John Devoe

My hangar is located at Skyhaven Airport, Rochester, New Hampshire at the north end of the prevailing wind/no wind runway 33, near the end of which is the turn-off taxiway which in turn leads to the ramp area. The door faces the runway/taxiway, and when opened displays a silver Falco that cannot but be observed by 95% of visiting traffic. It attracts a lot of visitants from afar as well as from the local area. Other than a few ultralights, it is the only homebuilt aircraft on the field, and I believe it to be only the second or third completed experimental aircraft by a member of the local EAA Chapter in its some 25-year history.

In addition to an area with a 6' work bench and storage shelves, the 42' wide "T" hangar, which dwarfs the 26' wingspan of my 44F, provides room for an inviting 7' couch, a small picnic table, a desk, a 6' planning table, refrigerator and radio in a broad-windowed "office" area. Large blow-ups of everything from a BT-13 to N644F decorate the walls and a thick photograph album chronicling the contruction attracts a good deal of attention. Opposite the door is a small mechanical winch which assists my seventy-five years in bringing in the Falco, engine first, when I am alone. If visitors are present, the chosen one eagerly jumps to assist with tow-bar alone. The Falco is the center of interest, but the ammenities mentioned cause the guest to linger. They include a framed solo certificate from 3 December 1943.

First reaction of vistors? "You built this?", "How long did it take?", "Is it a kit?", "How fast it it?", "What's the engine?", "It is aerobatic?", "Is it fiberglass?" (such mouths are instantly washed out with soap). Expletives: "WOW", "J.C. (a prayer), IT'S BEAUTIFUL", "WHAT A MACHINE!", "PANEL IS IMPRESSIVE", "IT LOOKS LIKE A FIGHTER", "I LIKE IT", "GREAT JOB", "LOOK AT THAT LEATHER!", "NEAT CANOPY".

A select few are allowed to sit in the carpeted cockpit, move the controls, view the panel at close range, lounge on the butter-soft gray calf and inhale its unmistakable aroma. Fewer still are invited for a right seat ride.

The kit question is answered in a qualified manner. Yes, most components are available from Sequoia Aircraft, many in a semi-finished form, but it is not a matter of glueing two halves together, it is very labor intensive and since the structure is wood (you can trust a tree) much fitting and cutting and sanding is needed. And patience. The plywood skins, ranging from 1mm to 2.5mm in thickness, are purchased by the builder from an outside source and, again, a high degree of skin and patience is required in the covering process.

It is explained that such items as the landing gear, control hardware, engine mount, etc, are Sequoia kits and which include everything down to the last cotter pin. An explanation of the time-saving wood kits is explained as well as mention of the fact that the plans are so detailed (I keep a few at the hangar) that, with appropriate skills and machinery, virtually any part can be fabricated by the builder. Since I elected to design and build my own electrical system and instrument panel, schematics and drawings of these are shown to interested parties. A prominent sign declares you are in the presence of an Italian Masterpiece.

Questions of speed are answered honestly (I do not have a high-speed Falco), handling is described as delightful, "like a leaf upon the wayter." The final approach speed is given as 75-80, stall as 58 KIAS, landing difficulty as "it's hard to bounce it, very forgiving" (or my co-pilot wife allows as how "it was a bit gusty, John"), fuel burn just under 8 gph at moderate cruise, it took ten years and perhaps 5,000 hours to build. Cost, including the last recently purchased avionics, just hit six figures or "a lot of Lire." The engine is a 160 hp IO-320-B1A, and I used a rebuilt from Don George Engines of Orlando, Florida.

John Devoe