I think one of the goals and duties of your organiza­
tion is to keep the members informed . . . to present
THE HOMEBUILDERS
Corner
byPAUIH POBfRE1NY
President
many of the areas than those who write to us saying,
Experimental Aircraft Association
"Stick to your area of aviation," realize. It takes many
In the eyes of its membership, an organization is
expected to lead, guide and administer . It is expected
to be knowledgeable and support the many and varied
causes of its membership . At times one could almost
liken it to, "I paid my dues , and want to let George do
the work," or, "Let the organization save us." This is
really not enough. The success of any organization de­
pends on several things - leadership , whether it be at
the international, national or Chapter level; the recom­
mendations of the leadership being weighed in the minds
of its members and the members participating in mak­
ing changes for the welfare of all.
As I've so often said , across this desk comes a wealth
of information. In fact, sometimes it is overwhelming
and quite often to the point where one wonders where
aviation is going. The opinions of those involved in avia­
tion, whether it be the pilot , the owner, the mechanic,
or the leaders of other organizations, are so varied that
it is most difficult at times , to understand if aviation
will grow, or if we will ever achieve the success we hope
for.
PRESIDENT'S LETTER
By John Ballantyne
EAA 161547, UL 8
First, our aircraft didn't fly very well. Who could
expect more? So little information was available about
the dynamics of ultralight flight and vibration fatigue,
engine adaption and so on. As we solved these unknowns
we found ourselves somewhat displaced in the flying
community since our needs and problems were somewhat
in between hang gliders and general aviation aircraft.
This problem was magnified by the lack of cohesion and
poor communications between the U. S. Hang Gliding
Association, the FAA, the manufacturers and the pilots
themselves.
We now have made a big step through the formation
of the EAA Ultralight Association. You are holding the
first magazine which has only one goal - to serve the
ultralight pilot with information. The EAA Ultralight
Association is devoted to the promotion of safe, ultra­
light flight . . . to cooperate with and assist govern­
ment's role in regulating ultralight aviation ... to pro­
mote and encourage safety in the design, construction
and operation of all types of ultralight aircraft and ...
to promote and encourage grass roots research and de­
velopment in connection with ultralight aircraft.
Many pilots, however, seem to forget the personal
responsibility which is shared by us all. For instance,
an abuse of our use of airspace in some part of the coun­
2
the problems to you and have you use your own views
and ideas, pro or con, to reach logical conclusions. We
certainly realize here at Headquarters that full agree­
ment with our views will not be expressed by all, how­
ever, I would like to assure you that we do a great deal
of homework. We have a much broader experience in
years of reading, participating and involvement to have
a great understanding of the problems of all of aviation .
Whether we build , fly for fun or transportation, whether
we are a professional pilot , we use the same air traffic
system. We have the same responsibility to each other.
Unfortunately , there is really no distinction conveyed
to the public when articles relative to aviation or pilots
do not identify whom or what segment they are talking
about. Recent articles appearing in many national papers
have given the public an impression that our skilled
airline pilots are falling asleep in the cockpit, are fly­
ing in a fatigued condition or that our FAA controllers
are overworked and fatigued and ready to cause an ac­
cident - these unfair stories do not reflect well on
them, aviation and all of us involved in aviation.
Sometimes I think those who present these philoso­
phies have too much education and not enough practi­
cal experience.
If it were only the amateur-built, antique, ultra­
light, or warbird airplane that was our concern , our task
would be much simpler. However , after you open that
throttle and become airborne, it then becomes another
ball game - one we all share in. Let's have a safe and
enjoyable New Year ... and you fellow Canadian EAAers ,
how about some news? You have a lot going for you .
And to the gentleman from Montana who rode the
bus to the 1980 Oshkosh event carrying the metal model
mounted on weathered wood of my Waco glider I flew
as a young lad, I appreciate and treasure it. Will you send
me your name? In the rush of the fly-in I failed to ask.
My apologies.
try reverberates throughout the U.S . and affects each
one of us. It is time for us to become more aware of our
coIlective action and to rapidly evolve into a mature,
intelligent group of informed pilots. An excellent cata­
lyst for this evolution is through full use of this na­
tional magazine and in the EAA Ultralight Association's
ability to speak in our favor. You have the responsi­
bility to inform us of your wishes and intentions. You
also need to participate by joining the rapidly increas­
ing membership and to locally join forces with an EAA
Ultralight Association chapter. I speak for all of the
directors and officers when I urge you to communicate
and participate with us by providing effective guidance
to our particular field of aviation.
 ULTRA 10l1T
PUBLICATION OF THE EAA ULTRALIGHT ASSN.
P.o. BOX 229, HALES CORNERS, WI 53130
VOL. 1 NO.1 JANUARY 1981
COPYRIGHT 1981 BY THE EXPERIMENTAL AIRCRAFT ASSN., INC.
ALL RIGHTS RESERVED

OFFICERS
AND
DIRECTORS
ON THE COVER
PRESIDENT
John Ballantyne FRONT COVER ... Gary Evans, EAA 154507, of Wau­
P.O. Box 3700 kegan. Illinois won the first ever EAA Grand Champion
Simi Valley, CA 93063 Ultralight trophy with this Fledge II at OshkoSh '80.
805/581-3395 (Photo by Jack Cox)

VICE PRESIDENTS BACK COVER ... John Moody cruises overhead in

Lucky Campbell his powered Icarus II on a cold December day in 1975.
10250 North 19 Avenue See story on page 6.
Phoenix, AZ 85021 (Photo by Jack Cox)
602/944-1655

Dennis Pagen
1184 Oneida Street
State College, PA 16801
814/234-1987 COlllEllls
!~~~~Impe:bu~~::~; ~~.r~.~r 2
Robert D. Ring
P.O. Box 101
Berwick, ME 03901
....................................

2
207/698-5729

SECRETARY/TREASURER President's Letter

Marvin J. Zellmer
8127 West Thurston Avenue, Apt. 2 by John Ballantyne ................... ~ ............. .
Milwaukee, WI 53218
414/463-1510

DIRECTORS ~;~L~~: R. Chase ........................................... q.

Lyle Byrum
1070 Linda Vista Drive
San Marcos, CA 93069
Calendar Of Events .................................. 5
::~~:~r~. ,::~~~;n........................................... 6
714/744-1514

Tracy Knauss
P.O. Box 6009

~~tr~il~~h~~r~:trP~I.~t 10
Chattanooga, TN 37401
615/867-4970

Dave Starbuck
...................................
752 Norwood Road
Dowingtown, PA 19335
215/269-5109

Don Stewart
Up From Here
by John Massey .... _...................................... . 11
11420 Route 165
Salem, OH 44460
216/332-0865 ~~o;~s~~~Ske ...................................... 12
NEWSLETTER EDITOR
John R. Weaver, III
12530 Locu st
Olathe, KS 66062
913/782-9334
ASSISTANT EDITOR
Gene R. Chase
P.O. Box 229
Hales Corners, WI 53130
414/425-4860
Ultralight Marketplace ..................................... 13
Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the
authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to John R. Weaver,
111,12530 Locust, Olathe, KS 66062.
ADVERTISING - EAA Ultralight Assn. does not guarantee or endorse any product offered through our advertising. We invite constructive criticism
and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

3
HaT LinE
Compiled By Gene R. Chase
THE FAA RULES-MAKING PROCESS
This message is for those who are new to the FAA pro­
cedure for instituting rules affecting flying;
The FAA , like all federal agenci·es, must abide by
the administrative procedures act in issuing rules which
will affect you. You , in turn, have an opportunity to be
a part of this process , but you must follow the system
outlined below:
1. FAA develops a Notice of Proposed Rule Making.
This is a proposal for a rule which FAA deems neces~
sary and is in the language they consider appropriate .
2. This is published in the Federal Register , the of­
ficial publication for all government activities . It will
provide a time frame for anyone to submit comments,
pro or con, on the NPRM. These comments must be sent
to FAA , Rules Docket, 800 Independence Avenue, SW,
Washington, D .C. in triplicate , before the deadline
indicated.
3. The comments must be substantiated, that is ,
they must present a good argument or case for sup­
porting or objecting to the proposal. Reasons outlined
in the Federal Register for the rule are sufficient as
supporting comments. Just an emotional yes or no is
insufficient to affect the docket, as the FAA needs rea­
sons to change the position outlined in the NPRM.
4. After the deadline, the FAA will review all com­
ments received and come forth with either final rules
or withdrawal of the rule . NOTE: In the event the dead­
line is too short to develop meaningful comment, you
can ask for an extension of time .
The reason for this article is to emphasize that it
is you who can either accept or object to the new pro­
posal. You must make yourself heard . Individual com­
ments are important as well as advising EAA of your
wishes, by sending a copy of your comments to Head­
quarters . We are in a position , through our Washing­
ton representative, to be aware of these new proposals
and will keep you advised together with a recommenda­
tion for your action for the good of the cause. We also
will comment for the entire EAA community.
We are currently watching for the NPRM on hang
gliders and ultralights . The latest estimates for an NPRM
is January 15, 1981. We will keep you informed.
. . . Charlie Schuck , EAA Washington Representative
4
EAA SUPPORTS ILLINOIS DEPARTMENT OF
TRANSPORTATION ULTRALIGHT SEMINAR
The initiative of the Illinois DOT in conducting an
ultralight seminar emphasizing education and safety
is applauded by EAA . This first seminar was held in
Elgin, Illinois on November 14/15, 1980 and organized
by Charlie Wells , a Flight Safety Coordinator with the
Illinois DOT.
The introductory program on Friday evening was
provided by EAA and speakers included Buck Hilbert ,
Trustee of the EAA Air Museum Foundation , Pete
Strombom, EAA General Manager, Chuck Larsen, EAA
Chapter Director, and Charlie Schuck , EAA Washing­
ton Representative . The program included an introduc­
tion to EAA and its activities and official announce­
ment of the EAA Ultralight Assn .
The seminar included papers on:
The growth of ultralight aircraft,
Burril Copperoll, Flight Safety Co-ordinator, Illinois
DOT
Ultraligh t design and structure
Bill Adaska, Rotec Engineering
Aerodynamics of ultralight aircraft
Gene Utz , Chief, Bureau of Aviation Safety
Care and feeding of ultralights
Nick Lung, Oshkosh '80, Judging Chairman
Weather for ultralights
Theo Moore , FAA
With ov er 250 people in attendance the support for
safety seminars was well illustrated . Additional pro­
grams are being scheduled in Illinois and other states.
ULTRALIGHT INFORMATIONAL NEWSLETTER
34,000 copies of a 6 page informative newsletter
were printed in December at EAA Headquarters to ex­
plain the new EAA Ultralight Assn. The goals and prin­
ciples of the organization were outlined and the officers
and directors were announced . We want to express our
appreciation to all the ultralight designers, manufac­
turers, dealers and individuals who assisted in the dis­
tribution of this newsletter . For additional information
about the EAA Ultralight Assn., ask for a free member­
ship brochure by contacting the association at P.O. Box
229, Hales Corners, WI 53130.

OSHKOSH '81
The 29th Annual International EAA Convention &
Sport Aviation Exhibition is scheduled August 1-8 at
Wittman Field, Oshkosh, Wisconsin. This is the world's
largest aviation event and one you won't want to miss .
Camping facilities are available for EAA members . For
those who plan to stay in a motel a housing hotline num­
ber, 414/235-3007 , has been set up as a service for at­
tendees . Make reservations early in the year to avoid
disappointment . For additional information, contact Mel
R. Jones , Director of Public Relations, P .O. Box 229,
Hales Corners, WI 53130.
EAA INVOLVEMENT IN LOCAL FLYING PROBLEMS
For at least the last two years , EAA has been re­
ceiving many requests for assistance with local flying
problems experienced by ultni.light flyers .
These requests have come from the flyer , the airport
manager , nearby residents , State DOT officials and the
FAA. In every instance, EAA has been able to mediate
bring the parties together or solve the apparent problem
with little heartburn to anyone .
Very often where these difficulties or misunderstand­
ings occur it has been difficult for one party either to
adequately explain or the other to understand the dif­
ficulty. On many occasions we have taken situations to
the FAA in Washington, DC and asked them to clarify
the intent of a regulation or direction previously given
to a field office. Other times, and more frequently, it is
a local situation where one party may be concerned
about ultralight operations or traffic mix in the pattern
and final approach.
We know it is difficult to mix an ultralight with a
Cessna 172 as it also creates problems when mixing a
B747 with the same Cessna .
However , many local situations can be resolved by
getting all airport users together and discussing mutual
problems . Next time , rather than getting indignant
when your right to fly is questioned . . . si t and con­
sider for a moment . . . talk to the airport manager . ..
talk to the FBO . . . suggest a meeting of users and reach
an amicable agreement. It can work.
FIRST THREE CHAPTERS HAVE BEEN FORMED
The first three chapters of the EAA Ultralight Assn.
have been formed with the honor of Chapter Number 1
going to a group of ultralight enthusiasts in Mi ilwaukee,
Wisconsin. The President of Chapter 1 is Marvin J.
Zellmer, EAA 130740 , and UL 9.
Chapter Number 2 is located in Lincoln , Nebraska
with Rollie Woodruff, EAA 31572 , UL 88 , as President.
Michael S. Michalski is President of' Chapter 3, located
in Pacoima, California .
For information on organizing chapters, contact Chuck
Larsen , EAA Chapter Director, P .O. Box 229, Hales
Corners, WI 53130 .
INTEREST IS HIGH IN EAA ULTRALIGHT ASSN.
Enthusiasm for this new organization has been great,
with many inquiries and applications for membership
coming in daily . Membership numbers are assigned on
a first come, first serve basis and the rush is on for the
low numbers . Act quickly and you still Illight get a three
digit number. We are extremely pleased with the great
amount of support being offered by active ultralight
enthusiasts for the new EAA ULTRALIGHT ASSN. and
are honored that so many "big names" in this fledgling
sport have taken out early membership.
CALENDAR OF EVENTS
FEBRUARY 12-15 - LAS VEGAS, NEVADA - World Quicksilver Com­
petition. Total purse of $25,000. For further information, contact
Eipper Formance, Inc., 1070 Linda Vista Drive, San Marcos, CA
92069. Telephone 7141744-1514 .
MARCH 15-22 - LAKELAND, FLORIDA - 7th Annual Sun 'n Fun EM
Fly-In. First big fly-in of the year. Don't miss it - make your plans
now.
APRIL 17-18 - PORTERVILLE, CALIFORNIA - The Great Western
Ultralight Rally scheduled for Easter weekend. Fun contests and
trophies given . Tours of Hiller Aviation and Mitchell Aircraft fac­
tories available. Continuous workshops on Mitchell wing construc­
tion. Special Saturday night barbeque. Campers welcome; food and
lodging nearby. For further information. contact Mitchell Aircraft
Corporation, 1900 South Newcomb, Porterville, CA 93257. 209/781­
8100.
AUGUST 1-8 - OSHKOSH, WISCONSIN - 29th Annual EAA Fly-In
Convention. It is never too early to start making plans for the
world's GREATEST AVIATION EVENT.
AUGUST ~15 - FOND DU LAC, WISCONSIN - 12th Annual lAC In­
ternational Championships,
SEPTEMBER 30 - OCTOBER 4 - TULLAHOMA, TENNESSEE - 3rd
Annual EM National Fall Fly-In, Don't miss this one.
5
BACI(
YARD
By John K. Moody
All Photos by Jack Cox
EDITOR'S NOTE: The February, 1976 issue of SPORT AVIA­
TION contained an article by John K. Moody entitled "Back
Yard Aviation". When we decided to pay tribute to John in this
first issue of ULTRALIGHT on behalf of his pioneering efforts,
we felt that a reprint of this article would provide interesting
reading for all the newcomers to this fast growing sport. It will
also provide some history of the movement for those who have
not been flying ultralights for five years or more.
We asked John to write a few words to somewhat bridge the
gap between his thoughts of five years ago and today. John has
provided us with the following few paragraphs which preceed
the reprint of his earlier article, "Back Yard Aviation":
Although I do not claim to be a prophet, my words, "On the
horizon is breaking the dawn of a new era of aviation!", have
proven to be most accurate. The growth of ultralight aviation
over the last five years has been phenomenal.
At Oshkosh in 1976, I was the only foot-launched, powered
ultralight present and flying. While many people were intrigued
and elated by what they saw, many more thought that I was just
plain CRAZY!! Well, I might still be just as "crazy" but it is com­
forting to know that I now have a lot of company.
Six ultralights were present at the EAA Convention at Osh­
kooh in 1977. In 1978, the first year that we had a designated
ultralight area for which I had the pain and pleasure of being
chairman, 27 ultralights were registered. The following year
there were 72 and in 1980, over 100 attended.
For a very brief time I was the only manufacturer but now
I share the marketplace with over 20 ultralight manufacturers.
Most of these companies, I am proud to say, are made up of in­
telligent, honest, and hard working individuals who are doing
their best to contribute to the needs of a rapidly growing sport.
They are braving the difficulties of starting and operating a
business, usually on an inadequate capital base and during a dif­
ficult economic climate. (It really amazes me how an "artist"
can raise millions of dollars to hang "sheets" acroos our south­
weStern desert while we in the ultralight industry, providing
investment opportunities, jobs, products and services have such
immense difficulty raising enough capital to properly get a new
ultralight to the marketplace.)
Once again, the merits of a society free from governmental
intervention has been demonstrated by the even more rapid
growth of this sport since the FAA de-regulated this type of air­
craft. To date, thousands of ultralight aircraft of various types
are now flying. Manufacturers have the incentive to develop new
6
John Moody - ready for take off on a 30 0 Sunday afternoon.
ideas and enthusiasts have the privilege to fly with minimum ex­
pense and maximum freedom as never before. The unified voice
of the EAA Ultralight Association will help to keep us free.
And what of the future? Like you I tire of hearing old cliches
but I can think of no more appropriate way to say it ...
THE SKY'S THE LIMIT!!!!
John K. Moody
EAA #102032
Ultralight #14
Stewart Aircraft, Inc .
Ultralight Flying Machines of Wisconsin
P.O. Box 248
Kansasville, WI 53139
Ever since man has watched the flight of birds, he has coveted
their ability to just stretch their wings and fly. Man finally got
into the air with the arrival of airplanes. However , as aviation
grew, so did the cost of flying along with the growth of the bureau­
cracy which regulates aviation. It was not long until, today, the
family of a student pilot must eat meatless spaghetti seven days
a week in order to pay for the cost of just learning to fly. And, to
support a pilot-owned airplane, the average family must fast
regularly. In addition, the pilot-owner must be an attorney­
accountant in order to keep himself and his airplane .legal. Some­
how, sad to say, much of the job of flying has been lost.
Homebuilt aircraft have gone a long way toward keeping down
the cost of flying , but it still is not cheap. Just ask any airplane
builder's wife! Sailplanes probably most nearly provide the joy
of pure flight. But, besides being far from cheap, sailplanes re­
quire terrain and weather for first class soaring which is not
available in much of the world.
A more recent activity, which has appeared as a bright ray
of hope for the "common man" to enjoy the thrill of flight, is the
sport of hang gliding. Today about 25,000 hang glider enthusi­
asts engage in the sport without the usual problems of general
aviation. However, the sport is not without its own problems.
To say the least, the safety record of the sport of hang glid­
ing has not been exactly spectacular. Before you start nodding
your head in sarcastic agreement with this statement, let ~e
remind you that aviation itself had an infamous safety record
at first. Perhaps, if there had been more caution exercised in
the early days of aviation, we would not have quite the com­
plexity of regulations that exist today.
The hang glider community is making notable progress to­
ward cleaning up its own act. And, it is doing so without the
snoopervision of any government agency. Through the public
relations, training, and supervisory efforts of the national and
local hang gliding groups, along with the voluntary cooperation
of the equipment manufacturers, the sport today , when properly
pursued, is about as safe as downhill skiing,
The cause of accidents recently cannot be traced to the un­
availability of either safe equipment or proper training in both
flying skills and equipment maintenance, The major cause of
accidents is the lack of good judgement concerning either one's
proficiency or equipment condition, In either case, it boils down
to one thing, pilot error. Sound familiar?
One positive aspect of hang glider accidents is that, because
of the low weight and low speed, the probability of serious in­
jury to bystanders or property is very low , To the best of my knowl­
edge, to date, no one has been injured in a hang glider mishap
other than the pilot,
An increasingly growing problem is the availability of suit­
able flying sites, Much, if not most, of the terrain in our country
is not conducive to really good hang gliding, A hill that looks
usable a mile away , invariably , when you get up to it, has six
fences across its face , has a resident herd of 10 bulls who have
not seen a cow in six months, and has 150 a cres of briars at its
base. Obtaining permission to use a suitable site when one is
finally located is not always easy either, To compound the prob­
lem, many previously accessible flying sites have been closed to
hang gliders , More often than not , these locations have been
closed because of the behavior of inconsiderate spectators who
litter or damage the property. You see , hang gliding is also a
spectator sport which always draws a crowd,
Mans hang glider riders live in areas where the only nearby
flying is from low gentle hills suitable for flights of short dura­
tion and for training. In order to go to an advanced flying site,
you must have the money to travel 200 miles or more, on a day
when the wind is blowing from the correct direction for that par­
ticular location, and on a day when there are no other demands
on your time, Waiting for all three of these conditions to coin­
cide can be very frustrating. Here, on the western shore of Lake
Michigan, we have some fine cliffs to ridge soar on the few oc­
John starts a take off run with his Icarus II.
casions when the wind is out of the east. However, because these
cliffs are sharp edged, they are difficult and dangerous for take
off. For landing, you might as well plan on getting wet because
there is only about ten feet of beach at the cliffs base.
If the previously mentioned problems seem a bit gloomy,
cheer up! On the horizon is breaking the dawn of a new era of
aviation! The power launched hang glider is here! No more is
there a need to have an elevated take off point which somehow
always seems to be located dangerously near some congested
area or power lines, etc, No longer is it necessary to wait for the
wind to blow from the correct direction for your one local flying
site, Whenever the wind is not too strong or gusty , in thirty
minutes I can have my Icarus II hang glider unpacked , assem­
bled, and ,be on my way up to 1000 feet to either glide or soar
as cOl1ditions permit. Taking off and landing on my feet, from
any runable area about the size of a tennis court, without the
need for hills or airports, is about as close as man has yet come
to imitating the birds by just stretching his wings and flying .
If you are fortunate enough to live in a rural area, you actually
can fly from your own back yard! Take offs and landings in no
wind conditions as well as re-starts of the motor in flight are
easily accomplished ,
Mounted on my hang glider is a 12,5 horsepower two cycle
gasoline engine. Total weight of the aircraft now is 90 pounds,
including nearly three quarts of fuel which is sufficient for about
30-40 minutes of powered flight, The kit version of the power
package will trim about 5-10 pounds from the total weight. Be­
cause I have been using a stock engine, the rate of climb, about
125 feet per minute, is not exactly breathtaking, But it is ade­
quate and it definitely beats carrying the glider back up a hill.
Also, there are several minor modifications possible to the en­
gine which will provide extra horsepower. Those modifications,
along with a different propeller which I am waiting to receive,
will almost double the rate of climb.
Before going any further, I should comment on the Icarus
II hang glider. (See SPORT AVIATION , August, 1972,) Over
the past four years numerous hang glider designs have come
 John's Icarus II at Rainbow Airport, south of Milwaukee. The
two plastic fuel tanks are boat bumpers. The engine was
raised later, allowing the removal of the fanny guards below
the wing.
and gone. The dependability of the tailless biplane design is veri­
fied by the mere fact that it was one of the earliest designs and
yet it is still around. More than that, with the improvements in
strength (stressed to 4 g's), performance (higher LID, 9/ 1, and
lower stall speed, 15 mph), and ease of construction made pos­
sible in the latest kits, the popularity of the tailless biplane is
growing.
The name tailless biplane may be somewhat misleading.
Possibly a more accurate description might be that it is a short
coupled monoplane with all the advantages of a biplane. The
upper wing carries about two-thirds of the load. The lower wing,
set at 2\4 degrees lesser angle of attack than the upper wing,
carries the remainder of the load while serving as a large hori­
zontal stabilizer. This horizontal stabilizer effect, combined with
the pilot's positioning his weight forward or rearward, provides
dependable and responsive pitch control.
Stalls are gentle and predictable with recovery requiring
about a 15 foot loss in altitude. A stall can be described as a wing
level, mushing descent at about 9 feet per second sink rate. In
other words, the aircraft parachutes. lf a pilot botches a maneu­
ver, the drag inherent in the biplane configuration helps re­
tard the airplane from accelerating right past the redline, 45
mph, so that the pilot has an opportunity to gather up his wits
and recover. Using the wing tip rudder as drag brakes, to glide
ratio can be varied from 9/1 for gliding and soaring to 111 for
landing approach. Combining the relatively short wing span of
a biplane with generous sweepback of the wings , the roll rate
is brisk giving the pilot incredible maneuverability. Torsional
stiffness of the biplane structure provides a solid, tight, reas­
suring feel to the pilot. This glider will fly, or return to flying ,
straight and level even with "hands off" the rudder controls.
Although some of the monoplane hang gliders have a slightly
higher LID ratio than the biplane, the lower LID is a small price
to pay when considering the other numerous advantages . Rather
than being an antique aircraft, the biplane has really found a
home in the sport flying regime of hang gliding. Plus, for the
8
future, the biplane has sufficient structure to which a power
launch package can be attached. I have found no difference in
the flying qualities of the aircraft between flying with power
or as a glider. If you can fly it properly as a glider, you can fly
it when under power.
Being the first person in my area to have an Icarus II, I taught
myself how to fly. One invaluable aid was the book Stick and
Rudder by Wolfgang Langewiesche. Thousands of hours of hang
gliding have been accumulated in these aircraft over the last
four years. Their safety record is unequaled by any other type
of hang glider. For my money, there is no easier to fly aircraft
and no safer aircraft in which to learn to fly.
Most gratifying has been the positive response from hang
glider buffs when discussing the power launch concept. Rather
than feeling that a power launch is a perversion of their sport,
many believe that it is the brightest hope for the future. Most
hang glider pilots know what it is to have traveled hundreds or
even thousands of miles to a hang glider competition only to have
the gathering spoiled by contrary winds or unpleasant camping
conditions near the contest site. With power launch capability,
meets can be held regardless of wind direction in safe, open areas
having comfortable camping facilities. Each competitor can be
given a measured amount of fuel, perhaps one or two quarts,
from which he and his aircraft will extract the most performance.
Thus, the quest for maximum pilot proficiency and maximum
aircraft efficiency will be encouraged and will lead to new de­
velopments. Judging of the competitors can be on the basis of
total altitude gain while powered, then, on endurance, maneu­
vers, speed runs, and spot landings as a glider.
The legality of a powered hang glider is a discussion which
could fiJI this entire issue. Since the FAA has apparently chosen,
for now, to ignore hang gliders in general , I was hoping for the
same treatment. According to my local FAA office, the reason
that the FAA does not regulate hang gliders is that there are
no FAR's pertaining to them. Actually, using the strictest pos­
sible interpretation of existing FAR's, I am sure that a case could

in the other. The two wheel dolly made ground travel easy.
be made for hang gliders, being every bit the equivalent of a
lower performance sailplane. I reminded my local FAA office
that there are no regulations pertaining to powered hang gliders
either, but, they insisted that I had a powered airplane which
must be registered .
Although I do not agree with their assessment of the situa­
tion, I do not have sufficient funds to hire a stafT of lawyers and
I did not want to stop f1ying while the issues are resolved. So,
I chickened out. I now own the first FAA registered, experimen­
tal, homebuilt, foot-launched , powered hang glider . I also have
the dubious distinction of being the first student pilot endorsed
to solo a powered Icarus II hang glider.
In my opinion, these aircraft should be handled the same as
the powerless hang gliders. Leave them alone until there is a
broader base of experience with them. Who knows , there may be
no need of regulation. The vast majority of pilots interested in
this type of aircraft will be interested only in relatively low alti­
tude local sport f1ying as far away from other air traffic as pos­
sible. Who wants to be f1ying between 20 and 30 mph in the traf­
fic pattern of an airport? Does anyone want to volunteer to ride
a motor scooter down an interstate freeway? As noted earlier ,
the danger to people and property is quite low . Lastly , this air­
craft is probably the first aircraft in which a person can teach
himself to f1y with acceptable safety .
Another hang up when trying to make these aircraft fit into
existing FAR's is that a student pilot needs an instructor . I would
like to meet the FAA licensed instructor who is genuinely ex­
perienced and competent to instruct using a powered tailless
biplane hang glider. Prior to endorsement of my student pilot
license, I wrote and signed a waiver releasing the instructor
from personal liability. He can now sleep nights. It stated that
I understood that his endorsement of me as being competent to
solo was based upon his general knowledge of aviation and f1y­
ing techniques and not upon personal experience with the pow­
ered Icarus II.
Another way to handle this type of aircraft would be as a sail­
plane with a power assist on board. I have recently been told by
my local FAA that the differentiation between a powered air­
plane and a sailplane with a motor aboard revolves around total
dependency on the motor and take ofT capability .
An aircraft such as a hang glider, which can land on a ping
pong table in a 15 mph breeze, is definitely not dependent upon
a motor for either safe f1ights or landings . Although cross coun­
try is possible, my longest is 16 miles, the intent of a motor on
a hang glider is to get it to altitude at which time the motor is
turned off. Re-start capability such as I have is convenient but
not essential for repeated safe landings.
Do not confuse climb capability with take ofT capability. A
conventional glider can have a motor aboard which can cause it
to gain altitude and yet will not be able to get the glider airborne
from a dead stop on the ground. Hence, the aircraft is still con­
sidered a glider and not a powered airplane.
John with his fuel supply in one hand and his flying machine
Similarly, a powered hang glider and pilot sitting on the
ground with the prop turning full rpms does not become airborne
until the pilot inputs additional energy into the system. He picks
up the aircraft, supports it, then propels himself by running a
few steps until pilot and plane are up to f1ying speed . There­
fore , there is not complete dependency on the motor in a powered
foot-launched hang glider for take off, f1ight or safe landings as
there is in a conventional powered airplane.
Obviously , there is no question about licensing the powered
hang glider as an experimental homebuilt and f1ying it on a pri­
vate pilot license. The registration was no trouble, costing only
$5. For me, not having any previous official f1ying experience,
the student pilot ticket was actually not too much trouble or ex­
pensive either. My investment was $15 for the third class medical
and $25 for one hour of dual instruction using a Cessna 150 in
order to touch base with the items listed in the student pilot sec­
tion of Part 61 of the FAR's. I had been f1ying my Icarus II as a
hang glider for a year and a half before adapting it to powered
f1ight. As a student pilot, I must have my pilot logbook endorsed
by an instructor every 90 days.
On the aircraft operations limitations, the aircraft is restricted
to a 25 mile radius from my point of departure for the first 75
hours . As in the case of gyrocopters, the point of departure has
not been tied to any geographical location. Therefore, I have the
freedom to trailer my hang glider anywhere and then f1y within
a 25 mile radius of the trailer providing I do not f1y over densely
populated or congested areas. Also, I have been granted a waiver
from the requirement to have instruments on board. The think­
ing here was that, in an ultralight aircraft of limited range,
instruments would be of marginal value and would add unes­
sential weight. At last, the FAA and I can agree on something!
Presently, I am in the final stages of reducing the weight of
the power package, improving performance, and tooling up for
production. Although the price of the motor package has not yet
been firmly established , it now appears that a person will be
able to get into the air for under $1200 which includes the glider
kit and motor package kit. The motor package kit will be avail­
able by spring which gives the builder sufficient time to get the
glider kit, build it, and learn to f1y it as a hang glider .
A person can teach himself to f1y if he is of average intelli­
gence and exercises reasonable caution. Also, today there are
several hundred Icarus II's f1ying across the nation whose pilots
would be glad to share their knowledge. If you have ever f10wn
a hang glider from a cliff or if you just have agood imagination , you
can comprehend "how sweet it is" to take off from level ground.
There is something comforting about having the ground slowly
sink away from you instead of leaping into 300 feet of air! And
when you get to altitude and turn the motor off, with the sky
enfolding you , and with the air whispering past wings so close
they seem as mere extensions of your arms, there is really noth­
ing quite like the thrill derived from the absolute freedom off1ight
which you enjoy again and again with your motor scooter of the
sky.
9

ULTRALIGHT
TEST PILOT
By Dick Turner
Liberty Landing Airport
Kansas City, MO 64108
So, you just put your name on the dotted line to be­
come an ultralight test pilot. The heck you say, you just
'put your name on the dotted line to buy one. Well I'm
here to tell you, you just put your name on the dotted
line to become a test pilot. VI traligh ts are so new to
the aviation industry, and there is so little known about
them, in this sport you're going to become a test pilot
even if you are buying a machine that has been tested
and tried many times.
Now, we know a test pilot is brave and daring. We
also know he is very intelligent. He knows much about
aircraft design and might even be considered a scientist
in the aviation industry. We also know that test pilots
have many hours of experience in aircraft similar to the
one he is beginning to test. He has reflexes like a cat
and a calculating mind. Do you really fit this bill?
Well, many people don't. Most people are like you
and me, and thousands of others across the nation who
are just interested in becoming ultralight pilots to have
a good time. An ultralight is a great recreational vehicle
in which to get away from it all by cruising around and
enjoying the sky.
But with the responsibility of enjoying the sky, we
must first learn several things: how to properly fly the
machine; how to maintain it; and how to inspect it. This
means we have to develop the most important thing in
our flying career, a proper attitude toward safety.
Being safe includes more than making good preflight
inspections and keeping your equipment up. Safety is
an attitude that you have to adopt and etch deeply in
your mind if you are to become an old and proficient ul­
tralight pilot.
There are many things to take into consideration
when you buy an ultralight. Mter 3'12 years in the ultra­
light business as an ultralight dealer, I've had a chance
to view the industry from many different perspectives.
I will try to share my experiences with you. Some things
you should consider when buying an ultralight and be­
fore starting to fly are the location of the manufacturer
and the dealer as well as the type of terrain where you'll
be flying. This will help to determine what ship is best
suited for you.
Now let's take a look at the manufacturer. Most
ultralight manufacturers are intelligent individuals
who make the best use of technology and materials avail­
able to them. Very few ultralight companies have an
aerodynamist on their staff. Most designers of ultra­
lights are highly motivated and enthusiastic individuals
who are delving into an area for which there is no prece­
dent. One must also remember that these ultralight
manufacturers are not large corporations like Cessna,
Beech or Piper. They are just very small companies in
a very competitive market.
One thing to remember when talking with a dealer
or manufacturer is that many performance claims are
10
exagerated, some mildly and some blown clear out of
proportion. Also keep in mind that most manufacturers
have a difficult time in making delivery dates. Due to
the newness of the sport, manufacturers frequently can­
not get materials they have ordered from subcontractors,
so they keep telling you, "Next week, next week, next
week". Just be patient, because you'd rather have a
machine that was properly assembled than one which
was put together with unairworthy parts.
Also we must consider that most manufacturers are
anxious to keep expenses at a minimum and everything
rolling along, so when you receive your aircraft don't
assume it's been test-flown. Buying a machine from a
dealer usually provides the opportuni ty to have some­
body fly the machine before you do. Don't worry about
the "new" rubbing off. It's better to have the new
rubbed off the machine than to have some skin rubbed
off of you.
When looking at buying an ultralight, we must re­
member that the manufacturers are striving constantly
to improve their craft. So the demonstrator you looked
at may not be exactly the one you get. Hopefully if any
changes have been made, they've been tested and are
an improvement to the machine, not just put there to
make it cheaper to produce.
After receiving your machine from the manufacturer,
you should make a very thorough inspection of the frame
before you begin the assembly. Freight companies have
been known to cause damage to parts, and sometimes
this isn't readily apparent. Hopefully, if you purchased
through a qualified dealer, he will do this for you. But
you cannot assume such. In this day and age of the highly
competitive ultralight business, manufacturers go for
dealers who produce sales. It's entirely possible that some
dealers know very little about ultralights, but are fully
capable of buying the machines and selling them.
Most manufacturers are trying to put together de­
cent training programs for the dealers, but this all takes
time. The sport is in its infancy and not everything will
get done as fast as we had hoped. In fact, due to the great
demand for ultralight aircraft, many people who work
for the manufacturers, don't fly airplanes. This is also
the case at most full size airplane manufacturing plants.
We would like to assume that the people building the
machines know what they are doing. In most cases they
do but you must carefully check to make sure every­
thing's OK from the factory. If not you should protest
immediately and get the problem straightened out with
the factory or with your dealer especially before you at­
tempt to fly the machine. Manufacturers mean well,
but remember, ultralights are experimental aircraft
which are not governed by any required licensing re­
quirements. Also don't assume that just because you
paid for a complete machine, it will come that way.
When considering the purchase of an ultralight, ask
the seller specific questions about the aircraft and abou t
himself. How long has the man been flying? How many
hours does he have in the air? How many flying hours
does this particular ship have? How many years has it
been in production? How long will the power plant last?
How much does it cost to overhaul it? What is the opera­
tional cost per hour, including wear and tear on the en­
gine and drive system? Ask him about the drawbacks
with the craft.
All of us know that most aircraft represent good
compromises of several designs factored together. You
can't have the fastest machine in the sky and also the
slowest. You can't have the shortest turning machine
and also the most stable. Each aircraft represents a
trade off to sui t the designer's fancy and therefore, you
must look at the aircraft as a whole, keeping in mind
what you expect from it. People are good at pointing
out the advantages of various aircraft; ask them to point
out the disadvantages as well. You know there are some,
and you should know about them. This will assist in
assuring that you get the package which suits you best.
Unless you are an experienced ultralight pilot, ask
your dealer to make the first test flight of your machine.
He should have the experience with this type of machine
to be better at handling it should something go wrong .
He should have the good sense to make low and short
flights at first to get the feel of the controls without
attempting to take the machine to altitude immediately
after the first take off.
Another good thing to do before buying an ultra­
light is to watch several of them fly . Don't buy the
first one that comes along . The first one might be the
right one for you , but look at several before you make
up your mind .
Most ultralights cos t between $3 ,000 and $4 ,000,
which is a sizeable investment. Considering how long
they last, you should buy very carefully. Also consider
the dealer you are buying from. How long has he been
in business? Is he solid? Does he have the experience
behind him? Has he been to a proper training school?
Does he ha ve a proper attitude towards safety and main­
tenance? This is the person you will be doing business
with and obtaining parts for the aircraft to keep it going .
Sometimes it's better to spend a little more on a ship
from a conscientious dealer than from a guy who just
wants to make immediate bucks .
UP FROM HERE
By John Massey, EAA 143849
vite all other EAA and Ultralight Chapters to visit us.
President, Airmass, Inc.
Here lately in the Midwest the flying has been great.
16845 South Kenneth Road
The beauty of flying over the changing autumn trees
Stilwell, KS 66085
in the cool crisp air has been breathtaking to say the
I am honored to be given this early opportunity to
express my gratitude and respect to the EAA for spon­
soring our much needed Ultralight Association. I feel
that our new association will become the major focal
point of interest in the future development of our sport,
therefore it will convey the general image, attitude and
direction of our sport . If we use creative methods of
organization and invite the contributors of talent from
all ultralight enthusiasts, we can create a concept of
positive achievement through cooperation. Our public
relations will naturally be served well as national media
tells our new story and conveys our positive directions.
Airmass represents one of the first purveyors of
powered ultralights in this fine country of ours. From
the onset of our business we have encouraged the crea­
tion of a national association that would help our sport's
development and popular acceptance. In DeSoto, Kan­
sas we operated the first gliderport for ultralights lead­
ing the way for many such operations. We now operate
Hillside airport in Kansas City, it's a small airport
where conventional and ultralight aircraft share our
common facilities in harmony. Airmass is manufactur­
ing a nd developing new ultralight products including
the Sunburst. We look forward to doing our best to im­
prove the sport of ultralight aviation by providing good
products to the ultralight enthusiasts. Our vision of
fu ture aviation is becoming a reality. In March, 1980
we formed the Ultralight Soaring Association of Kan­
sas City. We hope to become one of the first recognized
EAA Ultralight Association Chapters.
I encourage everyone to form a similar group so
that you too can reap the benefits. Enjoyable events
can be scheduled like cross country flights, fun and games
fly-ins and even fund raising air shows for needed
causes. A local group can also serve to enforce safety
If you are not an ultralight pilot you are going to
have to approach the machine very cautiously if you
hope to become one. It is easy to become frustrated when
you first start flying due to the many setbacks you en­
counter as a beginning student. If you are a licensed
airplane pilot you know there are step by step pro­
cedures when checking out in a model which you haven't
flown . Ultralights are no different. You not only have
to be checked out on the control system, but in the ma­
chine itself. If you approach this cautiously and pru­
dently you will enjoy your flying much more .
Next month I'll write more about the ultralight
world in a continuing effort to help you form a safe
attitude regarding ultralight aviation . Until then, fly
safely.
Dick Turner is an experienced hang glider and ultra­
light pilot of several year's experience. He serves within
the United States Hang Glider Association as Region 6
Director and also on the Executive Committee of the
USHGA. Dick operates an ultralight and hang glider
business at Liberty Landing Airport in Missouri.
measures and encourage responsible attitudes. We plan
a full calendar of events next year and I personally in­
least. Flights in this area of twenty to thirty miles are
common but it seems that most are within a few miles
of the major ultralight areas. I recently flew one of
our ultralights nearby the World Series games between
the Royals and the Phillies. I received prior FAA per­
mission and scheduled times with KCI tower control.
I flew above and alongside the Goodyear Blimp while
staying within the FAR's for separation and altitude
over a congested area . I never actually flew directly
over the stadium but instead performed my maneuvers
nearby and in good view 'of the fans. I carried High on
Royals on my wing and the fans' response was incredi­
ble. I accomplished some very satisfying aerial photog­
raphy of the blimp and stadium composition. I am look­
ing forward to providing from time to time interesting
information on flying in the Midwest and Kansas City
area.
As you can probably tell , I feel very positive about
the creation of this new association. I would like to
thank Paul and Tom Poberezny and Peter Strombom
for having the foresight to recognize the potential of
Ultralights. I am happy to see the inclusion and co­
operation of the USHGA and the fine representation of
experience in Dennis, Lucky and Bob. I also admire and
respect the good leadership qualities of John Ballan­
tyne, the other officers and directors as well. Of course
my good friend, the talented John Weaver will surely
add spice in format, graphics and detail to create an
intriguing new major publication for our sport.
It is a good feeling to know that we, as a cohesive
ultralight association, have the opportunity to create
and control our own destiny as a recognized facet of
future aviation. We now have the responsibility to in­
sure our freedoms by forging ahead to demonstrate the
feasible possibilities in the Future of Ultralights.
11
SLOW is fun
By Jim Marske
EAA #108479
130 Crestwood Drive
Michigan City, IN 46360
Recently I was asked to become an occasional con­
tributor to the newly founded EAA Ultralight Associa­
tion publication. Since most of you probably don't
know me, I would like to tell you something about my­
self. My aviation interest began at the early age of six
with model airplanes. My early teens were obsessed
with tow line gliders, U-control and free flight models.
In high school I would spend my earnings on an oc­
casional flying lesson in a Piper Cub.
At 18 I rebuilt a Schweizer 1-19 single place glider
and began auto towing it in a far field across from my
folk's farm. My first flight in it was, of course, my first
solo flight in any type aircraft. I made many fine soar­
ing flights that summer before finally making the serious
error of falling into a spin too close to the ground. The
glider was destroyed and I spent 30 days in the hospital
with a fractured back.
I learned an important lesson from that accident
which not only changed my attitude but altered the
course of my life. I wanted to make amends for my ne­
glect and misjudgement - I wanted to become an air­
craft designer and perhaps in some way make flying
safer for others.
The next few years were spent studying aeronautical
engineering in college, and researching safer, easier to
fly, aircraft types. This is one of the .primary reasons
why I am deeply involved in flying wing and tailless
type aircraft. Through the successful efforts and en­
couragement of Charles Fauvel and Al Backstrom who
claimed their unswept wing designs were stall and spin
proof. Sure enough, they were correct. Personally, I
have designed and built several flying-wings over the
past 23 years. I have not only found them to be stall
and spin proof, but they possess greater stability than
do conventional tailed aircraft.
So you might ask, "What is my connection with the
ultralight aircraft?" Well, seven years ago I was flying
aircraft with increasingly higher performance, but I
realized that my flying fun did not increase as per­
formance increased. In fact, I remember my most en­
joyable flying was in myoid J3 Cub.
Second best was the Schweizer 1-19 glider. Both these
ships are near the bottom of the barrel when it comes
to performance but they had several things in common.
They were slow flyers with excellent maneuverability.
Control response was light and positive. Sometimes we
would be airborne after a ground roll of only a few yards
and landings were just as short.
Most of the time, I flew open cockpit in the 1-19,
with doors and windows open wide in the Cub. I never
really cared to go far from home, I simply enjoyed fly­
ing for the sake of flying.
I guess all these memories were brought to mind the
first time I saw hang gliding. I could see in their eyes
the same enthusiasm I had when I flew my Cub and
1-19. Well, that evening I sat down to design my ver­
sion of a pure fun aircraft. I t was not an easy task and
was not to be completed in a few weeks or even several
months. When the prototype first flew we knew the basic
concept was correct. However, it was necessary to refine
12
(Photo by Dick Stouffer)
Jim Marske, left, with his Monarch ultralight.
many little details to make a good ship a great ship.
The aircraft I'm describing is my Monarch . . . a ship
I'm proud of and I now rate as my number one favorite
flying machine.
Yes, the Monarch is an ultralight and depending
on my mood it's sometimes a sailplane and other times
it's an airplane. The transformation can take place in
a few minutes by mounting a power unit to the upright
behind the pilot. Admittedly, I prefer to float silently,
undisturbed by noise and vibration, through a sea of
invisible laminar flowing air. The cockpit is mostly
open so that the pilot can enjoy the excitement of fly­
ing with all his senses. A streamlined nose fairing up
front serves as a windbreaker as well as a console to
display the essential flight instruments. The wing is
placed overhead to insure its passage in clean air. A
secondary benefit of the overhead wing is that it be­
comes a sunshade on a hot summer day.
Flight. controls are not unlike that of standard air­
craft. A floor-mounted control stick operates the ele­
vators and aileron system. Pedals up front control the
rudder. For glide path control, a set of spoilers are in­
corporated into the wing's upper surface. Most ultra­
lights don't have spoilers but believe me, the Monarch
needs them to get down.
Despite a wing loading of 2.2 pounds per square
foot, I have flown the Monarch in gusty cross winds of
20 to 25 mph without difficulty.
The structure of the Monarch is primarily of fiber­
glass and epoxy. The completed fuselage is literally a
one-piece unit. There is nothing to vibrate and fall ofT.
There are no joints to present fatigue or work loose
under load. Fiberglass is rugged, durable, and weather
resistant. Its use can be both structural and aerody­
namic and it can be shaped to any form desired.
The wings consist of a molded fiberglass leading edge
skin over foam ribs. The main spar is made from high
strength pulltruded S-glass straps laminated and tailored
to suit inflight stresses.
The control surfaces and wing ribs are of foam and
wood construction, tied together with a special fiber­
glass gusset material. We use four minute epoxy glue
to fabricate most assemblies which really speeds up
construction time. The completed wing and tail struc­
ture is covered with l.7 oz. dacron fabric and given
several coats of clear dope.
As for the future we plan to experiment with various
power units up to 24 hp. The larger power units will be
used in conjuncti·on with a tricycle landing gear for
greater prop clearance and improved ground versatility.
The Monarch has been ahead of its time until now. This
has given us some six years to refine the design and
make it a great ultralight.
 ULTRALIGHT
MARKETPLACE This section contains information as rec;eived via press releases on
new products and services available to the ultralight enthusiast.
STRIPLIN AIRCRAFT CORPORATION'S
NEW LONE RANGER
Striplin Aircraft Corporation , builder of the Fort
Launched Air Cycle (F.L.A .C.), has been flying their
new Lone Ranger since October 23 , 1980. The first
flight was at EI Mirage Dry Lake, California . A week
later they flew it 12 miles to the Fox Field Fly-In near
Lancaster, California. The testing program on this new
single-place Ultralight is progressing smoothly, with
expectations being met or exceeded. Don Breivogel , the
test pilot, says that the Lone Ranger , with the tail and
full three-axis control , is easy to fly, is stable, and flies
like a conventional aircraft. With the new tail design,
the Lone Ranger can use any number of engine types
in the tractor configuration. Designer Ken Striplin said ,
"We've done it," we have not totally reinvented the air­
plane.
The Lone Ranger is built using the same fiberglass
compos~ te construction used in the flying wing F .L.A .C.
The fully enclosed fuselage has bomb-bay doors in the
bottom so that it can be foot launched, qualifying it as
an Ultralight. It has a tricycle landing gear with a steer­
able nose wheel and laminated fiberglass legs to absorb
the shock from landings. The Lone Ranger has a 32 foot
wing span with an area of 144 square feet. The length
is 15 feet and the height is 5 feet. The empty weight is
185 pounds and gross weight is 435 pounds. The wings
can be folded alongside the fuselage , providing a pack­
age 16 feet long by 4 feet wide by 5 feet high that can
be trailered or towed .
The Lone Ranger, powered by a 15 horsepower go­
cart engine with a reduction unit and a 48-inch tractor
propeller, takes off at 21 miles per hour, climbs at 300
(photo Courtesy Striplin Aircraft Corp.)
feet per minute , and flies over 60 miles per hour . This
new craft has better pitch stability and roll character­
istics than the flying wing, allowing pilots to fly cross­
country in stronger wind conditions. The design will
allow mild acrobatics such as loops and rolls . Striplin
Aircraft has a number of options developed for the Lone
Ranger, including twin engines, skis, water floats, in­
wing fuel tanks, wheel pants, and a parachute mounted
in the wing that is actuated by a ballistic recovery sys­
tem . These items combine to make the Lone Ranger a
very useful, enjoyable, fun Ultralight airplane .
Striplin Aircraft (SAC) plans to market the Lone
Ranger in two basic forms, the Quick Flight Kit which
requires only assembly, and the Economy Kit that con­
tains all materials to build the complete hang glider.
An information book is available from Striplin Aircraft
Corporation, P .O. Box 2001, Lancaster, CA 93539. Phone
805/945-2522 . Information book price - $5.00.
GOLDWING BEGINS PRODUCTION
Goldwing, Ltd . is pleased to announce beginning
production of Goldwing ultralight aircraft kits . Brian
Glenn, President of Goldwing, Ltd. provided specifica­
tions on the final production version, and offered the
following comment: "After 2 years of prototyping , we
are able to offer the ultralight enthusiast or private
pilot a safe and affordable, state-of-the-art flying ma­
chine that has the speed of an airplane and the versa­
tility of an ultralight." Because the Goldwing is capable
of foot-launching, no licenses are required for the plane
or pilot.
The designer of the Goldwing, Craig Catto, is one
13

of the earliest pioneers in the modern revival of pow­
ered ultralight aircraft, and has manufactured and de­
livered several hundred kits of his earlier designs, the
CA-14 and CA-15. Catto designed the Goldwing in 1978 ,
and has now set up Goldwing, Ltd . to take over pro­
duction and handle full-time customer service of his
latest design.
Catto states , "Its performance has exceeded our ex­
pectations in every way , and the handling has been re­
fined to be straightforward and docile, incredibly simple
to fly, wi th very forgiving characteristics."
The Goldwing uses conventional 3-axis controls in
an unconventional configuration. Design features in­
clude foam/fiberglass composite construction, a main
and a canard wing, ailerons and spoilers, and winglets
with split rudders built in. . tip dropped to about a 30 degree bank, making a beauti­
The canard (forward) wing provides lift while also
stabilizing the plane and giving pitch control. The wing­
lets give excellent directional stability while increas­
ing the effective aspect ratio without sacrificing han­
dling. The split rudders give the yaw control without
losing any winglet effect. Spoilers and ailerons are used
together to give excellent roll control at both low and
high airspeeds. The independent 3-axis control system
allows the Goldwing to handle crosswind take-offs and
landings with no difficulty, which has long been a sig­
nificant deficiency in other ultralights.
The Goldwing has a span of 30 feet, and a total wing
area of 128 square feet. It weighs 185 pounds and is cur­
rently powered by a 2 cylinder, electric start, 25 hp snow­
mobile engine. At full throttle it is climbing at 600 fpm
at 47 mph . Generally , power is pulled back to 75%
throttle for a comfortable climb of 500 fpm. At economy
cruise (50% throttle) the airspeed is 50 mph and the
fuel consumption is 1 gallon per hour (regular gas)! At
higher power settings, 85 mph has been clocked by fly­
ing alongside a Taylorcraft airplane.
14 High altitude performance was tested in Colorado,
(Photo Courtesy Goldwlng, LTD.)
and with a density altitude of over 9,000 feet the take­
off roll was only 400 feet, and the climb rate was 400
fpm.
During_ extensive stall spin testing, the Goldwing
was able to be flown with full aft stick, indicating 27
mph, and maintaining full control no matter what poweI:
setting. The canard would not stall unless forced into
an accelerated stall (flying fast and pulling back abrupt­
lyon the control stick). In that case the canard would
rise above the horizon , make a gentle break at 24 mph ,
and then rise back up to the horizon and stay there with
the stick full aft.
Spins were repeatedly attempted by forcing an ac­
celerated stall , and then kicking in full rudder. The
nose dropped back down to the horizon while the wing
ful slow speed turn. The Goldwing proved to be very
spin resistant.
Flight demonstrations are given every weekend at
the Amador County Airport (40 miles southeast of Sac­
ramento , California), and visitors are welcome at the
Goldwing factory, located at the airport.
Introductory price for the easy-to-build kit is $3495.00 ,
and a $6 .00 information package or a free info sheet
is available from Goldwing, Ltd., P .O. Box 1123, Jack­
son, CA 95642 .
ULTRALIGHT AIRCRAFT ENGINE NOW AVAILABLE
IN QUANTITY
An announcement by Jack McCornack , EAA 136500,
in the February, 1981 issue of SPORT AVIATION
describes the Cuyuna 430D experimental aircraft en­
gine as being highly dependable and readily available
in quantity . This 429cc two cylinder powerplant, for­
merly the Pterodactyl 430D, is now manufactured by
Cuyuna. For additional information, contact Jack at
Pterodactyl, Ltd., Box 191, Watsonville, CA 95076.
 Discover New Heights!

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