Wednesday, February 10, 2016
Tuesday, February 9, 2016
You have received a contact request from a visitor to your storefront at http://shop.electricmotorglider.com:
Name: Stephen ********
Having rebuilt and built an ultralite, I currently own a brand new Polini Thor 250 which I was going to replace my current engine. The EMG-6 intriques me as an aircraft that might better utilize this engine.
Please explain the levels of purchase and what is gained by the various steps of purchasing. I do not have the welding skills, so the cabin welding is a problem. The sheet metal and fabric work I have skills.
Would a visit to your Corning, CA location be educational on my part?
I have gone to ultralite training with Bill Bardin at Lodi and am intrigued with California flying.
The Quick Shopping Cart Team
Friday, February 5, 2016
Breaking NewsWe have decided to change our basic premise on marketing and selling the EMG-6. Our confidence level in the basic design of the aircraft is so high that we feel we no longer wish to hold it back from the general public. Working in the model of Google we feel that in the long run we will be able to monetize a project to recoup some of our investment. From the very beginning we have elected to not take on investors and simply develop the aircraft at a pace that we could fund in-house. Many of the new builders may not purchase very many parts at all, but many of them will be purchasing parts on a regular basis. We believe we can make a living off of the small margins. In addition many customers will probably want fast build kits which we will be able to supply.
I received this email from Donald Linback. I have corresponded with Donald over the years and he is an avid promoter of electric flight, and has been working in a large segment of electric flight power systems including development of his own motor. He sent this new PDF file promoting his new aviation batteries.
Date: Thu, Feb 4, 2016 at 9:13 PM
Subject: Just staying in touch
To: "email@example.com Carpenter"
Cc: Don Lineback
---------- Forwarded message ----------From: Donald Lineback
Date: Thu, Feb 4, 2016 at 9:13 PM
Subject: Just staying in touch
To: "firstname.lastname@example.org Carpenter"
Cc: Don Lineback
I was looking at your website to see how your electric is coming along. Will you be at Sun-n-fun? Chip will be flying our new system there. So far, the motor is running at 99% efficiency. I hope to have a computerized auto pitch prop ready before Oshkosh. I have finally located a propane the fueled engine for charging a hybrid system for long range flights at a cost of $3.50 per hour. The engine puts out 2Hp per pound. Without the Epower Extender, it looks like me might get a 2 hour flight next week on one charge. All the test results will be on my new website soon. I will be taking a motor to California soon for Mark to test. We will have 3 battery pack sizes: 50Hp, 70Hp and 90Hp max. The cells stay cool. I found out that FAA will never approve NCR cells. If fact Tesla will not use them and Panasonic has a warehouse full of them and they are trying to get rid of them. (the cycle life is only 500 charges)
25 Equipment and Furnishings
27 Flight Controls
71 Power-Plant General
76 Engine ControlsFebruary 4, 2016. We have just started adding the construction and builders information to the web. This information is primarily in support of making the general public available the same information that exists on the builders database.
53-10 Fuselage Frame Overview
Link to the Builders Database for the Fuselage
53-10-01 Pilots Seat Assembly
53-10-02 Forward Bulkhead Assembly
53-10-03 Rear Bulkhead Assembly
53-10-04 Passengers Seat
53-10-05 Landing Gear Box Assembly
53-10-06 Instrument Panel Assembly
53 Fuselage Assembly OverviewSimply click on one of the Chapter sub titles to take you to the associated chapter dealing with that subject matter. This page will remain perpetually under construction as we add new content.If you click on a chapter and it doesn't provide you a link, it simply means that we have not yet completed that section.
53-30 Fuselage Components
53-31 Nose Skid
53-51 Fuselage Shell (Fairings)
53-60 Fuselage Aft (Fairings)
Thursday, February 4, 2016
53-10-00.00 Wing Box Assembly OverviewBuilders Data Base Link to Wing Box Assembly
Builders Data Base Link to Welding Fixtures
Jig Components required to manufacture 53-10-00.00 Wing Box Welding Fixture.
53-10-00.01 Wing Box Base(1)
53-10-00.02 Wing Box Side (2)
53-10-00.03 Wing Box Center Spacer (1)
53-10-00.05 Wing Box Alignment Block (4)
53-10-00.06 Wing Box Lower Leg Spacer (4)
53-10-00.08 Wing Box Upright Spacer (4)
53-10-00.09 Wing Box Spar Alignment Block (2)
53-10-00.12 Wing Box Lower Cross Tube Spacer (6)
53-10-00.15 Wing Box Boom Attach Spacer (2)
Monday, February 1, 2016
"Carburetor Synchronization" Sport Aviation / Experimenter "Technically Speaking" Article January 2016
Sport Aviation / Experimenter magazine "Technically Speaking" January 2016 Article
Carburetor SynchronizationWith the proliferation of the Rotax 912 80 hp and the Rotax 912S 100 hp engines, the topic of carburetor synchronization has come to the forefront. Until about the 1980s, the popularity of Continental and Lycoming engines dominated the general aviation market, these engines used a single carburetor providing for a single source of air and fuel to the cylinders. The use of dual carburetors was primarily relegated to the area of the two-stroke ultralight market. And, even with these engines, the process of carburetor synchronization was quite simple and reliable. However, with the popularity of the Rotax 9 series engines, it has become important to understand a little bit more about how the induction system works on this amazing little powerhouse. This understanding is important not only from a maintenance standpoint, but from a pilot’s perspective as well.
The Rotax 912 is essentially two engines connected to a single crankshaft and gearbox with both the left and right sides of the engine having their own independent carburetor, ignition, and exhaust system Figure: 1. As you might well imagine, having two engines trying to run a single propeller requires a bit of choreography between the right and left side of the engine in order to make things run smoothly. Most of us, who have spent a considerable amount of time in the air, can remember a time when one of the cylinders on a four-cylinder engine just quit firing, maybe from fouled spark plugs, or a plugged fuel injector. Regardless of the source, if you have ever lost a cylinder, it likely got your attention. Now imagine losing two cylinders. This is nothing short of an all-out assault on your engine and airframe. The shaking can be so violent that the fear of the motor departing the airframe becomes a realistic concern. With an engine like the Rotax 912, which has the right and left side induction systems isolated from each other, you can see the potential hazard with having one throttle wide open and the other at idle. The resulting reaction of the engine would be similar to the scenario of losing two cylinders in our previous example. In fact, we now train pilots differently in a Rotax powered aircraft by teaching them to advance the throttle to full throttle in the event of a violently shaking engine. The reason for this is that on most Rotax powered aircraft the throttles are spring-loaded to the full throttle position. As a result, in the unlikely event of a throttle cable failure, pulling the one remaining throttle cable back to idle when the engine starts to shake just exacerbates the problem. By advancing the throttle to full throttle, it allows the throttle springs to bring both carburetors to the (same) full throttle position. This allows the engine to run smoothly and the aircraft to be flown to the nearest airport where the engine can be shut off for a dead stick landing, a better scenario than losing the engine power entirely. Theoretically, at full throttle the carburetors are perfectly synchronized by the throttle arms hitting the full throttle stops simultaneously.
57-10 Wing Assembly
57-10-10 Main Wing Spar Inboard
57-10-11 Trailing Edge Spar
57-10-22 Tube Connector 87°
57-10-23 Tube Connector 90°
57-10-26 Fuselage the Wing Adapter
57-10-40 Outboard Compression Strut
57-10-41 Outboard Drag Strut
57-10-42 Inboard Compression Strut
57-10-43 Inboard Drag Strut
57-10-44 Tip Compression Strut
57-10-45 Tip Drag Strut
57-10-50 Diagonal Attach Plate
57-10-51 Inboard Draggable Strut Fitting
57-10-52 Leading Edge Tip Socket
57-10-53 Trailing Edge Tips Socket
57-10-54 Wing Tip Bow
57-10-08 Wing Fold Strap
Link To Builders Data Base for 57-10-08 Wing Fold Strap
PDF 57-10-08 Wing Fold Strap
PDF 57-10-09 Wing Fold Fitting Installation
57-10-09 Picture Data Base
The 57-10-08 Wing Fold Strap is shown in context in red.
The wing fold strap is designed to be used in conjunction with 57-10-09 wing fold fitting. And can be used with or without the wing fold system incorporated into the wing design.
There is a total of 4 fittings for the entire aircraft. 2 for each forward main spar.
Although these pictures are shown slightly out of context is are being installed after the wing fabric covering is already installed the process is basically the same. If the wing spar's are already pre-drilled the installation is relatively straight forward. Simply insert the wing fold strap to the inside of the spar and pull (3) 3/16 inch aluminum pop rivets to hold in place. If this is a retrofit than place one of the wing straps on the outside of the spar to use as a drilling jig to properly position the holes for the straps installation. in this picture here we see a 1/4 inch bolt holding the strap in position on the outside of the spar ensuring that the fitting is parallel with the spar and then drilling the remaining holes with a #10 or a 3/16 drillbit.
The rivets required to hold the strap in place are a 3/16 inch diameter times .5 inch length. if this is a retrofit you may find that it's necessary to use AN3 bolts on the inside fitting as the accessibility for a pop rivet gun is somewhat limited.
In this picture here you can see the very last hole has the 3/16 rivet installed through the fitting getting ready to be pulled. Minimum rivet length is 1/2 inch longer is acceptable but unnecessary.
In this picture the focus is on the bolt end of the fitting showing the fit of the strap contouring to the inside of the main wing spar center reinforcing tube. Once the strap has been tightened securely to the spar the natural tendency of the fitting is to self align with the internal contour of the tube. this makes the process of alignment a little bit easier. If this is a retrofit you will have to drill from the forward drill hole all the way through the adjacent strap and spar tube. In this case simply install both strap simultaneously as you drill through the tube thus providing proper alignment of the bolt holes horizontally as well as vertically
In this picture here you can see the wing fold fitting 57-10-09 in place as it will be installed on the aircraft. This is simply a spare fitting that we used to show the context of the attachment.
The wing fold fittings designed to be installed between the 2 wing fold straps using and AN960L (thin washer) this acts as a bearing support which allows pressure to be applied with the AN4 through bolt.
Keep in mind that these pictures that were showing here do not show the slot cut in the main wing spar that allows the wing to fold 90°. And the inboard rib is also position slightly different than on the production aircraft.
57-10-06 Rear Spar Attach Plate
The rear spar attach plate has both a left hand and a right-hand component.
Shown to the right is the part for the left side of the aircraft
These parts can be used as a replacement for the "U" Bracket used on the UL version of the Aircraft.
We will first drill out all of the rivets around the perimeter of the attach plate. The center hole that the Cleco is installed in in this picture will be removed but we will not be replacing the rivet.
Using a hot soldering iron burn out the fabric around the 5/16 inch diameter hole. We will be using a bushing that is 5/16 inch diameter outside with a 1/4 inch diameter inside to act as a guide for the hole saw.
Once we insert the hole saw into the guide bushing, we can trace around the outside diameter of the hole saw. The hole saw size is 44 mm or optional size can be either a 1-5/8 inch Or a 1-/3/4".
Once you have traced around the outside perimeter of the hole saw you can cutaway the excess fabric with a hot knife and remove the section the fabric where the hole saw might dig in. If you haven't covered the aircraft yet you can simply skip this process.
Is an X-Acto knife to peel the remaining fabric away from the sheet-metal.
Insert the bushing, The bushing will hold the centering drill in place while cutting through the three layers of .040 2024 T-3 aluminum.
In this picture here you can see where we have cut through the first layer of sheet metal and the centering bushing is still holding all of the pieces together.
Once you have made your way through all three layers of 2024 T-3 aluminum you can take a die grinder with a fine cutting carbide bit and smooth up any of the remaining saw marks.
Using a chip chaser or other implement remove any chips from between the pieces of sheet metal and or between the fabric and the side the fuselage. The interface between the rear spar fitting and the fuselage boom should be flat as possible.
If any tears occur or the fabric is loose against the fuselage a little Polytack can re-glue before attaching the fitting.
We will start by drilling the 1/8 inch rivet holes to the final size of the fitting which is 3/16 inch. Start by drilling the two holes next to the Cleco and leave the remaining holes to be drilled after the fitting has been attached to the fuselage boom side.
Cleco or bolt the fitting to the fuselage. Normally it will take about 3 to 4 Cleco's to hold it in place while you drill the remaining holes to 3/16.
If you already have covering on the aircraft you can go ahead and cut out the access panel locations. One located on the aft fuselage boom underneath.
And one located just forward of the aft spar carry through box.
You can now access the aft side of each of the bolts to install 3/16 inch AN 3 washers and AN365-3 Ny-lock nuts.
The left side fitting with 2 bolts left to be installed. The two center bolts located on the top of the fitting can be accessed through the opposite side hole that was previously drilled with the 1 3/4" Hole saw.
In the following picture we have the right side in its completed stage. With all of the AN-3 bolts installed.