132 MODEL AVIATION
DESIGNING THE SEEKER: This month
I’m going to do something different and go
behind the scenes with an airplane designer.
One of the joys of aeromodeling, for me,
has always been the challenge of coming up
with a “better mousetrap.” There are many
good mousetraps out there, of course, and
with enough ready cash you need never lack
for one.
But if you do buy one of those, you’re
accepting all the same limits, compromises,
prejudices, and pitfalls that somebody else
had when he or she sat down to design and
produce it. The result may not suit you. It’s
like borrowing somebody else’s tuxedo.
However, Quickie 500 and Sport Quickie
(AMA events 428 and 424 respectively)
allow a surprising range of variation within
a few simple parameters. They are perfect
for the custom craftsman, and the continuing
success of garage-shop innovators using
“plain, old” balsa, plywood, and expandedpolystyrene
foam shows that the only real
limit is human ingenuity.
So come with me now as we think
outside the box—er, inside the box—box
fuselage, that is! Our guide is Dave Norman
of the North Central Pylon League, and his
design is known quite appropriately as the
“Seeker.”
“For the past year I’ve been having a lot
of fun working on a Quickie 500 design that
I have been flying locally. I’ve built about
five of these so far, and it’s amazing how
each airplane has evolved from the previous
one. I am far from being any type of
aeronautical genius, but I do learn well from
watching and flying other airplanes and
borrowing features I feel work best.
“Although I really like the quick
assembly and flight characteristics of the
composites, there are several reasons they
don’t make sense on a local level. First off,
many of the ‘famous name’ models have
extensive waiting lists that can cause delays
of up to a year. Second, the uncertain (and
sometimes short) life span of racing
airplanes makes it difficult to justify the
high purchase price. And finally, I like to
compete in our local club races in which the
composites are not allowed.
“My plan was to combine the key
features of the ‘best’ racers out there into a
simple-to-build, inexpensive kit that flies as
well and as fast as the composites. I
honestly believe a well-built foam-andwood
Quickie 500 can compete with the
expensive molded airplanes.
“My experience with sheeting foam
wings with balsa is minimal at best. Jerry
Bednark and I had done a few wings that
turned out pretty well, but with the airfoil I
wanted to use I thought it best that we get a
hold of someone with a bit more experience.
“So I contacted a good friend of mine,
Bill Vargas, and asked if he would be
willing to help me develop a wing using the
popular NACA 66-012. Chuck Bridge uses
this airfoil on his Nats-winning Vortex
design, and Bill also uses it on his Racer II,
which is making a name for itself on the
West Coast.
“I told Bill I would like to make an
NACA 66-012 wing with a slightly
narrower chord, a full 52-inch span (the
maximum allowed under the rules), and zero
twist (washout). Bill agreed, and we got to
work.
“For the fuselage, I took measurements
off a few other popular airplanes and began
Duane Gall, 1267 S. Beeler Ct., Denver CO 80231; E-mail: [email protected]
RADIO CONTROL PYLON RACING
Dave Norman’s completed Seeker prototype. Here’s lookin’ at ya!
Laser-cut parts for Dave’s custom Seeker Quickie 500 racer. See text.
drawing a side view on a large piece of
paper. I used a cross-section of the airfoil to
trace the wing saddle, then drew a line
through the center of the airfoil and
extended this line fore and aft, to the
firewall location at the front to the tail
location at the back. I drew the firewall line
in by making it perpendicular to the wing
centerline, and I drew in the tail-saddle area
by making it parallel to the wing centerline.
The idea was to try to get this perfectly at
0/0/0 incidence (tail/wing/firewall).
“I really wanted to keep the fuselage
dimensions very close to the minimum sizes
allowed by the rule book, and this took a bit
of thought. For example, when trying to
keep the fuselage height right at the
minimum 31⁄2 inches, you have to consider
the thickness of the wing, the basic height of
the fuselage side, the thickness of the
bottom sheeting, plus any fiberglass you
may put on the wing center-section and/or
epoxy putty to ‘pot’ the wing saddle for a
perfect fit, and any sanding you may want to
do to clean things up. This is a lot of
variables that individually are quite small,
but add up in thickness collectively.
“Once I had the fuselage sides drawn to
my liking, I started on the firewall, formers,
wing hold-downs, and landing-gear blocks.
Basically, I made the part that I planned to
use and made sure it fit properly, and then I
drew the part out on the large sheet of
paper with the proper measurements noted
next to the part.
“Most people draw the plans first and
then cut the parts, but to me that seemed
backward. With this process, I was basically
building an airplane and the plans at the
same time, and they matched each other.
“For the tail, I settled on a combination
of the Neme-Q and the Racer II. For some
reason, all of the V-tailed airplanes I have
built with a tall, narrow tail seem more
stable in the air than those with smaller tails.
I also like having the elevator surfaces a bit
higher up, out of the wing turbulence,
because they seem to need less elevator
throw that way. I can’t point to any formulas
or wind-tunnel tests to back this up; it just
seems to work well for me.
“By the time the airplane was finished, I
had a crude but usable plan of what I had
built. I test-flew the first Seeker in early
2003 and was extremely happy with how it
flew. In fact, in its first local 428 race, it
took first place flying against several
composite models piloted by capable pilots.
I had several small issues with the first
airplane, but the only major concern I had
was how I was going to cut down the 4
ounces that it was overweight.
“Since I knew that the design flew great
and had met all the dimensional rules, it was
time to bring my plans to a laser cutter to cut
out a few kits for me. I contacted roughly 10
different laser cutters across the country, but
I really struggled to find someone who
could laser-cut aircraft plywood up to 1⁄4-
inch thickness and also do a complete
fuselage side in one piece. I finally hooked
up with John Marien, the owner of
Northeast Aerodynamics (www.neaero.
com) in New Hampshire.
“John told me that the plans I had drawn
would need to be converted to a CAD
program so that his laser could be set up to
cut out the plans. Jerry Elert was able to
transfer my plans to a CD, which I sent
John.
“After an initial setup of two to three
hours at $36 per hour, John estimated that
he could cut out five fuselage wood kits
(wood included) and ship them to me for
$100. So basically I was looking at
approximately $200 for the first five kits
and approximately $20 per kit thereafter.
“I gave John the go-ahead, and he started
working on the plans. We E-mailed each
other back and forth for a couple weeks until
John thought he had everything set up as I
had drawn it on the plans.
“John suggested that I allow him to add
tabs and slots into the fuselage sides,
formers, and the servo tray. This sounded
great because you would be able to take
both fuselage sides and snap the servo tray
and both formers in place and glue it all
together, keeping everything straight very
easily. Before John started cutting wood, he
mailed out a copy of the plans to have me
look them over to make sure everything was
how I wanted it.
“I anxiously awaited the arrival of the
five kits and was very happy when I saw
May 2004 133
them. The wood that John used was very
good but slightly on the heavy side. I was
amazed at the precision of how everything
fit and the complex angles that were
perfectly cut out on the firewall.
“I was warned by local legend Al
Schwartz that glue does not stick well to the
charred edges of the laser cutting. I thanked
him for the advice but decided to test it
myself, as I did not want to sand all the
edges. I glued and clamped the wing-holddown
blocks with 30-minute epoxy and let
them sit overnight before removing the
clamps.
“Sure enough, with slight pressure I was
able to pop one of the glue joints loose. The
charred edge was still stuck to the glue, but
the glue did not penetrate into the wood.
Forgive me, Al; I’ll listen next time!
“The kits went together fairly well, but,
as you might expect, I had made a couple
errors in measurement. As I built the first
four kits, I sanded here and there and kept
notes of what to revise on the next run.
“Each Seeker I built got progressively
lighter, and I now have a pretty good idea
of what I need to do to keep it right at the
minimum 3 pounds, 8 ounces. I’ve just
recently put in several new modifications
and am anxiously awaiting the next batch of
kits.
“Some of my changes and additional
parts have raised my price slightly, but I am
still very happy with the value. The time it
takes me to cut a perfect firewall and servo
tray is well worth the cost of one of these
kits to me.
“I never really intended to sell a kit, but
I have been asked by several people to do
so. I would like to build a few more, work
out any remaining bugs, and compose a set
of simple yet comprehensive building
instructions before I go down that road.
“Considering my initial plan of a
simple-building, inexpensive, and
competitive airframe, I believe I have
succeeded in all three areas. None of this
project would have been possible without
all the help I received locally, nationally,
and across the Internet. All in all, it has
been an extremely gratifying project, and I
can’t wait to start building more of these
airplanes!” MA
134 MODEL AVIATION
Edition: Model Aviation - 2004/05
Page Numbers: 132,133,134
Edition: Model Aviation - 2004/05
Page Numbers: 132,133,134
132 MODEL AVIATION
DESIGNING THE SEEKER: This month
I’m going to do something different and go
behind the scenes with an airplane designer.
One of the joys of aeromodeling, for me,
has always been the challenge of coming up
with a “better mousetrap.” There are many
good mousetraps out there, of course, and
with enough ready cash you need never lack
for one.
But if you do buy one of those, you’re
accepting all the same limits, compromises,
prejudices, and pitfalls that somebody else
had when he or she sat down to design and
produce it. The result may not suit you. It’s
like borrowing somebody else’s tuxedo.
However, Quickie 500 and Sport Quickie
(AMA events 428 and 424 respectively)
allow a surprising range of variation within
a few simple parameters. They are perfect
for the custom craftsman, and the continuing
success of garage-shop innovators using
“plain, old” balsa, plywood, and expandedpolystyrene
foam shows that the only real
limit is human ingenuity.
So come with me now as we think
outside the box—er, inside the box—box
fuselage, that is! Our guide is Dave Norman
of the North Central Pylon League, and his
design is known quite appropriately as the
“Seeker.”
“For the past year I’ve been having a lot
of fun working on a Quickie 500 design that
I have been flying locally. I’ve built about
five of these so far, and it’s amazing how
each airplane has evolved from the previous
one. I am far from being any type of
aeronautical genius, but I do learn well from
watching and flying other airplanes and
borrowing features I feel work best.
“Although I really like the quick
assembly and flight characteristics of the
composites, there are several reasons they
don’t make sense on a local level. First off,
many of the ‘famous name’ models have
extensive waiting lists that can cause delays
of up to a year. Second, the uncertain (and
sometimes short) life span of racing
airplanes makes it difficult to justify the
high purchase price. And finally, I like to
compete in our local club races in which the
composites are not allowed.
“My plan was to combine the key
features of the ‘best’ racers out there into a
simple-to-build, inexpensive kit that flies as
well and as fast as the composites. I
honestly believe a well-built foam-andwood
Quickie 500 can compete with the
expensive molded airplanes.
“My experience with sheeting foam
wings with balsa is minimal at best. Jerry
Bednark and I had done a few wings that
turned out pretty well, but with the airfoil I
wanted to use I thought it best that we get a
hold of someone with a bit more experience.
“So I contacted a good friend of mine,
Bill Vargas, and asked if he would be
willing to help me develop a wing using the
popular NACA 66-012. Chuck Bridge uses
this airfoil on his Nats-winning Vortex
design, and Bill also uses it on his Racer II,
which is making a name for itself on the
West Coast.
“I told Bill I would like to make an
NACA 66-012 wing with a slightly
narrower chord, a full 52-inch span (the
maximum allowed under the rules), and zero
twist (washout). Bill agreed, and we got to
work.
“For the fuselage, I took measurements
off a few other popular airplanes and began
Duane Gall, 1267 S. Beeler Ct., Denver CO 80231; E-mail: [email protected]
RADIO CONTROL PYLON RACING
Dave Norman’s completed Seeker prototype. Here’s lookin’ at ya!
Laser-cut parts for Dave’s custom Seeker Quickie 500 racer. See text.
drawing a side view on a large piece of
paper. I used a cross-section of the airfoil to
trace the wing saddle, then drew a line
through the center of the airfoil and
extended this line fore and aft, to the
firewall location at the front to the tail
location at the back. I drew the firewall line
in by making it perpendicular to the wing
centerline, and I drew in the tail-saddle area
by making it parallel to the wing centerline.
The idea was to try to get this perfectly at
0/0/0 incidence (tail/wing/firewall).
“I really wanted to keep the fuselage
dimensions very close to the minimum sizes
allowed by the rule book, and this took a bit
of thought. For example, when trying to
keep the fuselage height right at the
minimum 31⁄2 inches, you have to consider
the thickness of the wing, the basic height of
the fuselage side, the thickness of the
bottom sheeting, plus any fiberglass you
may put on the wing center-section and/or
epoxy putty to ‘pot’ the wing saddle for a
perfect fit, and any sanding you may want to
do to clean things up. This is a lot of
variables that individually are quite small,
but add up in thickness collectively.
“Once I had the fuselage sides drawn to
my liking, I started on the firewall, formers,
wing hold-downs, and landing-gear blocks.
Basically, I made the part that I planned to
use and made sure it fit properly, and then I
drew the part out on the large sheet of
paper with the proper measurements noted
next to the part.
“Most people draw the plans first and
then cut the parts, but to me that seemed
backward. With this process, I was basically
building an airplane and the plans at the
same time, and they matched each other.
“For the tail, I settled on a combination
of the Neme-Q and the Racer II. For some
reason, all of the V-tailed airplanes I have
built with a tall, narrow tail seem more
stable in the air than those with smaller tails.
I also like having the elevator surfaces a bit
higher up, out of the wing turbulence,
because they seem to need less elevator
throw that way. I can’t point to any formulas
or wind-tunnel tests to back this up; it just
seems to work well for me.
“By the time the airplane was finished, I
had a crude but usable plan of what I had
built. I test-flew the first Seeker in early
2003 and was extremely happy with how it
flew. In fact, in its first local 428 race, it
took first place flying against several
composite models piloted by capable pilots.
I had several small issues with the first
airplane, but the only major concern I had
was how I was going to cut down the 4
ounces that it was overweight.
“Since I knew that the design flew great
and had met all the dimensional rules, it was
time to bring my plans to a laser cutter to cut
out a few kits for me. I contacted roughly 10
different laser cutters across the country, but
I really struggled to find someone who
could laser-cut aircraft plywood up to 1⁄4-
inch thickness and also do a complete
fuselage side in one piece. I finally hooked
up with John Marien, the owner of
Northeast Aerodynamics (www.neaero.
com) in New Hampshire.
“John told me that the plans I had drawn
would need to be converted to a CAD
program so that his laser could be set up to
cut out the plans. Jerry Elert was able to
transfer my plans to a CD, which I sent
John.
“After an initial setup of two to three
hours at $36 per hour, John estimated that
he could cut out five fuselage wood kits
(wood included) and ship them to me for
$100. So basically I was looking at
approximately $200 for the first five kits
and approximately $20 per kit thereafter.
“I gave John the go-ahead, and he started
working on the plans. We E-mailed each
other back and forth for a couple weeks until
John thought he had everything set up as I
had drawn it on the plans.
“John suggested that I allow him to add
tabs and slots into the fuselage sides,
formers, and the servo tray. This sounded
great because you would be able to take
both fuselage sides and snap the servo tray
and both formers in place and glue it all
together, keeping everything straight very
easily. Before John started cutting wood, he
mailed out a copy of the plans to have me
look them over to make sure everything was
how I wanted it.
“I anxiously awaited the arrival of the
five kits and was very happy when I saw
May 2004 133
them. The wood that John used was very
good but slightly on the heavy side. I was
amazed at the precision of how everything
fit and the complex angles that were
perfectly cut out on the firewall.
“I was warned by local legend Al
Schwartz that glue does not stick well to the
charred edges of the laser cutting. I thanked
him for the advice but decided to test it
myself, as I did not want to sand all the
edges. I glued and clamped the wing-holddown
blocks with 30-minute epoxy and let
them sit overnight before removing the
clamps.
“Sure enough, with slight pressure I was
able to pop one of the glue joints loose. The
charred edge was still stuck to the glue, but
the glue did not penetrate into the wood.
Forgive me, Al; I’ll listen next time!
“The kits went together fairly well, but,
as you might expect, I had made a couple
errors in measurement. As I built the first
four kits, I sanded here and there and kept
notes of what to revise on the next run.
“Each Seeker I built got progressively
lighter, and I now have a pretty good idea
of what I need to do to keep it right at the
minimum 3 pounds, 8 ounces. I’ve just
recently put in several new modifications
and am anxiously awaiting the next batch of
kits.
“Some of my changes and additional
parts have raised my price slightly, but I am
still very happy with the value. The time it
takes me to cut a perfect firewall and servo
tray is well worth the cost of one of these
kits to me.
“I never really intended to sell a kit, but
I have been asked by several people to do
so. I would like to build a few more, work
out any remaining bugs, and compose a set
of simple yet comprehensive building
instructions before I go down that road.
“Considering my initial plan of a
simple-building, inexpensive, and
competitive airframe, I believe I have
succeeded in all three areas. None of this
project would have been possible without
all the help I received locally, nationally,
and across the Internet. All in all, it has
been an extremely gratifying project, and I
can’t wait to start building more of these
airplanes!” MA
134 MODEL AVIATION
Edition: Model Aviation - 2004/05
Page Numbers: 132,133,134
132 MODEL AVIATION
DESIGNING THE SEEKER: This month
I’m going to do something different and go
behind the scenes with an airplane designer.
One of the joys of aeromodeling, for me,
has always been the challenge of coming up
with a “better mousetrap.” There are many
good mousetraps out there, of course, and
with enough ready cash you need never lack
for one.
But if you do buy one of those, you’re
accepting all the same limits, compromises,
prejudices, and pitfalls that somebody else
had when he or she sat down to design and
produce it. The result may not suit you. It’s
like borrowing somebody else’s tuxedo.
However, Quickie 500 and Sport Quickie
(AMA events 428 and 424 respectively)
allow a surprising range of variation within
a few simple parameters. They are perfect
for the custom craftsman, and the continuing
success of garage-shop innovators using
“plain, old” balsa, plywood, and expandedpolystyrene
foam shows that the only real
limit is human ingenuity.
So come with me now as we think
outside the box—er, inside the box—box
fuselage, that is! Our guide is Dave Norman
of the North Central Pylon League, and his
design is known quite appropriately as the
“Seeker.”
“For the past year I’ve been having a lot
of fun working on a Quickie 500 design that
I have been flying locally. I’ve built about
five of these so far, and it’s amazing how
each airplane has evolved from the previous
one. I am far from being any type of
aeronautical genius, but I do learn well from
watching and flying other airplanes and
borrowing features I feel work best.
“Although I really like the quick
assembly and flight characteristics of the
composites, there are several reasons they
don’t make sense on a local level. First off,
many of the ‘famous name’ models have
extensive waiting lists that can cause delays
of up to a year. Second, the uncertain (and
sometimes short) life span of racing
airplanes makes it difficult to justify the
high purchase price. And finally, I like to
compete in our local club races in which the
composites are not allowed.
“My plan was to combine the key
features of the ‘best’ racers out there into a
simple-to-build, inexpensive kit that flies as
well and as fast as the composites. I
honestly believe a well-built foam-andwood
Quickie 500 can compete with the
expensive molded airplanes.
“My experience with sheeting foam
wings with balsa is minimal at best. Jerry
Bednark and I had done a few wings that
turned out pretty well, but with the airfoil I
wanted to use I thought it best that we get a
hold of someone with a bit more experience.
“So I contacted a good friend of mine,
Bill Vargas, and asked if he would be
willing to help me develop a wing using the
popular NACA 66-012. Chuck Bridge uses
this airfoil on his Nats-winning Vortex
design, and Bill also uses it on his Racer II,
which is making a name for itself on the
West Coast.
“I told Bill I would like to make an
NACA 66-012 wing with a slightly
narrower chord, a full 52-inch span (the
maximum allowed under the rules), and zero
twist (washout). Bill agreed, and we got to
work.
“For the fuselage, I took measurements
off a few other popular airplanes and began
Duane Gall, 1267 S. Beeler Ct., Denver CO 80231; E-mail: [email protected]
RADIO CONTROL PYLON RACING
Dave Norman’s completed Seeker prototype. Here’s lookin’ at ya!
Laser-cut parts for Dave’s custom Seeker Quickie 500 racer. See text.
drawing a side view on a large piece of
paper. I used a cross-section of the airfoil to
trace the wing saddle, then drew a line
through the center of the airfoil and
extended this line fore and aft, to the
firewall location at the front to the tail
location at the back. I drew the firewall line
in by making it perpendicular to the wing
centerline, and I drew in the tail-saddle area
by making it parallel to the wing centerline.
The idea was to try to get this perfectly at
0/0/0 incidence (tail/wing/firewall).
“I really wanted to keep the fuselage
dimensions very close to the minimum sizes
allowed by the rule book, and this took a bit
of thought. For example, when trying to
keep the fuselage height right at the
minimum 31⁄2 inches, you have to consider
the thickness of the wing, the basic height of
the fuselage side, the thickness of the
bottom sheeting, plus any fiberglass you
may put on the wing center-section and/or
epoxy putty to ‘pot’ the wing saddle for a
perfect fit, and any sanding you may want to
do to clean things up. This is a lot of
variables that individually are quite small,
but add up in thickness collectively.
“Once I had the fuselage sides drawn to
my liking, I started on the firewall, formers,
wing hold-downs, and landing-gear blocks.
Basically, I made the part that I planned to
use and made sure it fit properly, and then I
drew the part out on the large sheet of
paper with the proper measurements noted
next to the part.
“Most people draw the plans first and
then cut the parts, but to me that seemed
backward. With this process, I was basically
building an airplane and the plans at the
same time, and they matched each other.
“For the tail, I settled on a combination
of the Neme-Q and the Racer II. For some
reason, all of the V-tailed airplanes I have
built with a tall, narrow tail seem more
stable in the air than those with smaller tails.
I also like having the elevator surfaces a bit
higher up, out of the wing turbulence,
because they seem to need less elevator
throw that way. I can’t point to any formulas
or wind-tunnel tests to back this up; it just
seems to work well for me.
“By the time the airplane was finished, I
had a crude but usable plan of what I had
built. I test-flew the first Seeker in early
2003 and was extremely happy with how it
flew. In fact, in its first local 428 race, it
took first place flying against several
composite models piloted by capable pilots.
I had several small issues with the first
airplane, but the only major concern I had
was how I was going to cut down the 4
ounces that it was overweight.
“Since I knew that the design flew great
and had met all the dimensional rules, it was
time to bring my plans to a laser cutter to cut
out a few kits for me. I contacted roughly 10
different laser cutters across the country, but
I really struggled to find someone who
could laser-cut aircraft plywood up to 1⁄4-
inch thickness and also do a complete
fuselage side in one piece. I finally hooked
up with John Marien, the owner of
Northeast Aerodynamics (www.neaero.
com) in New Hampshire.
“John told me that the plans I had drawn
would need to be converted to a CAD
program so that his laser could be set up to
cut out the plans. Jerry Elert was able to
transfer my plans to a CD, which I sent
John.
“After an initial setup of two to three
hours at $36 per hour, John estimated that
he could cut out five fuselage wood kits
(wood included) and ship them to me for
$100. So basically I was looking at
approximately $200 for the first five kits
and approximately $20 per kit thereafter.
“I gave John the go-ahead, and he started
working on the plans. We E-mailed each
other back and forth for a couple weeks until
John thought he had everything set up as I
had drawn it on the plans.
“John suggested that I allow him to add
tabs and slots into the fuselage sides,
formers, and the servo tray. This sounded
great because you would be able to take
both fuselage sides and snap the servo tray
and both formers in place and glue it all
together, keeping everything straight very
easily. Before John started cutting wood, he
mailed out a copy of the plans to have me
look them over to make sure everything was
how I wanted it.
“I anxiously awaited the arrival of the
five kits and was very happy when I saw
May 2004 133
them. The wood that John used was very
good but slightly on the heavy side. I was
amazed at the precision of how everything
fit and the complex angles that were
perfectly cut out on the firewall.
“I was warned by local legend Al
Schwartz that glue does not stick well to the
charred edges of the laser cutting. I thanked
him for the advice but decided to test it
myself, as I did not want to sand all the
edges. I glued and clamped the wing-holddown
blocks with 30-minute epoxy and let
them sit overnight before removing the
clamps.
“Sure enough, with slight pressure I was
able to pop one of the glue joints loose. The
charred edge was still stuck to the glue, but
the glue did not penetrate into the wood.
Forgive me, Al; I’ll listen next time!
“The kits went together fairly well, but,
as you might expect, I had made a couple
errors in measurement. As I built the first
four kits, I sanded here and there and kept
notes of what to revise on the next run.
“Each Seeker I built got progressively
lighter, and I now have a pretty good idea
of what I need to do to keep it right at the
minimum 3 pounds, 8 ounces. I’ve just
recently put in several new modifications
and am anxiously awaiting the next batch of
kits.
“Some of my changes and additional
parts have raised my price slightly, but I am
still very happy with the value. The time it
takes me to cut a perfect firewall and servo
tray is well worth the cost of one of these
kits to me.
“I never really intended to sell a kit, but
I have been asked by several people to do
so. I would like to build a few more, work
out any remaining bugs, and compose a set
of simple yet comprehensive building
instructions before I go down that road.
“Considering my initial plan of a
simple-building, inexpensive, and
competitive airframe, I believe I have
succeeded in all three areas. None of this
project would have been possible without
all the help I received locally, nationally,
and across the Internet. All in all, it has
been an extremely gratifying project, and I
can’t wait to start building more of these
airplanes!” MA
134 MODEL AVIATION
