LightSport Aircraft

If you are like me, I have the series of books from Tony Bingelis that cover the basics of Sportplane building along with a dozen or more other books on flight instruction.  When I started working on getting my Private Pilot Certificate, the Gleim publications were a huge help.  Books and other forms of literature in print have a place and a purpose.  Video based information has an optimal purpose and a place too.  I have found in my years of training people in the workplace that a good training video helps people to absorb and comprehend a lot of information at one time.  The Sporty’s Pilot Shop and King Aviation Videos were expensive for my budget, but they were needed and watched many times.  The question came to mind if there were a way a people could simply rent aviation related training videos to save dollars.  Smartflix has a variety of aviation videos for those who are building and those who just want to learn more about flying.  SmartFlix is a service that rents video DVDs - just like your corner video store… but they specialize in the kind of videos that you can’t find on every street corner. They have videos on running lathes, welding techniques, and even building airplanes……. many cool videos that you have looked at only to think it will take time to save that kind of money up!  Rent online and get the videos shipped straight to you (with return postage included free!).

Here’s how it works:

1.      Select which videos you want to rent from the web page and then click “secure checkout”.  (Most videos are $10 per week and all of the multi-dvd sets are discounted.)

2.      The video gets mailed to you with no shipping charge.

3.      You get to watch the video for one week, then you put the video back in the cardboard mailer, stick a pre-printed return-address and return-postage label on the mailer, and drop it in the mail.  No stamps are needed!  (Example of one week rental is “If the video arrives at your address on a Wednesday, you must put it in the mail on or before the following Wednesday”).

NOTE: Many of the DVDs are DVD+R or DVD-R format. Almost all modern DVD players can play these, but you should verify that your DVD player can play the discs before renting.

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I was pleased to read a posting made on Yahoo Groups Avid_Flyer by Brett McKinney back on December 10.  Brett announced that he has obtained ownership of Airdale from previous owners and is moving operations to Rhinelander, WI. 

The story as he shared it with us indicated that he was originally looking for an STOL plane that was safe and fun while being as easy on the pocketbook as possible.  Paul Seehafer, who generally chairs the Seaplane Base Operations during Air Ventures at Oshkosh and has owned a number of Avids, got Brett interested.  To that end, Brett was able to locate and purchase a partially completed Mark IV project right there in Wisconsin.  He stated that he has thoroughly enjoyed every aspect of building it.     

At some point in mid summer of 2008, Brett was helping Paul unload his new Kitfox project into the hanger.  Paul told him at that time that Jerry may be interested in selling Airdale.  Many of you who are familiar with Avid already know that Jerry Matison has been a major part of the Avid and Airdale journey from the very beginning.

Jerry and Brett both volunteered later in 2008 at the OSH seaplane base during Air Venture when they decided to talk about the possibilities.  Brett and Jerry had time over the next few months to consider a deal, which appeared to have many hopes.

Now Brett has actually purchased the company and was recently in the process of getting operations moved to Rhinelander.  He said that Jerry and Stan are eager to help make the transition as smooth as possible. John Larsen who is credited with designing the Airdale, has also offered his help and knowledge. 

I believe I speak for many owners and otherwise interested aviators in saying thank you Brett.  Also, I thank Jerry, Stan and John for hanging in there to see Brett get off to a good start.  This is already being seen by Avid Owners and members of the Yahoo Group. 

Brett has decided to stick with a similar company name of Airdale Sportplane and Supply.   Plans are to continue with parts supply and repair.  He said the website is slowly being updated and he expects it to have a highly expanded list of parts.  As I understand, the Airdale LSA with a Mark IV fuselage (standard or stretched) is in the works and there are plans to reintroduce the Airdale airframe with a demo plane.

Only a month has passed since Brett has asked that we be patient while they get the shop moved and operations into swing.  His intention is to eventually have an inventory built up on the regularly requested items to eliminate delays.  Improving upon the things which Jerry has built and held together seems to be the key focus.  We all want to keep the Avids flying!  Go to http://www.airdale.com .You can also write or call Brett at:

Airdale Sportplane and Supply
Brett McKinney
W175 Hildebrand Lake Road
Rhinelander, WI 54501
(715) 369-1343

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Now here is some good news for those of you who would like to build and are tired of reading about how people got there fabulous aircraft through buying parts and services that are simply out of reach from a financial perspective. 

I was glad to read an E mail today that announced EAA is resurrecting the EXPERIMENTER Magazine in an electronic format.  Those of you who are just beginning your journey into building and flying your own homebuilts will likely be encouraged to continue on the journey by having access to this.

The editor is Patrick Panzera who states the goal is “to bring back the hard-core, hands-on experimental aviation that we all miss.”

Those of us who have been long time EAA Members have watched the organizational focus transcend from grassroots low cost and sometimes labor intensive building right into elaborate and expensive machines that are simply too cost prohibitive to consider.  Patrick says, “There won’t be stories about $20k paint jobs, the $75k certified engines, full leather interiors and all those hired-gun aircraft that we’ve all grown tired of seeing in print.”

The EXPERIMENTER of the past and hopefully of the future has focus on the things that are foreseeable to interested and capable people wanting to build it themselves.  We all don’t have the kind of cash required for elaborate and pricey.  Patrick says the magazine will have one-of-a-kind projects, plans-built articles, modifications, improvements and stories of success and failures.  I truly do miss the learning part of EAA.  I can afford to build, but certainly don’t have interest in spending upwards of $100,000 on a sleek fast composite design with complex systems and major dollars invested for hi tech avionics.      
Patrick also states that Paul Poberezny is taking an active role in this.  Most of you who have been around homebuilts for years know that Paul is a true grass-roots experimental aviation professional.

The January 2009 issue can be found on this link. Read through the entire article and be sure to respond to the survey.  Pass the word to your friends and let EAA know we would like to get back to KEEPING IT SIMPLE.

http://eaa.org/experimenter/issues/0901.html 

Pat guarantees that all EAA eyes and ears are on this effort and that your comments will be read by the editorial staff at EAA.  It sounds like a great opportunity to help EAA get back on track! 

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It has been a while since I’ve made any posts.  Just to give an update, I am working on making a training video on the correct selection and use of hardware for your aircraft.  I am about half finished with the project.  Just a little more research and video work to do.  plan to have it posted soon. 

I have also been working as much as possible on the Catalina.  The project log is on line at http://websites.expercraft.com/lyoneyes/   Leave a message in my guestbook.  Just want to say that Rob Riggen has done an excellent job of building this site for homebuilt aircraft builders to keep their log on line.  It’s easy to use and there is zero cost, unless of course you would want to make a donation to him for his efforts and expense.  If you  want your own log, just click on the icon at the lower left corner of the above link and sign up for your own Expercraft Builder’s Log,  Thanks Rob, your a PHP pro!        

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Here is a video of an Avid Amphibian (Catalina)   The pilot is taking two passengers (one at the time) from Barkarby airfield and dropping them off at a boat waiting near Waxholm in the Stockholm inner Archipelago.

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Robert Smith has his Avid Catalina out for a day of testing amphibious operations.  I’ve seen this plane up close and talked to the builder.  The cabin was modified for a center bar hinged pair of gull wing hatches.  The wings are clipped too.  Rob put a lot of TLC into getting it’s performance to be exceptional.   Originally, this kit was designed for the Rotax 582, but this yellow duck has a Rotax 100 HP 912UL.  Unfortunately, the Catalina kits are no longer produced.  I’m not losing hope that the day will come when the kits are being manufactured again.  Once in a while you will see a previously owned one for sale on the aviation classified websites like Barnstormmers or Ebay Motors.  Great job though, Rob!  Makes me want to go out to the garage and get mine flying! 

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WHAT TO DO AND KNOW BEFORE BUILDING AN AMATEUR-BUILT AIRCRAFT.The FAA recommends that before you build your aircraft, you contact the nearest FAA office. Discuss the type of aircraft, its complexity, and its materials.  They are interested in seeing a three-view sketch, drawing, or photograph of the proposed aircraft project and the date you think you will finish.  If you are building a kit, they may already have the information.  If they don’t the kit manufacturer should be able to provide them for you.  The FAA should then give you guidance and information necessary to ensure you thoroughly understand the FAA regulations that apply to your project. If you request them, they will give you all the forms you need to get your aircraft registered and certified.

DESIGNING AND CONSTRUCTING AN AMATEUR-BUILT AIRCRAFT.

Contact the Experimental Aircraft Association (EAA). You can get help from the EAA.  The EAA promotes aviation safety and construction of amateur-built aircraft, and provides technical advice and help to its members.  EAA’s Technical Counselors Program helps to ensure amateur-built aircraft are safe and dependable.  EAA Technical Counselors may be available to visit an amateur-built aircraft project and offer to its members advice regarding workmanship.  You should know however, that the EAA does not provide technical help on designing aircraft.

Ask People who are Experts.  During construction, you may ask information from anyone with aviation design or engineering experience.  Perhaps you know other builders or mechanics with aircraft, airframe, and powerplant experience. Check with people who have relevant expertise to inspect your aircraft.  These are the people who can look your project over and check your construction of particular components to verify an acceptable level of safety has been met.

Contracting for Commercial Help. The FAA says that you may contract commercially for several tasks, such as installation of avionics, upholstery, and painting.  AC 20-139 titled ”Commercial Assistance During Construction of Amateur-Built Aircraft” spells out the detail on what types of commercial help you can use.

Purchasing Prefabricated or Assembled Components and Materials. The FAA does not expect you to personally fabricate every part of the aircraft. You may use commercially produced components and materials when constructing your amateur-built aircraft.  However, they will not give credit for fabrication of these components.  There are guidelines to use, especially for parts constituting the primary structure, such as wing spars, critical attachment fittings, and fuselage structural members.  When it come to choices of engines, wheels, propellers, or other components, the FAA recommends you use FAA-approved components (components produced under a production certificate, a technical standard order (TSO), or a parts manufacturer approval).  When it comes to choice of materials being used, the FAA recommends you “use material of established quality” (materials produced under a military specification, SAE, or AN).  When it comes to major components such as the wings, fuselage, and empennage being used from a type-certificated or experimental aircraft, you should know whether the components are in a condition for safe operation.  The FAA specifically spells out that you should not use materials whose identity or quality you do not know.  You may use FAA Form 8000-38, Fabrication/Assembly Operation Checklist as an aid to determine if using certain components would affect the requirement to fabricate and assemble the major portion of your aircraft.

Meeting General Design and Construction Requirements.  Amateur builders are free to develop their own designs or build from existing designs.  It is important to understand that the FAA does not develop standards or approve any specific amatuer designs or design configuration created by designers, kit manufacturers, and amateur builders.  The FAA specifically recommends that you use FAA-approved components, especially when you are building parts constituting the primary structure. You should be able to prove the identity and quality of any materials you use.

Designing the Cockpit/Cabin. When you design the cockpit or cabin, you should avoid creating sharp corners or edges, protrusions, knobs, and similar objects that may cause injury to the pilot or passengers during an accident. If you cannot avoid having them, you should pad them.  You must also install FAA TSO-approved seatbelts and shoulder harnesses.  Cockpit instruments must be marked and placed so they are easy to see.  You must have a fuel selector clearly marked and accessible so the pilot can control the flow of all tanks.  All electrical switches, breakers and system controls must be clearly marked, easy to reach and easy to operate.  Cockpit instrumentation and systems controls need to be easy to be checked and inspected or easy to remove.  Examples of what will need to be checked, inspected, removed or otherwise gone over to meet this requirement are as follows…

Partial list:   

• - CONTROL STICK/YOKE FOR FREEDOM OF MOVEMENT
• -  FLAP CONTROL OPERATION
• - CABLE AND PULLEYS FOR ATTACHMENT AND OPERATION 
• - FLOOD-LIGHT CARBON MONOXIDE TEST
• - COCKPIT INSTRUMENTS ARE PROPERLY MARKED
• - INSTRUMENT LINES SECURITY
• - CHECK/CLEAN/REPLACE INSTRUMENT FILTER
• - COCKPIT FRESH AIR VENTS
• - HEATER VENTS FOR OPERATION 
• - SEATS
• - SEAT BELTS/SHOULDER HARNESS FOR SECURITY AND  ATTACHMENT
• - CORROSION
• - BALLISTIC CHUTE INSTALLATION PER MANUFACTURER   RECOMMENDATIONS
• - EMPENNAGE/CANARD INSPECTION PLATES AND FAIRINGS
• - CANARD ATTACH POINTS FOR SECURITY
• - VERTICAL FIN ATTACH POINTS
• - ELEVATOR/STABILIZER ATTACH POINTS
• - HINGES/TRIM TABS/ROD ENDS FOR ATTACHMENT AND FREE PLAY (SLOP)
• - EMPENNAGE/CANARD SKIN FOR DAMAGE/CORROSION
• - ALL CONTROL CABLES, HINGES AND PULLEYS
• - ALL CONTROL STOPS

You will need to place a firewall between the engine compartment and the cockpit or cabin if the design allows.

Designing the Fuel System. When you design the fuel system, you will need to ensure your fuel tank can supply adequate fuel to the engine in all anticipated flight attitudes.  Also make sure the fuel system controls are easy to reach and operate.  A carburetor heat system is needed to minimize the possibility of carburetor icing.  

Building an Aircraft Using a Plan.

Modifying a Design Plan. If you are working from a design plan and you want to make modifications, you should discuss the changes with the designer, kit manufacturer, or equally knowledgeable person. You should record in your builder’s log any modifications you make.

Buying a Partially Built Aircraft Built From a Plan. If you buy a partially built aircraft built from a plan, you should get all fabrication and assembly records, such as receipts for materials, the builder’s log, and aircraft, engine, and propeller logbooks, from the previous owner. You should add the construction efforts of the previous amateur builders to your builder’s log to show the construction history of the aircraft. This information may help the FAA determine that your aircraft is eligible for amateur-built certification.

Building an Aircraft Using a Kit:  You should always verify the aircraft will be eligible for certification as an amateur-built aircraft.  Advertisements may be somewhat vague and in some cases misleading about whether a kit will produce an aircraft eligible for amateur-built certification. Use the information below as guidance.

Your aircraft would be eligible if:

• You are able to show you built the major portion of the aircraft.
  • The kit you are using or intend to use is one that the FAA has evaluated and placed on their listing of eligible amateur-built aircraft kits.
    • (Note: The FAA does not certify nor approve kits,  kit manufacturers, or kit distributors.  However, they do evaluate kits at the request of the kit manufacturer or distributor, primarily to determine if an aircraft built from a particular kit would meet the major portion requirement. You can contact your local FAA office for the current Web site address of the listing of eligible kits. Kits other than those on the list may produce an aircraft they would certify as amateur-built.)
  • You used a construction kit containing raw materials and some prefabricated components.
    • (Note: The raw materials may include lengths of wood, tubing, extrusions, or similar items that may have been cut to an approximate length. They will also accept some prefabricated parts such as heat-treated ribs, bulkheads, or complex parts made from sheet metal, fiberglass, or polystyrene, and precut/predrilled material, provided you fabricate and assemble the major portion of the aircraft as required by § 21.191(g), Experimental certificates: Operating amateur-built aircraft.)

Your aircraft would not be eligible if:

•  You assembled your aircraft from a kit composed of completely finished, prefabricated components, parts, or precut or predrilled materials, and using these materials means you did not fabricate and assemble the major portion of the aircraft.
• You hired someone to build the aircraft for you, and hiring this person means you did not fabricate and assemble the major portion of the aircraft.

Modifying a Kit. If you are working from a construction kit and you want to make modifications, you should discuss the changes with the kit manufacturer or equally knowledgeable person. You should record in your builder’s log any modifications you make. 

Buying an Aircraft Built From a Partially Completed Kit. If you buy an aircraft built from a partially completed kit, you should get all fabrication and assembly records, such as receipts for materials, the builder’s log, and aircraft, engine, and propeller logbooks, from the previous owner. You should add the construction efforts of the previous amateur builders to your builder’s log to show the construction history of the kit. This information may help the FAA determine that your aircraft is eligible for amateur-built certification.

REGISTERING YOUR AMATEUR-BUILT AIRCRAFT. Section 21.173, Airworthiness certificates: Eligibility, requires that all U.S. civil aircraft be registered before the FAA can issue an airworthiness certificate. Part 47 of 14 CFR, Aircraft Registration, prescribes the regulatory requirements for registering civil aircraft. The procedures for registering an amateur-built aircraft are as follows. 

• The FAA recommends you
  • apply for registration 60 to 120 days before you finish constructing your aircraft and before you submit FAA Form 8130-6 to us.  This should allow you to get your registration information in time for your FAA inspection.  
  • Submit an application under § 47.33 for aircraft not previously registered anywhere to the FAA Aircraft Registration Branch AFS-750.  Include the following in the package:
    • Documentation that you own the aircraft. You may use AC Form 8050-88, Affidavit of Ownership for Amateur-Built Aircraft, or its equivalent. The affidavit must state that you built the aircraft from parts or a kit and that the person signing the affidavit is the owner.
    • A signed bill of sale from the manufacturer of the kit, if the aircraft was built from a kit.  You may use AC Form 8050-2, Aircraft Bill of Sale, but strike out the word “aircraft” and insert the word “kit”.  If you cannot provide a bill of sale for the kit, explain why.  If you are not the original purchaser of an uncompleted kit, you must provide to AFS-750 traceability from the kit manufacturer through the previous builder or builders to yourself.
    • A completed AC Form 8050-1.  Keep the pink copy for your records until you get your Certificate of Aircraft Registration (AC Form 8050-3). Neither this pink copy nor FAA Form 8130-6 gives you temporary authority to operate your aircraft, because your amateur-built aircraft has never been registered or received airworthiness certification. The FAA may consider certifying your aircraft as airworthy once they have verified your aircraft is registered.
    • A check or money order payable to the FAA for the registration fee. The registration fee is $5. If you are requesting a special registration number, it is an extra $10. Therefore, if you submit your registration and request for a special registration number at the same time, the total fee is $15.
    • A special request letter if you want a specific registration number.

Note:  The above information was derived from the US Department of Transportation, Federal Aviation Administration Advisory Circular No.: AC20-27F.

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If your considering floats someday, take a look at this video.  Simply amazing!

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Ten minutes of flying various models that Avid Aircraft offered.  Check out the Airdaleflyer.com site for information on these tube and rag designs.  All Avid Models have a similar makeup with 4130 Moly tube frame covered with fabric.  Wings have metal tube spars and wood ribs covered with fabric. 

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 A new video showing the first flight of a Fisher Classic Homebuilt Wood Biplane.  Fisher Flying Products has a full line of wood and fabric models to choose from.  Cabins are generally plywood glued to wood structure.  Geodetic wings are lightweight and extremely strong.  For a look at specs and performance of this little beauty, go to http://www.fisherflying.com/fleet/TheClassic/.  For a close look at what your Fisher Project may look like in progress, see the Fisher Horizon 1 pictures posted on the Gallery Page of this site. 

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I was impressed by the superb job this pilot did when faced with having to land this twin turboprop on it’s belly.  Just a little sidestep from the main theme of this site, but well worth watching just to see how important it is to keep our heads on straight when faced with a major dilemna.

Emergency Landing Without Gear - video powered by Metacafe

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I want to take an opportunity at the beginning of this article to interject a few words of caution and insight to aircraft building in general.  It is likely that the person who wants to build with wood already sees the monetary advantages.  There are still many pitfalls to watch out for that need careful consideration before spending money.  You will find that wood construction has many variables.  There are as many opinions as there are designs when it comes to construction techniques.  Opinions are great for consideration, but you must remember that this aircraft when completed will be registered with the FAA as (your name followed by the kit manufacturer and model.)  You are the builder and you need to be satisfied with the kit manufacturer’s engineering, or change it to suit yourself.  It is quite likely that the manufacturer’s engineer has used approved and accepted FAA practices, but it always good to ask up front so you know what you getting into.  Whatever changes you make will still need to be acceptable by the FAA inspector or an FAA Designated Airworthiness Representative who will be signing off on the airworthiness of your completed project.

It is likely that you already have some idea in your mind of what your plane looks like.  Choices you make now need focus on increasing the possibility of completing the project.  Beyond the fact that you are planning to build with wood are the basic decisions on utility.  Are you looking for a single place or a two-place model?  Do you prefer high or low wings?  Are you interested in a sleek speedy wing or a high-lift wing requiring shorter take-off and landing distances?  What engine will you be using?  Should an amphibious model be considered?  Will you want floats in the future?  Do you prefer a tail dragger or tri-cycle gear?  A huge problem will likely develop if you change your mind half way through the project. 

Purchasing a partial kit does not help to keep you on task and contributes to lack of vision.  Building from plans without the benefit of any kit at all only makes your effort that much more complicated and time consuming.  “Scratch building” may be a good option for your second plane, but certainly not for a first time builder.  You may save money over the cost of a kit, but the actual cost in materials alone (plus multiple shipping costs) may not be that attractive when you consider locating and using your own parts and materials.   There are countless examples of partially completed and abandoned aircraft projects in garages, basements, hangers and utility sheds throughout the world.  Years of searching leads me to believe that much of it is due to builders purchasing partial kits or “plans only” designs. 

A partial kit can become a huge obstacle, especially for the first time builder.  At the end of the day, you will find that easy access to as many of the materials and as much information possible will only increase your commitment and your focus on finishing the project.  If you need to cut back, I suggest it be limited to purchasing nothing less than the entire kit.  Choosing not to get the fast build form of your kit will still supply you with enough materials and information to keep you working without interruption until the airplane shows promise of having a day when there will be air under the tires.Another major consideration is the weight and performance characteristics of your engine.  Power plant choices can be overwhelming and certainly deserve some careful consideration from the beginning.  Hold off on the engine purchase until you are ready for it, but knowing what engine you plan to use will only help in the building process.  Some designs actually require different placement of structural components that hinge on the weight of the engine.

A full size set of drawings are an absolute must for those of us who are not Master Draftsmen.  Can you imagine trying to make matching and accurate full size patterns of 13-foot wings based upon sketches done on 8.5 x 11 inch sheets of paper?  Unless you are incredibly talented and visionary, I would put this high on the list of requirements.  On the other hand, full-scale prints may not be necessary if you are purchasing a quick build kit that has the larger length pieces precut and the cut lines etched on the plywood.  There are slight problems with any way you do it and manufacturers all have their own way of getting you accurate measurements.  If you get full-scale drawings for patterns and jigs, make sure to keep them in a climate-controlled environment to keep them from shrinking and expanding with humidity. 

A very clear and concise set of instructions will generally keep you from getting ahead of yourself.  Take time to read all of the literature before uncrating the kit.  Chances are the information will be rather abstract, so read it again if you need to.  I understand that some manufacturers will send the literature out to you ahead of time for opportunity to comprehend it.  When your boxes arrive, you will need to carefully inventory, inspect and mark what you have received.  While it is important to know what you have, it is also important to keep track of those things you will not need for a few months.  Most kits have a bill of materials to help you complete this step.  Inform the manufacturer of any damaged or missing parts as soon as possible.

The fast build kits certainly take less time, but you will miss a lot of the fun in doing the detail work.  The money you saved by not purchasing the fast build kit will manifest itself at the very beginning.  Depending upon the kit manufacturer, you will likely find yourself cutting and gluing little pieces of wood together from the start.  Making a jig and gluing together ribs can be very enjoyable and satisfying, at least for a while.  There is always the possibility of making more than one jig to speed the process up, and there is such a thing as needing something else to do on a cold winter night.    

One thing you will immediately become very familiar with is making test glue joints.  During the build process, you will occasionally take a couple pieces of the wood you have been working with and glue them together in the same fashion, just as you have been gluing parts together for the airplane.  After the glue is set, you will need to pull and tug on the joint.  A good glue joint will remain intact while the wood on either side of it will break.  Extremely cautious people tend to make test glue joints with every batch of adhesive mixed up while some simply make one test joint every hour or so.  Others are satisfied with once a day.  You are the person who will be depending upon the structure to remain in one piece, so test your work.  FAA Inspectors can ask for evidence of test glue joints, so you may want to save a few and take some pictures along the way. 

Tom Lyon is an Industrial Maintenance Manager, holds a Private Pilot Certificate and enjoys building Amphibious Light Sport Aircraft.  Visit his site at http://www.lightsport.ws  Permission to reprint this article granted only with this resource box included.

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A rather common occurrence these days is to hear of young aviators being surprised to discover airplanes are still made of wood and fabric.  As a young man, I remember seeing Piper Cubs and Aeronca Chiefs at the local airfield.  There was no consideration at the time of materials used to make these planes.  I just knew I wanted to fly!  After my tour in the Navy as an Avionics Technician, I came home with the underlying thought that all aircraft are made of lightweight metals.   A few years later, I missed flying in the Navy P3C Orions and decided to get a pilot certificate.  After having logged my first 50 hours in a Cessna 150, I found myself being hesitant to fly in a Bellanca Citabria.  For some reason, it was just a little un-nerving to think about flying in a cloth covered wooden wing aircraft from Texas to Illinois.  We lost the nav/com radio shortly after takeoff and it turned into a day of adventure as we continued with only a map and the magnetic compass.  The weather became less than ideal on a couple of occasions, but I was convinced of the aircraft’s structural integrity before the day was over. 

Aluminum became the material of choice by manufacturers such as Cessna and Piper some 40 years ago.  This likely came into being as the many advantages in production and manufacturing became apparent along with the distinct advantages for owners.  Forming and shaping metal is practical for manufacturing, but it is not always practical for the homebuilt designs.  Working with metal requires tools, knowledge and skills that many people do not have.  You can accomplish wood and fabric aircraft designs with skills often learned in high school or passed from generation to generation. 

Wood is actually a great material to use for your homebuilt.  It is easy to cut and can be accomplished with the use of common tools you may already have in your shop or in your garage.  You can form wood into many shapes by making it flexible and pliable with hot water.  There are very few worries about having wood around the home because it is natural, non-toxic and safe.  I understand that a pound of wood used to build an airplane has nearly twice the tensile strength as a pound of aluminum.  Furthermore, modern fabrics are tough enough to withstand much more than you would think.   

Because wood is a natural material, it is not subject to tight manufacturing tolerances.  Individuals trained to do so hand pick aircraft grade wood from lots of high quality lumber.  Of course, there are requirements to meet in order to categorize the wood as aircraft quality, but hidden flaws in the wood may get past the inspector.  If you choose to build with wood, always be careful to re-examine each piece before using it.   Wood is organic and will decay without proper protection from temperature and humidity extremes.  Aircraft grade Sitka Spruce is the most common lumber and is getting more expensive as it becomes harder to find. This tree is quite often more than 50 years old when harvested.  Douglas Fir also offers an excellent strength-to-weight ratio, but may be harder to locate as certified aircraft quality.

There are issues with using adhesives that may be undesirable for some. Proper ventilation usually resolves the majority of potential problems.  There are several adhesive manufacturers from which to choose.  An epoxy product called T-88 has a good all around record of accomplishment for safety and reliability when used according to the instructions.  You simply join the wood with your chosen adhesive in a “butt-joint” configuration sandwiched with plywood gussets to add strength.  Properly designed and glued joints are actually stronger than the individual wood members.  The completed aircraft structure is fabric covered toward the end of the building process.  This fabric is usually a Dacron or Polyester that will shrink when heated with a clothes iron.  You will find the tight envelope of fabric adds even more strength. 

Wood makes for interesting and enjoyable work to the builder of an experimental aircraft.  You can spend a lot of the building time in your basement or in your small shop making the individual parts out of the small pieces before the larger needed space becomes an issue.  This gives you time to think about how and where the final assembly will occur. 

Wood and fabric airplanes tend to be lightweight and perform very well in all respects.  Fisher Flying Products has a full line of one and two seat wooden aircraft available.  Pietenpol Air Camper and Loehle Aviation also specialize in excellent wood and fabric designs.  There is the Bowers Fly Baby and the Evans Volksplane designs to consider.  The list goes on!  Just be sure that you are choosing a proven design before the purchase.  Find an aviation group on the internet with primary discussion on the make or model of interest.  The builders and flyers of these are generally open to helping other aviators.  This is where you can find the grass roots information to compare with manufacturer’s literature in order to help make a good decision. 

Tom Lyon is an Industrial Maintenance Manager,  holds a Private Pilot Certificate and enjoys building Amphibious Light Sport Aircraft.  Visit his site at http://www.lightsport.ws  Permission to reprint this article granted only with this resource box included.

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Whenever you see a plane passing over, do you wish you could be right up there with them?  Have you ever wondered what it would be like to feel the freedom of flight by controlling the airplane yourself?  Flying is not just for airline pilots, military officers and passengers going on a trip.  You can learn to fly the airplane yourself.

 More than 100,000 people take flying lessons every year.  The biggest reason why these people do it is because they think that flying is fun.  Another popular reason comes from business people who want to cover a larger territory.  Some people want to make it a faster and easier trip to visit family and friends. 

The first step is to find a local airport.  It is good to select one that is near your work, your home, or along your daily route.  I suggest selecting an airport that has a lower volume of traffic.  Many pilots will tell you that some airports have very few people around and you will find yourself standing at the desk waiting for someone to show up.  They may be working on an airplane, mowing the runway, or cleaning up around the hanger just to mention a few activities.  Airport security has become tighter over the past few years.  Chances are there is someone there who can help you if the door is unlocked.  That person may be the local aircraft mechanic, a local pilot, or even the instructor you are looking for.  It is safe to say that just about every airport has an instructor somewhere close by.  Your ultimate goal on this trip is to establish contact with that instructor, or at least get the name and phone number of the person who can get you started.

  Your first meeting with the instructor will likely go very well.  One thing you can be sure of is getting an opportunity to spend time becoming familiar with the airplane.  The instructor will want to know a little about you and your flying goals.  You will get an opportunity to get to know them too.  Most instructors have been around aircraft for a quite a number of years.  They realize people who want to get a pilot certificate may have little or no experience with aircraft.  New students often do not know how far they are going to go with lessons, so be up front.  In fact, many instructors would rather have a person who knows little and admits to it over having a student who thinks they know a lot about flying.  There is nothing to hide and no reason to be afraid.  The flying community is a tight knit group who know there are rules and regulations we must all follow in order to keep ourselves and other aviators safe. 

Before you and your instructor part company, there is a good chance you will get a ride.  What seat you are in depends upon your willingness and the instructor’s approach to teaching.   You may discuss the various types and kinds of study material available and decide upon what method works best for you.  You will need a pilot’s logbook to keep track of your flying time and for your instructor to sign off on specific requirements.  All of your efforts will be focused upon being safe, knowing the rules and regulations, passing the written exam and passing the practical tests.

Just remember, you do not need to make any life changing decisions to get started.  If you find flying to be enjoyable, make the heavy life decisions as you progress.    The lofty goals of becoming an airline transport pilot are not going to change the way you begin learning.  The first lesson is the same for an ATP as it is for the person who just wants to have a little fun on Sunday afternoons while they just fly around for the sheer joy of flying.

Tom Lyon works as an industrial maintenance manager, holds a Private Pilot Certificate and enjoys building Amphibious Light Sport Aircraft.  Visit his site at http://www.lightsport.ws  Permission to reprint this article is granted only with this resource box included. 

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