Wednesday, December 31, 2014

CNC Drilling and Cutting Fuselage Boom






Building The EMG-6 (CNC Drilling and Cutting Fuselage Boom) 

We've recently started working on the kits for the fuselage boom. The majority of the fuselage boom is built from 2024 T3 aluminum .040" thick and all the components are CNC cut on the CNC router and bent using the CNC press brake. Using the CNC router to cut sheet metal and drill it is not the most efficient method, but provides us a cost-effective method to produce the parts with CNC accuracy. There are a total of 5 different sheet-metal patterns that produce parts from 4 x 8 sheets. Each sheet has from between 6 to 20 different toolpaths. In the video which is all time lapse photography it happens quickly but in reality each sheet requires between 3 to 5 hours of drilling and cutting time. The sequence of events requires drilling 4 locations on the sheet that gets screwed to the MDF tabletop. Then the drilling proceeds to drill all of the locations on the sheet that are required to hold down small parts or hold the perimeter of the fixture while the cutting is being completed. This is usually between 100 and 200 holes all of which have to be screwed to the tabletop manually. the next step is the remaining holes need to be drilled where rivets will be placed during construction. Depending on the sheet this will usually be between an additional 800 to1000 drill holes. The next steps are 2 to 3 different toolpath cutting out the interior components such as lightning holes. Failure to have a screw in each one of the small components can oftentimes lead to that part flipping up and jamming the CNC router or breaking a cutting tool. Next all of the exterior components are cut and then we follow up with the detail work of cutting the small components. Then all of the screws are removed from the components and stacked and organized ready for bending. The tabletop is then cleaned and the next sheet is put in place for the next series of parts. After 5 sheets have been cut on the MDF tabletop the surface is destroyed from the router and drill bits cutting .125 inch into the MDF that the entire tabletop has to be resurfaced and an additional 5 sheets can then be cut. After 20 sheets are cut the MDF sacrificial tabletop has to be replaced and the process can be repeated again.


Tuesday, December 30, 2014

53-10-09-72 Passenger Rudder Pedal Tube Installation (Video)





Building The EMG-6 (53-10-09-72 Passenger Rudder Pedal Tube Installation) 

In this episode of building the EMG_6 We install the Passenger Rudder Pedal support tube for the fuselage frame







53-10-09-71 Seat To Gear Box Tube (Video)






Building The EMG-6 (53-10-09-71 Seat To Gear Box Tube) 

In this episode of building the EMG_6 We install the Seat To Gear Box tube for the fuselage frame





Sunday, December 28, 2014

53-10-09.100 Brake Mount Tube (Video)






Building The EMG-6 (53-10-09.100 Brake Mount Tube) 


In this episode of building the EMG_6 We install the brake mount tube for the fuselage frame



Saturday, December 27, 2014

51-60-10 Bushing Holder (Video)





Building The EMG-6 (51-60-10 Bushing Holder) 

In this episode of building the EMG_6 we go behind the scenes to see how we manufacture one of the EMG-6 parts from start to finish. Follow along as we design and manufacture (P/N 51-60-10 bushing holder) using solid works and solid cam software and then cut and machine this integral part on the EMG-6



Wednesday, December 24, 2014

GT 500 Tow Plane Flight Test Excerpt







GT 500 Tow Plane Flight Test Excerpt 

This is the 1st 10 minutes of an hour-long flight test on the GT500 tow plane that we have set up to be used for towing the EMG-6 electric motor glider.



Tuesday, December 9, 2014

EMG 6 Flight on Google Earth Overlay





EMG 6 Flight on Google Earth Overlay 

This is test flight number 55 and 56 from a little different perspective. We have overlaid the flight video with the .kml  file from the Ascent flight data recorder output to Google earth.


EMG-6 / GT-500 Tow System Testing Tow release handle





EMG-6 / GT-500 Tow System Testing Tow release handle 

In this video we test the second-generation tow release handle on the GT-500 Tow plane.

Monday, December 8, 2014

EMG-6 / GT-500 Tow System Testing





EMG-6 / GT-500 Tow System Testing 

Another video in the series Building the EMG-6. In this episode we experience a design failure in GT-500 Tow Plane during Tow Release testing.

Sunday, December 7, 2014

53-10-05A Landing Gear Box Assembly (Video)





53-10-05A Landing Gear Box Assembly

This is another episode in the Building The EMG-6 Series. In this episode we show how to attach the landing Gear Box to the rest of the fuselage frame.

Sunday, September 28, 2014

Tube Cutting Templates (Video)





"Building The EMG-6" Tube Cutting Templates 

Fuselage Frame Instrument Panel marking and cutting Fuselage Frame tubing using the PDF Files and the tube templates.

Thursday, September 25, 2014

53-10-04.102 Pilots Seat Transition Tubes (Video)





53-10-04.102  Pilots Seat Transition Tubes 

"Building The EMG-6" (Fuselage) (4130 Steel Frame) (Pilots Seat) Positioning and Installation of the Pilots Seat Transition Tubes


Thursday, August 7, 2014

Dan Johnson talks to Brian Carpenter about the EMG 6

Electric Aircraft  

EMG 6 electric ultralight motorglider. Dan Johnson talks to Brian Carpenter about the EMG 6 part 103 legal ultralight electric motor glider.



Monday, July 21, 2014

EMG-6 Powered Flight Test (Predator 37 Electric Sustainer Motor)






EMG-6 Powered Flight Test (Predator 37 Electric Sustainer Motor) 

Flight test #55 and #56 testing the viability of the Predator 37 sustainer motor.

Wednesday, July 9, 2014

EMG-6 Test Flight #54 (First Flight With Electric Power)





EMG-6 Test Flight #54 (First Flight With Electric Power) 

This is the 1st test flight series using the predator 37 electric sustainer motor on the EMG-6. This is the 3rd of 3 test flights that were conducted on July 7, 2014. In this video we get a surprise malfunction during the end of the flight.




Monday, July 7, 2014

EMG-6 Test Flight #11 (Video)






EMG-6 Test Flight #11 


(From Jan 2014) This is the remastered version of the original EMG-6 Test Flight  #11. This video was put together as a corresponding reference for the data that has been collected during the test flight sequence.

The flight test data that we are seen during the early flights are very promising. The early versions of the flights that we are conducting now are simply for baseline data collection and to evaluate flight characteristics. All of the data collected during these early flight tests will be utilized to evaluate any changes needed before proceeding on with  the production prototype.




Saturday, July 5, 2014

EMG-6 (1st Electric Motor Test Run) Predator 37 Sustainer Motor






EMG-6 (1st Electric Motor Test Run) Predator 37 Sustainer Motor 

1st operational test of the predator 37 sustainer motor for the EMG-6. In reality the very 1st test was not caught on video. It lasted only a few seconds until we realized that the propeller was turning backwards and so we shut the motor down and reversed the outside leads on the motor and corrected the problem. The 1st test run was done without any instrumentation and everything worked well. The test was discontinued while we installed and optical tachometer. Once the optical tachometer and the motor temperature sensor were installed we reassembled everything and ran the next test which you can see in the video. The optical tachometer sensor was not functioning as it should so we stopped once again removed the optical tachometer sensor and wired in a sensor directly into the motor. This is also shown on the video and the initial test showed erratic tachometer operation. So we once again disassembled the system and properly soldered in the leads into the motor wires. Everything on the sustainer motor system is now operational and we should be able to start flight test soon.




Wednesday, July 2, 2014

Aero TV Interview

Stunning Simplicity - Adventure A/C's Electric Oh-So-Affordable Motorglider   




Monday, June 16, 2014

EMG-6 Presentation for the CAFE Foundation, Electric Flight Symposium (Video)





EMG-6 Presentation for the CAFE Foundation, Electric Flight Symposium 

This Video is and expanded version of the Power Point Presentation from the 2014 Electric Flight Symposium sponsored by the CAFE foundation in Santa Rosa California.



Thursday, June 5, 2014

EMG-6 Aero Tow Testing With the Quicksilver sport single place ultralight






EMG-6 Aero Tow Testing With the Quicksilver Sport single place ultralight

In this video we are showing the results of our attempt to Aero tow the EMG 6 behind a Quicksilver single place Sport. On a 90°F day 40 hp and 2 pilots each weighing in over 220 pounds the rate of climb was insufficient to be able to continue the flight.





Thursday, April 17, 2014

1st Welding Fixture Kits Ship

The 1st fuselage welding fixture kits begin shipping.

4-17-2014

In the picture below we see the box with all of the welding fixtures necessary to build the fuselage frame on the EMG-6. Although we are still very early in the development of all of the kits many customers enthusiasm is such that we are trying to keep up with their desire to begin the building process. Because the most expensive and difficult portion of the aircraft to build is the fuselage frame that is where we have started.

Those customers that have the ability to do welding themselves can save nearly $4000 in the cost of the aircraft. By building the fuselage frame they can get a jump on the other builders. In the picture below are the rental fixtures. We are providing all the fixtures for a $100 rental fee and $20 per month. We do require a $500 deposit for the fixtures out of which the rental fee will be taken but a refund of the deposit will take place after the return of these fixtures in good condition. Once the builder receives the welding fixtures much of the fuselage frame can be welded up utilizing these fixtures to ensure accurate positioning of the fuselage frame tubes. Once these pictures have been utilized they can be returned and the next builder use them and we can recycle them throughout the builder community. The primary portion of the fuselage frame can be welded up fairly quickly to the point where the fixtures are no longer needed and then the remaining welding can be accomplished after the fact without the use of the welding fixtures

















Monday, April 7, 2014

Solid-Works Rendering Video of the EMG-6

EMG-6 Solid Works Model



The EMG-6 is completely modeled in solid works. This is a 3-D modeling software is very popular in the aircraft design world. Every single component within the aircraft is modeled independently and assembled in sub-assemblies.This video is a simple 10 second Clip of the EMG-6. The builders of the EMG-6 have access to a significant database of 3-D models for each component of the aircraft. These component files can be downloaded in e- drawings and looked at in a 3-D format being able to rotate, Zoom in, Zoom out, even cross-section and disassemble each sub assembly. Even a simple 3-D video like this can take hours to render on our very powerful 8 core processor computer.


Friday, April 4, 2014

Wing Box Welding Fixtures

Wing Box Frame and Jigging Fixtures

April 2014

We have started the manufacturing of the fuselage frame for prototype #2 and #3. We have put a considerable amount of effort into designing this frame so that it can be manufactured by the builder. In this blog segment we will take a look at the procedure used in manufacturing this frame. These are only a glimpse of the process used and we are currently in the making of the assembly manual for the fuselage which will go into this process in much greater detail. We are simultaneously manufacturing the frame and making the manual on prototype #2 and on prototype #3 we will be building that frame directly from the manual.




Saturday, March 29, 2014

EMG-6 Safety Link Failure on Launch (Video)





EMG-6 Safety Link Failure on Launch 

Test flight number 44 and we experience a safety link failure on launch. During this test flight we were flying the aircraft in gusty wind conditions consistently gusting above 17 mph. The 4 launches that we conducted this day were fairly aggressive with rates of climb up to 1500 ft./m. At the end of the flight with the aircraft still on the ground you can see the wind gusting and indicating 17 mph on the airspeed indicator. The airspeed indicator does not register until 15 mph.

EMG-6 Aggressive Launch (video)





EMG-6 Aggressive Launch 

Test flight number 41 During this test flight we were flying the aircraft in gusty wind conditions consistently gusting above 17 mph. The 4 launches that we conducted this day were fairly aggressive with rates of climb up to 1500 ft./m.


Tuesday, March 25, 2014

EMG-6 Hands Off Stability Test (Video)





EMG-6 Hands Off Stability Test 

Test flight number 39. On this flight test sequence we show the initial tests for hands-off flight characteristics. Although this is only a short flight we fly the entire downwind leg of the tow to 700 feet with our hands and feet off of the flight controls. In the video you can see by shifting the center of gravity through movement of the body I can control the direction and the airspeed of the aircraft. The aircraft is rocksolid stable and Trims up right at best glide speed. Even by taking my feet off of the rudder pedals shifts the center of gravity enough that you can see the nose pitch down slightly.




Friday, March 7, 2014

EMG-6 Landing using the nose skid (Video)






EMG-6 Landing using the nose skid 

In this short clip we show the EMG-6 landing in no wind conditions using the nose skid as a brake. We had recently changed the main wheel from the larger wheel down to the smaller size will and had made some adjustments to the brake handle but did not quite get it positioned correctly as you can see in the video.

Monday, March 3, 2014

EMG-6 Flight #29 Flight Data (Video)






EMG-6 Flight #29 Flight Data 

In this video we have shown just the instrument cam. This will give a overview of a typical flight. The aircraft is configured with the airspeed indicator on the left side of the instrument panel. The stall warning light comes on periodically and is set for 33 mph even though the actual stall speed is closer to 25 mph. On the right side of the instrument panel is the altimeter. The altitude was set at 271 feet at the takeoff point and achieved a maximum altitude of 891 feet, making this a 620 foot tow. They tow altitude was a little lower than usual primarily due to the conservative nature of the tow being the 1st flight of the day. You can see in the video that we were having to maintain altitude after take off level with the ground because of the tow vehicle being a manual transmission has a hesitation in the tow when shifting gears. On the variometer on the bottom portion of the screen is displayed altitude and vertical speed both of which are very sensitive but lag behind by several seconds as would be normal with a barometric pressure controlled instrument. Also GPS ground speed GPS track and glide ratio as a relationship of ground speed is displayed as well. You may have to watch the video in HD and order to get a clear picture of the instruments.



Tail Cam Complete Flight





Tail Cam Complete Flight 

This video is a simple single shot camera mounted on the vertical stabilizer near the rudder. But shows the perspective of the tow vehicle and the tow rope. We have made several videos utilizing this position the camera checking the aft fuselage for flutter and ballooning of the rear fairing as well as identifying the interaction of the propeller blades in the static condition. In this video the propeller blades are actually held close to the motor using a rubber band. On other videos with the propeller blades left to float free the bottom blade doesn't possess enough drag to even streamline the blade completely. If the blades are positioned to either side they will streamline with the motor.


Thursday, February 27, 2014

EMG-6 launch fail





EMG-6 launch fail 

In this video we see the EMG-6 getting pretty screwed up on the launch. We had a new wing runner and failed to give good instructions. We have always had such docile launches that we became complacent about possible problems on the launch. In this case the wing runner held on a little bit too long and in trying to hold on pulled down on the right wing. You can see the results in the video. Although we were able to recover and complete the rest of the flight it added a bit of a pucker factor. Also in the video you can see the rope tow getting jammed up under one of the taxiway reflectors. Although I was ready to abort the launch I anticipated that the reflector would pull out of the dirt a bit sooner than it did. And you can see in the video the launch of the reflector and my amusement afterwords. The tow vehicle operator (Jasen) was concerned enough that he slowed the tow vehicle significantly trying to identify what was going on which in turn required several adjustments during the launch and communications to reestablish the tow process. Once we were underway the rest of the flight was rather uneventful. During this couple of days of flight testing we were able to reach the number 36 test flight.





Wednesday, January 22, 2014

Operating the EMG-6 as a Glider

There is no official definition of a "motor glider". The FAA does not use that term. They do call out a requirement for a "glider", the aircraft is still considered a "glider" even though it has an engine.

In FAR part 23, for an aircraft to be considered a "glider" it must meet the following criteria:
(i) The number of occupants does not exceed two;
(ii) Maximum weight does not exceed 850 kg (1874 pounds); and
(iii) The maximum weight to wing span squared (w/b2) does not exceed 3.0 kg/M2 (0.62 lb./ft.2).

The EMG-6 aircraft meets all of this criteria. The span loading requirement is easily achieved.
750 / (37 ²) = (.55 lb./ft.2).
Aspect Ratio 8
Span Loading .55
Gross weight 750 Lbs.
Useful load 400 Lbs.


Some of the most interesting aspects of the project are the possibilities related to operating the aircraft as a glider.

The aircraft is equipped with a two position tow system that can be installed either in the forward position for Aero tow or in the aft position for a ground tow.


For Aero tow operations the aircraft will be capable of towing at speeds as high as 60 mph and at speeds as low as 30 mph. This makes the aircraft very versatile either utilizing an ultralight type tow vehicle such as the Moyes dragonfly or a more conventional tow vehicle like the Pawnee.




Most people are not aware of the operating limitations that allows for an experimental light sport aircraft that were certified during the transitioning period may be used for compensation and hire while towing. Most of those transitioned aircraft from the fat ultralights to experimental light sport aircraft still hold the operating limitations that allows them to tow. There are many experimental light sport category aircraft that will be capable of towing this type of aircraft.

We think that aircraft like the Quicksilver GT 400 and the Quicksilver GT 500 are excellent examples that could make perfect tow aircraft for this particular type of glider. The possibilities for tow aircraft with this type of glider are plentiful and really exciting.

For ground tow operations we anticipate the ability to be towed behind a four wheeler or a small car. In the early stages of development the aircraft battery capabilities may be somewhat limited and the ability to tow aloft and then utilize the electric motor as a sustainer would probably give flight times in the neighborhood of 30 minutes even with batteries limited to 50 pounds.

The lightweight nature of the aircraft and its either semi or fully enclosed cabin capability would make it ideal for towing behind a snowmobile on a frozen lake for example. We visualize tow altitudes as high as 3000 feet in these situations. Once at altitude the sustainer motors could be turned on for extended flight.


Of course the same situation could exist towing behind a boat in a lake to achieve the very high tow altitudes and then releasing to utilize the limited battery capacity to its maximum extent.

All of these scenarios become realistic due to the ability of the aircraft to operate in very short landing distances. We anticipate 50 foot landing rolls and takeoff distances. Takeoff and landing from a shoreline or a beach opens up a myriad of new possibilities for recreational flying. An entire day of flying could be accomplished with only 30 minutes of battery power by utilizing the aircraft primarily as a glider but having the backup capability of power in the event of a go around or a poorly planned approach into a limited landing site.

Due to the aircraft 750 pound gross weight capability the aircraft operated as a pure glider will probably make a excellent primary glider trainer. Of course this aircraft would have to be built and certified as an SLSA aircraft or the option to train the owner of his own experimental amateur built pure glider version could be accomplished as well. The basic fun flying low cost potential may be within sight once again.


Slope soaring is another area that we think this aircraft can particularly shine in. Even on a marginal wind days where there is some lift but not enough for sustain flight the addition of supplemental electric power makes the possibility for flight still possible. 

Additionally there are many areas where a quiet operating glider could be exploring the Ridge lift along the shoreline but there simply isn't access to an acceptable launch site. By using electric power to get airborne and fly to where the good lift is the number of opportunities becomes very abundant. 

Not only that but on a day where the paragliders and the hang gliders have had to call it quits due to the excessive wind this type of aircraft will really shine. We believe that operating in wind conditions up to 20 miles an hour will be possible with a capable pilot.

With the addition of electric power the possibility of exploring beyond the local safe flying area becomes possible. Even on a good lift day you need to have an extra margin of safety in the event that the lift disappears en route to a new source of lift. The electric sustainer motors provide that extra margin of safety that will allow exploration of new flying sites.

All of the versions of this aircraft from the powered to unpowered from the single to tri motor version from the single place to two place all should have the ability to tow aloft.
 

Saturday, January 11, 2014

EMG-6 Take off Compilation






EMG-6 Take off Compilation 

This video is a simple compilation of the takeoff sequences that we have captured on video to date.
It is interesting to see in the videos the amount of effort that was placed on walking the wing during takeoff run.   All of these takeoffs were done in no wind conditions.


EMG-6 Towing (Video)





EMG-6 Towing 

In this video we are correlating some of the data related to the tow rope pressures within the tow vehicle and the information on the aircraft related to tow speeds, rate of climb, altitude etc.
The pressure chart in the lower left corner is a correlation with actual pull in pounds related to the pressure gauge within the tow vehicle.




Saturday, January 4, 2014

Friday, January 3, 2014