CONTACT! Magazine Issue 94

CONTACT! ISSUE 94 PAGE 1 www.ContactMagazine.com

May Jun 2008

Issue #94


MISSION CONTACT! Magazine is published bi-monthly by Aeronautics Education Enterprises (AEE), estab-lished in 1990 as a nonprofit corporation, to pro-mote aeronautical education. CONTACT! pro-motes the experimental development, expansion and exchange of aeronautical concepts, infor-mation, and experience. In this corporate age of task specialization many individuals have chosen to seek fresh, unencumbered avenues in the pursuit of improvements in aircraft and power-plants. In so doing, they have revitalized the pro-gress of aeronautical design, particularly in the general aviation area. Flight efficiency improve-ments, in terms of operating costs as well as airframe drag, have come from these efforts. We fully expect that such individual efforts will contin-ue and that they will provide additional incentives for the advancement of aeronautics.

EDITORIAL POLICY CONTACT! pages are open to the publication of these individual efforts. Views expressed are exclusively those of the individual authors. Exper-imenters are encouraged to submit articles and photos of their work. Materials submitted to CON-TACT! are welcomed and will become the proper-ty of AEE/CONTACT! unless other arrangements are made. Every effort will be made to balance articles reporting on commercial developments. Commercial advertising is not accepted. All rights with respect to reproduction, are reserved. Noth-ing whole or in part may be reproduced without the permission of the publisher.

SUBSCRIPTIONS Six issue subscription in U.S. funds is $25.00 for USA, $35.00 for Canada and Mexico, $47.00 for overseas air orders. CONTACT! is mailed to U.S. addresses at nonprofit organization rates mid January, March, May, July, September and No-vember. Please allow time for processing and delivery of first issue from time of order.

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Volume 16 Number 4 May-June 2008

Issue #94

On the cover: 5151 Builder - Glen Holder, KW-909 Builder - Jim Young. Photo credit: LeRoy Cook.

I’ve been sitting on some news for the past six months now, dying to tell you. It would have been inap-propriate to do so until now, and with the announcement about to be made at AirVenture 2008 (which at this writing is only two weeks away), it still may be premature but I’m going to do it anyhow. Back in January of this year I was approached by the EAA to help supply content for their newly form-ing electronic Homebuilder’s News-letter. In February I visited the EAA headquarters and “sealed the deal”. I’m now the official editor of the new newsletter, tasked with supply-

ing and organizing the content for an internet communication aimed at bringing homebuilding information to experimental aviators. It will only slightly add to my present workload of publishing CONTACT! as I get or otherwise find articles of interest to homebuilders in general that may not be technical enough for the pages of CONTACT! but needs to be, or should be available to the community and otherwise really has no other outlet. Now I have a proper medium for this information, so in essence, this will be an exten-sion of this publication but distribut-ed and endorsed by the EAA. What this means to you as a CON-TACT! subscriber is that hopefully from the new and broad exposure we’ll be getting, subscription num-

Continued on page 13

3 The Titan All-Metal P-51 Replica Kit Part 2: How it’s Built and Ways To Power It . Len Bechtold expounds the virtues of the Titan Aircraft’s T-51, 3/4 scale Mustang replica. This is the second of two parts and it touches on some of the details concerning con-struction and the engine options including the two different “Mini Merlin” Suzuki V6.

Loehle 5151 Mustang— The P-51 for Walter Mitty. Mike and Sandy Loehle report on their 3/4 scale wood and fabric replica kit, as well as their other warbird offerings. Included in this article is information on their high-gloss coatings.

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Sport Pilot in seven days— Our very own Nicholas Wood tells us of his unofficial record-breaking accomplishment of receiving his Sport Pilot certificate in seven days with 22 hours logged.

Wayne Sprigle’s Mite-T Mustang— How one builder set out to build a P-51 replica on a budget, starting with a set of plans for a wood and fabric Taylor Titch.

What is a Taylor Titch— We describe a little about the history of the Titch and the Monoplane designed by the late John Taylor, with permission from his son, Terry Taylor.

Last of a Generation– John Miller, 102, Passes away— We say so long to a great friend of aviation and a fixture at the Replica Fighters Headquarters at AirVenture.

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Story and photos by Len Bechtold [email protected] www.TitanAircraft.com In our first installment (see issue #93), we introduced this popular and relatively new P-51 entry into the homebuilt replica fighter genre. This time we’ll look at the construc-tion methods used and several engine options through lots of pictures. We’ll keep the text to a minimum to allow space for photos that show the details of the airframe and some engine options.

A BRIEF HISTORY John Williams is the mover and shaker of Titan Aircraft Company located in Austinburg, Ohio which is pretty much in the NE corner of the state, just west of Geneva for reference (the tiny dot of Austinburg doesn’t show up on some maps!). The factory is a large upscale facility housing John’s electronic controls business along with the offices and production floor for the aircraft business. Titan (the name of both the company and the first air-plane line) is best known for the light and ultralight air-craft that have been in production for over 20 years. Ini-

Part 2 How it’s Built and Ways To Power It

Photo courtesy Gavin Conroy

The 3/4 scale “Kiwi Mustang”, owned and piloted by Titan builder Mike Crene, shot while in formation with a Nanchang over Marlborough, New Zealand on 1st Jan 08. Engine is a Suzuki V6 marketed as the “Mini Merlin”.

The Titan headquarters and manufacturing facility in Austinburg, Ohio


tially, producing runs of CGS Hawk kits and Titans got John involved in the airplane manufacturing business. The product development and manufacturing experience gained over the years served John well when his lifelong love of the P-51 Mustang could no longer be repressed. Along about 2001, a 7/10 scale P-51, scratch-built by Dan Hawken of Alberta Canada (see CONTACT! issue #70) and powered by a Rover 3.9L engine, appeared at Oshkosh. Dan went on to develop the first “Mini Merlin” V-6 engine packages for the airplane and produced many conversion kits for the airframe customers. The airplane Dan built served as a “wake up call” for John, who determined that the inspiration provided by Dan’s airplane was just what he needed to design and produce his own P-51 replica. The tried and proven foam cored aluminum D cell wing construction of the Titans was re-tained along with welded steel tube fuselage cages. Formed aluminum part fabrication and other processes already employed were modified as necessary to make the T-51 kits. With the basic construction scheme in mind John assembled and led the design and prototype team, composed of Guy Truex, Randy Ingle, Dan Hawken and Greg Anderson. Each provided their own expertise that helped bring the T-51 Mustang to fruition. Not a big fan of automotive conversions at the time, John decided to use the Rotax 912 and 914 engines as he had a lot of favorable experience with them in the Titans. This understandable hesitation to embark on an engine development program helped to focus on bringing the airframe design along. Later, Dan’s positive experiences with the V-6 engine package eventually won John over and the performance improvement has been dramatic. As the world’s finan-cial circumstances have developed, the Rotax is now well above the 30 AMU mark (reference part 1, the AMU, or Aircraft Money Unit, is equal to $1000) This international dollar devaluation has helped open the door for a well done Mini Merlin or other alternative engines with the added benefit of a lower installation cost. It is interesting to note that the airplane design was never intended to house so many power variations. That has been due to a combination of the in-ventiveness of customers, the funda-mental robust airframe construction and a willingness of the factory to cooperate with new engine integra-tion ideas. It’s very common for an airframe manufacturer to stay away from any new engine application simply because the cost and effort is always much more than anticipated. Also, from the business standpoint, these “conversion” efforts are tradi-tionally left to the customers with no endorsement by a factory that is in the business to sell airframe kits.

So here we are today, able to build a P-51 replica due to the efforts of the early prototype team and the key peo-ple in place now who continue to improve the product as well as assure delivery of quality components. John ap-parently has the skill to run a business that succeeds at delivering the parts needed to complete the airplane with a high degree of first quality prefabrication. Newer key people include Bill Koleno, Mustang demo pilot extraordi-naire, machinist and an all around great guy. Bill is also the technical point of contact for clarifying construction details and latest mods, including his new propeller de-sign. The thin, high aspect ratio propellers previously used look a little out of place (the P-51 is known for hav-ing a huge, fat prop), even though the performance match was a good one. Rob Lockney, is also just a great guy, is a long time Titan family member, and is responsi-ble for production and is the point of contact for parts questions. From the office staff to John Williams himself, these are really quality people to deal with. SO, HOW IS THIS THING BUILT? We’ll let the pictures do the talking here for the most part, but perhaps the single most innovative structural element has to do with the fuselage construction. In order to give the customer a straight “jig” on which to apply the alumi-num formers and skins, a square tube 4130 steel struc-ture is welded at the factory. The square tubes were in-tended to be easier to cut and fit since forming the notch for neighboring round tubes can be very time consuming. How to attach the skins without welding on hundreds of tabs or drilling a like number of holes in the steel frame

Here’s the basic idea of the hat and channel sections that are used in various combinations to provide the bond for the skins to the steel structure. After fitting and gluing the hat sections onto the square tubing, the skins are then located in the proper position, marked and fitted and then drilled so the rivets go through the hat flanges. The U channel pieces, along with some hat sections with one flange cut off, are positioned in a variety of clever ways to allow for inner skins to attach in a similar fashion. Establishing the rivet lines is pretty easy, if not a little time consuming.


for rivets bugged John for quite awhile. While in the shower one morning it came to him – form a hat section of aluminum to wrap around 3 sides of the tube, glued in place (there’s lots of surface area) and then close the box with the outside skin that is glued and riveted to the hat flange with pull (blind) rivets. The accompanying pho-to shows the basic idea and includes a piece of U chan-nel that when nested against the hat flanges, provides a riveting surface for inside skins where applicable. The result is a self jigging fuselage requiring only an ini-tial leveling and support of the tube structure during the process of installing the internal systems and then skin-ning. Riveting can be done with conventional truss head or optional flush pull rivets with the flush ones just requir-ing more time to dimple the skins and the underlying flanges. Flush riveting is worth the trouble in my view and the little mandrel holes can easily be filled for a real-ly good finished look. Solid riveting can be done, but the extra effort is not justified for most builders. In addition to all the welded components, other virtually finished pieces built at the factory include the flaps and ailerons, vertical fin, rudder with optional trim installed, elevators also with optional trim motor and tab installed, and of course the main gear is installed. The center sec-tion comes “temporarily” assembled and is jig built to be straight. The outer wing panels start with the supplied formed leading edges and installed main spar to which the aft ribs are attached, then the aft spar, the flap and aileron hinges and finally the skins are installed. Need-less to say, there is plenty of work left for the builder to do lining up and adjusting many parts so all the control surface fits are true and straight.

Here I am closing the cable ends of the rudder cables using a Nicopress® tool. Two turnbuckles being used are vintage Curtiss Jenny parts machined by my grandfather decades ago. I’m waiting to install the hat sections on the steel frame until all the interior work is as complete as possible. Just imagine having to install all the systems in a fully enclosed monocoque fuselage; I’m just not that limber! Not having to deal with sharp edges is an added benefit.

The center section comes assembled and is jig-built to be straight and the skins are temporarily pop riveted in place. All the skin holes are drilled. The main gear is to be removed and painted by the builder and the skins are removed as needed to allow the internal installation of the fuel tanks, plumbing, hydraulic and electric systems. After all the internals are complete, tested and the metal is painted, the entire assembly can be closed out with permanent pull rivets. With periodic checks during the fitting out process, the whole center section assembly will wind up as straight and true as any factory-built certi-fied aircraft.

Starting from the rear and working forward, Sam White, the author’s neighbor, is seen at work installing and ad-justing the tailwheel assembly. A big benefit of the weld-ed steel inner structure is that all the subsystems, electri-cal and hydraulic lines, control linkages, etc. can be in-stalled and adjusted while there is good access to the inside. In fact, planning for access panels is a must be-cause it’s easy to close out an area never to be able to gain access for maintenance and inspection. Painting the control tubes and other interior parts with contrasting paint colors makes each system stand out rather than be blurred in a maze of same-color structures.

A careful eye will note that the Styrofoam packaging supports are the waste scrap from hot-wiring the D section foam core that Titan is known for incorporat-ing into their wing construction.


The leading edge sections are formed over rigid foam as are the outboard panels. We test fitted the fuselage for-ward sections to the wing to check the alignment of all the fittings before starting any assembly. The alignment and fit was perfect. Factory jigging and expertise really pays off in this critical area.

The vertical fin is supplied just as you see it. The eleva-tors are also supplied nearly ready for fabric cover or

optionally covered with .016” aluminum skins. Many full scale Mustangs also have this mod while often keeping the fabric covered rudder. The horizontal stabilizer lead-ing edges and forward spar are supplied finished with the builder adding the ribs, aft spar and elevator hinges. In this area there is also a lot of prefabrication, but still lots of careful alignment and skin fitting to do. The cockpit and nose area inside skins are shown fitted in the photo at the bottom of this page. The skins will be put on and taken off several times during the build with the final installation being done when all the internal wir-ing and systems are finished and tested. Access panels for future maintenance have to be carefully laid out and finished at this stage of construction. Fitting of the side skins is kind of a milestone in the build-ing process. After all the systems work, finally the struc-ture starts to look like an airplane. Some of these skins are also cleco’d on and off during prime and paint opera-tions. Locating the rivet holes is not as difficult as it may first appear because of visibility of the underlying struc-ture in most cases.

Pulling down the slightly compound curved turtle deck takes some patience if doing it in one piece as shown

here. The inevitable distortion is progres-sively worked out to the very edges where some relief darts are cut, hopefully hiding any minor ruffles or puckers under the low-er side skin. Many of us are opting for a three-piece skin approach with slightly heavier gauge metal for the bigger V-6 installations and this considerably reduces this minor diffi-culty.

A top view of the center section with a view of the back seater foot wells.

The tail surfaces being fitted.

A good shot of the steel fuse tube structure with the hat and channel sections fitted.

Bungee cords seem to be the right tool for this job.


The outboard wing panels have been fitted to the center section that’s being supported on the Styrofoam shucks saved from the hot wire cutting process of the internal leading edge material. With the primed ribs installed the aft spar installation and hinging follows with aileron link-age, wiring etc.

The optional fiberglass belly scoop gives a smooth con-tour that’s difficult to obtain without expensive formed metal panels but builders are free to make their own by hand. On the cover of CONTACT! Magazine issue #73 is an example of what an experimenter can do with alumi-num. Ted Nickel hand hammered, English wheeled and polished all the compound curves of his RV-6 cowl. The underlying support structure is visible. Since this area often is painted with invasion stripes, even on polished aluminum airplanes the non-metal part looks fine.

Another project showing the foam leading edge and wing tip cross section. The outboard aileron end and hinge is visi-ble. The fiberglass tip with lighting (if used) caps the end off with nut plates and screws in usual fashion. This is also a good view of the canopy and windscreen treatment. The canopy cranks back with chain linkage as it does in the big airplane. Also notice the slightly curved top nose section; a smoother looking installation than the early airplanes.


Chris Gentry’s airplane (above) being built in Lakeland, Florida shows the battery and the hydraulic landing gear pump location just aft of the rear baggage area. The aft location of these components is possible in the V-6 pow-ered airplanes. The triangle panel above the pump forms the aft wall of the baggage area and is hinged along a diagonal steel tube member. This allows the back of the panel to serve double duty as an electrical mounting ar-ea easily available for service and inspection.

A look at the main gear leg assembly and the attached gear door. Tow bar lugs are provided and the brake disc is shown. The gear might have a little bit of a “light” look to it, but it has proven to be adequate. A heavier (larger tube diameter) leg set is in development, merely for aes-thetics, but whether the additional weight will be a factor

remains to be seen. So far only one or two builders have installed inner gear doors, but lots of us are watching for the results and construction specifics. These are one of the items that have proven to be challenging to build for a number of other replicas as well.

Here’s a look up into the tail wheel bay. The retractable unit has linked gear doors for a clean closure with the gear retracted and is timed to close with the mains.

Drop tanks are an option that makes sense for the bigger engined airplanes. An added feature I liked is the look of the tanks, giving the airplane an increased “presence” and help seal the deal. While not designed to be droppa-ble, they could be removed – maybe for FAI (Fédération Aéronautique Internationale) speed record attempts! The front cockpit has adequate panel space even for

The pièce de résistance; RV builders should take note; there’s nothing slicker than a retractable tail-wheel.


traditional steam gauges. With the recent entries of rea-sonable EFIS (electronic flight instrument system) units, many builders are foregoing the more accurate replica look for the very capable and light weight glass units. Dynon’s recently announced autopilot system that plugs into their existing EFIS products makes it an economical package that also leaves panel space for weather and GPS screens for the really serious traveler. A look into the rear ‘pit reveals a generous passenger area by Mustang standards in any scale. I’ve seen a big-ger guy than I would have ever thought possible get a back seat ride with Bill Koleno, Titan’s gregarious full figured demo pilot in the Mini-Merlin powered factory airplane. The performance demonstrated at max gross weight literally sold me on the spot! ENGINE CHOICES With so much information about Rotax engines around, including a complete description of that engine kit on the Titan site, there’s not much interesting to report on here, plus I don’t think Pat would be too thrilled if I did. Maybe the best reason for choosing the Rotax option would be to keep the weight down enough to legally fly the plane with a sport pilot ticket, which can only be done by omit-ting the retractable gear mechanism and certificating it with the appropriate operating limits. Even this basic combination would give the sport pilot the same atten-tion-getting and easy-handling Mustang to scoot around in. The Rotax is the only engine ever installed in a T-51 that is light enough for this application as far as I know.

The LOM engine installed by Warren Brull with signifi-cant factory assistance (several weeks) is finally getting sorted out. His airplane was featured in part 1 of this arti-cle series. Even with very good factory help, there were several issues that made the initial runs disappointing in the power area. The supercharger and fuel delivery sys-tems have some unique and not obvious set ups that took a lot of time and patience in order to get all the po-tential out of this great engine. Flight reports should ap-pear soon on the builder’s site.

This CAM 125 package was a one-off installation and I have not received any word on the details of the conver-sion. An advantage would be the availability of a com-plete package including the PSRU in addition to the ap-pearance of Titan factory support. This 125 HP all-aluminum four-stroke, water cooled, inline four has varia-ble cam timing and computerized electronic fuel injection and ignition. Firewall Forward Aero Engines Inc, Sidney, B.C., is known more for their Cam 100 Honda Civic con-version. In 1996 they began offering a five year warranty on their engine and, in addition to the carbureted Cam 100 they started with (which retails for $8,450 USD), they are currently offering this 1600 cc, 250 pound engine and PSRU combination for $11,250 USD. In addition to en-gines, they sell PSRU’s ranging from 100 to 500 horse-power handling capability.


And finally, the present darling of the Titan engine line is the Mini-Merlin option. Originally developed specifically by Dan Hawken for his and the Titan Mustangs, it uses the Suzuki 2.5L and 2.7L engines. Although the engines are only available from scrap yards (no new crate en-gines are available), there seems to be a plentiful supply of low mileage engines. The author’s opinion remains that simply bolting up an unknown (condition) engine to a PSRU and motor mount is risky aviation practice, but during the conversion process at least the lower end components can be checked. The complete Mini Merlin kit is available from the Titan factory including PSRU, a multitude of fittings, hoses, an aftermarket ignition sys-tem, hardware packs, radiator and other components. At a total price for a 2.7L engine and conversion kit at less than 19 AMUs, the 180 HP V-6 package compares very favorably with the Rotax. From the Titan T-51 brochure concerning alternatives to the Rotax engine: Alternative Engines The T-51 Mustang was designed to fly well with either the Rotax 100 HP 912 ULS engine or the Rotax 115 HP turbocharged engine. Either engine can be equipped with a hydraulically operated four-blade propeller. The weight and balance works out well with either engine.

The V6 2.5L is a 6 cylinder, 24 valve, 165 HP @ 6,500 RPM, 162 lb ft of torque @ 4,000 RPM. The V6 2.7L is a 6 cylinder, 24 valve, 183 HP @ 6,000 RPM, 180 lb ft of torque @ 4,000 RPM


Both engines are recommended powerplants and both are available to purchase through Titan Aircraft. Because the T-51 is a kit aircraft and because many builders are also innovators, the question of possible alternative engines arises often. We don’t want to dis-courage innovation, but if a reliable aircraft is the goal, it is highly recommended that one of the two Rotax en-gines be installed. If the builder is an innovator and is willing to be responsible for the design, fabrication and testing of an alternative engine installation, other engine options could be possible. It is our experience that en-gines that were not designed to be installed in aircraft, such as auto conversions, tend to be less reliable than engines that were designed for aircraft use. Be aware of this before choosing an engine. Some considerations should be physical size and weight of the engine. The engine compartment width is about 23½ inches. The length is about 32 inches. The height is about 35 inches at the back and about 30 inches at the front. The weight should be limited to about 250 lbs. If the engine is heavier than 250 lbs., some structural mod-ifications will need to be made forward of the cockpit. Also, some weight will need to be moved aft. Moving the battery is probably a good place to start, although that may not be enough. Possible engine alternatives are: The “Mini Merlin” Suzuki V6 conversion by Dan Hawken (Canada 403-652-1440) (New Zealand 64-03-312-8008) The LOM 332A aircraft engine from the Czech Republic (will need modifications to the forward airframe)

The Innodyn turboprop (modifications to the airframe likely and being explored at the Titan factory) The Jabiru 3300 six cylinder aircraft engine (air cooled, cooling system will need engineering) Other commercially available small auto conversion en-gines like the CAM 125, Raven Suzuki/Geo and some rotary engines may fit, although extensive modifications are likely. Engines that are not appropriate for the T-51 airframe: Four and six cylinder opposed Lycoming or Continental engines- too wide to fit inside the airframe. Big V8 en-gines like the Chevrolet or Ford - too heavy and too large —End brochure. The last page of the brochure lists Campbell Aero Clas-sics NZ Ltd, campbellaeroclassics.com as being Titan’s New Zealand and Australian connection. From their web-site, I found information on a V-6 Honda offering.

The text that accompanies this image reads, “The Honda V6 offers two options, a 3.5 liter, 220 HP and the 3.7 li-ter, 240 HP. Both these engines will run a 4 bladed elec-tric hydraulic in-flight adjustable 84" diameter propeller. This engine is set up with a multi-link drive chain in an oil bath (redrive unit). This engine option is approximately the same weight as the Suzuki 2.5L and 2.7L options.” FINISHING AND NOSE ART Since all the skins are aluminum with just a few fiber-glass parts, the kit can either be fully painted or have some polished skins. Polishing is a story in itself, with much information coming from the Swift community. They sell supplies as well as an informative “how to” compact disc. Information is available at www.swiftmuseumfoundation.org/polish. It doesn’t take long to appreciate the work and methodical approach required to get that high quality polished look. We’re finding out that modern metal mill finishes are not the same as 40 years ago, and experimentation is ongoing to adapt the compounds and other materials, but this is a good start-ing point. Their video shows many products found to be less productive than the method they have adopted.

Another view of the Mini Merlin. Hopefully we can get more info on this engine package for use in other airframes, for a future article.


Nose art is an important aspect of a replica fighter. Whether honoring an actual airplane, squadron or pilot from WW II or, developing your own vision of color and markings, nose art is your “signature” identity for your unique airplane. Properly done, the artwork should re-flect the style of the time. For some of the luckier pilots with an artistic crew, airbrushed Varga style paintings adorned the nose of their mounts. Several coffee table sized books are available showing hundreds of photos and drawings of authentic nose art. Varga was the artist known for “enhanced lifelike” female figures skillfully done in airbrush. Some military artists were very good at emulating the style. Thankfully, we have an incredibly talented artist, schooled in the look of the era, who can custom design and airbrush nose art to your specifi-cations. What makes the execution practical though is that the art can be applied to vinyl sign material and ap-plied to your airplane. The result is a durable and long lasting image. RT Foster is always at Oshkosh with lots of his craft on display. He also does leather flight jackets, so matching artwork is no problem. His web site www.rtfosterart.com is guaranteed to impress. RT will be doing mine, jacket and airplane. He’s one of the big rea-sons I can’t wait to get my airplane done (or at least the nose skins!). WRAP UP Unfortunately, I haven’t had the opportunity for any flight time in the T-51 yet (RATS!), but more flight reports will be coming on the builder’s site soon. Lots more infor-mation and pictures are readily available at the compa-ny’s web site: www.titanaircraft.com.

On the home page, under Yahoo Groups, click on the Titan Mustang Group and this will take you to the photo and construction site with lots of builder contributions. This is an open member group; you can join without be-ing a builder. A few builders have formed aftermarket

cottage industries as they devel-oped products for their own air-planes. From custom seat cush-ions to engine conversion assis-tance, glass wing root fairings and so on, the growing group is seldom lacking in ability to help. As would be expected with a pro-ject of this scope and prefabrica-tion, documenting each individual step of assembly would be a monumental task and some seri-ous head scratching is sometimes needed. The CAD drawings are generally very good, but it be-comes obvious that building the

second airplane would be a piece of cake compared to the first one! The saving grace for rank beginners in met-al work is both the very helpful builders group as well as great support from the factory from Bill and Rob. The factory supplies a photo CD with over 1,200 construction photos and also included in the kit is a 2 CD set by Ivan Campbell of New Zealand, probably the single most ex-perienced T-51 builder of all. If you have any questions about the airplane, just find the Titan display at the major air shows and you’re sure to be greeted by a group of enthusiastic builders as well as the personable factory guys. That’s it for now – I’m headed back out to the shop. Len Bechtold [email protected] www.TitanAircraft.com

Here’s what it’s all about! The newest V-6 factory airplane taxies out for another mission.

Nice example of nose art should go here.


bers could soar, providing us with the working capital to grow as a publication. I wish that at this point I could give you the web address but it’s not in existence yet, in fact, I found out just today that they are still working on a name for it. I gave it the working title “Hangar Talk” while I was creating the 15+ different web pages I created as templates for all the different “departments” and features that will get either updated or revised each month. As I’m sitting here in the wee hours of the morning, put-ting the finishing touches on this issue, I can’t help but to feel the need to thank Sandy Loehle for all her help with putting together the Loehle article in this issue. It’s a tru-ly fascinating era we live in where two people who never met and live 2,000 miles apart, can spend the day to-gether working on an article, passing photos and text back and forth and speaking with one another at any time they wish. This is where the internet an cell phones have brought us— but I digress. Sandy went well above and beyond the call to get me what I needed and I hope her efforts show in the article we put together. LETTERS Hello Pat, I just finished reading issue #93 of CONTACT! Magazine, and I have a bit of a “follow-up to your follow-up” regarding the need for a tailwheel endorsement in an experimental aircraft. Beyond the basic regulations found in FAR Part 61, an additional requirement may be found in the operating limitations issued by the FAA to the aircraft itself as a part of its airworthiness certificate. The operating limitations will include specifics on who may act as pilot in command (PIC) of the aircraft. These limitations have changed a bit over the years, and some are more liberal than others. However, all operating limi-tations issued since the late 1990s will include a require-ment that the PIC “meet the requirements of § 61.31(e), (f), (g), (h), (i), and (j) as appropriate.” So, even if the basic regulation would allow a pilot to fly this aircraft without an appropriate category/class rating or endorse-ment when flying solo, the operating limitations issued to the individual aircraft could still require the pilot to hold the tailwheel endorsement (and any other 61.31 en-dorsement applicable to the aircraft) anyway. Pilots need to be aware that the operating limitations often contain requirements over and above the basic FAA regulations. Thanks for the great magazine! Joe Norris EAA 113615 Lifetime Senior Aviation Specialist EAA Aviation Services EAA—The Spirit of Aviation Phone: 888.322.4636 Extension 6806 Fax: 920.426.6560 [email protected]

The following is a reply from our founding publisher and editor, Mick Myal, to a letter published in issue #93 Dear Pete, I say welcome to your proposed publication effort because I would like to share with you my experi-ences with newsletters. Many years ago I fell in love with a wood and fabric de-sign called the MINICAB, a French side-by-side and cer-tified factory airplane. An Englishman commissioned a draftsman to redraw the factory plans in inches. I bought a set as did hundreds of other enthusiasts. I obtained a short list of builders and began the effort to initiate a newsletter. Guess what? I received less than 5 respons-es from my initial mailing! One positive, I did help one builder by passing on the set of my wing rib jigs but that was that. Based on my paltry experience with a single and unique offering I suggest the following alternative. Pat needs more articles on Eggenfellner as well as other conver-sions. I believe he would be very pleased to publish all of your collected stories as part of his larger alternative engine coverage. Your periodic contribution to CON-TACT! would boost the movement toward greater and economical auto engine usage. Give the newsletter a fair try but also consider becoming a CONTACT! correspondent for Eggenfellner enthusi-asts. Past issues of CONTACT! do contain some "E" stories. These could be revisited as a start to bring out more and better information. Good luck! Regards, Mick Myal Hi Pat, I'm re-reading issue 93, and noted a discrepancy on weights. Page 19 gives weights of 110 lbs. (RotaMax 650) and 145 lbs. (RotaMax 1300). On page 20 you say 140 and 190 lbs. I looked at your website and Rota-Max—couldn't resolve it. Do your text weights include fluids or something? Otherwise, great issue, very inter-esting reading—and I don't believe their fuel burn (but I'd love to be surprised!) Mike Perry Hi Mike, typos happen! 140 and 190 on page 20 are ty-pos. The numbers in the table listed on page 19 are cor-rect. The real numbers are 110 pounds with belt drive on the 650 and 145 pounds with a gear drive on the 1300. Sorry we didn't catch that. As for the fuel burn numbers, I visited their state-of-the-art facility and saw the software they use with their water brake dynamometer. If you look on page 18 there is a screen shot of the software that includes the normal dy-no information but also includes four different fuel read-ings including brake specific fuel consumption and air/fuel ratio. So I tend to believe the numbers as they are not from optimistic guesstama-

SWITCH ON! Continued from page 3

Continued on page 25


Mike and Sandy Loehle pronounced LOW-lee Loehle Aircraft Corporation 380 Shippmans Creek Road Wartrace, TN 37183 USA 931-857-3419 www.loehle.com THE P-51 FOR WALTER MITTY It is a kind of longing within the brave man's heart to be the hero, coming to the rescue of his fellow man (and ladies). During WWII, one of the finest pieces of equip-ment to allow the man to be that hero was the P-51 Mus-tang fighter aircraft. It didn't take long for the enemy to realize the tide of the war had changed once the P-51 pilots were escorting the bombers to penetrate deeper and deeper into territory held by the German forces. Fast forward 60+ years; even the silhouette of the P-51 is still easily recognized by many school students as the hero airplane of that war. The rumble of the P-51 flying over is an unmistakable deep throated sound that still stops people in their tracks as they watch it roar past, but to own one is but a dream for most pilots. With original P-51's going for about $1.5 million, and with operating costs of around $750/hour—it's just not in most people's family budget to own one; most people just have to wait for the air shows to get a glimpse. Mike and Sandy Loehle of Loehle Aircraft Corp. have a solution to help remedy this situation. They designed and produce a 3/4 scale experimental, amateur-built kit ver-sion of the P-51 called the 5151 Mustang that also fits in the new Light Sport Aircraft category.

SOME HISTORY Mike and Sandy have a long history in aviation—31 years and counting. Mike's dad, Carl Loehle, had switched hobbies from racing open-wheel midgets and sprint cars to flying, so Mike gained some taildragger time in his dad's Luscombe and soloed in a Cessna 150 on his 16th birthday, too young to drive according to dad. Mike became interested in learning to fly hang gliders while still a student pilot and had an early Seagull III. While he was in the Civil Air Patrol, he attended the Air Force Academy survival school in Colorado. He purpose-ly missed his bus home from the Academy so he could stop by the Leading Edge Air Foils (LEAF) store in Colo-rado Springs where he talked with LEAF owner Bill Rais-ner about hang gliding and bought some books on the subject. Mike earned his private ticket the day after his 17th birthday. Mike's ultralight phase started when his uncle, Dennis Benson, took him to Oshkosh in 1976. At 17 years old he witnessed John Moody do the famous outside loops in his Icarus II at the air show, and was front and center in the talks John gave to the crowds afterwards. If you look back in the Sport Aviation magazine photos covering that event, you can see a curly headed young man leaning

Wal·ter Mit·ty (wôl'tər mĭt'ē) n. An ordinary, often ineffectual person who indulges in fantastic daydreams of per-sonal triumphs. After the main character in the fictional book “The Secret Life of Walter Mitty” by James Thurber.


forward, as if to catch every word John Moody said. And that was truly the case. He promptly bought one of Larry Mauro's Easy Risers, and performed the same outside loops on his own (not intentionally of course). He was involved in ultralight fly-ing since before "ultralight" was a defined aviation term. Mike flew N numbered aircraft that had to be foot launched, holding the throttle in his mouth, and hanging on by his armpits. At that time he used his feet position for weight and balance and almost fell out of the plane as his arms gave way from holding his weight. There were no seats back then, not even a harness (which seemed like such a brilliant idea once presented). Mike also flew the popular Quicksilver and Pterodactyl ultralights during that time period. Carl Loehle finally convinced Mike that the Easy Riser needed a tail for stability. Mike designed a tail and even-tually landing gear for the Easy Riser. He machined his own ground-adjustable prop (way ahead of its time). Up-on seeing success with these additions, other Easy Riser customers asked Mike to build such parts for them. He designed engine mounts for several different engines as the trend moved from the 10 HP McCullough 101 to the 35 HP Cuyuna 430. The early version of his aircraft was called the Aeroplane (2 axis control) and the company name was UFM of Kentucky. As three-axis became pop-ular throughout the industry, Mike designed a T-tail and did away with the drag rudders. He added a steerable nose gear and other refinements, dubbing the new de-sign the Aeroplane XP. It was a very maneuverable, strong ultralight biplane that sold well in the earl 80s. Mike operated his ultralight business during his high school years first from his parent's basement, and then from a T-hangar at Bowman Field in Louisville, KY while working for Kentucky Flying Service (a large full service Cessna dealership with 20+ Cessna 150s available for rent, 10+ Aztecs and many other aircraft). He worked first as a lineboy, refueling and cleaning aircraft. As KFS owner Dick Mulloy observed his dependable, responsible work ethics, Mike was soon doing actual mechanic work (with supervisory sign-offs), repainting Aztec leading edges, and anything they would allow him to do. He was trusted to open and close the business, all of this while attending high school. His goal of being a charter pilot led him to take ad-vantage of as many flights as he could catch with any-body flying anywhere. His goals started to shift some-what when he saw the admired charter pilots scrambling for work when the economy slowed. He quickly outgrew the T-hangar and moved his busi-ness to E. P. "Tom" Sawyer State Park on the northeast side of Louisville. He was the only person that we know of who had permission to actually have an operational ultralight flight park and manufacturing facility/office with-in any State Park system. Not only did he have an active ultralight grass runway, he also collected tie-down rent

money from pilots for the State Park. He introduced many people who visited the park to aviation in general and ultralight flight specifically. OSHKOSH GRAND CHAMPION In 1981, Mike won an Oshkosh Grand Champion trophy for his shiny black Aeroplane with red/orange/yellow swirled trim. He also took the trophy for Outstanding Craftsmanship that year. It was probably the first fabric covered ultralight with shiny paint, which started a whole new trend as people like Homer Kolb and other manufac-turers took interest in Mike's beautiful gloss finish. He also won 1981 Most Innovative Modifications and 1982 Grand Champion at Sun 'n Fun. Mike was responsible for ultralight pilots being able to fly at two major airports in the early days when general avi-ation looked down on these new-fangled things. He even took his fight to be able to fly into Bowman Field in Louis-ville for the 60th anniversary event as far as Washington, D.C. The word came back to Bowman Field that he would be allowed to fly his ultralight at this federally fund-ed airport, or both Bowman and Standiford Field in Lou-isville could possibly be closed! Needless to say, the air-port authority members were much nicer to him after-wards. He was very instrumental in gaining similar rights at the Seymour, Indiana airport for those who wished to fly ultralights there. ENTER SANDY Meanwhile, in another part of Kentucky, Sandy Burgess got into aviation in 1982 through a friend who simply of-fered her a ride in a Cessna 172. She got the flying bug immediately and started taking flying lessons at the air-port in Danville/Junction City, Kentucky. It didn't take long to figure out that spending her rent money on flying lessons was not a good idea so she started looking for another way to get in the air. About this time a friend handed her the first issue of Ultralight Aircraft magazine with a Pterodactyl on the front cover. She had never heard of people building their own aircraft and first thought this must surely be illegal. Several info packs and videos later found her drooling over an early 2-axis V-tail Klaus Hill design called the Hummer that was be-ing produced by Maxair Sports in Pennsylvania.

Sandy laughs as she looks back. "I had to convince the banker that I really could afford the $3,500 loan to buy this airplane kit", she said. "He just laughed at me, as did a lot of other people. Even my dad was more than a little

A Hummer ultralight similar to what Sandy built in her apartment.


skeptical, although I think he was secretly proud that I would do something so adventurous. So I went back to see the loan officer at the Bank of Danville five times before he finally just agreed to give me the loan. I wore him out with enthusiasm, I guess." Funny coincidence – in later years Sandy went back to visit the airport where she learned to fly and discovered that this banker was now part owner of the airport. You never know what kind of seeds you're planting! Sandy continues, "I was so excited about this project! But it really hit me what I had done when I got the call from the semi-truck driver making sure he could get his truck down the street where my duplex apartment was located. I guess I initially thought it would come by UPS, but the fuselage tube was 18 feet long. The truck driver couldn't believe he was hauling an airplane and got a real kick out of the idea that a 25 year old single girl was going to build an airplane in her apartment." Sandy gathered the necessary tools and a Black & Deck-er Workmate® to help hold parts in place. There was short tubing and bags of hardware and brackets where the washer/dryer should have been, longer tubing run-ning down the hallway, and the extra bedroom was full of all kinds of parts like the fuel tank, seat, sailcloth fabric, etc. The engine was even centerpiece on the kitchen table for awhile. "I had a lot to learn. I didn't know what a lock washer, a rivet, or AN hardware was, or how to drill holes in tub-ing—I had to learn it all", Sandy said, "I was smart enough to ask lots of questions and get good help with the building. I certainly learned a lot in a short order". "I insisted I wanted it to be an N-numbered aircraft so I could log my hours toward my private ticket, although the FAA Inspector asked why the heck I had him come to look at an ultralight. He finally agreed to inspect the plane and I gained my Repairman's Certificate as well." The Hummer was ready to fly on July 4th. "I figured that was a mighty good day to fly my new airplane but I had butterflies so bad I couldn't do it. I must have inspected that airplane 12 times that day. A friend who helped me with the build did the test flight and came back all grins. After a sleepless night, I was on the runway the next day by 6:30 am with the little 25 HP Zenoah running, waiting for the fog to lift. What a joyous occasion to finally lift off and experience flying at 30 mph!! It was magnificent!" Sandy quickly moved on to become a dealer for the Hummer and then later added the American Aerolights dealership adding the Eagle, Eagle XL and Falcon air-craft to her offerings. Her first encounter with a P-51 Mustang came about when the small Danville/Junction City airport FBO started planning an air show. She wanted to help and worked tirelessly planning the T-shirts, designing and printing

tickets, helping plan crowd control, etc. Someone men-tioned why not call Bob Hoover? "I asked who is Bob Hoover? I didn't know. They just told me he was a pilot who often flew at air shows. When I asked how would one get in touch with him, they said he worked at Rockwell International. Being a very resource-ful marketing secretary (in my day job), it was easy to get the phone number so I just called and asked for Bob Hoover. When he answered, I explained about our small-town air show. Come to find out, he likes small towns and he liked my southern drawl and agreed to come!" "Not only did he bring his world-famous yellow P-51, but I got to fly co-pilot in his legendary Shrike Commander on a parts run to Louisville a couple of days before the show" explains Sandy. BOY MEETS GIRL Realizing she needed a much broader population to run a profitable ultralight dealership, Sandy moved her busi-ness to the southeast side of Louisville, KY. At this point in time, Sandy and Mike were actually competitors. She had a beautiful 235 acre farm plus a 50 acre sod farm from which to fly and train students to fly ultralights, plus keys to another approximately 75 acre private recreation area. It was great except it was so far out of the city that she had to work hard to convince people to come visit her flight location. Mike was so focused on making parts in his facility at the busy state park that he didn't have time to deal with all the people. After awhile it made more sense to join forc-es so Sandy could handle their customers while Mike handled design and production. The decision was a good one, and the business partnership eventually became a marriage partnership as well. In July of 1984, Sandy made a call to buy more propel-lers from Ritz Propeller Company, only to find out that Gerry Ritz had died. Ritz propellers were known for providing more thrust than any other prop available, so they made a trip to Tullahoma, Tennessee to pick up as many 54x27LH, 1-1/2" propellers as possible. Gerry Ritz's widow, Frances Alexander Ritz, remembered Mike's "pretty" airplanes at the air shows. She encour-

Anyone visiting a US air show some years ago knows "Ole Yeller". R.A. "Bob" Hoover performed regularly with it. Today this legendary Mustang is owned by John Bagley.


aged Mike and Sandy to give some thought to moving to Tennessee to utilize the 20,000 sq. ft. factory and 1800 foot grass strip. Mike and Sandy were thrilled to be able to purchase the 137 acre property and moved in by No-vember, 1984. (Note: They delivered Ritz propellers by the thousands to the ultralight and light plane markets before discontinuing propeller production in the 1990's).

THE 5151 BEGINS In 1985 they began to do some serious thinking about what airplane would sell better than the biplane and flex wing ultralights they offered, something that would sell itself and help pay for the facility quickly. Paul Poberezny was making comments that he thought ultralights would grow up to be "proper little airplanes". Along this line of thought, Mike began envisioning a wooden ultralight P-51. Not sure how the aviation community would react, he brought just an uncovered prototype to Oshkosh to test the market. "We literally watched people's mouths drop open as they rounded the corner headed toward our display" recalls Sandy. "We knew we had a winner with the idea, but everyone wanted the "bigger" engine, which at that time was the Rotax 503, 50 HP." A world-renowned aircraft designer took time to sit down with Mike and discussed with him areas to strengthen and encouraged him to for-get the ultralight part of the idea and build it without hav-ing to count washers, to try to meet the 254 pound

weight limit. It was actually with a sigh of relief that Mike and his dad Carl decided to follow Leo Pazmany's advice and just build it strong and safe as an experimental cate-gory aircraft instead of an ultralight. Carl Loehle is a math whiz (one of the few to score a perfect 100 on his military entrance exam), and drew the whole plane in great detail on 25 large blueprints. When asked about safety factors, he often explains that he knew his own son would be the test pilot so he built the cockpit area structure to protect the pilot, while outlying wing sections, scoop underneath, and other sections would incrementally absorb impact. Within 11 months, the Loehle 5151 Mustang went from idea to flying! While keeping the lines of the P-51, they deviated a lot in construction methods compared to the original fighter. Most notable is the fact that the 5151 is made from wood instead of aluminum and rather than being covered in aluminum it’s covered in fabric. "We chose wood in order to fulfill several goals" says Mike. "Wood is easy to work with and is comfortable to the amateur builder. Most have worked in wood in some fashion, whether building a house or shop, cabinets, ta-bles, or other familiar items. So the idea of epoxying wood parts together is not intimidating." CONSTRUCTION Mike also explains, "The wood construction allows the aircraft to be light-weight yet strong, which means it can operate with just a 65 HP engine. This helps keep overall costs low, much lower than if we went with metal or com-posite construction. We also chose to do our calculations on clear, northern white pine instead of spruce as it was becoming scarce and expensive so we decided to side-step that problem by opting for clear, straight grain wood from near the Canadian border. The pine is a little bit heavier but still plenty strong, so we designed based on its structural properties from the beginning." "We took the idea a step further", continues Sandy, "and pre-cut and numbered all the parts for this aircraft kit.

EAA Hall of Fame inductee, Ladislao (Leo) Pazmany, was a prolific designer of homebuilt aircraft and a well respected aeronautical engineer. His designs have sur-vived his passing but remain current and relevant. They can be viewed at his website: www.pazmany.com ~Pat


Many kit manufacturers supply raw materials and blue-prints but Loehle created a higher standard by prefabri-cating the parts so that each builder can be assured that by simply following assembly instructions, they will have a great looking replica of the P-51. This means that or-dering a 5151 Mustang is much like ordering a top of the line balsa model kit except that the parts are bigger (which means they're easier to work with than tiny model parts), and when you're finished you actually get in the airplane to enjoy the flight phase." Mike explains that another reason for going with wood is to keep the aircraft in the speed range to reach another goal—to make it behave like a Piper J-3 Cub. It seems like an oxymoron to want a fighter to behave like a train-er aircraft known for having docile flying characteristics, but this allows the low-time Walter Mitty fighter pilot to easily handle the aircraft without getting into trouble. In fact, time in a J-3 Cub is the best way to train for flying the 5151 Mustang. The parts numbering system is very simple. The fuse-lage numbering starts at the nose as Station 0 and moves toward the tail in relative inches to Station 235. Parts with no prefix in the part number are fuselage parts. Wing parts are prefixed with a "W", canopy parts with a "C", elevator parts with an "E", and so forth. Hardware is supplied in plastic baggies orga-nized by where it is used. "People are just amazed when they realize how much work we've done in this kit, even the FAA Manufacturing Inspector who came to our factory in 1986. He quickly pointed out that the individual steps to epoxy the parts together, fabric covering, install instruments, and other tasks would allow this kit to be in the Experimental category of the amateur builder doing in excess of 51%. It fits in the new Light Sport Aircraft category as well."

The aircraft can be built in a typical 20’x24’, two-car garage. The construction order is basically the same as the way the partial kits are numbered: fuselage, vertical fin and rudder, formers, outer wing spar, center section spar, wings, canopy area, landing gear, tail wheel, control (or guide) system, horizontal stabilizer and elevator. The fuel tank, rudder pedals, instruments, engine wiring and other systems, are installed along the way before closing up the left side panel. With the fuselage built and center section in place, the builder then constructs one wing at a time. Once the left side is complete, it can be removed to hang in stor-

age. The fuselage can then be moved to allow room to build the right side wing panel. This allows the construc-tion to continue in the two-car garage up to the point of moving to the airport where both wings can go on. IT’S TIME TO BUILD With most of the parts cut at the factory, only basic hand tools are required to assemble the 5151. A drill press, table saw and sander are handy but even those are not required. Typical tools to have include pliers, small tack hammer, hand saw, electric hand drill, wood rasp, sand-paper, sanding block, C-clamps, spring clamps, plastic clothespins (to use as clamps in lightweight areas), wrenches, pocket knife or razor blade knife, level, square, string, lightweight staple gun and staples, staple remover, center punch and a cable swaging tool. A tried and proven two-part marine type epoxy called T-88 is the primary fastener. This epoxy is mixed in equal parts, dark and light tinted fluids, in a small waxless paper cup. The builder has about 20 minutes to get the parts aligned

and clamped. The Loehle recommended cure takes 24 hours. At this point, the epoxy joint is like a

metal weld—the wood surrounding the joint will break before the epoxy. Any temporary fas-

teners such as staples can be removed once the epoxy cures.

Loehle utilized Gerry Ritz's structure-in-the-slot method to

make it easy to align parts. The uprights, longerons and

other primary members have a single or double groove cut in them to allow the standard gus-sets to slide in to form a perfect 90 degree angle cluster. This allows a dry run of sections of the aircraft so the builder can envision what is supposed to happen before the finality of applying epoxy. Also utilized in certain areas is a lightweight geodetic construction method that reduces weight yet main-tains rigidity from the bridge-like crisscross technique.

The above plan-view illustration shows that with the empennage not installed but with one wing in place, the 5151 can be fit into a two car garage in two different orientations.


FUSELAGE The fuselage is a very simple struc-ture that is based on a design called the DeHavilland box which is a plywood covered structure that carries the fuselage flight loads. The curved stringers on the top and bottom of the fuselage are simply cosmetic additions to give the 5151 its shape. The fuselage top and bottom are assembled flat on a workbench. The parts to do this are supplied already pre-cut, grooved and even tapered for a perfect fit. The gussets used in the box fuse-lage are die-cut for consistency. The side fuselage uprights are installed after the top and bottom are finished. The front section is then ply covered on all four sides. The rear is braced with lightweight 3/4" wide geodetic strips. This whole structure can be built easily in a week. The formers are pre-cut, curved, plywood pieces that give the top and bottom of the fuselage the beautiful flowing look of the P-51 Mustang. Pre-cut formers save the builder a great deal of valuable time and assure that the true P-51 look will be maintained. These formers are epoxied to the plywood that covers the front of the fuse-lage or to cross members in the rear section. The 1/4" x 3/4" stringers are then located and epoxied to the for-mers using the supplied die cut stringer attach (SA) parts. The bottom front formers cleverly hide the engine muffler. The muffler is completely out of sight and helps maintain the P-51 looks.

WINGS The center section box spar is the heart of the 5151 and is built flat on a workbench. The spars are prelaminated out of 1/8" veneer and are cut to size. Waterproof glue is used in the lamination process. The 12" wide box spar uses four prelaminated spar caps. The two upper caps are a full 3" thick, with the bottom caps measuring 1-1/2". The box spar is ply covered on all four sides and is at-tached to the fuselage using 1/4" aluminum plates. The landing gear is mounted at each end of the box spar. The outboard wing panels can be removed from the spar ends via aluminum fittings, leaving an 8 foot wide struc-ture that also houses the optional wing fuel tanks.

The outboard box spar is also built on the bench and is 12" wide as well. The inboard portion is ply covered and transitions to 3/4" wide geodetic strips in the tip area. The outboard wing panels can be removed easily.

5151 Mustang fuselage built by Michael Smith of Monterey, CA

Anyone who has ever built balsawood aircraft models would have to fall in love with the beauty of this structure.


The 5151 wing is tapered in all directions. The ribs are naturally smaller (in both chord and camber) as they move toward the wing tips. All wing ribs are made from plywood and are pre-cut to shape so no rib jigs are need-ed. All the actual airfoil shapes are established at the factory since the ribs are profile shaped. The wing has a 2° washout built into it for docile stall characteristics. The rib sections are simply glued to the front and rear of the large box spar. The rear portion of the rib is glued to the rear plywood webbed aileron spar with 3/4" caps. The wing tip ribs are epoxied to a specially machined trailing edge. The ribs are capped in place using 1/8" x 3/4" caps. The leading edge of the wings is covered in ply-wood. The aileron is built right into place and is cut out after the wing ribs are capped. Five aluminum pre-machined hinges are used to attach the aileron (like the elevators). The ailerons are cable actuated using 3/32" aircraft cable for a proven trouble-free system. The wings are easily removed in about 25 minutes by unfastening the five bolts through the aluminum wing attach brackets that hold the wing panels on each side. These are accessible by unfastening the thin gap cover to reveal a roughly 5" wide space to get a hand in to loosen and remove the hardware. A quick disconnect allows the ailerons to be detached. This wing removal feature allows an individual to easily transport the aircraft to/from the airport or to air shows when weather or time wouldn't allow participation otherwise.

EMPENNAGE The vertical fin is built in place on the aircraft using pre-machined spars and laminated curved ribs. The spar webs are even pre-cut to allow a perfect, uniform and straight spar assembly. The tail ribs are assembled over full size rib patterns using laminated rib caps and either pre-cut ply ribs or geodetic construction. The actual rib spacing is set for the builder by the factory notching the rear spar caps. The leading edge of the vertical fin is plywood covered using very lightweight ply epoxied around die cut nose rib formers. Geodetic strips are then installed, providing the fin with torsional stiffness. This whole method of assembly is fast and fun to build and provides a strong, lightweight cantilever surface. The rudder and the horizontal stabilizer are constructed similar to the vertical fin. The 4130 steel rudder horn is pre-cut and bent to shape. The rudder hinges are also cut to length and attach the rudder to the vertical fin. The rudder is cable actuated using 3/32" aircraft cable con-nected to the wooden rudder pedals hinged to the floor. The ribs of the horizontal stabilizer are assembled using prelaminated rib caps and either pre-cut ply rib webs or are built up using lightweight geodetic. The stabilizers are built on the aircraft utilizing a unique method of at-tachment consisting of wood sockets that slip onto air-craft grade aluminum tubes. This unique feature allows the tail surfaces to be removed for transporting and stor-age of the aircraft. The surfaces are secured onto the aluminum tubes using aircraft bolts and removal takes only 1-1/2 minutes per side. The horizontal stabilizers also use geodetic bracing to provide torsional strength. The leading edges are made of plywood wrapped around die cut rib nose formers. The elevator ribs are built over full size plans much like the rudder. The spars have plywood webs. The elevator also utilizes a specially machine cut trailing edge. The elevator is hinged to the horizontal stabilizer using pre-machined aluminum hinges mounted with aircraft ma-chine screws and tee nuts which are permanently mount-ed into the wood spars. The hinges also have the hinge pins permanently installed by the hinge manufacturer. Many well known aircraft utilize this simple hinge method such as Cessna, Ercoupe and Pietenpol. The elevator is controlled using aluminum push-pull tubes for a positive, direct control movement. CANOPY The bubble canopy is custom formed just for the 5151 Mustang so that each one is identical. This allows the preformed metal frame to be riveted to the canopy while sitting on the workbench. The canopy slides on a track with small rollers and mates with the pre-formed alumi-num tube windshield frame. When properly installed the canopy actually pushes forward in flight, but most build-ers add a simple locking mechanism. The three-piece windshield is joined and riveted with preformed alumi-num joiners and give the aircraft a very realistic P-51 Mustang look.

Mike is teaching 5151 customer Terry Tengler how to cover his rudder.


THE BUSINESS END The huge spinner assembly is ap-proximately 18" in diameter and con-sists of the composite spinner as well as two fiberglass and resin bulkheads (one at the rear between the propeller hub and the prop flange and one up inside the spinner sandwiched be-tween the propeller and the squash-plate). The bulkheads are formed to perfectly fit the cone at the appropri-ate station. The P-51 just wouldn't look right with-out the air intake scoop underneath the cockpit area. While the 5151 ver-sion serves no function other than good looks, it's still necessary for the correct profile. This is accomplished with a built-up wood former/stringer base and the fiberglass scoop cap-ping the front of the area. The kit provides a translucent rota-tionally molded plastic 5-gallon fuselage tank that is in-stalled in front of the rudder pedals. Fuel level is deter-mined by observing fluid level against marks on the side of the tank. Most builders choose to add the optional wing tanks, which add 4 gallons in each wing for a total of 13 gallons. The fuel selector valve lets the pilot choose whether to feed from the main tank or both wing tanks at the same time. A floating cork wire serves as fuel level indicator in the wing tanks, easily observable from the cockpit.

The standard powerplant for the 5151 Mustang is the Rotax 582, 65 HP liquid cooled engine. This engine has been used successfully in light sport aircraft for approxi-mately 20 years now. This engine allows a take-off roll of a mere 150 feet and an agile climb rate of 1,200 fpm. Loehle prefers the Rotax because they are tried and proven in many thousands of aircraft around the world, engines and parts are easily obtainable, and because of the availability of dedicated service centers for tech help and quick repairs. The slim dimensions of the 582 solve the dilemma of keeping the engine within the confines of the narrow nose without engine parts hanging outside the cowling ruining the sleek fighter looks. As for alternatives, there are a few—not exactly some-thing Loehle has encouraged, but there are a few. One of them is the 60 HP Walter Mikron they helped the builder install in the beautiful red/white/blue 5151 on the cover. They had high hopes that this 90+ year old proven engine would work well. It looks good, sounds good, even had the exciting cloud of smoke when it started up the first time. Based on looks alone, it seems more mas-sive and "proper" and has a deeper, throaty sound that a two-stroke will never give. Unfortunately, the builder kept adding more and more weight to the airplane until it was-n't really a fair test. The result was poor performance compared to the 582, and he is afraid to even get in and out of our grass strip so it stays at paved airports. Just not enough oomph to do the job compared to the agile performance the other Loehle pilots in the area enjoy. He's considering the next larger size Walter engine. Another engine they were hopeful about was the Harley Davidson marketed by the now defunct Hog-Air. It just seemed like it could be a match, about the right size and HP, and the unique sound was appealing to a P-51 crowd as well to those who just love the Harley sound.

This partially complete project is showcasing many of the prefabricated fiberglass pieces offered by Loehle, designed to speed up the build pro-cess and to smooth out the compound curves. It’s also sporting the Wal-ter Mikron inverted inline four.

There is ample room between the engine compart-ment and the cockpit so the Rotax muffler is hidden away nicely. The opening in the bottom of the fuse-lage is large enough for servicing but still hides the muffler well.


They worked with Hog-Air to install one in a customer's airplane and were able to show it at Sun ‘n Fun before the customer took delivery. Loehle never received the feedback from actual flight time experience they had hoped for, so they jury is out as to whether it's a good match or not.

Loehle had one customer install a Suzuki who seems to be happy with it. A handful of other builders have either installed or plan to install the three and four cylinder Geo engine, most with the Raven redrive. Mike has never been particularly interested in using a worn out car en-gine for his airplane so he hasn't participated much in this. Loehle has at least one customer who could have been flying 6 or 7 years ago easily if he had just put the Rotax 582 in and gone flying. He is on his 5th redrive unit and has heating problems. He has even written arti-cles about "stick to the plans if you want to go fly." Basi-cally they feel that if someone decides to go with an al-ternate engine, they’ve taken on a second project all by itself and will definitely the test pilot at this point. The VW or any other boxer engine is definitely out; alt-hough it might be able to power the aircraft the lines would be totally ruined as it won't fit in the narrow nose area. Who would want a P-51 with cowl cheeks?

Since Mike and Sandy have tried to supply everything possible with this kit, they just prefer to keep providing something proven that they can order several at a time, keep in stock and can get repair parts for easily plus there are multiple service centers around the country that can assist the builder/owner if need be. RETRACTABLE GEAR The 5151 started out as a fixed gear only fighter with the idea that it was best to keep it simple. Public opinion won the debate over whether it should have fixed or retract gear when the factory designed a simple worm gear ar-rangement of retraction that is operated with a hand crank mechanism. The load is relieved by a large spring inside the wing panel so that operation is easily accom-plished while tending to flying matters. Cranking the han-dle for approximately 11 seconds brings the 4130 chro-moly gear legs up or down. Position is signified by a fail-safe mechanical indicator near the wing leading edge that is attached directly to the retract hardware. BOTTOM LINE How long does it take to build this P-51 replica? "We've had one customer complete his 5151 project in 452 hours from crate to runway, but most take anywhere from 750 to 1,000 hours, depending on which options are chosen. As with any project, those making modifications and who deviate from the plans can expect longer build times," says Sandy. This whole idea has been quite successful, with over 450 kits now being built and flown in 25 countries around the world. One of the highpoints of becoming a world-wide exporter of the 5151 came when it passed the strict Ger-man regulations without any modifications at all. Once an aircraft passes these scrutinizing requirements, most of the rest of the world recognizes this standard as more than sufficient for their acceptance. When asked about the cost of the 5151, Sandy explains, "Some prefer to order just the Complete Airframe Kit (less engine) which includes all the basic wood and met-

This might be the biggest departure from the P-51 profile; the chin-scoop has been enlarged to accom-modate the Rotax radiator. Some might argue that it belongs in the belly-scoop but weight and simplicity dictate this location.

The “stock” Rotax 582 is dwarfed by the spinner.

The “Hog-Air” Loehle 5151.


al parts (cut and numbered), hardware, as well as the spinner, canopy, and fixed gear. This kit is currently $12,995 (or $15,188 for the retract version). There are a lot of options available such as wing tanks, composite nose, several smoothing fiberglass fairings, spoke wheels, instruments, fiberglass wing/tail tips, ballistic parachute, fabric through paint, stars/bars decals, etc. Others want everything all at once—so we add all the options in at about $36,000. That's the easiest method for the factory and the builder. On the other end of the spectrum, for those with a desire to build but with a lim-ited budget we do partial kits in either Kit A through C or Kits #1 through #11. So a person can get started for a little over $6,100 for Kit A or $2,500 for Kit #1 if they wanted to go that route." OTHER WARBIRDS and ULTRALIGHTS The Loehles now have eight nostalgic aircraft kits includ-ing the 5151 Mustang, P-40 Flying Tiger, and KW-909 with WWII "clothes". Each of these wooden aircraft utiliz-es similar construction techniques on a basic frame, with cosmetic changes to make it look like their respective original counterpart. This allows many of the same parts to be utilized for the main structure, providing many ben-efits for the factory and an excellent safety record of tried and proven techniques. Each is fitted with the same Ro-tax 582 engine package with 3.48:1 gear ratio, except for 2, 3 or 4 blade propellers as deemed appropriate for the look. Prices are similar to the 5151.

The Spitfire Elite (nearing completion) is also built simi-larly, but is a faster aircraft with a totally different and thinner elliptical wing. It is provided as an elite package with all the options (except engine) automatically includ-ed and it’s priced at $34,995 less engine. This aircraft has probably captured "the look" even better than the earlier replicas, while sporting options for the Rotax 582 or the 4-cylinder Rotax 912 80 HP engine.

Performance

Cruise speed 75 - 85 mph

Stall speed 30 mph (no flaps required)

Vne 100 mph

Takeoff roll 150 feet

Landing roll 250 feet

Climb rate 1,200+ fpm w/ Rotax 582*

*varies with gear box ratios and propellers

Specifications

Wing span 27 feet 5 inches

Wing area 130 sq. ft.

Length 22 feet 10 inches

Width 8 ft (wings removed)

Empty weight 575 pounds

Gross weight 900 pounds

Useful Load

Load factor +4, -2 g's; +6, -3 ultimate

Fuel capacity 5 to 13 gallons

Options

Retract landing gear

Custom wing tanks

Electric start vs. pull start

Ballistic parachute

3-blade or 4-blade propeller

Deluxe interior package

325 pounds — 247 pounds full fuel

Partially complete Spitfire Elite on display at SnF 2008

An example of the 5151 cockpit. As with any experi-mental, the instrument panel will vary from one to an-


The classic wooden Sport Parasol was added as an en-try level project (350 hours build time; cruises 60 - 65 mph), and is probably one of the least expensive aircraft kits anywhere at only $6,995 (less engine). Even with the Rotax 503 and all the options, this simple-to-build fun flyer is only about $20,000. The WWI biplanes (Spad XIII, SE5a, Fokker D-VII) are made of aluminum tube fastened with rivets, much like Mike's earlier Aeroplane XP construction methods. Much of the work is done in factory fixtures so the customer receives the fuselage, wings and tail already built and then partially disassembled to ship. The builder focuses mostly on installing instruments, engine/prop, hooking up the controls and handling the covering and painting. The rigging, which is critical on a biplane, can even be done at the factory. Mike was the recipient of the Light Aircraft Manufacturers Award (LAMA) in 2003. Being voted as a valuable con-tributor to the light aircraft manufacturing arena is some-thing he deems an honor. PAINT PRODUCTS Loehle has also developed a complete aircraft paint line for metal, composite and fabric covered aircraft called Loehle Aero Coatings. Since all their aircraft are fabric covered but also have composite and metal cosmetics, Mike Loehle created a paint system that moves easily from one surface to another while maintaining the same color regardless of which medium is underneath.

"What we're best known for is the extreme high gloss ‘wet look’ finish that is possible with our system" says Mike Loehle. "With the whole system being of the same chemical family, we can easily move from primer to color to clear without long waiting periods for one stage to chemically cure before moving on to the next step. In fact, we use the same thinner throughout the whole pro-cess. We've developed a high-build primer for working out blemishes easily, along with our Loehle Wonder-Fil that provides a wipe-on/wipe-off solution to pinhole prob-lems. This eliminates the need for hours and hours being spent trying to get rid of annoying pinholes on composite parts. The filler/UV blocking primer goes on thick to allow quick filling of the weave in composite parts, with cus-tomers reporting that they're saving up to 2/3 of the time normally required to address these problems. Each step has Loehle Ultra-Flex built in, as well as UV protection." "This paint system was quietly developed in-house for our own use on demonstrator aircraft over the last 20 years along with the kits, but we just introduced the paint to the public a couple of years or so ago. We are now providing paint for all kinds of aircraft, not just our own." Realizing that the increasing media coverage of light sport aircraft many aircraft manufacturers would focus on two-place trainers, Loehle chose not to deviate from their forte of single-place fighter replicas to follow that trend. "It didn't seem smart to try to be one of the 50 to 100 companies offering a two-place light sport trainer with all the competition vying for the same market" explains Mike. "We chose to expand our horizons instead and introduced a line of paint coatings to service a much

The Loehle Spad XIII (above), Fokker DVII, and SE5a are cleverly designed around a common, highly engi-neered airframe; cosmetic changes in the cowlings, wing tips and other details, characterize each model.

5151 Mustang wing in wet looking Loehle Aero Coat-ings finish Loehle Aero Coatings applied to an RV-10.


broader market (virtually all of aviation) from ultralights to jet fighters—literally. We have been instrumental in re-storing an F-15 and a Grumann Avenger to display sta-tus for future generations to enjoy. We now even have coatings on the launch pad at Cape Canaveral." "It's not uncommon to provide paint for a high tech air-craft like Lancair, Glasair or any of the RV series and in the same day ship paint for a SeaRey, MiniMax, or Quicksilver ultralight/light sport aircraft," adds Sandy.

The Loehles recently added yet another facet to their ever-growing aviation enterprise; they now utilize the huge WWII hangar at the Tullahoma Airport to paint air-craft for individuals who choose not to do their own paint-ing. Projects recently completed are a top-of-the-line 300 mph Lancair IV Propjet and an RV-10, while doing touch-ups on several general aviation aircraft. The paint shop is now in the process of refinishing a Decathlon aerobatic plane in its original paint scheme. Next in line is a BD-5, with aircraft on the horizon expanding to a Beech 18 and corporate jets. This large facility allows virtually any size aircraft to be handled. Loehle Aero Painting has certainly been well received and word of Mike's perfectionist type work has spread quickly. Mike and Sandy have two teenaged sons, John (17) and Matthew (15) who have some flight time in general avia-tion aircraft and sailplanes. Both help with miscellaneous jobs when not busy with school activities. The Loehles were notified in June that Mike is the 2008 inductee into the prestigious EAA Ultralight Hall of Fame, with the awards ceremony slated for this October in Osh-kosh, Wisconsin. His contributions to aviation have been numerous, but probably the currently most well known is the replica of the beloved P-51 for the pilot with average skills and a family budget. So whether someone is interested in a nostalgic P-51 "warbird" to call their own, or interested in paint for their current aircraft while pondering that idea, the folks at Loehle Aircraft can help. They can be reached by phone at 931-857-3419 or by mail at Loehle Aircraft Corp., 380 Shippmans Creek Road, Wartrace, TN 37183. Better yet, check out their website for more details at www.loehle.com and sign up for the newsletter.

Loehle factory, aerial view (obviously)

tions that don’t consider things like altitude and tempera-ture. But we’ll see soon enough once they get flying. Another thing to consider is that with the use of periph-eral and optimized side ports, plus the lower rotating mass of the lightweight rotor, in conjunction with the lack of emissions concerns that Mazda has to contend with, this engine will certainly get better “mileage” than what we are accustomed to seeing with Mazda rotaries. ~Pat Whenever my proofers and I complete an article, I send it to the author for their approval. This would be the time to make sure I got all the technical details right. Over the past few days I sent out completed articles and received back some very nice comments in the form of a “letter to the editor”. The following two letters reflect this and I hope that you find them as encouraging as I do. Pat, thanks again for the additional information you pro-vided! If you have any wanna be authors on the fence wondering if your offer to edit and complete their work really does work, have them give me a call!! Len Bechtold [email protected] I, must truly thank you Pat for doing such a wonderful job at making me look good as a writer. First off, to let everyone know, I was skeptical about writing an article about my project because I just don't know where to begin. But, if you just write down what you have done with your project, to get it where it is today and provide some pictures, Pat can and does a wonderful job at fill-ing in the blanks and making it flow. Second, if you are proud of your accomplishments, you owe it to yourself to let everyone know what you did and how you did it, good or bad, so that others can learn from your ideas. Without sharing ideas and accomplishments, fellow builders, no mater what type of project, it could poten-tially make the building process much longer. As with my article in this issue, I got my belly scoop design crite-ria from CONTACT! Magazine. This magazine is chocked full of ideas and how it was done. So, I highly recommend that you all submit articles to Pat for possi-ble inclusion in the magazine. Wayne Sprigle [email protected] That’s it for now, I have some articles in the can at this point and a few interviews lined up, but I could always use more. Please consider sending me a story on your project, finished or not, a short blurb or a lengthy piece, your call. I’m constantly being inspired to do special issues, like this one that’s aimed at different types of P-51 Mus-tangs, but I’d like to hear from you. I plan to go to the Hatz and Pietenpol gathering at Broadhead, WI, the weekend before OSH. I’ll certainly have a report on that for the EAA homebuilders newsletter, but what I really hope to come home with is enough different articles to an “all Pietenpol” special. ~Pat

SWITCH ON! Continued from page 13


In issue #91, Nicholas Wood told of his experiences during his first year working at CONTACT! Magazine and expressed his desire to not only learn to fly but to return to COPPERSTATE as PIC in his own plane. A little over a month before this writing Nick achieved one of his goals and may have set a record in the process. To say that all of us at CONTACT! Magazine couldn’t be more proud of Nick is a gross understatement. ~ Pat By Nicholas M. Wood EAA 831459 I’m thrilled to say that I am a Sport Pilot. I’ve always wanted to fly and have wanted to be a Sport Pilot ever since the rule was first mentioned. Of course earlier in life I tried going the traditional route of obtaining a private pilot rating but with all the redtape associated with my health problems, sport pilot was a better fit. Many CON-TACT! readers may recall my previous article regarding the COPPERSTATE Fly-in. I told about flying with Pat when I was younger but then I developed Hodgkin's, a form of cancer, that left me with little or no hope of ever getting a third class medical. WHAT IS A SPORT PILOT? A Sport Pilot is someone who flies for fun, for the pure joy of flying local with the occasional cross country. Our aircraft differ only slightly from those of the rest of the flock. A few of our aircraft are hand-me-downs from an earlier era, like the Piper J3 Cub, Aeronca Champ and even some Ercoupe’s. Many more are certified as S-LSA (special light sport aircraft) like the Thorp T-211, the American Legend Cub and the S-7 Courier are all now being built to factory certification standards. Even more LSAs are homebuilts like the Pietenpol, Kitfox, Sonex, Zenith and the list could go on and on. According to the FAA, in order for a Sport Pilot to oper-ate an experimental or a certified aircraft as an LSA it must, since its original certification, continue to meet the following for—

Weight: 1320 gross and under.

Speed: Not exceed 120 knots at maximum continu-ous power.

Stall: 45 knots or less.

Occupants: No more than two seats. Our aircraft are single engine, with fixed gear with an exception for amphibious craft. Sport Pilots can’t fly at night and can only carry one passenger.

This is how I planned to fly anyhow so it wasn’t a difficult decision for me to go the Sport Pilot route; but here’s the best part, my valid and current drivers license is my med-ical. In addition to a medical, every pilot has to self-certify before each flight and so does a Sport Pilot. OPPORTUNITIES ABOUND As an assistant with CONTACT! Magazine I have been very fortunate in my experiences to meet and learn from so many experienced individuals. It was while working the CONTACT! Magazine booth at Sun ‘n Fun 2007 that I was given a valuable opportunity. I read previously in EAA’s Sport Pilot magazine about a place in Illinois with a manicured grass strip, Sport Pilot instructors and light sport aircraft designed by John Thorp. The place was Sport Pilot Chicago and the owner was Bud Cushing. I heard he was in attendance at the show so I set out to find him; I wanted to find out all that I could about be-coming a Sport Pilot. I had already found my airplane, a jaw dropping Rans S-10 Sakota that I share with the edi-tor of this magazine, Patrick Panzera and his associate editor, John Moyle, I just needed to find the right place to train and the right instructor. I read that if Bud could hold a dog’s attention long enough, he could teach it to fly. I set out from the booth and found Bud headquartered near the Indus Aviation display, builders of both an S-LSA versions of the Thorp T-211 with Jabiru 3300 en-gines as well as a type certified, non LSA version (too heavy) sporting a Continental O-200A with a metal prop. I wanted to pick Bud’s brain on everything Sport Pilot, from rules to aircraft and instruction, and I did just that. Our conversation went on for the better part of an hour and with all my questions answered Bud had one for me. “Do you think you could do this in seven days?” Bud wanted to prove that a Sport Pilot could potentially earn their certificate in just one week given the proper regi-men. My answer was an immediate and definite “YES”.

Nicholas Wood, showing off a copy of his shirttail. The original lives back at the FBO that earned the right to display it.


With Bud’s challenge extended to me I would have ac-cess to the local instructors at his field, as well as his personal instruction, a T-211 and a place to stay on the field during my stay. Bud wanted to prove that we all possess the potential to learn to fly and that given the right environment and staff it could be done in a week. TAKING ON THE CHALLENGE On May 19th, 2008, with support from Patrick and John at CONTACT! I rushed off from California to Illinois via the redeye plane ticket Patrick furnished for me. Whether I accomplished it in seven days or not I knew the learn-ing experience would be invaluable to someone so des-perate to learn to fly. I began my flight training at Cushing Field almost imme-diately after arriving in Chicago, not more than 8 hours after I left California. It had been nearly six months since I had spent even a moment in an airplane with Patrick but the sensations of flight returned quickly and I was able to gather my wits and focus on learning to fly. From that point, early that morning, I knew I would need to buckle down and focus a great deal of my attention. From the moment I arrived at Sport Pilot Chicago located at Cushing Field (0C8) I was greeted with warm hellos followed by a sharp “Seven days?” Disbelief by nearly all the locals was rampant. The encouraging part of it was that each individ-ual would then look me over as if sizing me up and then fol-low with their kind words of support. While most would wonder how or why we were going to attempt the possi-ble it never really seemed to matter. It was as if every-one was excited to witness my efforts wishing me luck and even offering to help with my study work. Instant-ly I was hurried to a plane by Mr. Cushing and before I could put my bags away I was doing touch-and-go’s followed by a flight around the local area so I could become familiar with the land beneath me should I ever get lost up there. From there I was bounced around through several in-structors, which probably

isn’t the best way to go about it, but considering that alt-hough I may have been up to the seven-day challenge, it was a lot to ask of an instructor who somewhat reluctant-ly became “volunteered” for the task. We all worked to-gether making sure to pick up in just the right place, making the most of my time. My primary instruction was given by Andrew Kellogg who is not only an accom-

plished pilot but he is also a great instruc-tor. My seven day learn-ing experience was exhausting to say the least. While it may be a stretch for a stu-dent pilot like me to learn everything in-volved, there are plenty of habits I had to develop while learning to fly. Plus when trying to do this in seven days I was required to apply everything I was

learning immediately since there just wasn’t any time to let it soak in. I only had access to instructors between

8am and 7pm so I would begin each day around 5am in order to review what I had learned the previous day. This went on until about my fifth day, when I reached my saturation point and no amount of studying was helping. My brain was full and I needed to take a break. My solution was to treat some of the guys there on the field, including An-drew, to an impromptu bar-becue; California-style. This proved to be a big help to

And this is Nick’s “brass ring”, a stunning Rans S-10 that he co-owns with Pat and John from CONTACT!

The young Sport Pilot Nicholas Wood (left) with his even younger flight instructor, Andrew Kellogg. Nick has his ticket in hand and is showing SEVEN fingers for seven days.

Nick with his mentor Bud Cushing, in front of the machine that helped him get his license in seven days.


me as I was able to resume retaining information the very next morning. SOLO IN TWO DAYS WITH FIVE HOURS First solo should be a momentous event and worth cele-brating but no sooner had I soloed before it was time to work on cross country flying. I was incredibly excited to solo but there just wasn’t time for jumping up and down, I would save that for when I was alone studying that night. By the time the sun began to set on the evening of my seventh day there was only time enough remaining for a few quick hops around the patch in Sport Pilot Chicago’s newest S-LSA Thorp T-211. I passed my written exam, I studied my charts, books, and reviewed my in air maneu-vers to the length time had allowed. Next was getting through my check ride with a Designated Pilot Examiner (DPE). With barely 22 hours of flight time logged we were confident in my abilities to safely operate as PIC and that I could demonstrate this to the DPE. To my relief, my examiner explained he held nothing against my highly accelerated program, and all that was required was that I demonstrate to him my abilities and knowledge safely was all that was required. THE BIG DAY Once the exam began very little was sparred and I felt like nearly every question in the book was thrown at me. What an incredible rush of emotion. My deep sense of accomplishment more than made up for my lack of tradi-tions throughout the week. Passing my exam after only seven days brought with it a great deal of satisfaction in proving that Bud was right, but for me, the true reward was the certificate I was holding in my hand and the knowledge I was walking away with it. Now I have just enough experience to go out and learn more. To try to learn so much in such a short period of time couldn’t have hap-pened if it were not for the environment I’ve been fortunate enough to be surrounded with. With a wealth of information gained over the years through reading and the knowledge I’ve gained seemingly through osmo-sis from editors Patrick and John, I feel I was well prepared to hand myself over to Bud Cush-ing and the rest of the staff at Sport Pilot Chica-go. Through the exten-sive network CONTACT! Magazine has set as its

foundation I have access to some of the best resources; all the readers of CONTACT! who share their knowledge and advise with me. I am yours to impress upon and mold. LOOKING FORWARD I hesitate to mention this but perhaps it should be said for the sake of those who face adversity, whether you’re building a plane, maintaining a fast ship or dealing with other obstacles standing between you and the sky. I did this all over the course of ten days in Illinois in a place very unfamiliar to me, and while still battling my cancer which has now been out of remission for the past six months. As a Sport Pilot I have the ability to exercise my airman certificate under my own decision to say “I’m fit to fly to-day”. There will be days, maybe weeks or even a month where I don’t believe I should go up, but for all those days I can and am capable I will fly to my heart’s content in the experimental aircraft I share ownership of. Here’s to blue Skies! For more information on Sport Pilot Chicago visit their website www.sportpilotchicago.com Cushing Field (0C8) 4076 SR 71 Newark, IL. 60551 (630) 390-5024 Nicholas Wood [email protected] EAA 831459

The view from the door of the bunkhouse where Nick spent his time when not flying. This is the entrance to Buds Airport, Cushing Field. There’s no doubt that in addition to the logistical ease of living on the field, being there 24-7 had to be inspirational.


Wayne Sprigle of Springfield, Ohio is recently retired from the 178th Fighter Wing of the Ohio Air National Guard. He reached the rank of Senior Master Sergeant and has al-ways expressed a love affair with the North American P-51 Mustang. In the late 1970's he joined the EAA and started looking for a Mustang project that he could build from plans and he found one— almost. His partially complete project caught my eye a few months back and I feel it’s one that’s worth reviewing. ~Pat Story and photos by Wayne Sprigle [email protected] GETTING STARTED When I decided it was time to build an experimental air-craft, I researched my options for building a scale P-51 Mustang and found that for my income level the plans or kits available at the time were way out of my league. With more research and my sense of seeing the possibil-ity of modifying other homebuilts (Yankee ingenuity), I found my solution. One company that stood out above the others was W.A.R. Aircraft Replicas International, Inc., of Tampa, FL. Their offerings were nice but I did not like the idea of working with that much fiberglass so my search took me across the pond. I'm a woodworking type and I found plans for a wood and fabric Taylor Titch (see side piece at the end of this article) and I selected it be-cause it had the wing planform I needed and the rudder seemed to be easy to change. For those not familiar with the Taylor Titch, it is a plywood stressed skin structure. The fuselage has curved sides (not flat) and is very strong, resisting torsional loads very well. MODIFICATIONS Whomever it was that made the statement "For every change you make, you need seven more to accommo-date it." was right! My aircraft is so different from the Titch, the only things that are still Titch are the ailerons, flaps and horizontal stab/elevator, but my advice to any-one who would want to build a replica fighter by modify-ing an existing design is, don't do it. With the changes I have made, I have constructed an awful lot of the smaller parts and assemblies 2 to 5 times (not cost effective). At this point, my plane is so far removed from what the plans specify, I can’t even call it a modified Taylor Titch

so it is now known as the Mite-T-Mustang. It’s just slight-ly over half the scale of a full-sized Mustang at 18 feet long with a 21 foot wingspan (including tips). This aircraft (or even the “stock” Titch for that matter) is not for the large person as the cockpit is only 19" across the shoul-ders. You wear the airplane! I don’t think it’s suited for cross country flying, but it should be very fun to bomb around in. The structure is rated +/- 9g's. Now if I can just figure how to get a parachute in this thing… Some of the mods that make up the Mite-T-Mustang are:

Wider firewall to fully enclose inline water cooled engine (hence the narrow cockpit).

Moved the main landing gear out for a 7' stance (to allow for originally designed retract).

Relocated the tail wheel to in front of the horizontal stabilizer, more of a P-51 look.

Lower turtle deck to allow for a 2/3 P-51D canopy from the Airplane Factory.

Wingspan increase from 18' 6" to 21'.

Reposition engine due to weight difference of Conti-nental to the Honda civic engine.

Design and install the cooling system to function in the proper location.

During the course of creating my modifications I have become friends with a gentleman (and fellow Titch build-er) by the name of Jim Miller. With the information he gave me regarding errors and omissions contained in the plans I feel I will have a safe aircraft so I want to make sure to credit him for that, and I also want to mention that

Wayne’s Mite-T-Mustang began as a fixed-gear Taylor Titch. Although this pho-


Jim is the 2006 recipient of the EAA’s prestigious Tony Bingelis Award, where he has been recognized for his involvement as an active volunteer, Technical Counselor and aircraft builder. His Titch has won numerous awards since 1972 and is one of only a few aircraft that have been featured on both the front and back covers of EAA's Sport Aviation magazine. I have been working on the Mite-T-Mustang since 1980 with an eight year hiatus due to another hobby with my horse (I know, I know, horses and airplanes don't mix). ENGINE, PROP and PSRU My 67" diameter, four-blade, ground-adjustable propeller is made by Preci-sion Propeller LLC of Maricopa AZ. I chose this prop for its form over func-tion and I hope it pays off as I just think that a prop not in scale makes the replica look funny (nothing per-sonal to any kit manufacturers). I am not looking for all-out speed like most replica builders as I’m more interest-ed in the look and functionality, but more importantly I want to fly in the light-sport category. The prop is rated at 70 HP. My composite spinner was hand made by an A&P. I bought two of them at auction for $5 each. The upper and lower PSRU pulleys came from C.G.Taylor. His son Rob-ert Taylor gave me a set for all the work done for him as a close friend of the family. He also gave me a set of plans for the PSRU from the Taylor-Bird aircraft, which I was helping make kits for before they closed the business. I modified the PSRU mount to fit my application and I’m very pleased with all of it.

My engine is from a 1974 Honda Civic, an EB2 series, with 1234 CC’s. According to the maintenance manual it produces 55 HP and 70 ft-lbs of torque at 5,500 RPM. The torque curve is flat coming in full at around 3,000 rpm and remains there until about 6,000. The timing ad-vance comes in full also around 3,000 rpm. My 2:1 re-duction will give 140 ft-lbs at the prop but due to my PSRU not being a cog belt I will have some losses, po-tentially as high as 20% in my estimation.

Jim Miller's Taylor Titch winning the Mechanix Illustrated Award for Outstanding Workmanship at Oshkosh 1972 was the first in a string of awards.

There is a lot of detail in this photo, from the chin scoop to the updraft carb, the air box , the dual coils and MSD joiner not to mention the intake manifold, all of which is custom.

The PSRU is modified from a TaylorBird. It has a 2:1 ratio and uses two triple V belts.


I chose this engine because back in the late 70's and early 80's, Geo or Suzuki engines were not being used like they are today, at least to my recollection. I wanted an engine that I could fully enclose in the cowling (without cheeks) and be water cooled. During my re-search, the BD-5 was using this engine and it proved to be reliable. Also around the same timeframe Homebuilt Aircraft magazine was doing an article series on a Honda Prelude engine for W.A.R. Replica's 1/2 size P-51. I felt that the Prelude engine was too large and heavy for my airframe. My Honda Civic with PSRU, alternator, starter, air box, carb, tuned exhaust and racing intake weighs approximately 175 pounds whereas the Prelude came in at over 200 without the PSRU. My Civic engine is all-aluminum and the main bearings are an assembly like the Cosworth racing engine. When I found out that my model engine was used in racing appli-cations with RPM’s in the 12,000 range and lasted for a whole season, I felt that 5,500 RPM was loafing, so it would be a good choice. I purchased a crate engine from Japan for $500 and then bought a car with the same en-gine that was overheated. I removed the engine and use it for jigging systems before I install the crate engine. By the way, after I removed the junk engine, I sold the car for what I paid for it. The first issue to overcome was the carburetor; I could not use it because it was on top of the engine which would have made it taller than the cowling. I contacted a speed shop in Connecticut and purchased a racing mani-fold that used two side draft carburetors; I also pur-chased a tuned exhaust header from this same source. Since I did not plan to do any internal mods, I felt this would be my best bet to optimize available horsepower. But I digress— It ended up that I couldn't use side draft carbs because again, cowling issues came up, so I made a two-into-one adapter that allowed me to use an updraft carb and mount it behind the engine on top of the air box. The air box is made to emulate the intake on the real P-51 in that it has filtered ram air in addition to provi-sions for carb heat with surplus airflow being routed to cool the ignition coils and the alternator. The intake (chin scoop) also will have an air outlet to cool the PSRU belt. Knowing that I didn’t want to over-spin my alternator, I designed and turned a billet crankshaft pulley. The re-duction in rpm should do well for my alternator bearings, not to mention the same type of issues with the water pump including cavitation. The ignition system is copied from William Wynne, the “Corvair Authority”. It consists of a set of dual points in the distributor and two coils coupled together with an MSD coil joiner. I was going to try to make my own dual point mounting plate for the distributor but a friend at Au-to Zone told me about the six cylinder Datsun 240Z en-gine having stock dual points and it was interchangeable with the Honda. So we ordered it and hey, all I have to do now is replace the 6 lobe shaft with the 4 lobe shaft and I will be golden.

COOLING SYSTEM AND EXHAUST The coolant tank is mounted in the same location as the P-51, between the prop and engine. (see photo below) I fabricated the aluminum pieces and had them welded by a friend at the Ohio Air National Guard welding shop. This is also the highest point in the coolant system so I incorporated the filler and cap.

Although I already have an exhaust system that will closely emulate the real thing (on one side anyhow), I’m going to change all this. I will be making a dummy ex-haust that will mount to the cowling permanently and will have all tubes open to the engine compartment to allow heat to escape. The actual exhaust will be routed in a more traditional style.

I’m in the process of forming a composite belly scoop. The foam forms the internal plenum to the radiator as per articles I’ve read in CONTACT! Magazine. The back half of the scoop also has an adjustable door for regulating

On the exhaust side of the engine a “racing” 4-into-1 head-er is attached to the engine with a tail pipe forming a 270° change in direction in order to locate six functioning stacks in the P-51 location for this side of the engine, but this will be changed for a more traditional system.


coolant temperature (in conjunction with the engine’s thermostat). I plan to make the scoop removable for maintenance and inspection. My coolant lines will be run outside of the fuselage. I’m not pleased with that configu-ration from an aesthetic standpoint but at least I won't get scalded if a leak ever happens.

The radiator is made from 1986 Chevy Caprice air condi-tioner evaporator. I followed a recommendation in an article I read in CONTACT! Magazine. According to the math, this should be large enough for an engine about twice my displacement. CONSTRUCTION As previously mentioned, the plane is built from wood and fabric, but mostly wood, with the fuselage (including the integral vertical stabilizer) and the center section utilizing a monocoque, stressed skin type of construction. The wing and center section are built using the traditional construc-tion technique of a wood rib, but while one side has the typ-ical triangular gussets at each joint, the other side is overlaid with a single sheet of plywood. Working on rear spar attach fitting: The photo to the right shows me dressing the rear spar to receive the bent spar attachment pieces which were formed in my press fixture. In the foreground is the aft por-tion of the landing gear fixture I designed for my retract sys-tem. Notice the bronze bush-ing in the center. PROFESSIONAL HELP

Some might say that anyone who builds their own plane, especially with the intent to power it with a car engine, needs professional help, but that’s not exactly what I mean here. I have had professionals assist me with veri-fying numbers for the appropriate changes I made. I jok-ingly use the phrase "Made to TLAR standards with engi-neering backup". Those of you who don't know what TLAR stands for it means "That Looks About Right". Now that I have described my project and how I went about doing it, I’d like to reiterate that I do NOT recommend anyone without an engineering background or at least professional assistance do what I have done. At this point in time I have about $16,000 invested. My motto is "If I can't buy it I will make it." I am a great scrounger. The project just shows that it CAN be done.

Preparing for wing center section attachment.


This is my instrument panel. It has the usual gauges for a liquid cooled panel. The circuit breaker panel will be changed so I can replace the fuel transfer switches to make room for an air/fuel stoichiometric gauge and re-place fuel gauge with fuel pressure gauge since I have two electric fuel pumps. I changed my mind on wing drop tanks for fuel as my engine only burns about four gallons per hour and my main tank holds 9 gallons. Bladder con-trol dictates flying time and duration.

The photo at the lower left hand of this page shown the obvious throttle quadrant including mixture con-trol. Directly behind the quadrant is my elevator trim con-trol, operated by a twist knob (in the leading edge of the mechanism) mounted to a lead screw that changes the rotary motion of twisting the knob into a push-pull linear action on the cable exiting out of the rear of the de-vice. There is a similar cable actuator located just below the trim control that is used for the coolant exhaust door; it’s operated by loosening the friction knob and sliding forward to close and rearward to open, or of course, any-where in between. Both of these controls were made by me on my mini mill.

In a few of the photos throughout this article (like the one above) you will see that my plane is configured as a re-tractable. I spent eight years designing and building the system to work flawlessly but then the feds finalized the Light Sport category, which of course doesn’t allow for repositionable gear (except for amphibious aircraft). It’s now configured with fixed gear, I just don't have many photos showing it that way. I have been working on the project for 23 years now with an eight year hiatus with my interest with eventing horses. That is now behind me and I am working on the project daily. If work continues at the current pace, I might have it flying in late 2009. My estimated performance specs are: Cruise— 135 MPH at sea level conditions Stall— 48 MPH (without flaps) Max continuous engine RPM— 4,200— 5,500 take-off Length— 18 ft Span— 21 ft

A view of the fixed gear fixture as well as the pitot-static lines and electrical quick disconnect for the strobe lights, needed since the wings are removable.

Wayne working on his elegant but now obsolete me-chanical retractable gear system.


WARBIRD As I am retired from the Air National Guard, my former commander and I discussed my aircraft and the possibil-ity to do something special for our unit. Since we do not have an example (on a pedestal) of their first aircraft, the P-51, I have decided to dedicate my aircraft as a flying example. I plan to paint it gray with the stars and bars of the 50's and commemorate the aircraft with the serial number of Major Kit Carson from the Yoxford Boys of World War ll.

Note: My unit is the current Yoxford Boys (of which I was part of for 22 years). The main change to the paint scheme is to not call it NOOKY BOOKY II (Kit’s plane was the original Nooky Booky), but to name it 'The Yox-ford Boy' because Kit Carson was the original Yoxford Boy and he was the squadron commander of the 362 Fighter Squadron and I am the current Yoxford Boy with the 162 Fighter Squadron as being part of the 178 Fight-er Wing. The designation changed from the 362 to the 162 shortly after WWll. My N number also commemorates the 178th Fighter wing, my retirement squadron number, N178FW ONE LAST NOTE I am a member of the Replica Fighters Association. This is a group of people that promote building and flying rep-lica fighter aircraft, bombers included. Our newsletter editor has designed, built and flown a replica bomber called a Voison of WWl vintage. We also have numerous scale fighters of the P-51 single seat and tandem, as well as P-47, FW-190 and Spitfire to name a few. Of WWl aircraft we have Focker D-Vlll; WWll there is a n L-19 and others. The group is filled with a vast number of members with knowledge on all types of construction such as electrical wiring, woodworking, composites and of course metal. We have our own building near the flightline at Oshkosh, where we also have forums; for example this year 2008 the list is:

Aircraft Wiring and Electrical Design.

Alternate Engines for Replicas.

Recent developments with the Titan T-51.

Recent progress with the 1/3 scale B-17 project (yes, I did say 1/3 scale, and from what I have seen in our newsletter/magazine, it's going to be gorgeous).

PSRU design developments. The above list does not have times for the forums but I'm sure they will be listed at the REPLICA FIGHTERS AS-SOCIATION'S clubhouse, please stop in, we are a friendly group. As with any organization, we would love to have you join our group and get the word out about this great club. Besides, we have a great newsletter and magazine printed quarterly. The Replica Fighters Assoc. also has a presence at Sun ’n Fun as well as Arlington and COPPERSTATE. Contact info for our group Replica Fighters Assoc 1528 S. Koeller, Box 111 Oshkosh, WI 54901-6167 www.replicafighters.org Or, if you plan to attend AirVenture, visit with us and ad-mire the replica aircraft parked on our little section of AirVenture Oshkosh. I can tell you that every aircraft on display is a show of dedication and a huge sense of pride in what our members built. See you at Oshkosh Wayne Sprigle [email protected]

Dallas-production P-51K-5-NT nicknamed Nooky Booky IV served with the 357th Fighter Group, 362nd Fighter Squadron and was piloted by Maj. Leonard "Kit" Carson, credited with 18.5 kills.

WAR Aircraft Replicas International

War Aircraft Replicas, W.A.R. was formed in 1974 to provide the private homebuilder the opportunity to build their very own half scale WWII fighter. Choosing from Allied or Axis Aircraft, the frame of the aircraft is a sim-ple box construction with an overlay of foam to form the shape of a particular aircraft. The construction is finished with a skin of fiberglass. The W.A.R. plans-built aircraft are rated +\- 6g's and are very responsive. They can be powered with a variety of powerplants rated from 80 - 140 HP: VW, Continental 0-200, Lycoming 0-290-D, or HCI radial. In addition to the P-51 they sell plans for the FW-190, Bf-109, F4-U Corsair, P-47 Thunderbolt, Hawk-er Sea Fury and Japanese Zero. Prices range from $265-$320

P.O. Box 4087 Brandon, FL 33509 (813) 620-0631

www.waraircraftreplicas.com

Since Wayne mentioned WAR Replicas with no fol-low-up, here’s some info I found on them. ~Pat


John F. Taylor in the prototype Titch G-ATYO, 1967, Southend- on-Sea Airport, UK.

Photo courtesy of TaylorTitch.co.uk

The J.T.1 Monoplane was designed by John F. Taylor in 1956 and the prototype (registered G-APRT) was built by him at Ilford, Essex, UK, between 1958-1959. It flew for the first time on 4 July 1959 at White Waltham. At that time it represented the first post-WWII homebuilt design to come from England. It was designed to be made in small spaces with the minimum of tools and material cost, requiring only average building skills from the build-er. It is aimed exclusively at the lower power range such as the VW engine, therefore giving economy with an ac-ceptable cruise speed. It is semi-aerobatic; the airframe was proof loaded to verify the stress calculations and no modification has ever been introduced since the proto-type was approved. The total number flying to date is over 110 examples. As a result of requests for an aircraft with higher perfor-mance than the Taylor Monoplane of 1959, John Taylor designed a high performance single seater, the Titch (slang for a small person or a small amount). Taylor built the prototype, registered G-ATYO, at Leigh-on-Sea, Es-sex between 1965 and 1966. The Titch first flew at Southend Airport on 4 January 1967. Its all-wood construction is similar to the Monoplane but has fewer metal fittings and full size wing rib plans are supplied for the tapered wing panels. With a cruise speed in the region of 160 mph (260 km/h), this aircraft can be used as an effective tourer and is also fully aero-batic. Builders can fit either a Continental or Lycoming engine or any number of small, modern automobile con-versions.

The total building costs are slightly higher for the Titch over the Monoplane solely due to the difference in en-gine options but this is an aircraft with a very good over-all performance while still being safe for amateur pilots. Over 35 examples have flown successfully to date. The Titch was named after the test pilot who first flew the Taylor Monoplane, O.V. 'Titch' Holmes. John Taylor was killed when the prototype crashed at Southend on the 16th of May 1967, due to a spin at very low altitude. The CAA found the crash to be pilot error and found the craft and the design to be not a factor. The marketing of plans for both his aircraft designs were taken on by his wife and later his son.

—Specifications— Crew: 1 Length: 16 ft 1½ in Wingspan: 18 ft 9 in Wing area: 68 ft² Empty weight: 500 lbs Max takeoff weight: 750 lbs Powerplant: Continental C85 piston or 60-105 HP

—Performance— Maximum speed: 180 knots Range: 380 nm Rate of climb: 1600 ft/mi

—Info— Taylor Titch Information Brochure £5 UKP plus Postage Taylor Titch Plans. most drawings are 1/4, 1/6 & 1/8 or full scale. £100 UKP plus Postage www.TaylorTitch.co.uk


Reprinted from the EAA’s website. Photo by Patrick Panzera John Miller could always be found around the Repli-ca Fighters Headquarters at AirVenture. I had the distinct pleasure of meeting him at AirVenture 2002, and event I’ll never forget. Whenever he would stop long enough to speak with someone, an impromptu crowd gathering would ensue. He will be missed. ~Pat June 24, 2008 — Aviation lost one of its cherished elder statesmen Monday when John Miller (EAA 37635) passed away in his native Poughkeepsie, New York, at the age of 102. His daughter, Trish Taylor, told the Poughkeepsie Journal that her father died from natural causes after a brief stay in the Vassar Brothers Medical Center. Miller's interest in aviation was sparked at an early age. He was four years old in 1910 when Glenn Curtis flew his "Hudson Flyer" down the Hudson River from Albany to New York City to win a $10,000 prize sponsored by New York World Newspaper. Curtiss was allowed two fuel stops, one of which happened to be in a farmer's field across the road from the Miller family farm. Miller retold the story in EAA's Timeless Voices of Avia-tion video in 2003. "I did not see him land," he said, "but my father took me over to see the flying machine after he landed, and I was so thrilled when he took off and flew down the river that I lost all interest in becoming a steam locomotive engineer.

"He began flying at age 18, having thoroughly read the book ‘Aerobatics’ by Capt. Horatio Barber, who was in charge of flight training in England during World War I. He attended the Pratt Institute for Mechanical Engineer-ing, graduating in June 1927. Miller admitted that he skipped school one day so he could witness Charles Lindbergh take off from Roosevelt Field on Long Island at the start of his historic nonstop flight to Paris in 1927. Miller was the first person to land an aircraft - a Kellett KD-1 autogiro - on the roof of a building when a mail de-livery service was started in July 1939 between the Phil-adelphia Post Office and Camden Airport in Philadelphia. Miller was also a test pilot for the Grumman J2F Duck during World War II, later flying for Eastern Airlines, from which he retired in 1963. According to his daughter, Mil-ler last flew an aircraft about two years ago, capping more than 35,000 flight hours over more than eight dec-ades. Two of the planes he flew are in the Smithsonian Air and Space Museum; a Boeing 247D and a DC-3. He has received numerous honors, including enshrine-ment in the Vintage Aircraft Association Hall of Fame. "The fact that he lived so long and witnessed all that he did is great, but he was literally in the middle of all that history," said H.G. Frautschy, VAA executive director. "You hate to speak in absolutes, but I think he is the last of a generation."

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FOR SALE: Miscellaneous parts. One of our supporters donated the contents of his garage. Listed below is a smat-tering of what we have available, and the value we declared for his donation. No reasonable offer will be refused. Please contact Pat Panzera with your questions or offer. CONTACT! Magazine, 559-584-3306 [email protected]

Subaru 2.0 engine, extra head REDUCED MORE $650 New Mazda A10 engine $600 Vari-Eze spinner SOLD! $150 Dragonfly project, no engine SOLD! $1,500 Dragonfly project, no engine $5,000 Dragonfly project, ready to taxi $9,500

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new geo metro engine with Raven belted redrive and new Garrett turbocharger (the engine needs forged

pistons and balancing before using the turbo) Matco-type 6" wheels 3/4" axles, Cleveland-type brakes comes with trailer. $6,500 John Wasson, (541) 891-1476 Bonanza Oregon. 110

Clean out your hangar and place an ad here for only $15.00

For Sale: Instruments- Falcon GH-002 3 1/8" Vacuum Atti-tude Gyro ACS 10-22955 $250 * Airborne 1J7-1/D9-18-1 Fil-ter ACS $25 * 4" Venturi ACS 15050 $35 (has fiberglass streamlined housing) These units have about 300 hours to-tal.* CONTACT! Magazine (559) 584-3306 [email protected] 103

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For Sale: RV-6A, with Chevrolet V6 motor mount. This plane has flown for 400 hours, no damage. $22,000 OBO. Ruidoso NM. Randy (575) 937-3586 [email protected] 107

For Sale: Two Eggenfellner EG33 Engines One 200Z drive 2.165 w/ clutch & flywheel, extra #10 gear set, 4” Sa-ber prop extension, IVO inflight adjustable system w/constant speed controller, Simple Digital System EM-4 en-gine control unit 6V16 w/ manifold sensor, two high pres-sure EXCELL pumps, two low pressure FACET pumps, two FACET transfer pumps, header tank, Andair fuel selector valve, PLX Wide band A/F — $12000 or best offer. Located in Hillsborough NJ Victor Holmlund [email protected] 109

DONATE YOUR PLANE, PARTS OR PLANS: The first ever “for aviators by aviators” charity needs your support. Receive tax benefits for a charitable contribution, donating your plane or any of your surplus parts and/or materials. See page 22 of CONTACT! issue #72 or visit ContactMagazine.com for information on our 501 (c)(3) charity. CONTACT! Magazine (559) 584-3306

For Sale: Continental IO-360-C, 210 hp. As pulled from the front of a Cessna 337 Super Skymaster. Was running and in great shape when pulled, and was donated to CONTACT! Magazine without logs. Asking only $4500 Additionally, the constant-speed McCauley Pro-peller D2AF34R59-A is available for $1500. Will consider offers on each. Please contact Pat Panzera with your questions or offer. CONTACT! Magazine, 559-584-3306 [email protected] 109

For Sale: Subaru EJ25, Intercooled, Turbo-charged, Electronic Fuel Injection, set up for a Lycoming 0-360 engine mount and includes an exhaust system and Belted PRSU. Very low time engine. Please contact Pat Panzera with your questions or offer. CONTACT! Magazine, 559-584-3306 [email protected] 109

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