglass - go easy on the resin, it's heavy. PE2, pg 39, can be fabricated easier in two parts and overlapped in the center thus: **SKETCH OMITTED** The nutplates for PE2, pg 39, are hard to get at, after installing WS3. Install them on F152 before installing the wing spar. F5 is cut curved, not bent. 90 degree or 45 degree plywood is okay. I used 90 degree throughout. A good stapler for skinning is the Aero T50. Use 3/8" long staples. I took a large screwdriver and ground a scoop shape on the blade to use as a scoop to pry the staples out once the glue is set. Due to their slant, bulkheads F41, F70, F91, and F121 come out short when the waterline drawings on pg 17, 18, and 19 are used as patterns. Some builders have made them short and just adjusted in place by notching up the longeron slots and shimming the top. This is perfectly fine, but if you haven't cut yours out, here are the dimensions for bulkhead patterns which should fit quite well. **SKETCHES OMITTED** Tom Hendricksen, who is building S/N 169 with a "full" IFR instrument panel, sent in his panel layout and a modification to mount the panel further aft, to provide clearance for the longer radios. Note that F27 visor does not quite extend to cover this panel but a small extension could be added. **SKETCHES OMITTED** VVN3, Page 7 -------------------------------------------------------------------- SHOPPING Stolp Aircraft, 4301 Twining, Riverside, CA 92509 has 2024 alum extrusion angles. Columbia Airmotive, Box 436, Trout Dale, OR 97060, (503) 665-4896, has good prices and stock on hardware and has the 500-5 wheels and brakes for about $115. G & J Aircraft, 1115 So. Sultana, Ontario, CA 91761 (986-6534) has good hardware stock and good "scrounging" prices. Wicks Organ Co, Highland, IL 62249 will supply spars cut to size and has a complete plywood stock. J & M Aircraft supply, 1014 Joseph St., Box 7586, Shreveport, LA 71107 has a good overall hardware and materials catalog - send for it. Plywood & Door Co., 1555 Santa Fe, Long Beach, CA has birch 1/4" plywood 5-ply with outdoor glue for only about $.35 per sq. feet! This is not aircraft ply because it has some patched imperfections, but is still excellent quality and perfectly adequate. They also have a complete line of all plywood sizes, aircraft and non-aircraft - write for list, or go see them if you can. They deal only in plywood and service is good. Wiebe Wood Products (Newsletter #1) price per quart of M666 Epoxy glue is now $8.50 plus postage. Mr. Wiebe tells us that the price will probably be going up again, but that he will continue to supply our builders as best he can and will keep the price as low as possible. FLIGHT Test Assistance - We are planning to provide a pre-first flight inspection and initial flight test assistance service for our builders. This would involve us visiting your flight test area, giving your aircraft a very complete inspection, and rigging check, prior to first flight and either flying your first flight or checking you out in N27VV to improve your proficiency for your first flight. Providing flight test assistance in expanding the flight envelope of your airplane would also be very beneficial in assuring flight safety. This service will only be provided to those who are building the airplane without major modifications from the plans, and flight envelope expansion on your aircraft will be limited to the envelope shown in the aircraft operating limitations, plans page 3. We will provide this service to the first three builders who complete their aircraft, free of charge except for transportation costs. Transportation costs may also be eliminated if we can work it to coincide with another trip. Clarification of placement of WR12.6 with respect to fuselage. It's probably best to install WR12.6 capstrip after skinning fuselage sides. Fuselage skin should extend about 1/4" to 1/2" below wing top. Fuselage skin is notched to fit over wing spars. **SKETCH OMITTED** BARTER Corner - Everyone is welcome to a free ad for this section, after all, it's your newsletter. Jim Cavis reports he can sell the Pointer portable model 3000 ELT with voice modulation for $96.00 FOB Phoenix. That model lists for $160.00. Contact him directly at 8344 E Turney Ave., Scottsdale, AZ. 85251. Charles Allen would like to trade a set of new Cleveland 600x6 wheels and brakes for 500x5, or will sell for $75.00. He's also looking for an O-320 and the Scott nose wheel. Write to him at 1022 Hoedel Ct., Lafayette, CA. 94549. Jim Brunson, 5225 W. Ave. L-2, Lancaster, CA. 93537 has an O-320 Lycoming for sale. Ken Winter, 1538 E. 66th., Tulsa, OK 74136, S/N 133, has a partially completed BD-5A for sale. VVN3, Page 8 -------------------------------------------------------------------- **PARTS LOCATOR CHART OMITTED** VVN3, Page 9 -------------------------------------------------------------------- VARIVIGGEN NEWS NO. 4 APRIL 75 Published quarterly by Rutan Aircraft Factory Burt & Carolyn Rutan Building # 13, Mojave Airport P.O. Box 656, Mojave, Ca. 93501 (805) 824-2645 Subscription rate: $4.75/yr, back issues/$1.00 each Current issue is included with Technical Report purchase. N27VV has seen a lot of action since newsletter number 3. We've logged nearly 100 hours on the new cowling, including trips to San Jose, Watsonville, and Flabob, Ca.; Phoenix, Az.; and Las Vegas, Nv. In addition, I flew the action-packed chase and bomb scenes for the movie "Death Race 2000," which opened April 30 in theaters in the Los Angeles area. We had a lot of fun doing the film, which required many hours of flying, doing close-in passes on race cars. On many of the passes, explosions were set off around the car just as I pulled up. The model used for the crash scene was built from our R/C model plans. The movie is rated R, so be ready for a little crude language and nudity. A lot of our recent flying has been to give rides and to put time on the new cowling. The cowling has added more performance than I thought it would and cools the engine much cooler than the old configuration. I'm now cruising at 152 mph at 75% power at 7500 feet with the external fuel tank, which means 155 without the tank. When we fly the new SP wing we expect to cruise close to 160 on the 150 hp Lycoming. The VariViggen was featured in May issues of "Flying," "Private Pilot," and "Plane and Pilot" magazines. As for our comments on the articles, I think they were well done with a few exceptions: The VariViggen does not lose altitude during a power application at normal approach speed and is not control limited as John Olcott mentioned in "Flying" (a retraction has been sent), and Don Crane did not make a full aft stick circuit and landing (that's not hardly recommended for a checkout!). Watch for another article in a future issue of "Mechanics Illustrated." Scheduled dates coming up include presentations at EAA chapter 40's meeting at Van Nuys, Ca., June 13, and the AIAA/EAA symposium at Boeing Field in Seattle, Wa., June 28. We'll also be attending the Porterville (Ca.) flying, June 16, and Oshkosh flying, July 29 to Aug. 4. Ken Ashdown (SN 069) from Ontario, Canada, will be giving a technical presentation on the VariViggen at the First Canadian Symposium on Recreational Aircraft, Ottawa, Carleton University, June 23-25. Another article about N27VV was written in the "Hangar Flyer" publication by Don Pridham, editor of EAA chapter 92, Orange County, Ca. His comments are reprinted here: "When we arrived at Flabob, the wind was still calm, but that nice state of affairs didn't last long enough. A REALLY strong 90 degree Santa Ana wind came up for quite awhile there, and everyone walked out near the runway to watch the sheep and goats being separated... At about the height of the wind gusts, Burt Rutan and the VariViggen came zapping into the pattern, came down like he was riding a string, painted it onto the runway without a trace of strain, pain, crabbing, slipping, or anything, turned off in about 6 lengths from touch-down, and taxied effortlessly past toward the tiedown. In the back seat was his enthusiastic and charming wife, Carolyn, and BOTH of their girls! I kinda remember seeing and talking to a large number of you friendly folks up there, looking at bunches of fine craftsmanship, and eating some excellent food prepared by Chapter 1, but what happened next sort of erased my mind totally on most other happenings. Joel Confair and I finally found Burt Rutan, who had been very busy fielding the myriad questions about the VariViggen. Joel had wanted to verify the time and place for our next meeting with him. Out of the blue, Burt says, "Don, how'd you like to take a ride in the VariViggen?" My jaw drops. Joel's drops further. "When?" "How about right now", he says. My mind is already popping circuit breakers as I'm thinking what Joel is mumbling (something about who's the Pres.) I consider of course stepping back, bowing a bit, and offering to let Joel go instead ---- HOWEVER, I have to live closely with a person who would never stop kicking my butt if I didn't go. ---ME! (So now I finally know -- when it gets down to me or somebody else for the goodies, it'll be me every time. Hah, the old id is really there, just like the shrinks say it is!) So in a numb hazy smiling kaleidoscope we belted in, taxied out staring at a few hundred camera lenses, and made an unreal take off. I watched the elevators very scientifically, and he brought them way down to lift the nose up. It came up very quickly and instantly we were going up at a shocking angle and rate of climb. The minute we were off, he started making a series of 90 degrees right and left turns. After a pass of the field, Burt announced he would demonstrate "departure stalls" (one can hear conversation very well, even though tandem). Thereupon he hauled up the nose in a steep left climbing turn, held it awhile, then stated, "OK, there it is." He then executed beautiful right and left steep banks and directional changes, all the while when it was technically "stalled". Actually we were still seeming to climb about 500fpm and things never felt the least bit "loose". Burt cranked into the downwind, aiming approximately at the cross on mount Rubidoux, approached the cross, CAME RIGHT UP TO THE CROSS ABOUT ONE INCH AWAY, and casually flicked into an instant left bank like a bored housefly in July. If I'd tried that in my Mooney, crews would have been picking up pieces scattered a mile East of the mountain, and I'd have been crucified. It's really strange though. I have a very healthy respect for flight, and what a plane can and can't (or shouldn't) do, yet not ONCE was I ever the least bit anxious, uneasy, or apprehensive. The VariViggen has a solid feel of confidence and safety throughout the entire flight regime. It is really the finest maneuvering craft I've ever had the pleasure to ride in, and at all times you REALLY KNOW IT'S FLYING. Landing was so apparently simple as to be nearly anti-climactic. Burt had saved another few surprises for the ground, though. Naturally, he had landed super-short, and said, "OK, watch this. We'll go taxiing right between those parked birds.", pointing to a pair of high wingers moored practically tip to tip, with ropes coming down at 45 degree angles and meeting about 6 feet apart. "Have you really thought seriously and adequately about this decision?", I say, as he goes chugging merrily through like he was only pushing a wheelbarrow. I sweat a bit finally that time, as I pictured three airplanes suddenly hugging each other in a big MUNCH! The ground handling is fantastic, as it can, I believe, turn in its own length and width, or bring its nose up touching a building, then turn left or right and taxi away without bumping a wing. (No reverse needed). People -- things are happening in EAA. Thanks, Burt." VVN4, Page 1 -------------------------------------------------------------------- CONSTRUCTION MANUAL - Part one of the photo-illustrated construction manual, written by Jim Cavis, SN 31, with approximately 100 photos, is just about completed (includes fuselage, canard, inboard wing, vertical stabs, control system, and landing gear). Part one also includes helpful sketches on jigs and numerous building tips. The written information is similar to plans chapter 5, except expanded to about 35 pages. Also included are pulley bracket drawings for using of the AN220-2 pulleys. Part one will be ready June 15th. Cost is $18.50 (first class mail) and $20.50 for Overseas (Airmail). SPECIAL PERFORMANCE WING - The SP wing configuration still looks very similar to that shown in newsletter number 3, but I've greatly simplified the construction method and upped the wing fuel capacity to nine gallons per wing. The construction method was verified on the fiberglass VariEze wing, which was built in two days. We have completed all necessary structural static tests, thermal tests, and fuel compatibility tests. I'm now awaiting another shipment of unidirectional fiberglass to build the flight item SP wings and hope to have sufficient flight test data by mid June to show the acceptability of the new wing. ADHESIVES - Gougeon Brothers, 706 Martin St., Bay City, Mi 48706, whom we mentioned in newsletter number 3 as having an excellent epoxy glue for wood (105 Resin plus 206 Hardener at $25/gallon), now has a mini pump system which attaches to the cans and dispenses the correct ratio (5 to 1). Each stroke of the resin pump gives 1 oz.; each stroke of the hardener pump gives 1/5 oz. Good news is the price: $3.50 for both pumps. Get two sets; they're plastic and may have a limited life. Gougeon 105/206 still looks like the best resin, although Aerobond 2178 is also excellent (available from Aircraft Materials, 850 E. San Carlos Ave., San Carlos, Ca 94070). BUILDER'S PROJECT REPORTS - The following reports/photos were sent in by builders and I agree with the building hints suggested. You might consider them for your project. Charles Allen (SN 47) on fuel tank -"The tank was made this way mainly because I had on hand a sheet of 6061 .050 alum., which is a weldable alloy, but of course harder and springier than 5052 - I drew up the two end bulkheads on paper using rounded bends but straight sections in between - Cut the two body pieces at least 1" longer than needed, then bent the "rounded" corners on a friend's sheet metal brake. A series of slight bends is all that is needed, frequently holding the piece over the full-size end patterns to check accurate progress. A right angle flange is bent where the top and bottom pieces join. The two pieces are then joined by about 3 clecoes on each side on the inside flanges. Then the exact cut-off line on each end are drawn on the tank - and the tank is trimmed - I used a table saw, a plywood blade, and a lot of cotton in my ears. And of course safety glasses at all times! Each tank end is then set on the alum. sheet to be used for the end piece and traced. The ends are cut out allowing at least 1/2 - 3/4" for a bent flange all around. Saw cuts are made into the corner areas. The good thing about this is a form block for each end is not necessary - Just a 2x4, or 6, clamped along the straight sections and those sections bent over. The small tabs are bent over a small block. The ends are clecoed onto the tank body. First the .032 baffle is made, put in place. Also the holes for the filler neck, tank gauge and vents and bottom fittings are drilled - I do not flange those holes - Welding the fittings directly to the tank is adequate. The whole thing is then taken to a good heli-arc welder - I left the tank gauge hole open - checked for leaks and then used sloshing compound on the inside to make sure - The tank gauge was bolted to .063 alum. plate which was then riveted to the top of the tank using closed-end pop rivets - Sealing compound was put on between tank and plate first - Tank was then primed with zinc chromate and painted - Sounds complicated - but it really is not." **SKETCH OMITTED** Vernon Williams (SN 189) on reflex screw (RM5/RM6) - "The reflex screw is from a 5" craftsman "C" clamp. It is a 5/8 - 8 acme thread. I cut the neck off the clamp and turned it to fit inside a 3/4" tube. The whole tube assembly is brazed onto the gear of the motor (Ford unit) which has been turned down to fit inside the tube... When turning the drive gear down on one of these motors some precautions are needed because the teeth of the drive gears are hardened and will eat a common tool bit right up. First grind the teeth down to near the base diameter of the gear. Then, you can chuck the drive gear directly in a three jaw chuck and by using a fast turning speed and carbide cutter you can turn the rest of the gear down." Vernon Williams on inboard wing spar - "The key to this method of construction is to build spar E first. I built mine complete out to FS 25. In building the spar, make your wing ribs first and take the measurements for the spar height from your actual ribs and not from the plans. This is necessary because the drawing shows the height at FS 153 which is in the middle of the spar. Also at least one of the dimensions given is off at least 1/2"* ... I made a stub (about 12") WR25 to use as a spacer and have made the WS9 and WS10 webs. I plan to drill all the holes to mount the wing attach fittings, main gear pulley, and the aft gear pivot point before I even mount the spar on the firewall. The main advantage I see is that when you mount the spar on the firewall (be sure and support it or the weight will pull the firewall down) it gives a nice straight, level, and strong datum to build the wing from. Also, the spar can be out where you can drill the important holes in a drill press. In assembling the whole mess, the WR25 can be slid in and turned up to fit in place and the WS9 and WS10 webs can then be glued in place (the wing attach fittings can be used as clamps) and then the rest of the ribs can be added ... Instead of trying to bend WS1, I made it straight and then bent the WS3 and WS4 caps to form the curve of the spar. Then I set my bandsaw to cut the 4 degrees bevel and trimmed the height slightly oversize. Then I got out my trusty Jack Plane and planed it to size. This makes a nice looking spar which should (I hope) make building the wing easier." * Be sure to note the correction on the spar height at B.L.=0 (7.8 dimension should be 7.3). VVN4, Page 2 -------------------------------------------------------------------- **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** N27VV and the Monster Car Filming "Death Race 2000" Model Being Set Up for Crash Scene Carolyn with the Monster Car Driven by David Carradine In "Death Race 2000" Orville Winfield, SN 114, Fuselage and Canard Charles Allen's Tank in Place Mike Melville's Nosegear Motor Mike Melville's Main Gear Charles Allen's Tank Vernon William's Spar E Vernon William's Reflex Screwjack Mike Melville's Maingear Motor View from Underneath, Looking Aft VVN4, Page 3 -------------------------------------------------------------------- PLAN'S CHANGES - Be sure to incorporate these revisions into your plans now. Location PL Plans TR Tech Report NL Previous Newsletters CAT Catalog Category MEO Minor error or omission OPT Optional improvement DES Desirous change - Does not effect flight safety but should be incorporated to improve aircraft or correct a fault MAN Mandatory change - Must be incorporated as safety of flight is affected CATEGORY LOCATION CHANGE DES PL pg 59 NG38, change 1/16 to 3/32 cable. OPT PL pg 40 AB4, move cable shackles 1/2" closer to pivot (change 5.5 to 5.0) to allow sufficient cable clearance with MG6. MEO NL#3 pg 7 Change Aero T50 to Arrow T50. MEO PL pg 51 MG42, spool 0.5" width should be 5/8" to allow sufficient cable room. Change 1/16" roll pin to 3/32". MEO PL pg 24 7.8" dimension on Spar E should be 7.3". OPT PL pg 39 Tilt the lower edge of PB2 rearward about 1/2" to allow more cable clearance with SA6. MEO PL pg 46 NG1, .5" should be .6". .85" should be . 95". DES PL pg 38 SA5 has inadequate lateral stiffness. Stiffen by welding 3 pieces to top rim as shown: **SKETCH OMITTED** DES PL pg 44 Engine position is shown on the plans only by locations of the mount pads on the engine mount drawing. To obtain more prop clearance and the correct fit to the cowling, the crankshaft at the prop flange should be located at W.L.32 (prop flange at F.S.186.5). For conical mounts (not dynafocal) the top mounts should be at W.L.36.2 and the bottom mounts at W.L.26.55. More details on this are shown on the instructions included with cowlings. Delete the F.S.189 circle on PL pg 6. Add a 12" circle with center at W.L. 32. Lable it F.S.186.5. OPT PL pg 39 PE2, change 1.3 to 2.0 and change 1.8 to 2.5. This moves cable forward to provide extra clearance with MG43 gears. (May not be required - depends on your MG43 installation. MEO PL pg 28 VS1, 2.8 dim. should be 2.5. MEO PL pg 17 A fairlead should be installed at B.L.4.3 and W.L.6.3 on F51 to position the rudder cable below F21. MEO PL pg 45 Turnbuckle required on 1/16" cable that runs gear up & down cannot be a standard turnbuckle since they use up too much cable room and would run up on either pulley. Total disturbed cable length must be less than 4 1/2" including nicropress sleeves. N27VV has a short homemade turnbuckle made from 2 shackles and a short length of threaded alum tubing. Another method is to eliminate the turnbuckle and adjust tension with a small idler pulley. Vernon Williams substituted a chain as suggested on the plans and he reports excellent results with a Boston K2512 pulley and No. 25 chain. LANDING GEAR RETRACTION GEARING We are recommending mandatory changes to increase the retraction/ extension forces on the landing gear . These new gearing changes will allow use of either the Dodge or Ford window motors and will result in positive gear retraction for all allowable aerodynamic conditions . NOSEGEAR - The system shown on the plans is inadequate for inflight retraction loads with the nosegear door installed, particularly when using the Ford window motor. It is necessary to gear the motor similar to the maingear motor installation to provide adequate retraction torque. Ratio required is between 3:1 and 5:1. The following gears, available from Boston gears (check your local Yellow Pages), will work well: Boston No. P. Dia Hole Price (1971 Catalog) NA11B 0.6 5/16 $1.95 Mount to motor NA50 2.5 3.8 $7.50 Mount on NG6 Be sure to test the power of your retraction by pulling 15 lb aft at the nosewheel with a fish scale while the gear is being retracted. The following quote and photo from Mike Melville further clarifies the installation: "I am delighted to report that my nose gear retracts effortlessly in about 10 seconds even with a constant 15 lb aft pull. Pulling the pin and swinging the gearmotor away from the gear allows the nosegear to freefall down and lock. It works perfectly and I could not be more pleased. Also, when I lowered the gear ratio, I did not move the spool NG1, but I lowered the gear motor downward until the small gear engaged the bottom of the large gear. This worked out well, as nothing now protrudes up into the canard." I understand it is possible to find a gear which will mesh directly with the gear provided on the Ford or Dodge unit. This eliminates the need to adapt a small gear to the motor. Don't ask where to find this gear though, as I have no source and those who have found one scrounged them at surplus outlets. MAIN GEAR - Plans call out a 1:4 reduction for MG43 gears. This should be increased to between 1:6 and 1:9. The following Boston gears will fit and work well, providing a 7.3 ratio: Boston No. P. Dia Hole 1971 Price NA11B 0.6 5/16 $1.95 Mount to motor NA80 4.0 1/2 $9.40 Mount on MG41 VVN4, Page 4 -------------------------------------------------------------------- NB series gears can be substituted for the NA series on either nose or main gears. The following quote and photo further clarifies Mike Melville's excellent installation: (Photo on page 3) "The view of the motor assy shows it temporarily clamped in position with 2 "C" clamps. I used a 12-tooth gear on the motor and 97-tooth gear on MG41. It retracts in 12 seconds and is not affected at all by pulling 10 lb outward on each gear (during retraction). My wife says I am like a kid with a new toy!! I have not had the courage to drop the main gear all the way from the top (emergency extension system) as I am afraid it will break something! It is probable that my MG6's will snap solid into place (down lock) when I do let it freefall. I will try this after I get the bottom skin on." As I remember, I waited to skin the bottom also, before testing the emergency freefall system. MG6 (MG5 Lugs) have always snapped into the locked position during emergency freefall testing. Depending on your gear motor and gears selected, you may have to modify the shaft in the gear motor and provide a shaft bearing on the outside of the gear. The following sketch shows Mike Melville's modification: **SKETCH OMITTED** Of course, if gears are available which would mesh directly with the gear on the Ford or Dodge motors and provide 4:1 ratio for nose gear and 8:1 ratio for main gear, the installation would be greatly simplified. If anyone knows of a source of these size gears, let RAF know and we will print it in a future newsletter. MAIN GEAR DOWNLOCK ADJUSTMENT The plans do not show any adjustment on the snubbing of the gear in the downlocked position. I have noticed a slight amount of freeplay in N27VV's right gear after 400 hours that is not serious enough to require attention but I am recommending that you include an adjustable wedge that can slide sideways to provide downlock snub adjustment. The MG4 beams sold by RAF were machined shorter than the plans due to an error, but these will now fit well when used with the downlock adjustment. If you are making your own MG4 beams, make them approximately 1/4" short on the end so they will fit with the downlock adjustment. To provide the best downlock geometry with the adjustment installed and the shorter MG4 beams, move the pivot for the MG5 lugs outward (toward the wing tips) about .15" to B.L.34.15. This move is not absolutely required, though, if you have already located the pivot at B.L.34, the downlock will function with a thicker wedge on the downlock adjustment, and the gear total motion to the extended position will be closer to 92 degrees than the 97 degrees shown on the plans and the main gear extended position will be inboard of the B.L.40 position shown in the plans and should result in more even tire wear than on N27VV (I now have to reverse the tires during the wear cycle since they wear more on the inboard side). The sketches show the geometry of the downlock adjustment and the new position of MG4 and MG5 in the locked condition. **SKETCHES OMITTED** BUILDING TIPS You don't need to weld the caps on NG13 with the nutplates riveted inside. You can drill two 5/8" holes on the front or back near the ends and install the nutplates, or a locknut, after welding. The following are the Lycoming-listed dry weights for the engines recommended for VariViggens: 0-235-242 lb, 0-320-273 lb, I0320-292 lb, and 0-360-285 lb. Vernon Williams has ordered a ground-adjustable wood prop from Bernhard Warnke, Box 50762, Tucson, Az. 85705. This appears to be a good way to have the safety and light weight of a wood prop and also have the flexibility of the adjustable feature. (See March 75, "Sport Aviation" for article.) We are presently working with Sensenich in the development of a wood prop for VariViggens that is similar to the wood props they developed about two years ago for the Thorp T-18 homebuilt. More details after flight testing when this one is available. The Fafnir number for the 5/16" belcrank bearing is BC5W11. The following sketch shows the position of the skin scarf joints on the fuselage and inboard wing of N27VV. 50"x50" birch plywood was used. Grain was 'forward-aft' except for the large piece on the inboard wing which is parallel to the leading edge. **SKETCH OMITTED** VVN4, Page 5 -------------------------------------------------------------------- SHOPPING - The following companies have excellent spruce kits for the VariViggen. They include all spruce cut to the sizes shown on plans page 4. I can vouch for their excellent quality. Write them for prices and availability. Aircraft Spruce and Specialty, Box 424, Fullerton, Ca 92632; Aircraft Materials Co., 850 E. San Carlos Ave., San Carlos, Ca 94070. Some builders have had problems locating the very important decimal steel tape measure, suggested in Newsletter #1. Bill Riddell (SN 50) reports that he has access to a large number of the 61-112 rulers and any builder can send him a check for $6.50 which includes postage and he will send a ruler. Bill Riddell, 4575 Shadesview Dr., Pensacola, Fl 32504. Lloyd Toll, Box 303, Hazen, Ar 72064 does excellent alum welding and is equipped to build fuel tanks for VariViggens. He has a lot of fuel tank experience. Write him for quote. The following company has a stock of aluminum at 1970 prices, 50cents/lb!: McGowan Company, Inc., 560 E. Maitland, Ontario, Ca. NEW PRODUCTS FROM RAF Add the following items to your RAF Catalog. Prices and availability as indicated. V-CSP - We have a limited number (5 ship sets) of the LS-806 pulleys in stock now. These are the 2-bearing pulley used in the primary control system (10 places) and fit the brackets drawn in the plans. They are new and equal or better quality than the best AN220 pulley. Price is $3.75 each if picked up here. Add 25 cents for each pulley ordered to cover packaging and postal/UPS shipping charge if you want them shipped. V-INRIBS - This is a package of birch plywood pieces with all the inboard wing ribs (except WR46) drawn on them (full size of course!). The homebuilder saws along the lines with a saber saw or band saw to fabricate the ribs (eliminates scaling up plans). A 2-inch overlap is drawn on the longer ribs for the homebuilder to scarf together. Price $78.00. Availability JUN 20. Add $5 for packaging if not picked up at RAF. Shipped freight collect. V-BKHDS - This is a package of birch plywood pieces with F20, F32, F41, F51, F63, F70, F91, F103, F111, F121, F137, and F152 drawn on them. Eliminates scaling up the plans; builder cuts along lines to fabricate bulkheads. Price $169.00. Availability JUN 5. Add $5 for packaging if not picked up at RAF. Shipped freight collect. This package also includes WR46 inboard wing ribs. 3/8" ply is marine fir AA grade. V-CMAN1 - VariViggen Construction Manual (part 1) - See description elsewhere in this newsletter. Availability, 15 June '75. Price $18.50 including first class mail, or $20.50 for air mail Overseas. VARIVIGGEN COMPONENTS All machined parts are in stock in adequate supply except V-WAA which we are down to two ship sets and it will be about six weeks until we get more. We can sell the eight tapered pins separately if you want to fabricate your own straps and buy the heat-treated, cad-plated taper pins. Note that they are tapered 3/4" per foot rather than the taper shown in the plans. Thus, a standard pipe taper reamer can be used to taper your straps (before heat treat of course!). Price for the eight pins alone is $37.00 including packaging. Some builders have asked why NGSA is so expensive. The following is a list of the operations required to build it, which gives you an idea of why the cost is so high: Cut three 4130 steel tubes to length and face ends, machine plug to close tolerance for shrink fit in tube, shrink fit plug and tube, fabricate 'U'-shaped part which fits the Scott assembly, weld assembly of five parts (weld backs up the shrink fit to assure no leakage), heat treat, grind strut, hard chrome, re-grind strut, mask strut, cadplate lower end, bake assembly for surface embrittlement. I've had the entire nosegear assembly from the parts in the first 25 ship sets on N27VV for the last 50 flight hours and have had no problems at all with any of the parts. Do not order backup rings for the nosegear installation. The strut is designed as a low pressure assembly and provides excellent sealing with the o-ring alone with no requirement for backup rings. We will still supply the O-ring set and scraper to complete the nosegear assembly. If you are building your own nosegear parts, machine the o-ring groove to fit the o-ring only and do not use backup rings. Installation instructions are included with all RAF-supplied machined parts. All fiberglass parts have been in stock since March 5th. Installation instructions included with all fiberglass parts include drawings detailing the installation of landing light, all doors, engine cooling baffling, engine induction system, exhaust system, cowling exhaust shields, carb-heat system cabin heat system. Note that unlike conventional baffling, VariViggen cowling installation results in the magnetos and fuel pump running in cold air rather than air heated by the engine cylinders. This extends magneto life and eliminates vapor lock. Instead of my description of fiberglass parts, I'm including a quote from a letter from Mike Melville (SN 115). "What can I say, Wow! Much to my delight, my fiberglass parts arrived today, in perfect condition and beautifully packed. The shipping charge was very reasonable and the quality of the parts is outa-sight!! I could not be more pleased. I expected them to be good, but this is really professional quality. Just super! I also received my "Flying" magazine and was pleased to see the article about the Viggen. I think it is an excellent article and the photos are great. The new cowling looks good in the last photo. I love mine, the finish is unbelievable. The instructions are worth their weight in gold as well." The new nosecone design eliminates the F26 metal ring by providing a joggle which allows bonding the plexiglass dome on flush without a ridge on the outside. Our packaging cost for the set of all fiberglass parts is $20.00. If you pick up these parts here at the Mojave Airport you can save $20.00. VVN4, Page 6 -------------------------------------------------------------------- **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** Exhaust System. Note squashed ends and multiple lower outlet holes. Complete exhaust system installation instructions are supplied with cowlings. RAF-Supplied Machined Parts RAF-Supplied Nose Cone on Jim Canis's Fuselage F27 - Visor New Cowling from Front RAF-Supplied F28. Note air outlet and recess for fuel servicing door. New Cowling from Rear VARIEZE The VariEze, a prototype aircraft built at RAF since Newsletter #3, is nearing completion. First flight should be before June 1st. This aircraft is being built as a research project to evaluate the feasibility of a high-aspect ratio (eleven, on wing and canard) canard configuration for optimum cruise performance. This aircraft may be offered in plans and kit form if it proves to have good flying qualities and safety and when we have completed all flight tests, including spin, flutter, environmental, and reliability tests. In the mean time, we hope to use it to capture most of the important speed and distance records in the under 500 kg weight class. Releasable specs are shown in the following. Please don't ask us for any more information than is shown here as all other information must be withheld pending completion of the appropriate development and testing. When it's available, further information will be in "Sport Aviation" magazine and in "VariViggen News." Construction - Fiberglass/Foam composite, no structural wood or metal Wing Area - 49 Square Feet Wing Span - 24 Ft Canard Area - 14 Square Feet Canard Span - 12 ft Gross Weight - 870 lb Empty Weight - 380 lb (VFR) Two-Place Wing Loading 13.8 PSF Pwr - Volkswagen or Franklin 60 Direct drive, prop mounted on engine Elevons on canard, no control surfaces on wing Fixed main gear - airfoil-shaped, molded fiberglass strut. Retractable nose gear - ball/screw assembly allows retraction/extension on the ground with crew in the airplane. Thus, the airplane "kneels" and parks on its nose. Directional stability provided by Whitcomb 'winglets' with single-action rudder/speedbrake surfaces. Only about 25% of the number of parts as in a conventional structure/configuration. Structural method allows maintenance of exact surface contour for even severe flight loads. Flight surfaces are being contoured to within .003" per 2" surface waviness. All performance estimates are being withheld - I refuse to claim estimates that I myself don't believe, and since this is now just a research project, I cannot answer any questions pertaining to it. Sorry. **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** VariEze Wind-Tunnel Model VariEze Prototype. Butt's dad, George, is holding wing. VariEze Prototype in Front of RAF Headquarters. VVN4, Page 7 -------------------------------------------------------------------- Jerry Stewart received this letter and sketch from a friend: "Dear Jerry, Have uncovered an obvious mistake in the design of the sportplane you are building. The rudders are supposed to be attached to the elevators - not the wings. (The designer was celebrating April first when he drew the plans.) Shifting the rudders to the rear (as shown) will also greatly improve forward visibility and will keep the plane from spinning wildly during flight. If you're in doubt about which way it goes - I suggest you start from the middle of the runway when you start your take-off run. Above all - remember to land just before the fuel gauge reaches full. (If the same guy designed your parachute, - you're in real trouble!)" **SKETCH OMITTED** FLASH! World's first VariViggen gear-up landing. The newsletter was held up to include the details of my first gear-up landing. It occurred during the air-show at the Corona regional EAA Flyin, May 4. N27VV gave airshow demonstrations on Saturday and Sunday for the flyin. On Sunday, I had completed the airshow demo, all except the landing; when I moved the gear handle down, I heard a different noise and noted that although I had electrical power to the main gear (transit light on) the mains did not come down. The failure was later determined to be the spring that connects to MG24 uplock arm. The spring had apparently been knicked with pliers when forming the hook on one end in 1970 when the spring was installed. Five years later, during the airshow demo, the spring broke. Without this spring, the right main gear remained locked up. After several passes over the crowd, for inspection of gear position and some radio discussion with those on the ground on whether or not to land in an adjacent grass field, I decided to land on the main hard surface runway with the nose gear down. This was taking the risk that the nose gear would not fail and thus reduce the damage. I made a "full-stall"-type landing with engine and switches off and after a short roll/slide, I got out to inspect the damage. Damage was limited to one skid (VS1 extension with small wheel) a small scrape on one wing tip -(only one rivet damaged) and partial collapse of my centerline fuel tank. The tank remained attached firmly on its mount and did not leak. The nose gear took the 'slap down' load well with no damage. About 20 volunteers lifted the aircraft up while I scampered underneath to manually free the uplock and to lock the gear down. I then taxied back to a hangar, inspected the aircraft, elected to pin the main gear down and locked for the flight home and within 1 1/2 hours of the gear-up landing, I took off and flew it back to Mojave where I was greeted by 60-knot surface winds. Landing and taxi-in were uneventful despite the fact that at the time, two other aircraft were being jerked from their tiedowns and suffered wind damage much greater than my earlier gear-up landing! I learned a bit from this experience: 1. Inspect uplocks during preflight and use appropriate quality control during their installation. 2. If faced with a main gear-up landing, pull the main gear circuit breaker, extend the nose gear and make a landing with the nose quite high (full flare) on a hard surface. This landing is really not more difficult than a conventional landing and you can expect very little damage. 3. Gear-up landings on VariViggens are far safer than on conventional aircraft where one of the first things to get damaged is the carb and fuel line and the possibility of a fire exists. 4. Note that the emergency extension free-fall system backs up an electrical failure and a mechanical failure of the electrical motor and gear box, but does not extend the gear with a jammed uplock. I do not recommend a design change of any type since the gear has had nearly 1000 satisfactory cycles during all types of weather and flight conditions. Any change now would be starting at zero experience with a resulting increase in risk. 5. Gearup landings have a very positive appeal from a marketing standpoint. It emphasizes how rugged the structure is (to survive with only minor damage) since we immediately received seven orders for plans from people who saw the landing! VVN4, Page 8 -------------------------------------------------------------------- VARIVIGGEN NEWS No. 5 July 75 PUBLISHED QUARTERLY JAN, APL, JLY, OCT by Rutan Aircraft Factory Burt & Carolyn Rutan Bldg. 13, Mojave Airport P.O. Box 656, Mojave, Ca 93501 (805) 824-2645 NEWSLETTER SUBSCRIPTION - $4.75/year OVERSEAS SUBSCRIPTION - $5.75/year BACK ISSUES - $1.00 each **SKETCH OMITTED** VVN5, Page 1 -------------------------------------------------------------------- THIS NEWSLETTER is being written in the last few days of hustling around, completing all the preparations for Oshkosh '75. The last few months we have really been busy with our new airplane's first flight only eight weeks ago and the new SP wings for the VariViggen being flown only a week ago. So, I hope you excuse us if the newsletter is a little short and somewhat disorganized. We need a name for the newsletter! Now that the newsletter is being expanded to include the VariEze as well as VariViggen, our old name is no longer good. Please send in your suggestions, possibly a name using the word canard? VARIVIGGEN SPECIAL PERFORMANCE WINGS The new all-glass special performance wings for the VariViggen (see Newsletter #3) were flown for the first time on July 16. The performance improvement has been as expected: rate of climb at sea level, 1600-lb weight, is just over 1000 fpm! For rate of climb at altitude, add about 150 fpm to the curve shown in the VariViggen Technical Report. Cruise performance is higher, also. With the new wings and the new RAF-supplied cowling, the cruise speed at 8000 feet is 159 mph using the 0-320 engine at 75% power. The SP wings were flown both clean and with winglets. The winglets add directional stability, help the rate of climb at low speeds, and have no effect on the cruise speed. What are winglets? Winglets are two vertical fins on each wing tip. They were designed by Dr. Whitcomb from NASA who previously developed the transonic area rule principle and the supercritical and GA(W) airfoils. VariEze, N7EZ, was the first aircraft to fly with winglets although hundreds of hours of windtunnel tests were previously conducted by NASA. The lower surface winglet extends from the leading edge back to 33% of the tip chord. This surface is cambered inward and is inclined 30 degrees out from vertical. The upper surface winglet extends from 33% of the tip chord aft. This surface is cambered outward and is inclined 15 degrees out from vertical. Winglets are optimized to unwind the tip vortex to the greatest extent possible. This reduces induced drag, resulting in a 6% fuel saving. In addition, the local incidence of the surfaces are inclined to produce forward thrust which offsets the parasite drag of the vertical fins. This is possible due to the high amount of lateral flow near a wing tip. **SKETCH OMITTED** The SP wings hold 18 gal of aux fuel, which increases max range to near 600 miles. This fuel is pumped into the normal fuselage tank by an electric pump. The tanks have flush caps and are filled individually. The weight of the new wings are about the same as the old, metal wings. The tiedown points have been moved to near the tip to allow more convenient attachment of the most common tiedown systems. The SP wings use the same WA3 straps which are used on the metal wings. These bolt to a stub wood spar which is only two ft long. The rest of the spar is unidirectional fiberglass. The entire skin, trailing edge spar, and ailerons are glass/foam composite. No ribs are used. The SP wings were built in about 110 man-hours which is only 1/3 the time needed for the aluminum wings. Finishing time to obtain a first-class surface contour added about 30 man-hours. A large number of photos were taken during the new wing construction for use in the SP wing plans. The plans will also show many details to educate the builder in the methods of structural fiberglass application. The plans will also include drawings of a foam/glass rudder. Thus, all the sheet-metal structure will be removed from the aircraft. Flight tests have shown only a one-mph cruise speed change with reflex position, thus reflex control probably will not be required for a VariViggen with SP wings. I need to do more flight testing with the new wings before I decide on this for sure, but it looks as though we may recommend a fixed reflex and lengthening the nose gear about 2" to allow a slower nosewheel lift-off speed without the aid of up reflex. Rate of climb does not seem to change with reflex position when using the SP wing. All modifications required and details will be included with the plans. The wings will be "service tested" on the Oshkosh trip. We will start work on the construction drawings when we return. I expect plans availability by October. We do not plan to stock the foam, since it is readily available from other suppliers. We will have the unidirectional fiberglass though, since it is not readily available in partial rolls. We will not stock the Shell epon epoxy resin, but we will refer you to several retail suppliers. VVN5, Page 2 -------------------------------------------------------------------- MORE ON WOOD ADHESIVES - I have received two separate reports from builders who have had poor results from the epibond resin recommended in the plans. Apparently the supplier has been sending out resin which is out of shelf-life or otherwise unsatisfactory. Until this is resolved, I recommend the use of only the epoxies shown in previous newsletters, rather than epibond. VARIVIGGEN PLANS CHANGES - I can't really believe it, but since newsletter #4, I have received no notices of errors or improvements in the plans! Is everyone asleep or have we finally weeded out most of the corrections? There are important plans changes in the last four newsletters. VariViggen builders who do not have these, should purchase the back issues ($1 each; no charge for Newsletter # 1). VARIVIGGEN FUEL TANKS AND ENGINE MOUNTS - Vernon Williams (s/n 189) has made five fuselage fuel tanks and will have them on display and for sale ($175.) at Oshkosh. The tanks are excellent quality and include the filler neck and finger strainer. He has also produced dynafocal- type engine mount for his VariViggen and may be talked into making one for yours. Contact him directly - #4 Southmont Circle, Little Rock, Ar 72209. VARIVIGGEN KICK-IN STEP - VariViggen prototype, N27VV, has been equipped with a kick-in step to allow front cockpit boarding without the ladder. This was a relatively simple modification requiring only about three man-hours. The following sketch is self-explanatory. The shorter-legged pilot may want to move the step up about three inches to easily allow his leg to swing over the side. **SKETCHES OMITTED** VARIVIGGEN INBOARD WING RIBS AND BULKHEAD KITS - Our apology to those who ordered these items at the availability date noted in Newsletter 4 and then waited over six weeks for delivery. Our supplier was unable to meet his initial estimate and when the first kits were inspected, several changes were required. All back orders should have been shipped by 22 July. The bulkhead kits also include F5, F7, F8, F9, and F18 pieces, as well as excess plywood. VARIVIGGEN CONSTRUCTION MANUAL - Part One of the construction manual has been in stock since June 26. The manual with its many photos is proving to be very beneficial, particularly to the first-time builder. Part One does include landing gear construction, but is not as detailed in this area as it should be. More landing gear construction information will be included in Part Two. The construction manual will not cover the outboard wings, since these will be well photo documented and the procedure will be detailed in the SP wing plans. NEW PRODUCTS AVAILABLE FROM RAF - VariEze Information Kit - includes approximately 4000-word description, 14 photos, and one 8"x10" glossy, all specifications, performance charts, homebuilt program, etc. $5. - includes first class mail ($6.00 Overseas). VariEze Embroidered Jacket Patch - Tri-colored; VariEze planform - $1.95 each. BUILDING TIPS - If your wood pieces do not fit perfectly for gluing, merely mix asbestos fibers (available from Gougeon Brothers, 706 Martin St., Bay City, Mi 48706) in to thicken the epoxy, so it will not run out of the gap. Structural joints can be made with gaps as great as 1/16" and non-structural "fill-ins" can be done up to 1/2". SHOPPING - Partz Corp., 1232 W. Main, Owosso, Mi 48867, (517) 725-8565 will anodize approximately 100 small alum. fittings for $15.00. Suggest certified mail, return receipt requested, if you mail your parts to them. LOOK FOR ANOTHER VARIVIGGEN ARTICLE in "Science and Mechanics" magazine - on the newsstand after September 30. The following is the schedule of forums at Oshkosh '75 by Burt Rutan: Design Forum - Friday VariEze - Saturday VariViggen - Sunday VVN5, Page 3 -------------------------------------------------------------------- VARIEZE COMPLETES 95-HR FLYING - TO BE OFFERED AS A HOMEBUILT IN 1976 The VariEze prototype, N7EZ, has been logging a lot of flight time for such a new prototype. It made its first flight on 21 May 75 (almost exactly three years after the VariViggen prototype). The initial test program was completed on 8 July and the area restrictions were lifted. Since then it has been flown to the Hollister fly-in here in California, and on a 1000-mile round trip to Tucson, Arizona. The back seat has been fitted with a temporary long-range fuel tank for the distance record attempts. Dick Rutan, Burt's brother, plans to fly N7EZ nonstop from Mojave, Ca to Oshkosh, Wi on 1 Aug 75. Then, within the next week, an official FAI/NAA closed-course distance record attempt will be made. Look for an article and the VariEze on the cover of the September issue of "Air Progress." The VariEze was designed for maximum cruise economy. It can demonstrate 70 mi/gal with 30% power at 135 mph; at maximum cruise speed with 75% power, 48 mi/gal can be obtained at 185 mph. Climb performance for the Volkswagen-powered two place is 1200 fpm at 880-lb gross weight (two people, 1000-mi range), and 1800 fpm at single-place weight of 625 lb. The aircraft can carry two 6-ft, 4-in people and two specially designed suitcases. The name, VariEze (pronounced, "Very easy"), refers to the aircraft's ease of construction: The prototype was built entirely from fiberglass in composite form using rigid foam as core material, and simplicity was the key in structural/system design. This fall, the VariEze prototype will be making assaults on the following FAI World Records in the under 500-kg (1102-lb) weight class: RECORD NOW HELD BY CURRENT RECORD ESTIMATED VARIEZE CAPABILITY Distance Kaarlo Heinonen In A Finland 1767 Mi 4400 Mi Straight Line HK-1 Distance Ed Lesher In A USA 1554 Mi 4400 Mi Closed Circuit Teal Speed For Ed Lesher 2000 km USA 142 mph 185 mph Circuit Teal Speed For Ed Lesher 1000 km USA 169 mph 235 mph Circuit Teal (Turbo Charged) Several changes were made during the initial test program. The pitching moment of the main wing was too great, which transferred too much load to the canard. This was temporarily corrected with metal tabs taped to the wing trailing edge and later permanently corrected by a change in the main wing airfoil. The original canard configuration may have been susceptible to flutter. A modified canard with distributed, overbalance weights has corrected this. The canard uses the GA(W) airfoil which has not performed as well as had been expected. Its chord is only 14 inches, thus at stall, the Reynolds Number is only 500,000. The GA(W) airfoil has very poor lift below 750,000 Reynolds number. This results in a higher than desired stall speed (55 to 60 kt) and poor roll rate below 70 kt. I have located data for an airfoil designed for high lift at the low Reynolds number. After Oshkosh I plan to build another canard for N7EZ using this new airfoil. It will have a low trailing edge camber, thus the external trim tabs will not be required. We plan to market construction drawings and components for the VariEze in the spring of 1976. Tooling will be constructed this winter for the production of homebuilt components (canopy, cowling, forward seat/bulkhead, main wing spars and centersection spar, molded glass landing gear, and machined parts). The first parts from the tooling will be used to build another VariEze here at RAF. This will absolutely prove the tooling accuracy. This construction project will be photo documented and those photos will be used in the construction plans. We have received very few builder's suggestions since Newsletter 4. If you have found a "better way" to do something, let us know and we'll pass it on to other builders. Also, if you have questions about the VariEze which are not in the information package or here, send them in and we will answer them in the next newsletter. NEWSLETTER RENEWAL - When your newsletter subscription has expired, a notice will be placed in with your last issue. SEE YOU AT OSHKOSH! VVN5, Page 4 -------------------------------------------------------------------- **SKETCHES AND PHOTOS OF VARIEZE OMITTED** VVN5, Page 5 -------------------------------------------------------------------- **PHOTOGRAPHS OMITTED. PHOTO CAPTIONS ARE GIVEN BELOW** Dynafocal engine mount by Vernon Williams Fuel tank by Vernon Williams SP wing on N27VV VVN5, Page 6 -------------------------------------------------------------------- THE CANARD PUSHER NO. 6 OCT 75 NEWS OF THE VARIVIGGEN & VARIEZE PROGRAMS PUBLISHED QUARTERLY JAN, APL, JLY, OCT BY Rutan Aircraft Factory Burt & Carolyn Rutan Bldg. 13, Mojave Airport P.O. Box 656, Mojave, Ca. 93501 (805) 824-2645 Art Work by Gary Morris NEWSLETTER SUBSCRIPTION - $4.75/year OVERSEAS SUBSCRIPTION - $6.25/year BACK ISSUES - $1.00 each **SKETCHES OF VARI