Monday, February 29, 2016

EMG-6 "Shop Notes" February 2016

"EMG-6 Shop Notes" is a day-to-day accounting of what's going on in the shop with the EMG-6 Electric Motor Glider.

February 29, 2016

"Spark Plugs and The Rotax Engine: Part 1" Sport Aviation / Experimenter "Technically Speaking" Article February 2016


February 26, 2016

More files added to the builders database for the main landing gear assembly.

"Spark Plugs and The Rotax Engine: Part 1" Sport Aviation / Experimenter "Technically Speaking" Article February 2016

Spark Plugs and The Rotax Engine:  Part 1

We continue to see problems surrounding the use of spark plugs in Rotax engines. Many of the rules which we have used in the past for typical aviation type spark plugs, used on air cooled engines, no longer apply to the automotive type spark plugs used in a Rotax engine. As with most technical subjects, an underlying understanding of the theory and physics involved is essential to our ability to make good judgments about the use and operation of spark plugs. So let’s start with the basics.

The spark plugs used in the Rotax engines are specific to each type of engine. Figure: 1. The most prolific of the Rotax engines is the 912S 100 hp and it uses the DCPR8E. Figure: 2. Using this plug let’s look at the part number designation and what each one of the numbers and letters indicate for the design of the spark plug.


Spark Plug Size: The (DC) in the part number is the thread diameter and pitch. Looking at the NGK part numbering chart, it indicates that this is a 12 mm diameter spark plug with a 1.25 mm pitch on the threads and uses a 16mm wrench on the hex portion of the spark plug.
Reach: The Last Letter in the part number (E) indicates that this plug has a 19 mm thread reach. This is measured from the base of the plug, above the gasket, to the last thread.
Shape: The (P) in the part number indicates this plug has a projected center electrode insulator. The projected center electrode insulator is what you would normally recognize as a typical spark plug and is of course the most common type.
Construction: And the (R) in the part number indicates this is a resistor type spark plug. When a spark jumps the gap on a spark plug, it creates a high frequency burst of energy. This creates radio frequency interference or (RFI) which can generate significant interference with your radios and other electronic equipment. Placing a resistor within the spark plug significantly reduces this RFI. Figure: 3.

Heat Range: The (8) in the part number is an indicator of the heat range. The heat range of the spark plug is designated by the ability of the spark plug to dissipate heat that is absorbed from the combustion chamber. The heat within the insulator nose is transferred into the body of the spark plug and out into the cylinder head which is cooled by air or by water/antifreeze.

Saturday, February 27, 2016

Carol's Transition Training in the EMG-6-250

In this totally unscripted video we see the start to finish process of Carol making the transition to her first flight in the EMG-6.

Wednesday, February 24, 2016

Carol Carpenter Fly's the EMG-6

By Carol Carpenter

The thing about life with Brian is that everything happens "suddenly." There was no discussion leading up to Brian setting up the EMG for me to fly this evening . . .so I did not have time anticipated the event. He just asked me to sit in the plane and started adjusting the seat. The next thing I know, I am in the pilot seat and, to be honest, somewhat apprehensive.
I am buckled in, with a helmet on, and thinking. . . I don't know about this.

Sunday, February 21, 2016

25-30-33 Pilots Seat Back

Builders Guide

25-30 Ergonomics

25-30-33 Pilots Seat Back

These pictures that we are covering here show some of the old design pilot seat latching mechanism. We will modify that design

25-30 Ergonomics

Builders Guide

25 Equipment and Furnishings

25-30 Ergonomics

Link To Builders Data Base


25-30 Seating Assembly

25-30-01 Pilots Seat Assembly

25-30-33 Pilots Seat Back Standard

25-30-34 Pilots Seat Back Hinge

25-30-50 Pilots Seat Belt

25-30-51 Passenger Seat Belts

Saturday, February 20, 2016

55-22 Horizontal Stabilizer Trim (video)

"Designing the EMG-6" (Video)

In this video we look at the design of the electric stabilizer trim system for the EMG-6 electric motor glider.

Tuesday, February 16, 2016

Re: Is the EMG-6 capable of meeting the Part 103 using the Ploini Thor 250 engine?

On Thu, Feb 11, 2016 at 12:31 PM, steve wrote:
You have received a contact request from a visitor to your storefront at

E-mail Address: ***********
Name: Stephen **********
Company: ************
Phone Number: *************

Is the EMG-6 capable of meeting the Part 103 Ultralite requirements using the Ploini Thor 250 engine?

Does the pricing of the kits, IE Rudder Kit, Fuselage kit, include shipping?  What would be shipping to 65810?

Does the cost of the Platinum series include all parts and shipping?

What parts must the builder supply and the average build time?  I know, you have been working on this design for several years, and are still building!  Good for you!  But what about the average person?

What would a complete kit cost, picked up in Corning , CA. without a motor.  I need a vacation!!


Thank you,
The Quick Shopping Cart Team

72-40 SINETON A37K154 Electric Motor

Builders Guide

72 Motors

72-40 SINETON A37K154 Electric Motor

Potential Motor for the EMG-6

A lightweight coaxial air flow cooled permanent magnet synchronous motor designed to directly drive a propeller. Optimized for high continuous torque density and efficiency. With 17 kg of weight (option dependent) it's capable of supplying up to 30 kW of continuous power at 2000 min-1 providing higher than 93% efficiency. The speed-torque diagram of the A37K154 with a three phase 14Y2 winding configuration is displayed on the bottom figure. The curves are stipulated for different DC bus voltages, without any field weakening applied.

Link to Builders Data Base and  full PDF

Thursday, February 11, 2016

Front Windshield Prototyping

During the prototyping process, It's really easy to become reliant upon Solid Works and 3-D modeling capability. In this case these wings are slightly modified from the production wings and as such this will be a one off set of fairings. When you're building a one off  project the amount of work necessary to complete all of the 3-D modeling becomes impractical. but like with all of this design work the ability to be able to visualize in your head before you begin the process becomes invaluable. In this post will take a look at start to finish of our design prototyping and see where it takes us.

Before we can begin the process of fitting the front windshield to the aircraft, we need to build the prototype center section fairing that will gap the two wing halves to the fuselage boom. The center section has to be built up to be able to fit the  BRS parachute and between the framework of the upper wing box.

Tuesday, February 9, 2016

Re: Please explain the levels of purchase and what is gained by the various steps of purchasing

On Tue, Feb 9, 2016 at 7:00 PM, steve; wrote:
You have received a contact request from a visitor to your storefront at

Name: Stephen ********
Phone Number:

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.


Steve *******
Springfield, MO

Thank you,
The Quick Shopping Cart Team

Monday, February 8, 2016

EMG-6 Goes Open Source

Breaking News

We 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.

Thursday, February 4, 2016

53-10-00.00 Wing Box Assembly

53-10-00.00 Wing Box Assembly Overview

Builders 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)

53-20 Boom Assembly

Builders Guide

53 Fuselage

Builders Data Base Link to Boom Assembly

Fuselage Boom Assembly Manual Link 29MB

Monday, February 1, 2016

32-15 Tail Wheel Configuration (TD)

32-15 Tail Wheel Configuration (TD) Overview


Builders Data Base Link to 32-15 Tail Wheel (TD) MLG

32 Landing Gear

32 Landing Gear Overview

Builders Data Base Link To 32 Landing Gear

32-10 Mono Wheel Configuratiom

32-15 (TD)  Tail Wheel Configuration

32-35 (NG) Tricycle Gear Configuration

"Carburetor Synchronization" Sport Aviation / Experimenter "Technically Speaking" Article January 2016

Sport Aviation / Experimenter magazine "Technically Speaking" January 2016 Article

Our monthly column in Sport Aviation/Experimenter  Magazine for the month of January was an article on Carburetor Synchronization.

Carburetor Synchronization

With 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.

57-10-09 Wing Fold Fitting

Builders Guide

57 Wings

57-10 Wing Assembly

57-10-09 Wing Fold Fitting Overview

Link to Builders Database for 57-10-09 Wing Fold Fitting

PDF 57-10-09 Wing Fold Fitting Install

PDF 57-10-09 Wing Fold Fitting

53-40 Keel

Builders Guide

53 Fuselage

53-40 Keel 

Builders Data Base Link to 53-40 Keel Assembly


57-10 Wing Assembly

Builders Guide

57 Wings

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 Wings

Builders Guide

57 Wing

57-40 Wing Struts

57-45 Jury Struts

57-50 Wing Fabric

57-60 Wing Fairings

57-70 Wing Ribs

57-70 Wing Tips

57-80 Wing Gap Seals

57-10-25 Fuselage to Rear Spar Addapter

Builders Guide

57 Wings 

57-10 Wing Assembly

57-10-25 Fuselage to Rear Spar Adapter

Builders Data Base Link to 57-10-25 Fuselage to Rear Spar Adapter

PDF 57-10-25 Fuselage to Rear Spar Adapter

57-10-08 Wing Fold Strap

Builders Guide

57 Wings

57-10 Wing Assembly

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.

02 Tools

Builders Guide

02 Tools

Recommended tool list for  building the EMG-6 electric motor glider

This is a work in progress, and we will add to this as we continue to go through the construction drawings and videos.


Hand Tools

Most everyone considering the project of building the EMG-6 electric motor glider will already have handtools. The list the handtools individually would be a futile exercise as there are many ways to skin a cat when it comes to putting a nut and bolt together on an airplane. Normally speaking a small $100-$200 craftsman tool set with inch and metric sized tools and primarily 1/4 inch drive sockets will do most of the work that you need on the aircraft.

Specialty Tools


01 General

General Information about the EMG-6




01-50 Tube Marking Guides



Computer Generated Renderings

Country Colors (Renderings)

General Construction Videos



EMG-6 Configurations

57-10-06 Rear Spar Attach Plate

Builders Guide

57 Wings

57-10 Wing Assembly

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.

Link to builders database for the Rear Spar Attach Plate 57-10-06

Picture Data Base 


61 Propellers

Builders Guide

61 Propellers

Propeller design for the Polini 250

72-10 Plettenburg Predator 37 Motor

Builders Guide

72 Motors

72-10 Plettenburg Predator 37 Motor

Although we have completed our flight test phase using the predator 37 motor, we will continue to publish data to this section about our findings on the motor.

Initial Summary: The predator 37 worked very well with the prototype aircraft for meeting the part 103 requirements to make the aircraft a legal ultralight. The aircraft was able to maintain altitude and even climb (100 FPM) the ability to pull power settings necessary to maintain altitude was primarily limited by the amount of heat that the motor generated during these high-power setting operations. Although we did not burn up a motor. After the flight test series was conducted we did notice discoloring of the windings and obvious indications that the motor was operating beyond the normal operating temperatures. We were able to prove that the aircraft performance was adequate operating even with this small of motor and propeller combination which gave us some very good baseline data to predict aircraft performance with other motors.

Link To Builders Data Base