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Published by donzqw8194
The Canard Pusher newsletter was published by the Rutan Aircraft Factory from 1974 till it was shutdown in 1992. The newsletters are numbered from 1 to 109.
The Canard Pusher newsletter was published by the Rutan Aircraft Factory from 1974 till it was shutdown in 1992. The newsletters are numbered from 1 to 109.

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Published by: donzqw8194 on Sep 11, 2013
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08/17/2014

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THE
CANARDPUSHER
A
current
subscription
forfuture
issues
is
mandatory
forbuilders,
as£Fils
the
only
formalmeans
to
distribute
mandatorychanges.Reproduction
and
redistribution
of
this
newsletter
is
approved
and
encouraged
---
If
you
are
building
aVariViggenfrom
1st
Edition
plans
you
musthave
newsletter
1through28.
If
you
are
building
from
2nd
Edition
plans
.}'Ou
musthave
newsletters
18through28.
If
you
are
building
a
VariEze
from
1st
Edition
plans
yeu
~ust
have
newsletters
from
10
to
28.
If
you,
are
bui
lding
aVariEzefrom
2nd
Edition
plans
you
musthave
newsletter
from
16
through
28.
If
you
are
building
a
Long-EZyou
~ust
have
newsletters
from
24
through28.
Saturdays
from11:00
am
to
about
2:00
IJlI
havebeenver.vbusywithfrom
30
to
100
visitors
showing
up
at
theshop.'Generally
we
have
the
VariViggen,
the
VariEze
~nd
two
Long-EZs
on
display.
We
havebeenshowing
the
construction
video
tape
plus
a
very
entertaining
tape
of
RAF
planes
flying
formatIon.
We
then
generally
havea
"bull
sess
ion"answeringany
builder
or,pi
lot
quest
ionsandwind
up
with
flying
one
or
all
of
the
airp
lanes,
at
around1:00
1lII1.
We
arepleased
to
announce
that
we
have
enteredtheSoaring
Society
of
America's
contestto
designand'bui1d
ahome-buildable
single-place,
se1f-1aunthing
sailplane~
Because
of
the
competitivenature
of
this
event,
we
regretthat
we
cannot
release
any
details
concerning
configuration,
power,performance,
or
method
ofconstruction.
There
are
currently
55
official
entries
in
the
SSA'
s
contest,
lOhich
was
announcedinSeptember1980.
The
fly-off
ant!
evaluation
of
allentries
is
planned
for
the
summer
of
1982.
Please
do
not
call
or
writeto
us
for
information
on
our
entry.
A
11
information
that
we
feel
we
can
discuss
wi11
be
released
right
herein
the
CanardPusher.This
is
alsoin
llne
with
our
po
11
cynot
to
put
out
information
on
any
project
we
may
be
working
on
until
we
haveflown
it
successfully.
It
has
become
necessary
tofurther
clarify
Rutan
Aircraft's
position
in
relation
to
the
homebuilder
and
the
support
we
give.
Rutan
Aircraft
can
only
offer
the
assistancethat
helps
them
interpret
the
plans
when
they
desireto
build
theiraircraft
llke
theprototype
we
have
tested.
We
cannot
assist
in
the
design
and
constructionofmodifications.
We
cannot
commenton
the
advisability
of
modifications.
Many
of
the
developments
we
design
and
test
do
not
work
as
predicted.
ThUS,
without
testing
your
idea
we
cannot
reliably
predict
its
success.
A
similairsituationexists
for
substitutionsofmaterials.
We
will
not
be
able
to
advise
you
on
any
material
we
have
not
tested
ourselves.
Ilone
of
us
are
thri
lled
with
the
prospect
of
losing
our
identity
and
beingreduced
to
anumber,so
we'll
let
you
in
on
a
secret.
We
will
be
able
to
find
youbyyourname,
(as
10nq
as
the
computer
hasn't
misspelled
it!)
if
yourGreat.
Dane
eat
sa
11
of
yourback
is
sues
and
you
can'tremember
.}'Our
number:
d~~
to
the
temporary
_sia
you
incurrea
while
chaslng
the
dog
around
the
house,
slipping
in
the
wetepoxy
on
the
floor
and
hitting
yourhead
on
the
corner
of
your
work
bench!This
is
theonly
excuse
we
willaccept,
however!Oursystem
is
smalland
limited
-
please
help
us
with
this
so
that
we
can
all
benefit
from
the
system
and
so
that
RAF
can
be
of
better
serviceto
our
CanardPusher
subscribers.
When
you
renew,
or
if
you
havea
question
aboutyour
subscription,
please
mentionyour
subscription
number,
or
sendin
an
orcrTabe
1.
Th
i
swill
great
1yspeed
theprocessing
of
your
order.
VideoTape
We
recently
completed
our
video
tape
on
construction
techniques
usedin
building
mo1d1ess
foam/fiberglass
aircraft
structures.
This
video
tape
should
be
a
valuable
tool
for
the
first
time
builder
aswell
as
the
experienced
builder.
It
runs
for
96
minutes
and
thoroughlycoversevery
phase
of
construction
including
healthprecautions,
foam
preparations,
hotwiring,
foam
damage
repair,
epoxy
mixing,the
use
of
micro
balloons,
f10x,
fiber91ass,
bothUIlI-directiona1
and
BI-directiona1,
wing
shear
webs,
winq
spars,
wing
skins,
leading
and
trailing
edge
treatments,corner
tapes,
peel
ply
and
much
more.
This
tape
isavailable
fromRAF'for$49.95
in
either
Beta
II
or
VHS
(half
inch
format).
RAF
BUILDER
SUPPORT.
Ilews1etter
list
goes
on
the
Apple
We
now
needyour
number!
You've
all
heardgood-newsbad-news
stories.
Well,
the
good
news
is
that
RAF
is
in
theprocess
of
putting
the
growinqCanardPusher
subscription
llst
on
ourApplecomputer,which
willhopefully
make
the
system,bywhichyou
receive
yourcopy
every
three
months,
more
efficient.
In
the
past
themailing
labels
havebeentypedbyhanda
tedioustask
at
best.
Computer-generated
labels
will
speed
up
theprocessing
of
address
changesand,
renewals.
ThisImprovedsystem
will
benefit
you
asa
subscriber.
Progress
is
not
made
without
sacrifice,
however.
We
realize
that
the
changeover
to
the
computer
may
notbe
flawless
and
ask
that
yoube
patient
with
us
duringthe
transitional
period.
!lanes
go
on
the
computeras
we
receive
new
subscriptions
orrenewals,so
it
willtake
a
full
year
to
use
up
all
the
hand-typed
labels
and
get
all
subscribers
on
the
system.Thebad
news
isthat
in
these
number-oriented'ti-es,
we
are
asking
that
you
keep
track
of
yetanother
number!Each
subscri
ber
wi
11
haveaunique
su.bscription
nllllberwhich
will
be
the
first
number
in
the
first
line,
rightafter
the
1
sign.(lloo
in
the
exanple).
As
in
the
old
system
the
Issue
number
of
the
last
CP
you
willreceive
before
your
SUbscription
runs
out
willalso
be
in
the
first
line,
only
now
it
will
be
much
more
obvious.
1100
Last
issue
-
CP
34.John
Doe,
1234
Main
Street.
Anywhere,
USA
9999byct)
not
given
on
April
1981
$6.75$8.75$1.50Apr,
J1y,Watsonville
Fly-in
CafeRace250Oshkosh
EAA
Convention
the
following
dates:
23
May
20
June1
Aug
&
8
Aug
RAF
will
be
closed
and
the
Saturday
demo
110.
28
Published
quarterly
(Jan,
RUT~
AIRCRAFT
FACTORY
IIlC.
81d913,
Airport,
Mojave,
Ca
93501(805)824-2645U.S.
&
Canadian
suberiptions
Overseas
(Airmail)
Back
Issues
The
RAF
hangar
is
located
on
the
westend
of
the
flight
line
atthe
Mojave
Airport,
Mojave,
Ca.
approximately
80
mi
1es
north
of
LosAnge
Jes.
You
are
welcome
to
come
by
and
see
our
aircraft
ortobring
in
any
parts
for
our
cOlll1lents.
We
are
normallyopenfrom
8:00
to
12:00
and
1:00
to
5:00
on
Monday
through
Friday
and
9:00
to
4:00
on
Saturday.
ClosedSunday.
If
you
areplanning
a
trip
to
see
us,
please
call
first
to
assure
that
someone
will
be
here
to
assist
you,
sinceoccasionally
we
are
gone
to
flyins.
When
arrivinq
at
Mojave
by
carturn
east
at
the
Carl's
Jr.
restaurant
to
find
the
airport.
When
writingto
RAF
sendastamped,
self
addressedenvelopealong
if
you
'have
any
questions.
If
you
arep
lacing
an
order,
it
I
s
best
to
keep
it
separate
froma
requestfor
an
answer
to
a
builder
question.
Mark
the
outside
of
yourenvelope
"builderquestions".
This
will
speed
up
your
reply.
RAF
Activities.
..
 
..
..
AD-l
Reaches
6D
degree
WingSkew
in
~ASA
Flight
Tests.
The
RAF
-designed
AD-l
jet
research
aircraft
has
successfully
completed
initial
wing-skew-ang1eenvelopeexpansion
flight
tests
with
the
wing
being
skewed
to
its
60degree
limit.
Although
the
sensitivity,
yaw
trimchange
and
coupling
were
noted,
flying
qualities
atfull
skewwere
better
than
anticipated.
The
AD-I
airframe
and
its
two
TRS-18-046
jet
engineshave
required
no
repairor
unscheduledmaintenanceduring
the
test
program.
The
1~
avai1ab1ity
is
unusual
for
a
research
aircraft.
For
further
information
on
the
developmentof
the
AD-!',
see
CanardPushers
~o
10,
II,
17,18,
19,.
20,
and
23.Video
tape
(SeePage1)
Add
$4.00
for
postageandpackaging
or
mail
orders.
The
$49.95
price
is
for
walk-in
customers
at
RAF.
26MS
-
Mikeand
Sally's
long.Currently
we
have
85
hours
on
ourlong
and
it
is
literally
running
like
aSwisswatch.
We
are
truly
delighted
with
it
in
everypossible
way.We
havebeenusing
it
to
commute
to
work
everyday
for
thepastcouple
ofmonths.
From
Techachapi
to
Mojave
by
road
is
26
miles,
abouta
30
minute
drive.It
takes
between8
and
12
minuteLin
the_long,
depending
on
the
winds.
We
use
two
to
twoand
half
gallons
for
around
-trfp
..
This
is
almost
exactly
what
we
useinour
Honda
Civic
car.
Beside
the
timesaved
thebiggestthing
is
the
'fun'
factor.
There
is
a
lot
of
enjoymentinf1yinll
across
thedesert
in
theear1y
morningwith11lasssmooth
air,
no
traffic
and
the
stereo
tape
deckplayingintheheadphones.
Coming
down-hillin
the
morning,
we
usually
flyat
very
low
power
settings.
The
quiet,
smooth
exhilaration
really
makes
it
enjoyable
to
come
to
work.A
11
flight
tests,engine
breakin
etc.,
have
now
beencompleted.Allsystems
work
perfectly.
The
Radair
comm,
naY,
and
transponder
work
very
satisfactorily.
The
Sigtronics
intercom
and
audio
switcher
work
excellently
in
conjuction
withour
stereo
tape
deck.This
also
gives
us
the
capability
to
transmit
fro
eitherm
cockpit.
The
newest
piece
..
of
equipment
recent
1y
installed
is
a
Silver
Fue1gard.Thissmallinstrument
accurately
reads
outfuel
flowin
gallons
perhour
and
you
canlook
at
fuel
usedwithamomentary
switch.
This
fuel
flowmeter
is
a
TSO'd
instrument
and
usesaflow-scan
transducer.
We
installed
it
in
thefuel
line
so
that
all
fuel
on
boardrunsthrough
it.
It
is
accurate
within
+
2%.
So
far
it
has
verified
the
OwnersManual
fuel
flow
informationvery
closely.
~26MS
will
burn
1.9
gallons
perhour
at
minumum
power
required
for
1eve1
fl
ight
at
8000
ft
(max
endurance)
and
at
75%
at
7/8000ft
it
reads
6.7
gph.Take
off,
full
rich
at
sealevel
is
ashock,11.7gph!!
On
a
recent
cross
country,
we
went
to
Northern
California,
a
straight
line
distance
of
404
nm
(471sm).
On
the
trip
up
north
we
hada
ferocious
head
wind
of
29
kt.
(33
mph)
so
we
ran
at
approximately
70%
power
at
8500ft.
for
afuelflow
of6.4
gph.Thisgave
us
agroundspeed
of
130
kts.
(150
mph)
witha
true
airspeedof
159
kts
(183mph).
Our
time
enroute
was
3.1
hours
and
we
used
ri
ght
at
20
gallons
ofgas.
By
contrast
on
the
return
trip
we
had
a
tail
wind!!
We
climbed
to
11,500
ft,
where
the
tail
windcomponent
was
35
kts,
(40mph).
It
took
some
wi
11
power,but
we
pulledthe
power
back
to
approximately
48%
whichgave
us
afuelflow
of
4.4gph,
and
a
true
airspeedof
133
kts
(153
mph)
Which,with
the
tail
wind,haduscrossinQ
the
groundat
168
kts
(193mph).
The
timeen
route
was
2.4
hours
and
we
burneda
total
of
10.6
Qa
llonsof
gas!I
honestly
believe
that
a
long-E·Z
built
to
the
plans
willconsistently
give
these
kind
of
results.
The
airplaneisincredibly
comfortable,
reasonablyQuiet,
particularly
withOavidClark
headsets,
and
is
an
honest
to
goodness,economical,highspeed
touring
machine,with
good
baggage
capacity,excellent
high
altitudecapability
and
unbelievable
range.Allin
all,
lookingback
atthe
intensive
effort
required
to
build
it,
it
was
wellworth
it!!
The
Lonq
continues
to
delight
us,
Sally
takes
it
to
her
99's
meetings,Ihavebeen
into
terminal
controlareas,
we
haveflown
it
quiteextensivelyatnight.
We
haveflownovermountains,overocean
(to
Santa
Catalina)
and
it
is
just
super.
Thelycoming0-235-l2Chascontinued
to
run
like
adreamand
to
be
honest,
Ihave
no
regrets.
If
Ihad
to
do
it
again,
I
would
build
it
exactly
as
we
did,
using
the
same
engine.
The
only
thing
I
would
not
recommend
is
the
electrical
system
we
have.
The
engine
came
witha
28
volt
starter
and
alternator,
and
all
the
e1ectrics
on
theairplane
are
12
volt.
We
havegot
it
working,
but
it
was
simplytoo
much
hasslefor
the
average
builder
to
have
to
put
up
with,
when
you
don't
have
to.
N?6MS
will
behere
at
RAF
on
a
dailybasis,
and
we
plan
on
attending
mostof
the
f1yins,
including
Watsonville
and
Oshkosh.long-EZ
'4
by
Dick
Rutan.
last
summer
Mike
Me1vill
and
myselfdecided
to
buildourselves
one-eachlong-EZ.
We
agreed
to
work
together
on
thebasic
structure
then
split
off
and
finish
individually.
On
15
June1980
we
started
and
witha
lot
of
helpfromMike'swife
Sally
and
my
friend
JeanaYeagerboth
aircraft
are
now
flying.
Mike's
(~26MS)
1
ate
December
1980
and
mine
(~169SH)
in
early
April
1981.
Mine
tooklonger
to
buildfor
two
reasons.
First,
Mike
worked
harder,
butthe
biggest
reason
is
all
the
changesI
made
to
mine.IthoughtIwanted
more
power,
more
rollrate,
more
negative
9
and
IFR
equipment.I
installed
a
biggerengine,
longer
ailerons,
different
canard
~trfo1l-·and
several
Gther
~~
All
these
mods
tookmoretime
to
bu
il
d,
cost
moreand
afterfi
rs
t
flight,
Ifound
they
didn't
work.
When
Ishouldhavebeenveryhappy
after
it
flewI
was
not.Instead
of
having
an
aircraft
IcoulduseIfoundIhada
"prototyoe"
that
neededwork.
The
big
engine
overheated,therevised
canard
airfoil
resulted
in
lossof
speed-stability
at
highspeed,
and
verypoor
stall
characteristics(a
nose
drop).
The
standard
long-EZ
rolls
aboutas
fast
asmine
and
because
of
apoorpropmatCh,
Burt's
longeven
out-ran
me
on
the
first
flight!
I
was
thenfacedwith
finding
fixes
for
all
the
problems.
I'll
fix
the
problemsbut
it
will
take
some
time
and
effort.
Butin
retrospect,
IwishIhad
stayed
more
standard.
My
airplane
now
is
acompromise,awholebunch
more
effort
that
I
feel
is
notworth
it.
If
you
see
my
light-blue
modifiedlong-EZ
(~169SH)
at
f1yins
and
airshows,remember
the
mods
werenotapprovedbyBurt
or
RAF.
In
fact
Burt
was
notaware
of
most
of
them.
Please
don't
bother
RAF
about
my
mods.Theyhaveenough
to
do
just
to
supportthosebuilding
front
the
basicplans.
I
do
notintend
to
do
ascompletea
test
program
on
my
airplane
as
RAF
did
on
N79RA.
Thus,
theyare
in
no
position
to
verify
or
recommend
my
mOdifications.
I
am
now
deeplyinvolvedin
the
Voyagerround-the-worldprogram
and
wi
11
not
be
able
to
get
involvedinany
way
assisting
builders.
I
don't
recommend
any
of
the
changes
I've
made
andwishIhad
not.
The
best
adviceIcangive
is
to
keep
it
stOCk,
build
it
light,
and
resist
thetemptation
to
change,
especially
anything
structurally.
peal.
 
Sun-n-Fun
Flyin.
N21VE
N25T8
Jif1l5AM
Jif461!CJif16ND
~20VE
Jlf2286A
~56EZ
N86DH
Jif7AI!
~27GM
Jif8nEZM8EZ
Jif25RR
Jif7ER
Jif75EZ
N240EZ
Jif55EF
M6JT
Jif2ur.
N419JW
Jif99FW
NJOIRW
MnDY
Jif830L
AIthough
none
of
us
from
RAF
were
ableto
make
it
over
to
Sun-n-Fun,
RAF
was
verywell
represented
by
IreneRutan
(Burt's
Mom)
with~
excellent
help
fromJohnnyMurphy.
Irene
recorded
24
VariEzes
and
1
Long-EZ
that
landed
at
Sun-n-Fun
during
the
weekup
til
Friday,
when
h"enehad
to
leave.
Here
is
a
list
of
pilots
and
their
airplane
"~"
numbers:Johnny
MurphyLong-EZ
Tom
8radford
VariEze
S.E.
CoctlranDick
Cutler
Norm
Dovey
FrankDudley
Mule
Ferguson
Tim
Gehres/Steve
Wood
,"
Dave
Hesterlee
Larry
HoepfingerGerry
Mason
David
Richter
Ray
R
ch~rds
Robert
Ridihalgh
Ed
Rockwe
11
"Jack
Sargent
George
Scott
Earl
Thompson
JimTrombinoL.lJhley/P.MasonJoeWalkerFredWimberly80bWoodall
Don
Yoakam
Davi
dLangston
g.
Paul
Mason
calling
every
daywithexcusesas
to
why
he
couldn't
run
the
race
butwinninganyway.10.
Dave
Richter
on
anationwide
tour
from
flew
Jersey
to
Lakeland,
to
theIslands,tothe
West
Coast,
to
Alaska,
to
Oshkosh
and
beyond.(Dave,
are
"C"
rations
any
better
than
they
were
25
yearsago).
11.
At
the
IVHC
banquetacouple
of
localpatrons
ask,
"What'saVariEze?"and
12
people
all
explaining
at
once.
12.
Irene
Rutan
traveling
all
the
way
from
the
West
Coast
and
spending
all
week
logging
in
VariEzes
and
helping
to
pass
the
word
on
RAF.
13.
Jeff
Rose
smiling
when
he
explains
the
comparison
of
flying
the
VariEze,
the
Long-EZand
theDefiant.
(How
many
of
us
haveaccomplished
that?).
14.
M,Y
sweet
little
wife
working
two
days
parking
big
ole
airplanes
and
how
proudshe
is
ofthevolunteer
patch
she's
earned.
15.
Mule
Ferguson
scaringthe
devi
lout
of
the
spectators
with
his
uglygreenmask.
16.
VariEze
pilots
sneaking
apeek
atthe
canard
Ultralite
"Goldwing"(Don't
tell
8urt!).
17.
How
the
tower
Controller's
voteechangeswitha
little
respect
when
he
recognizes
a
real'VariEze
in-the
pattern.
",
,--~,--_._~
-
-
We
vow
to
install
cabin
heat
in
the
Long-EZ
when
the
OAT
indicates
20
degrees
F
at
5500
ft
and
Illy
toes
chatter
against
the
rudder
pedals.
The
strong
Lakelandwindsblowing
frM
the
West
s~d
to
carry
a
faint
odor
of
Safe-T-Poxy.Could
those
windshave
carried
a
hintof
RAF's
latest
pro.1ect?ANotefrom
EZ
Ed
-owner
of
oneof
the
highest
timeVar1Ezes.Thereason
that
the
hoursbuiId
up
on
777EJso
fastisthat
IaIsouse
theairplanein
lIlY
work.I
lOrk
forPlacer
Savings
and
we
have
22
branches.I
visit
eachbranch
at
least
oncea
monthand
often
more
frequently.
Iaverage
flyingto
abranchonce
or
twiceaweek,
(the
bossbuys
the
gas)so
we
really
getto
keep
the
cobwebs
off
Echo
Juliet.
As
far
asmaintenancegoesI
really
haven't
hadany
majorproblems.
The
enginehasrun
~great
butIdida
topat
400
hours
and
had
onewierdo,awarped
intake
valve
seat.
Those
two
problemsthough
didn't
stOj)
the
flying
for
long.Ihaveuseda
lot
of
brakepadsas
the
airplane
is
an
all
brake
situationafter
it's
on
the
ground.Icantouch
down
say
at
75
mph
on
a
5200
ft
runway,
(I
did
it
at
Mendocino,withapassenger)
and
probablywould
go
off
the
other
end.
That's
withspeedbrake
down
and
rudders
extended.
If
I
eversuspected
I
didn't
havebrakesIwouldlandnosegear
up.
A2"x
3"
x
1/4"
steel
pad
is
good
for
at
least
3nosegear
up
landings!
When
we
get
1000hours
we
willwrite
another
article.
Ed
Hamlin.
c..p
2..
~~
8urt
asked
me
to
jot
a~
note
forthe
news
1
etter
since
at
this
writing
(4122/81)
Ihave680hours
on
7nEJ.
It
first
flewinMircti
of
'78
and
since
that
tiftle
Ill!
have
really
flown
it
quiteregularly.
In
'78
llI!
IlI!nt
to
Oshkosh
plus
explored
all
of
California
twice.
In'79
we
made
a
trip
throughCanada,
llI!
llI!regoing
to
Alaska
but
"someone"got
carb
ice
and
Joannehada
tooth
go
bad
in
Calagary.In1980
Ill!
went
to
Montana
(home
again)
andtoured
some
in
that
area.
We
also
llIade
the
Bahamas
trip
in
'80-81
to
cap
off
'80
and
start
'81.
At
Easter
we
went
to
LoretoBajaSur,Mexico.
Had
a
really
great
time.
19.
JohnT.
8augh'spet
monkey
visiting
the
VariEzecrowd."
Dave
Hesterlees
VariEze
rising
through
the
NorthGeor9iahazeas
he
departs
8ear
Creek
airportright
on
schedule
to
wing
into
formationwith
us
on
the
way
to
Lakeland.
The
chatter
of
the
ground
controller
at
Gainesvi
lie
Florida
wanting
all
the
performancespecs
on
the
EZs.Rapid
fire
direct
ionfrom
the
tower
controller
at
Lakeland.
He
says"Don't
talk
to
me,
I'll
talk
to
you"
and
then
proceeds
to
ask
if
we
want
to
make
a360degree
turn
behind
the
STOL
or
what?
As
we
taxi
through
the
Warbird
parkingarea
all
thoughts
of
the
spectators
leave
WW
II
and
join
Star·Wars.
The
envy
of
all,
asJohnny
Murphy
comes
winginginvia
his
Long-EZ
"Sweet
Mus
i
c"
~
How
Eze
the
tie
down
stakes
go
into
the
Florida
sand,
compared
to
the
Oshkoshblack
soil.
Yes,
they
still
ask"Where
is
the
tail
wheel?""What's
the
solar
panel
for"
and
·Where'sRutan".
Tim
Gehres
and
Steve
Wood
tryingto
coordinate
their
work
schedules,
commute
fromOrlando
and
still
organizethe
VariEzeRace.Memories
of
Sun
'N'
Fun
-1981by
the
"Real"George
scott.
1.
2.
VariEzes
made
the
front
page
ofthe
St.
Petersburg
Times18.
twice
during
the
week.
The
VariEze
race
was
held
overa49
mile
course
on
FridaY:lIIOrning,
and
on
Fridaynight
the
wholegroupgot
together
to
swap
tall
stories.
Irene
reports
that
VariEze
pilots/builders
are
the
finest
peoplein
thecountry
and
she
was
proud
to
see
so
many
beautiful
ships
flownin
forthefolks
to
see.
She
wants
to
thanka)1
those
who
were
therefor
being
so
20.
good
to
her
and
showing
her
sucha
great
time.
'She
loved
every
minute
of
the
week.
Tim
Gehres
sent
us
the
results
of
the
race,
held
on
Friday.
Ten
people
entered
and
8
raced.
The
race
was
ahandicap
race,
based
on
the
OwnersManual
performance,
baseline
beingaVariEzewith
an
0-200withwheel
pants
anda
spinner.Congratulationsto
Paul
Mason
whowon
(his
corrected
speed
forthe
race
was
182.23
mph)
George
Scott
was
second
at
170.77
mph
and
80bWoodall
was
third
at
169.54
mph.
Johnny
Murphy
flew
his
Long-EZ
in
the
race,
althoughhe
was
not
an
official
entry
and
surprisingly
his
speedwouldhaveplaced
him
second
at
177.10
mph
(good
show
Johnny!)
Tim
Gehres
also
was
not
an
official
entry
and
his
speed
was
ablaZing183.9
mph!
We
would
liketo
thank
Tim
Gehres
and
Steve
Wood
for
the
work
they
put
in
,in
organizing
and
runningsucha
successful
race.
Hopefully
"this
can
become
a
traditional
event
each
year.
3.5.
7.
4.
6.
8.
..

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