Junar (oz7404)

About this Plan

Junar. Control line stunt model.

Quote: "Hello Steve / Mary, I am sending you two plans for Bill Werwage's Junar. One a regular print plan and the other a CAD with parts sheet. I have also included a couple of pictures, one with Werwage holding his plane."

Note this is a very low resolution plan.

Direct submission to Outerzone.

Update 7/6/2022: Added article, thanks to RFJ.

Quote: "Classic lines marry modern technology for a world-class CL Stunt aircraft. Junar, by Bill Werwage.

All through the 1950's and early 1960's C/L aerobatic aircraft size was determined by the power-plants available, limiting us to the range of 550 square inch wing area stunters. Then, in 1960 at the Dallas Nats, Lew McFarland demonstrated a larger aircraft than what was thought could be competitive. The reason he was able to successfully fly this size plane was his discovery of the K&B .45. Even though the bellerank was pulled out of Lew's plane on the pull test, and he never got to fly the airplane in competition that year, the size and performance he demonstrated in practice flights was impressive. Longer lines gave the appearance of slower flight and a larger than usual pattern. Impression was the name of the game.

At that same time, I was deeply immersed in my original Ares (oz4884) project, a stunter in the 550 square inch arena. With the impression of that Nats fresh in my mind, my first thought, was to scale up my Ares after discussing this with Lew. I began to re-design for the larger aircraft. In doing so, though, I couldn't seem to keep the weight down enough for this set of numbers.

The first example of the scaled-up version didn't work. The reason for this was that the wing loading was too great. The airplane's weight went up faster than the power improvement. The engine got bigger, the fuel load got heavier, the wing got bigger to carry the weight, and then the structure around the wing increased. As a result, the airframe weight grew faster than the wing area. The old airfoils and the flap set-up for the original Ares couldn't cut it any more at the larger scaled-up size.

So, the airfoils were fattened up and more flap movement was used, just like the text books tell you. The new airfoils for this second enlarged example would resist the turn more than the original Ares so a longer tail moment was introduced. This gave more leverage to turn the beast. To balance this mess the nose was lengthened. The longer nose made the 'barbell effect' of the engine worse. With all the compromises in thiS design, I had entered a vicious circle - not to be confused with the Stunt circle. This airplane required more effort to fly a competitive pattern since it lacked the power steering feel of the original Ares.

The novel, and maybe improved, impression certainly made up for it. I was not alone in feeling this as Lew went on to win Open Stunt in 1961 and 1962 with his landmark Shark 45 (oz4557) design. His success spurred on my two-year long development program. While all of this was going on behind the scenes, I used the original, small Ares to win the Senior crowns at both the 1961 and 1962 Nats. I don't know if Lew agrees, but I think we each had a different solution to the Stunt problem, one that worked at a larger size, but didn't translate well back to the small size.

There was only one direction to go, to attack the problem at the very root - less weight. That meant smaller flaps, which would mean an easier turn, and which would mean a thinner airfoil. Because it would turn more easily, I wouldn't have to put that long tail moment on it and the horsepower would feel better because I had thinner airfoils and smaller flaps. It was still a vicious circle but it wasn't quite as tight..."

Supplementary file notes

Alternate (modern redrawn) version of the plan, in PDFvector format. Complete 4 pages, all parts and formers are shown.
Article.

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