Brett and Elizabeth Ferrell’s Velocity XL
N44VF took its first flight on September 7, 2007, after five and half years of building, and we’ve spent the last couple of years flying and testing it before we applied the paint job this year. The scheme is by my wife, Elizabeth, working with Air Graphics, who provided the vinyl. The Velocity flies great, and will cruise at 180+ KIAS even with the fixed-pitch Catto prop. Thanks to Velocity for its support, as well as Jerry Brainard and Ray Parker and the folks of EAA 974 for helping us get flying, and Dave Bertram for taking my baby on her first (and second!) flights. But most of all thanks go to my wife for encouraging me to live the dream. We have an APRS tracking unit installed so you can follow our flights in real time at www.velocityxl.com.
Peter Webb’s RV-9A
N337CW first flew on May 17, 2010, after a six-plus-year build. Phase I test flying took place last summer during a stretch of uncommonly awesome fog-free weather on the coast of Maine, and I now have more than 70 hours of converting 100LL into pure fun.
The project began in fall 2003 as a quickbuild tail kit at the Alexander Technical Center, in Griffin, Georgia, and the pace soon slowed to a normal, steady crawl. But I loved every minute of it, and at least the family always knew where I was. This project would not have been possible without the undying support and help from many, especially my wife, Cate, and kids Lee and Caroline, who mostly grew up with Dad’s airplane in the home shop.
The Van’s standard kit is powered by an Aerosport Power/Superior O-320 D2A swinging a Sensenich fixed-pitch prop, and it is equipped with Lightspeed Plasma electronic ignition on the top and standard magneto ignition on the bottom spark plugs. The plane is set up for day/night VFR, and the panel sports a GRT Sport EFIS, Vision Microsystems VM-1000C engine monitor, and Garmin SL40 com and GTX 327 transponder.
Larry & Shirley McDougal’s RANS Super Coyote
Our Super Coyote II was completed in October 2009, after 37 months of work. The 100-horsepower Rotax 912S drives a ground-adjustable KievProp propeller. We wanted a comfortable, easy-to-fly and above all safe airplane.
As a retired mechanical designer, I felt comfortable making dozens of improvements. For example, I have a zero-backlash throttle system that makes synchronizing the carbs easy and holds a setting. I also created an ethanol-compatible fuel system that stops all cross-feed siphoning without manual valves. I am currently putting the aircraft through a detailed flight-test program to determine actual performance data.
Grafton, West virginia
BUILDERS SHARE THEIR SUCCESSES
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