I would like to welcome John Sheridan as a new member of our Chapter. John came to our Feb meeting and told us of his Ragwing Special which had turned out to be too heavy to be an ultralite and to praise Alvin's advice and assistance. The next month I described some possibilities for weight gain of aircraft during construction along with the fact that something’s just never were what people thought they were. Since then, there have been two Ragwing Specials pictured in Kitplanes. The first, on page 53 in May had a 100 hp Hirth engine plus "numerous extras" and was very heavy at 580 lb. The second, in the June issue page 58 had a 340 lb weight like John's with a comparable engine (Rotax 447). The fact that this plane and John's weigh the same suggests that my final premise was probably correct; that the Ragwing Special could never be built as an ultralite.

Sun-n-Fun was basically cold and windy. Fun though. A few more planes and people than last year I think but still down from those previously. The only Chapter member that I saw was Nick Folger who worked the corn roast.

The neatest aircraft was probably the Australian 80% Spitfire (see Custom Planes - June) with the 8 cylinder Jabiru engine. Standing still, the four bladed composite prop was too small but when running or in the air it just looked right. Best of all, it sounded right too and it was fast. We were told that it had been sold for $250000 which I thought was a lot until I found out that the kit cost $110000 so that with engine etc the materials cost would be somewhat above $150000. Later on the EAA web site a full scale wooden Spitfire was announced with a kit cost of, I think, $535000 plus Allison engine, prop, etc. Plans were $2000 if purchased now, $4000 if you waited until the prototype flies. So if you have a couple of million spare bucks here's a way to get your jollies.

The best deal was from the FAA who offered the CD of an aircraft's records or a reissuance of an airmans license for free. Normally they are $5 and $2, still a great bargain.

It's funny how some things fall into place. At the gun show last week I found a 1944 Canadian Air Force Flight and Section Order Book from the Maintenance Wing of a training base which lists three types of aircraft; the P&W powered Harvard II (T-6), The Jacobs L6 powered Anson II, and a Menasco D-4 powered Moth. I had never heard of a Menasco engine in a Moth. Then in the latest EAA Newsletter there was a link to the Air Force Museum web site (wpafb.af.mil/museum) and on that I found a DH82A, donated by Kurt Hofschneider of Colonia, NJ. formerly based at Alexandria. At the end of the technical description it mentioned that 200 Moths had been ordered by the USAAF as PT-24's but went to the RCAF. I'll bet that these were the Menasco powered Moths mentioned in those 1944 Maintenance Orders. We wouldn't have wanted deHavilland engines. Budd Davisson wrote an article in the current issue of Vintage Airplane in which he quotes a Moth guru "Oddly enough, there was even a little known variant of the Canadian Tiger Moth that was built for the USAAF, the PT-24. They were built, but never delivered and sat around a Canadian airfield and rotted until they were just pushed down into a low spot in the terrain and covered over". I believe that the Canadian Maintenance Orders show that they were in fact used. These were probably the last engines Menasco ever sold. The AAF had decided to use the Kinner engine in trainers rather than the Menasco so few Menasco powered Ryan PT-16's were built; production shifted to the Kinner powered PT-22.

The EAA web site noted that the Air Force Museum has displayed the SPAD XIII which Cole Palen's estate had donated, that Spaceship One has gone to 212000 feet, and that the European Aviation Safety Agency has certified the Garmin G1000 integrated Avionics System (all glass cockpit) for the Diamond DA42 Twin Star which is powered by two Theilert diesel engines.

Follow this link that was forwarded by Steve and see some pretty fancy homebuilding. Not what we are used to.

Speaking of Steve, his soaring adventures over Colorado Springs were cut short by disagreements between the Academy and the private contractors that were maintaining the Academy aircraft. All soaring and skydiving was stopped. The aircraft involved are not FAA registered (military). Twin Otter (s) are used for the sky diving operation. The license program (all cadets going into flight training will have their private license) is run by Embry Riddle, with civilian aircraft, and has not been affected.

John’s Ragwing is getting very close to being licensed. He has been talking with a DAR, and it may be a done deal by meeting time. Watched a video of the prototype, looks great. Hopefully he will make this meeting and share what he has been up to. W/B looks like 25% mean chord, engine sounds good. N number issued. Any test pilots handy?

Ran into Frank Barton at Central Jersey (that is Frank in the picture with the Ragwing) airport while out to visit John. He now has over 600 hours on his Challenger. Guess he only comes down for fuel. He described the tremendous adverse yaw he gets. He can make a left turn bu giving right aileron. I didn’t get to see how much differential he had in his ailerons, but if anyone has any suggestions, I will pass them on. Frank introduced me to Tom, who is building (assembling) a Rans S-12S. This quick build kit comes completely covered and painted. The upholstery is to his spec, and well done (looks custom). Very well thought out design. Power is a 912S. Plane has all of the bells and whistles, dual hydraulic brakes, electric start, elevator trim with a Cessna type wheel, dual throttles for both left hands etc. Can anyone tell me how tight the flying wires on the horizontal stabilizer should be? They are 3/32 stranded cable