The Affordaplane is NOT an ultralight.
I've tried, at length, to keep my personal thoughts on this plane out of it. But, it certainly seems that this plane, in it's to plans form, will not fly as a US legal Ultralight.
I'm open to other evidence, you can leave comments, or e-mail, and I"ll happily edit this post and put your material up instead.
Monday, March 11, 2013
Wednesday, January 11, 2012
Roy brings us the fuselage weight!
For anyone who wants to know the weight of the fuselage MINUS the wheel assembly, all of it bolted and the wood insers in place, I ma speaking of plans up to drawing three, I weighed it on my calibrated scales as 69 lbs. This should be a good place to work from, I have not included the tail wheel, seats, floor boarding or anything except what you see on drawing three of the plans. (And built in strict accordance to the plans.)
-Roy
-Roy
Monday, December 5, 2011
Affordaplane Crash Report: Terry Warren
The second one was Terry Warren. His aircraft is the second picture down on the
group homepage (His photo is no longer posted on the group homepage). He stalled
from about 50 feet up, pancaked onto the runway squashing the entire fuselage.
Once again... pilot error, aircraft totaled, and the pilot unhurt.
group homepage (His photo is no longer posted on the group homepage). He stalled
from about 50 feet up, pancaked onto the runway squashing the entire fuselage.
Once again... pilot error, aircraft totaled, and the pilot unhurt.
Affordaplane Crash Report: Larry Hrometz
Well, now I'll report on Affordaplane accident #3. Again... Pilot error,
aircraft totaled, pilot unhurt.
Larry Hrometz, the pilot, asked me to share details with the groups so that
hopefully we can all learn from his accident. I will create a PHOTO folder of
the accident photo's that I took.
http://groups.yahoo.com/group/Cheapaircraft/photos/album/592839947/pic/list
[there are more pictures on the yahoo group]
The series of events that led up to last evenings accident (7-16-09) actually
started last fall.
He finished the aircraft and took it to a local airstrip for initial testing
(not the airport where last nights accident happened). Taxi tests went well, and
he started making short crow-hops. He was having an issue with the aircraft
wanting to veer to the left. He ended up nipping a wingtip on a tree. Only very
minor damage to the wingtip. He discovered that a brake was mis-adjusted causing
it to drag. He trailered the aircraft home for the winter and to make repairs.
This past spring, he brought the aircraft to my local strip, Barber Airport
(2D1). I helped him assemble the aircraft and, at his request, performed as
thorough a pre-flight as I am capable of.
The only issue I found was that the rudder was capable of hitting the elevator.
He showed me that full rudder input placed the rudder about one inch shy of the
elevator, but I noted that while he was holding full rudder, I could move the
rudder until it contacted the the elevator.
Since full rudder input kept the the rudder away from the elevator, we decided
that all should be fine until he can install rudder stops. Neither one of us
realized what was actually happening.
Again he started taxi testing, progressing to short crow hops. About a month ago
(I don't remember the exact date) he was headed north on the N-S runway, about 5
feet up at about 50 mph, when the aircraft started veering to the right. He
started gentile left rudder inputs and the aircraft continued moving to the
right. Realizing that the aircraft was in trouble and heading off of the runway,
he chopped the throttle and tried to ease the plane back to the ground. The
right main caught a berm off the east side of the runway, causing the aircraft
to start into a groundloop. Unfortunately, right where the groundloop started is
a pond just off the runway edge. The aircraft ended up in the water, standing on
it's nose, tail straight up in the air.
I wasn't able to get to the airport after the accident, so I have no photo's.
The only damage to the aircraft was a slightly bent cabane, a broken prop, and a
badly brused ego.
Post accident analysis led back to the issue with the rudder. During initial
construction, he decided to use a rudder bar instead of pedals. The proper
installation of a rudder bar relies on rudder cable tension not return springs
to maintain the proper cable tension. When he fabricated the rudder horn, he
placed it so the cable attach points were behind the rudder hinge line. This
allowed the left cable to go slack when right rudder was applied, and vice
versa.
So, when he was trying to ease in left rudder, he never actually got to the
point where the cables got tight enough to actually turn the aircraft. Trying to
ease in left rudder never got past the slack cable. We both learned something.
We knew something wasn't correct, but didn't identify exactly what it was.
Believe me I felt as bad as he did. We should have caught it !!!
He corrected the rudder geometry problem and installed a new prop. Now the
rudder cables stay tight all the time.
Yesterday afternoon I stopped at the airport. It was too windy to fly, so he was
cleaning the plane. We chatted for a while. He started telling me about
performing a static thrust pull test. He said he got 108 to 110 pounds of pull
at 4000 rpm. I told him that the aircraft would not fly on that small amount of
thrust, and that the rpm's were too high. It has a 1/2 VW, about 28 hp, and was
turning a 54-26 prop. The first prop was a 54-24. I felt that he needed more
prop in order to get the static rp's down to around 3400. He said the aircraft
performed the crow hops just fine. Again I missed something that I wouldn't
realize until later. We chatted a while longer and I went home.
The owner of the airstrip called me at 8:30 pm telling me that Larry crashed, he
was fine, but it was bad. I rushed to the accident scene.
As you will see in the photo's, I found the aircraft sitting nose up against a
truck camper, badly mangled. After the Ohio Highway Patrol and the local
Sherriff completed their investigation, and the FAA released the aircraft from
the scene (saying that the aircraft was a Ultralight so no formal investigation
was necessary), we loaded it onto a hay wagon and hauled the plane back to the
airport.
The details are...
The wind had settled down, so he decided to do some more crow hops. He was up a
few feet higher than normal, heading south on the N-S runway. He lost track of
where he was on the runway and realized he didn't have enough runway to set
down, so he applied full throttle and decided to just fly it around the pattern.
After a few seconds of climbing, the aircraft settled and stopped climbing. He
managed to make about 40-50 ft altitude. There were wires and trees directly in
front of him. He knew he couldn't clear either of then so he initiated a right
turn.
He lost airspeed in the turn and the aircraft started into a classic stall-spin
condition. He clipped the top of a power pole (visible in one of the photo's)
with the left main (this probably saved his life) spinning him down to the
right. He caught a wingtip on the edge of the house, reversing the spin but
slamming him nose first into the truck camper. He bounced back and dropped. The
photo's show it all.
The bottom line is that the engine didn't develope enough thrust to fly, bu DID
allow the aircraft to fly "In Ground Effect". Yikes... that's what I didn't
catch... ground effect... just didn't put 2 and 2 together.
Larry is sore as hell today, but he is alive and is already planning to build
again, but this time with a full VW.
The aircraft actually did very well in the crash. He had welded all of the
joints instead of bolts and gussets. Not one weld failed !!! Lots of bent and
mangled bolts and fittings. Everybody who looked at the wreckage said that it
has a very strong basic airframe.
I spent 2-1/2 hours helping him disassemble and pack the aircraft back in his
trailer.
So, what can we learn from all this?? This is exactly why it is called
EXPERIMENTAL aviation. Never take anything for granted. Check, double check,
triple check, and if something don't seem right... it probably isn't.
If I missed anything, just ask...
"An update to the following information. Larry has since purchased a Quicksilver
(Tweety Bird) which he has logged alot of hours, and a Taylorcraft project, and
has started toward his Sport Pilot license. He is currently helping a local
builder repair a homebuilt biplane that was damaged during a forced landing."
aircraft totaled, pilot unhurt.
Larry Hrometz, the pilot, asked me to share details with the groups so that
hopefully we can all learn from his accident. I will create a PHOTO folder of
the accident photo's that I took.
http://groups.yahoo.com/group/Cheapaircraft/photos/album/592839947/pic/list
[there are more pictures on the yahoo group]
The series of events that led up to last evenings accident (7-16-09) actually
started last fall.
He finished the aircraft and took it to a local airstrip for initial testing
(not the airport where last nights accident happened). Taxi tests went well, and
he started making short crow-hops. He was having an issue with the aircraft
wanting to veer to the left. He ended up nipping a wingtip on a tree. Only very
minor damage to the wingtip. He discovered that a brake was mis-adjusted causing
it to drag. He trailered the aircraft home for the winter and to make repairs.
This past spring, he brought the aircraft to my local strip, Barber Airport
(2D1). I helped him assemble the aircraft and, at his request, performed as
thorough a pre-flight as I am capable of.
The only issue I found was that the rudder was capable of hitting the elevator.
He showed me that full rudder input placed the rudder about one inch shy of the
elevator, but I noted that while he was holding full rudder, I could move the
rudder until it contacted the the elevator.
Since full rudder input kept the the rudder away from the elevator, we decided
that all should be fine until he can install rudder stops. Neither one of us
realized what was actually happening.
Again he started taxi testing, progressing to short crow hops. About a month ago
(I don't remember the exact date) he was headed north on the N-S runway, about 5
feet up at about 50 mph, when the aircraft started veering to the right. He
started gentile left rudder inputs and the aircraft continued moving to the
right. Realizing that the aircraft was in trouble and heading off of the runway,
he chopped the throttle and tried to ease the plane back to the ground. The
right main caught a berm off the east side of the runway, causing the aircraft
to start into a groundloop. Unfortunately, right where the groundloop started is
a pond just off the runway edge. The aircraft ended up in the water, standing on
it's nose, tail straight up in the air.
I wasn't able to get to the airport after the accident, so I have no photo's.
The only damage to the aircraft was a slightly bent cabane, a broken prop, and a
badly brused ego.
Post accident analysis led back to the issue with the rudder. During initial
construction, he decided to use a rudder bar instead of pedals. The proper
installation of a rudder bar relies on rudder cable tension not return springs
to maintain the proper cable tension. When he fabricated the rudder horn, he
placed it so the cable attach points were behind the rudder hinge line. This
allowed the left cable to go slack when right rudder was applied, and vice
versa.
So, when he was trying to ease in left rudder, he never actually got to the
point where the cables got tight enough to actually turn the aircraft. Trying to
ease in left rudder never got past the slack cable. We both learned something.
We knew something wasn't correct, but didn't identify exactly what it was.
Believe me I felt as bad as he did. We should have caught it !!!
He corrected the rudder geometry problem and installed a new prop. Now the
rudder cables stay tight all the time.
Yesterday afternoon I stopped at the airport. It was too windy to fly, so he was
cleaning the plane. We chatted for a while. He started telling me about
performing a static thrust pull test. He said he got 108 to 110 pounds of pull
at 4000 rpm. I told him that the aircraft would not fly on that small amount of
thrust, and that the rpm's were too high. It has a 1/2 VW, about 28 hp, and was
turning a 54-26 prop. The first prop was a 54-24. I felt that he needed more
prop in order to get the static rp's down to around 3400. He said the aircraft
performed the crow hops just fine. Again I missed something that I wouldn't
realize until later. We chatted a while longer and I went home.
The owner of the airstrip called me at 8:30 pm telling me that Larry crashed, he
was fine, but it was bad. I rushed to the accident scene.
As you will see in the photo's, I found the aircraft sitting nose up against a
truck camper, badly mangled. After the Ohio Highway Patrol and the local
Sherriff completed their investigation, and the FAA released the aircraft from
the scene (saying that the aircraft was a Ultralight so no formal investigation
was necessary), we loaded it onto a hay wagon and hauled the plane back to the
airport.
The details are...
The wind had settled down, so he decided to do some more crow hops. He was up a
few feet higher than normal, heading south on the N-S runway. He lost track of
where he was on the runway and realized he didn't have enough runway to set
down, so he applied full throttle and decided to just fly it around the pattern.
After a few seconds of climbing, the aircraft settled and stopped climbing. He
managed to make about 40-50 ft altitude. There were wires and trees directly in
front of him. He knew he couldn't clear either of then so he initiated a right
turn.
He lost airspeed in the turn and the aircraft started into a classic stall-spin
condition. He clipped the top of a power pole (visible in one of the photo's)
with the left main (this probably saved his life) spinning him down to the
right. He caught a wingtip on the edge of the house, reversing the spin but
slamming him nose first into the truck camper. He bounced back and dropped. The
photo's show it all.
The bottom line is that the engine didn't develope enough thrust to fly, bu DID
allow the aircraft to fly "In Ground Effect". Yikes... that's what I didn't
catch... ground effect... just didn't put 2 and 2 together.
Larry is sore as hell today, but he is alive and is already planning to build
again, but this time with a full VW.
The aircraft actually did very well in the crash. He had welded all of the
joints instead of bolts and gussets. Not one weld failed !!! Lots of bent and
mangled bolts and fittings. Everybody who looked at the wreckage said that it
has a very strong basic airframe.
I spent 2-1/2 hours helping him disassemble and pack the aircraft back in his
trailer.
So, what can we learn from all this?? This is exactly why it is called
EXPERIMENTAL aviation. Never take anything for granted. Check, double check,
triple check, and if something don't seem right... it probably isn't.
If I missed anything, just ask...
"An update to the following information. Larry has since purchased a Quicksilver
(Tweety Bird) which he has logged alot of hours, and a Taylorcraft project, and
has started toward his Sport Pilot license. He is currently helping a local
builder repair a homebuilt biplane that was damaged during a forced landing."
Affordaplane Crash Report: Mike Robbins
Reposted from the A-Plane Mailing List:
The first Affordaplane accident that I know of was Mike Robbins. The details of
his accident are posted in the main group archives (See text of this post #3452
following). If someone wants to take the time to look it up and post a link to
the message, I would appreciate it. It was pilot error, the aircraft was
totaled, and the pilot was unhurt.
The following is the post from Mike Robbins (no longer on the group)
The "He-Man" bars he mentions are the ones that are noted in the updates located
in the FILES area (I prefer to call them cabanes)...
No the plane is no longer flying.
I changed engines and while doing hops down the runway to test the radiator size
I accidentally took off. Not wanting to commit to free flight with an unproven
cooling system I forced the plane to land.
Well it didn't like the way that I did it and I wound up in a PIO that
eventually led to me applying full power right near stall speed. The torque
pulled me sideways and my left wing stalled, then I started to bounce down the
runway sideways with bigger and bigger bounces until my fuselage broke. It took
about 4 hits sideways to break it.
Right around the time the main tube under the seat broke, my gear broke. If I
had had the He-Man bars my fuselage would still be intact, Dave fixed this by
updating his plans.
The first Affordaplane accident that I know of was Mike Robbins. The details of
his accident are posted in the main group archives (See text of this post #3452
following). If someone wants to take the time to look it up and post a link to
the message, I would appreciate it. It was pilot error, the aircraft was
totaled, and the pilot was unhurt.
The following is the post from Mike Robbins (no longer on the group)
The "He-Man" bars he mentions are the ones that are noted in the updates located
in the FILES area (I prefer to call them cabanes)...
No the plane is no longer flying.
I changed engines and while doing hops down the runway to test the radiator size
I accidentally took off. Not wanting to commit to free flight with an unproven
cooling system I forced the plane to land.
Well it didn't like the way that I did it and I wound up in a PIO that
eventually led to me applying full power right near stall speed. The torque
pulled me sideways and my left wing stalled, then I started to bounce down the
runway sideways with bigger and bigger bounces until my fuselage broke. It took
about 4 hits sideways to break it.
Right around the time the main tube under the seat broke, my gear broke. If I
had had the He-Man bars my fuselage would still be intact, Dave fixed this by
updating his plans.
Tuesday, November 29, 2011
Weight Notes, Thanks to Johnnie
Johnnie:
I did the following and have been mining the combined Affordaplane sights and seeing what CAN be done. Check this out and some that know might respond.
Affordaplane Materials Cost & Weights;
Per Aircraft Spruce & Specialty pdf catalog and internet search.
Bolts:
Actually priced the AN3 & 4 bolts. Then multiplied that amount by 2.5 (to simulate bolt, washer and nut combo), that came to $257.50. By adding each bolts lengths, a total rod length was determined, so a (kind of) bolt weight could be derived. That total was doubled to allow for a (kind of combo weight) bolt length plus the bolt head and nut. This came out to nearly 8 pounds. This doesn't include cable, cable tangs, hinges, rivets, or gussets and things.
Next was the tubing: size & weight per ft TTL WT TTL COST
46 ft of Sq tube. 2"X2".125 1.120 51.52 lbs 211.60
48 ft of rnd tube ½"X.058 0.0962 4.62 lbs 204.70
10 ft 1"X.035 0.1275 1.28 19.90
3 ft 5/16"X.049 0.0423 0.1269 6.75
132 ft 1"X.058 0.2060 27.19 382.80
64 ft 1 1/8"X.058 0.2321 14.85 185.60
24 ft 1 ½"X.058 0.3137 7.53 126.00
24 ft 2"X.058 0.4225 10.14 141.60
6 ft 1 3/8"X.058 0.2865 1.72 29.82
6 ft 1 7/8"X.058 0.3954 2.37 39.00
4 ft Al Rod 1" 1.2 4.8 46.12
14 ft 7/8"X.058 0.1777 2.5 35.00
3 ft Al Angle 2"X2" 0.125 1.5 4.50
------------------------------------------------+-------------+------------
130.15 lbs 1433.39
Above hardware 8.0 257.50
+-------------+------------
138.15 lbs 1690.89
We haven't gotten to the motor or re-drive / gearbox … so let's take a glimmer. Engine Choices (excerpt from plans) The Affordaplane was originally designed with a Rotax 277. With the weight of the test pilot being 240 pounds, and carrying a ballistic, it was not enough power. I recommend an engine with at least 35 horsepower, and weighing not over 80 pounds. You can choose from a rotax 377, 447, 1/2 vw (watch the weight and hp on these) a 2SI 35 hp, or a Kawasaki 440. The plans show an engine mount for the Rotax 447.
Rotax 447 engine specifications.
DESCRIPTION: Two-cycle, two-cylinder engine, oil in fuel lubrication
BORE: 67.5 mm (2.657 in.)
STROKE: 61 mm (2.40 in.)
DISPLACEMENT: 436.5 cc (26.635 cu. in.)
COMPRESSION RATIO: Theoretical 9.6, effective 6.3
POWER OUTPUT: 29.5 kw (40 HP) at 6000 rpm
TORQUE MAX.: 44.0 NM (32.5 ft. lbs.) at 6000 rpm
MAXIMUM RPM: 7000 RPM
DIRECTION OF ROTATION: Counter-clockwise, viewed towards PTO
CYLINDER: 2 light alloy cylinders w/ cast iron sleeves
PISTON: Aluminum cast piston with 2 rings
PISTON/CYLINDER CLEARANCE: 0.08- 0.09mm (.00315-.00354 in.)
IGNITION SYSTEM: Breakerless Ducati capacitor discharge ignition with magneto
generator.
GENERATOR OUTPUT: AC 12V 110W + 30W
RECTIFIER-REGULATOR: (optional) a.) #9103 requires minimum load 12 W (1 amp.)
b.) #9251 requires no minimum load
IGNITION TIMING: 2.09 mm = .086" BTDC
CONTACT POINT GAP: 0.4 mm = .015"
SPARK PLUG: 12mm NGK B8ES
ELECTRODE GAP: .015" GAP
CARBURETOR: 1 X BING 36mm, with hand lever choke
FUEL PUMP: pneumatic fuel pump #6903
FUEL: Regular gasoline, octane not below 90 unleaded
LUBRICATION OF ENGINE: Super two stroke oil (AV-2)
MIXING RATIO: 50 TO 1 (2%)
STARTER: Rewind starter
optional: electric mag side without recoil option
REDUCTION GEARBOX "B": Reduction gear-box with Torsional shock absorber
RATIOS: 2.00 to 1, 2.238 to 1, 2.58 to 1
DIRECTION OF PROP ROTATION: Clockwise, viewed toward prop flange
COOLING: Air cooled by axial fan
WEIGHTS: Engine without carburetor, intake silencer, fuel pump, Exhaust System......................
Carb With Rubber Socket.......... 2.0 lbs.......( 0.9 kg.)
Exhaust System (approx.)........ 10.8 lbs.......( 4.9 kg.)
Electric Start Kit (Optional).... 7.70 lbs......( 3.5 kg.)
Reduction Box "B" - Dry...........9.9 lbs.......( 4.5 kg.)
You still need gusset material, wheels for your landing gear, the plastic ends to mount your wing ribs to the spars (or foam to make the ribs). You'll need various wire rope cableing for your guys, rivets, seat material… etc, you'll just have to get the plans and READ them. One fellow told me a completed wing weighed 39 lbs (but he had a aluminum fuel tank in each.
You can lighten it up in several areas by leaving out the false spars, ribs, and nose ribs. No, it won't be quite as smooth looking but it would be functional. I too, will be doing further research to find ways to lighten her up and would appreciate any suggestions be emailed to me.
This is just something, I spent today putting together, as "FOR YOUR INFO" as a set of condensed ball park figuires. THANKS John
I did the following and have been mining the combined Affordaplane sights and seeing what CAN be done. Check this out and some that know might respond.
Affordaplane Materials Cost & Weights;
Per Aircraft Spruce & Specialty pdf catalog and internet search.
Bolts:
Actually priced the AN3 & 4 bolts. Then multiplied that amount by 2.5 (to simulate bolt, washer and nut combo), that came to $257.50. By adding each bolts lengths, a total rod length was determined, so a (kind of) bolt weight could be derived. That total was doubled to allow for a (kind of combo weight) bolt length plus the bolt head and nut. This came out to nearly 8 pounds. This doesn't include cable, cable tangs, hinges, rivets, or gussets and things.
Next was the tubing: size & weight per ft TTL WT TTL COST
46 ft of Sq tube. 2"X2".125 1.120 51.52 lbs 211.60
48 ft of rnd tube ½"X.058 0.0962 4.62 lbs 204.70
10 ft 1"X.035 0.1275 1.28 19.90
3 ft 5/16"X.049 0.0423 0.1269 6.75
132 ft 1"X.058 0.2060 27.19 382.80
64 ft 1 1/8"X.058 0.2321 14.85 185.60
24 ft 1 ½"X.058 0.3137 7.53 126.00
24 ft 2"X.058 0.4225 10.14 141.60
6 ft 1 3/8"X.058 0.2865 1.72 29.82
6 ft 1 7/8"X.058 0.3954 2.37 39.00
4 ft Al Rod 1" 1.2 4.8 46.12
14 ft 7/8"X.058 0.1777 2.5 35.00
3 ft Al Angle 2"X2" 0.125 1.5 4.50
------------------------------------------------+-------------+------------
130.15 lbs 1433.39
Above hardware 8.0 257.50
+-------------+------------
138.15 lbs 1690.89
We haven't gotten to the motor or re-drive / gearbox … so let's take a glimmer. Engine Choices (excerpt from plans) The Affordaplane was originally designed with a Rotax 277. With the weight of the test pilot being 240 pounds, and carrying a ballistic, it was not enough power. I recommend an engine with at least 35 horsepower, and weighing not over 80 pounds. You can choose from a rotax 377, 447, 1/2 vw (watch the weight and hp on these) a 2SI 35 hp, or a Kawasaki 440. The plans show an engine mount for the Rotax 447.
Rotax 447 engine specifications.
DESCRIPTION: Two-cycle, two-cylinder engine, oil in fuel lubrication
BORE: 67.5 mm (2.657 in.)
STROKE: 61 mm (2.40 in.)
DISPLACEMENT: 436.5 cc (26.635 cu. in.)
COMPRESSION RATIO: Theoretical 9.6, effective 6.3
POWER OUTPUT: 29.5 kw (40 HP) at 6000 rpm
TORQUE MAX.: 44.0 NM (32.5 ft. lbs.) at 6000 rpm
MAXIMUM RPM: 7000 RPM
DIRECTION OF ROTATION: Counter-clockwise, viewed towards PTO
CYLINDER: 2 light alloy cylinders w/ cast iron sleeves
PISTON: Aluminum cast piston with 2 rings
PISTON/CYLINDER CLEARANCE: 0.08- 0.09mm (.00315-.00354 in.)
IGNITION SYSTEM: Breakerless Ducati capacitor discharge ignition with magneto
generator.
GENERATOR OUTPUT: AC 12V 110W + 30W
RECTIFIER-REGULATOR: (optional) a.) #9103 requires minimum load 12 W (1 amp.)
b.) #9251 requires no minimum load
IGNITION TIMING: 2.09 mm = .086" BTDC
CONTACT POINT GAP: 0.4 mm = .015"
SPARK PLUG: 12mm NGK B8ES
ELECTRODE GAP: .015" GAP
CARBURETOR: 1 X BING 36mm, with hand lever choke
FUEL PUMP: pneumatic fuel pump #6903
FUEL: Regular gasoline, octane not below 90 unleaded
LUBRICATION OF ENGINE: Super two stroke oil (AV-2)
MIXING RATIO: 50 TO 1 (2%)
STARTER: Rewind starter
optional: electric mag side without recoil option
REDUCTION GEARBOX "B": Reduction gear-box with Torsional shock absorber
RATIOS: 2.00 to 1, 2.238 to 1, 2.58 to 1
DIRECTION OF PROP ROTATION: Clockwise, viewed toward prop flange
COOLING: Air cooled by axial fan
WEIGHTS: Engine without carburetor, intake silencer, fuel pump, Exhaust System......................
Carb With Rubber Socket.......... 2.0 lbs.......( 0.9 kg.)
Exhaust System (approx.)........ 10.8 lbs.......( 4.9 kg.)
Electric Start Kit (Optional).... 7.70 lbs......( 3.5 kg.)
Reduction Box "B" - Dry...........9.9 lbs.......( 4.5 kg.)
You still need gusset material, wheels for your landing gear, the plastic ends to mount your wing ribs to the spars (or foam to make the ribs). You'll need various wire rope cableing for your guys, rivets, seat material… etc, you'll just have to get the plans and READ them. One fellow told me a completed wing weighed 39 lbs (but he had a aluminum fuel tank in each.
You can lighten it up in several areas by leaving out the false spars, ribs, and nose ribs. No, it won't be quite as smooth looking but it would be functional. I too, will be doing further research to find ways to lighten her up and would appreciate any suggestions be emailed to me.
This is just something, I spent today putting together, as "FOR YOUR INFO" as a set of condensed ball park figuires. THANKS John
Video: Tim W's affordaplane.
On Turkey day I went and saw Tim W's plane. I also took a little video. I was at the wrong end of the field, but he did get the plane airborne a couple times. It was a little windy, so I don't blame him for not flying the pattern. Enjoy!
Click here: Tim's Affordaplane
Click here: Tim's Affordaplane
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