You'll notice that this isn't April Fool's Day. This is a serious quest, and one that we think is worthy of our pursuit and concertedefforts. If there are any other members who are of a similar persuasion, then let's begin discussing the possibilities at the next meeting. We would like to film the experience, and so have need of chase planes (and maybe chase cars with spares parts), and those who would help document the quest and commit themselves to that end. What do you say? Would you like to share a dream? Would the Summer of 2001 be too early?

Sincerely, from Independence, Oregon, January 1, 1997,

Ernie Moreno
Ken Hazlett
Mike Pongracz
Ron Carroll

The key is that rather than beginning with an airplane, we are beginning with design criteria that reflect our specific needs. Approaching the problem as a corporation would, we are no longer shopping by chance.

Clearly identifying our purpose in this project is the first step to take (see our boilerplate in The Taledragger). We promote interest in aviation by attracting and assisting in theaeronautical education of motivated individuals. Our approach is a hands-on one, and the experience is much more intense and valuable as one learns best by doing. We both use and increase our most precious resource: the collective skills of our members.

To my mind, this goal is best served by building airplanes because the level of involvement is so much higher. (I will think of the Munch Bros. whenever I see the Gypsy tail surfaces.) It goes without saying that some airplane building projects are more appropriate than others as club building projects. So what are our criteria?:

First, the project must attract participation to insure its completion. Our mutual support is an enormous advantage, especially in problem solving when the going gets rough. And it must be as fun as a Shriner convention!

As a group project, it must be attractive to many individuals. "The Quest" (an excellent idea for which I claim no credit) is a remarkable step in that direction. Enormous interest has been generated by the idea of a "gypsy" tour of the 48 states. (A defined and desirable goal that excites the imagination.) The airplane itself must have sufficient "sex appeal" to attract participation. We should seek planes which are aesthetically pleasing. Size is important in both authenticity and flying qualities. Scaled projects have many advantages as long as the scale is reasonable and a believably authentic product results. Some WWII replicas are so tiny as to evoke thoughts of a big model rather than a "real" airplane (a Zero with a twelve foot span or a twenty-foot Boeing 747 would be another example).

Wing loading and power loading bear directly on safety and indeed, the ability to fly. As long as everything can be made to fit, a reduced-size airplane can have flying qualities very close to its full-sized counterpart. The choice of proper wing loading for safe flying qualities is paramount. Indeed, safety must be our first consideration. It has often been said that the best safety device is a low wing loading. Low wing loadings also producesuncomfortable flight in mild turbulence. Our airplane will need to sit on the ground to wait out problematic weather. Even then though, the structure should be able to withstand several g's in flight, and even more on impact. As a number of pilots are likely to fly it, it must be stable and easily controllable in flight. Stalls must be gentle. Stall speed must be low.

Even the most dedicated builder will find his attention severely compromised by a 3,000 hour build-time airplane. The building process must be planned to proceed at a steady pace without bottlenecks. Provision must be made to make use of the talents of five extra members who show up unexpectedly. The design must lend itself to be broken up into sub-assembly construction operations. The method of construction must be forgiving so that mistakes can be easily spotted and corrected. Variety of technique and pace is valuable to combat fatigue and is also a valuable teaching tool.

Choosing to build another ultralight would have the advantage of self-regulation. We are fortunate in having among us many skilled individuals to guide us in building safe aircraft. The "Gypsy Tour" is a superb idea as we want to have a good time with it also. Ithas my full support.

What kind of airplane would comply with the above criteria? One along the lines of those built between 1914 and 1940. I know people who dress up in period costume and drive around in antique cars. We could be like that also, it might be fun. What would we be? The Gypsy Jokers Flying Circus? Right now EAA 292 is a number, but we have no name.

Dennis Gwynn