Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/113663
When Is a Cozy III Not a Cozy III? took so long that I didn't think it was going to work, so if I have to do that kind of thing again, I'll use a couple of propane heaters." Even though his airplane was primarily a composite design, there are lots of places where steel was used; the most obvious of those is the motor mount. As with the rest of the airplane, Dennis wanted to do it himself. So, rather than just tack-welding the tubing together and taking it to a professional to have it welded, he opted to learn how to weld and do it himself. Combination landing and taxi lights mounted on the retractable nose gear strut. Both are outdoor halogen types; one of the lights produces a broad beam and is aimed low; the other produces a narrow beam and is aimed higher to provide good illumination near and far. He said, "I took the basic welding course at College of the Mainland in Texas City. Then second term, took the TIG course, and in the third term I built the engine mount. I found I really enjoyed learning to weld and have found a lot of use for it since taking the course. It's really satisfying to look at something like a motor mount and know that you built it yourself. It's simply amazing how many different skills you pick up in the course of building an airplane." But even Dennis Butler has his limits in the do-it-yourself arena, and he drew the line when it came to the propeller. He, like most, decided that was one area he'd leave to the pros. Te inside view of lower cowl showing thin forward and af stifeners, a one-inch thick airfoil on the lower inlet lip, heat shields, and cooling air defectors to promote even cylinder cooling. Te heat shields consist of one layer of fberfrax insulation bonded to the cowl with high temperature RTV, covered by a layer of heat refective material that is used in frefghter's suits. Te combination works very well. "It was recommended that I talk to Frank Johnson at Performance Propellers USA in Donie, Texas," Dennis said. "I told Frank what I'd be using for power and what kind of performance I was expecting. Now that I have a lot of time on the airplane, it's obvious that he hit the pitch and diameter right on the nose first time out. Plus, it's a really nice-looking piece of work. I'm often asked how many laminations are in it, and I reply, 'Lots.' I suppose I should count them someday, but I haven't yet. All I know is that it works really well." That beautiful twoblade sculpture is pushing a new AeroSport IO-360-B1B ahead of it. Dennis explained, "AeroSport engines are assembled using mostly new components for the sport aviation market. I opted for the fuel-injected 9:1 O-360-B1B, which gives 180 hp. I kept the installation light by using a B&C; starter and a 40-amp Nippon alternator. The battery is a recombinant gas unit, and the four-stack exhaust is from custom aircraft." Te instrument panel is an all-composite foam sandwich, with 1/8 inch of foam removed from the perimeters of the holes, and the resulting troughs flled with fox and covered with peel ply for increased strength and an attractive appearance. 16 Vol.2 No.3 / March 201 3 Putting a retractable gear in any airplane is a challenge both in the design and engineering, which didn't bother Dennis a bit. It was just another challenge. "The airplane is a bit of a 'mutt,'" he explained. "I needed a longer nose strut, so I used the nose strut from an