FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1969
1969 - 2903.PDF
fUGHT International, 2 October 1969 523 TRENDS IN USA HOMEBUILTS Reflections after Rockford This Heath Parasol single-seater is powered by a 70 h.p. modified Chevrolet Corvair motor car engine. Engine modifications include a geared-down prop-shaft. The main undercarriage is longer than usual to make room for the larger-diameter propeller Last week (pages 493-495) Harold Best-Devereux described the 1969 Fly-in of the Experimental Aircraft Association at Greater Rockford Airport, Illinois. Here he reviews some design and construction tendencies that were apparent to a closely interested observer. INEVITABLY, EVEN IN A WHOLE WEEK of concentrated attendance at Rockford, it was impossible either to see everything or to describe everything. It is possible, nevertheless, to observe significant trends and progress in the movement. The biplane is here to stay; from the antiques such as better-than-factory-new stagger-wing Beeches to the latest Star- duster there is a fascination and attraction which brings new devotees each year. On the aircraft displayed this year the standard of workmanship was in general so high that one reason at least for the FAA decision not to increase bureau cratic control was seen to be justified. Many more homebuilders showed that economical, high- performance cross-country transportation is the natural outcome of a change made after several years' tendency to stick to rustic designs. Apart from builders of the Tailwind, and of T.18s now with mass balances on the stabilator tips, many other constructors were seen to be chasing performance. As a result, a generation of sports two-seaters is growing up, exemplified this year by a smooth prototype—the Smith Sidewinder, which seems to use a wing similar to that of the Bushby Mustang 2 and to have similar slick performance. There remains, however, a large section of the movement that is satisfied with simple types; and, despite their age, such types as the Pietenpol Air Camper and Heath Parasol were to be seen giving creditable performances. The sprightliness of a Heath Parasol with a remarkable climb was explained by its Chevrolet Corvair engine which was giving about 70h.p.; it had cost its owner only $50. AH over Rockford parking area similar stories could be heard, illustrative of an amazing mixture of the theory and practice of engineering coupled with good communication. Clever use of automotive parts showed means of cutting costs. One man opened his cowling to show a simple method of driving a VW propeller at more reasonable r.p.m. by means of a matched set of fan belts. Many were the excellent pieces of glass-fibre moulding, and everyone fits crankshaft extensions to improve the cowl line. One significant type, displayed in numbers, was the Cassutt Special. It has caught on (as numbers showed at Rockford) to the extent that it is worth the while of the ancillary industry to sell parts to help the do-it-yourself constructor. The Cassutt is simple and is based to a large extent on the Wittman Bonzo formula, but with a slab cantilever wing. Those who had them at Rockford enthused wildly, and Pete Myers (a TWA veteran pilot just retired) showed that as aerobatic display aircraft they have great potentialities. The really clean versions at Rockford went fast, the dirty ones slow—which suggests that there is good potential for detail tuning. The type would seem to justify support in the new pattern of UK air racing now being mooted. The Cassutt Special could be improved, of course, and it does not exactly necessarily meet full BCAR. The nose tends to pitch up a trifle following control displacements, and the controls are very light, sometimes seemingly to the point of near reversal. It is my own opinion that a bigger tail could take care of criticism; but the real hairy-chested racers say that they only need small controls at the speeds they fly. Formula 5 VW-powered racers were talked about at Rock ford; and there is little doubt that here again (as a result of healthy and unfettered development) a new generation of exciting aircraft is on the way. Next year's Fly-in should show the fruits of various constructors' labours, about which they were understandably modest and discreet this year. Left, darlin' of the pylons—the now popular Cassutt racer is being produced in large numbers by amateur builders. With a special I2g wing structure, it is also a spectacular aerobatic performer. Right, the Smith Sidewinder is a smooth looker and high performer for two-seat touring
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
