AN AEROPLANE CALLED . . .

(Photo by Ron Moulton)

An early VW powered version of FRED . . . an acronym for Flying Runabout Experimental Design.

By Eric Glutton (EAA 28652) 92, Newlands St. Shelton, Stoke-On-Trent ST4-2RF, England

,T IS NOT too difficult to buy or even build an aircraft, but it is not so easy to find somewhere to keep

it and fly it yet after all that is the object of the exercise. Too often, the enthusiast embarks on a project, optimistically thinking that the flying field problem will solve itself. Believe me, it does not.
Here in England, due to population pressures, overnight ecologists and last but certainly not least, creeping Socialism, it is becoming increasingly difficult to find a flying field for sport flying. This awkward situation was foreseen several years ago, and an aeroplane was designed to deal with it. This aircraft was named FRED, standing for "Flying Runabout Experimental Design". Over the years FRED has lost his experimental status and become a very practical "keep at home" aircraft. The prototype is very rarely stored at an airfield and normally sits at home, all ready to hook on to the back of the car and go flying. It is sometimes kept in the garage but often outside, protected by a plastic cover, and it only takes a few moments to hook it onto the car and strap the tailplane to the roofrack. The rud30 JUNE 1977

der usually goes on the back seat. Even a small English car can tow FRED at speeds up to 70 mph, although 50 mph is more usual (and more legal). Over two thousand miles were traveled by road in 1976, and FRED has been towed in winds up to 20 mph. Apart from the usual sport flying activities, FRED has been used as a flying test bed in the development
of a geared VW unit, proving an ideal and safe vehicle

for the purpose. This effort was spread over a number of years and resulted in several dead stick field landings, some of which amply proved the rugged strength of the airframe, and all of them certainly showed what a lot of drag is produced by a stopped six foot prop compared to the usual VW toothpick! Apart from the engine development program, most of FRED's flying has been done with a more normal direct drive 1500 VW conversion which also formed the basis for the two types of reduction gearboxes, one tooth belt and two vee-belt reduction units. Last year the VW experiments were completed and an old Franklin 4 AC-150 was overhauled (more like resurrected!) and fitted. This engine is a 50 hp four-banger rescued from a Taylorcraft, and

Stowed away in the author's back yard, FRED is currently powered by a Franklin 4AC-150. The wings are locked in position across the cockpit, using normal spar fittings and wing pins.

FRED at Syv.'u:. .o in World War I German markings and lozenge-patterned camouflage. Powered by a 1500cc VWat the time.

Tow bar arrangement. Rear of the towbar is fitted with a castor for easy maneuvering. Cable and plug for towing lights and the wing saddle support are visible in this shot.

its extra weight meant shortening the nose by nine inches. Performance on this engine is roughly equivalent to a geared 1500 VW, but with the extra reliability inherent in a slow turning aero engine.

with a normal 1500 VW conversion, and landing distance can be very short because the final approach speed can be as low as 45 mph with some power on and the stick right back. There is no tendency to float after rounding out, so when you are down you are there to stay. FRED does not stall with normal handling, and full back stick, power off, gives 40 mph and a high rate of sink under full control and without any nose drop. Relaxing the considerable stick back pressure or applying power gives immediate recovery. The wings are folded by first unclipping the flying wires 0/4" mild steel rods), removing aileron "pip-pin" and one main wing pin each side. The wings do not fall down with this done, and the operator then walks out to a tip, lifts the leading edge slightly, then drops it until the wing is hanging leading edge down from the rear spar fitting. He then walks around with the tip until the wing lies alongside the fuselage. This operation takes only a few minutes. Total rigging time is thirty minutes with all operations performed by one person a vital factor with a single place aircraft. FRED is a very easy aeroplane to fly and has been called "a gentleman's aerial conveyance". I wouldn't really know, not being a gentleman. Very suitable for low time pilots who are also gentlemen! Some of the advantages of a folding, readable aeroplane are obvious; the lack of hangarage costs is the first advantage anyone thinks of, but there are many more. Imagine having your aeroplane at home where the usual routine maintenance can be done in comfort (and the convenience of the annual overhaul). No problems with vandalism. Refuel at home or at any gas station. Extend the range by towing part of the way. Beat bad weather by road towing. Have a choice of take-off fields (avoid mud, cow manure!).

Take-off over a fifty-foot obstacle is 400 to 500 ft.

"It's an aeroplane!" this is the end the following driver sees when FRED is being towed down the highway. Tail and stop lights plus indicators are worked from a normal trailer plug. Prop is normally at 45 for towing to reduce width. FRED is normally towed on his own wheels which are off a motor scooter, so they are well up to the job and as easy to change as a car. On long road journeys I carry a spare wheel but have never needed it so far.

A trailer may of course be used as an alternative.

shirt at Oshkosh this year sorry FRED can't be there, but by then three or four more plans-built examples will be flying on this side of the big pond. The first one built from the plans is already flying and the second one is ready to go. The first plans built FRED took exactly twelve months from purchasing plans to flight.
FRED SPECIFICATIONS

truss and road fittings. Watch for the FRED AVIATION

Plans are available and they include the towing

Semi-cantilever, all wood. All metal fittings commercial grade steel. Wings fold, tail unit detaches. Roadable. Power . . . . . . . . . . . . . . 1500cc VW conversions and up or 50-65 hp aero engines Prop . . . . . . . . . . . . . . . . . . . . . . . . . . 56"x26" with 1500 VW Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ft. 6 in. Length . . . . . . . . . . . Approx. 16 ft. (depending on engine) Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-60 mph Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 mph

Maximum AUW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 790 Ibs.

VNE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 mph Stall . . . . . . . . . . None (slowest speed attainable 40 mph) Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . 9'/2 U.S. gallons
Folded Sizes: Width . . . . . . . . . . . . . . . . . . . . . . . 4'0" to 4'3" (wheel track)

Length . . . . . . . . . . . 16'9" (18'3" with tow truss attached) Height . . . . . . . . . . . . . . . . 6'6" (7'4" with wires folded up) Prototype was proofloaded (static tested) to: 3.5g positive 1.5g negative at maximum AUW Wing panels may be removed completely by undoing one nut each side.
SPORT AVIATION 31