Belite 254 Demo Video Posted!

Check out our new demo video, just posted this morning!!

http://www.youtube.com/user/BeliteAircraft

The most impressive part is the takeoff, about 25 seconds into the video. Climbs like a scalded cat....

James Wiebe

Flight to 5500 feet

Another amazing experience in Belite 254.

I'd been working on several systems. The fuel tank was new (again); this time it was a 5 gallon tank along with a clever new attachment system. The fuel gauge was working.

I'd changed the relative position of the Flaperons (again); because I was getting some negative roll response at extreme flap settings. Made me feel like a test pilot when I rolled in full flaps and left aileron and the plane started to roll right. Wrong! Something was wrong in the flap setup.

I'd also lubricated the flaperon push pull cables, because they were tight and needed to be a little smoother.

I'd also been working on the Lithium Polymer light weight battery.

Anyway, time for a test flight.

I departed Jabara airport in an 8 knot crosswind and started an eastbound climb. Indicated airspeed was 52mph; I targeted an altitude of 5500 feet because I wanted to know that I could cruise at that altitude as I took the plane towards Oshkosh later this week.

The flight started at 07:30pm.

20 minutes later, I leveled off at 5500 feet. With no doors on either side, and with a fading sun at my back, the world showed off the most immaculate mix of green colors, shadows, and beauty. I was in awe of God's creation, floating below me. Heading into a headwind, my groundspeed was probably 35 or 40 knots, but it didn't matter. I was suspended far above ground, enjoying it all, feeling the wind whip past my arms (but my torso in the calm of the cabin). Wow.

Soon I was over Eldorado reservoir, with sailboats and so forth zipping around in the water. I banked the little taildragger to the right and started my return trip back to the airport.

But why head back so quickly? Why not fly over my friend Terry Alley's house, somewhere near Augusta, KS, but out in the countryside?

I couldn't find his home. Disappointment. I should have checked the position beforehand. (Later, Terry told me I was off by 3 or 4 miles, due to my misunderstanding of the position).

The air was warmer as I descended. I briefly thought of William Least Heat Moon's book, "Blue Highways", as I saw a two lane highway peeling off to the north. I could follow that highway, in my little freedom machine.

One hour after liftoff, after climbing over 4000 feet above ground level, after seeing the beauty in God's creation, I set back down at Jabara airport.

I want to do this flight again. I am so grateful I get to do this.

BTW, the flaperon setting changes worked out fine.

I plan to fly this plane to Oshkosh, weather permitting. It will take at least 5 hops. I plan to leave Wednesday morning. It will be amazing.

James Wiebe

The weight of a Belite 254

If you were around our workshop on a daily basis, would see that we are constantly weighing things. We are passionate about reducing weight, staying legal, and increasing utility in the design of our Belite 254 Carbon Fiber ultralight aircraft.

I weighed the Belite 254 demonstrator aircraft on certified aircraft scales today. This particular aircraft is loaded with options. It came in at 255 pounds, without fuel tank. Because the limit is 254 pounds (actually, 253.99999 pounds) this would seem to be a failure. (I mistakenly first weighed it with the fuel tank and with fuel, and it was way over... ooops.... take out the fuel tank and reweigh...)

Our fuel tank weighs about 3 pounds dry, so today's final weight was 258 pounds. Consequently, we were 4 pounds overweight relative to FAR 103. I'll explain how we solved the problem in a few moments.

Here's what's on the airplane:

1) 4130 Steel airframe / elevator / rudder
2) Covering system with UV protectant
3) Bungee landing gear
4) Grove gear
5) Grove hydraulic brakes
6) Enlarged tail wheel
7) Rudder steering
8) 45HP engine, derated to accommodate part 103 cruise speed (with more work to be done)
9) 3 blade Powerfin prop
10) 5 gallon fuel tank
11) Electric Fuel gauge
12) Airspeed indicator
13) Altimeter
14) Tachometer / Hourmeter
15) EGT / CHT
16) Voltmeter
17) Turn & Bank
18) Instrument panel, made of wood
19) Transceiver and permanent antenna
20) Transponder and antenna
21) LIPO Battery System with current system
22) Engine Starter Relay (but no electric start with this current engine)
23) Voltage regulator for radio
24) Alternator (this airplane generates electricity to run avionics and charge the battery)
25) Gizmo Dock

I'm sure I'm forgetting something. It's loaded with goodies. The panel would be comfortable and pleasing to any VFR pilot.

My goal was to have a FAR 103 airplane with high technology construction (Carbon Fiber), amazing power, full panel, etc. So now I've crammed all this stuff into the demonstrator, and I'm 4 pounds overweight.

Here's the solution:

1) We quickly reconverted the gear from bungees to solid. This saves about 28 ounces. I then removed the turtledeck, as it is not necessary for flight. Another 22 ounces saved. Finally, I removed a chunk of aluminum which was simply not necessary. (We'd been using it as a base for fuel tank in the baggage compartment; no longer necessary.) It also weighed 22 ounces. Total savings: 72 ounces, exactly 4.5 pounds.

Final weight, as adjusted: 253.5 pounds. FAR 103 legal! Loaded with features, engine, and performance! It can be done. (If configured with a smaller engine, performance remains VERY SIMILAR and weight drops further -- the 28HP engine weighs 18 pounds less!!)

I've heard reports of guys breaking their bungees and consequently hitting the props/destroying the engines. I'm OK without bungees for awhile. We'll figure out something to add them back to the demonstrator sometime soon.

The demonstrator still has a little work to do in Wichita, but it will soon be ready to move to Oshkosh. For example, Friday morning, we're doing an air to air photo shoot.

Real Flight for Belite 254 - my pilot report

I have never in my life flown an airplane which I designed critical structures. Nor had I flown an airplane of my own manufacture. Nor had I flown a taildragger, that is, an airplane with a rear wheel.

Yesterday evening, while the nation was focused on July 4th celebrations, all of those things came together at one time for me. I flew Belite 254 around the traffic pattern at Jabara airport many times.

Absolutely amazing. A life moment. A dream come true. Many long hours of work, capped with a time of anxiety, thrill, joy, calm. All at once.

This evening, I flew Belite 254 again. More of the same. With no doors, my views were spectacular. At a cruise speed of about 52 mph, (remember, I'm currently testing with a 28HP engine) the wind feel was just right as it brushed against my arms. The cockpit area was calm.

With air that was very crisp and very clear, I circled Jabara for approximately 90 minutes. I continued to evaluate the flight characteristics of the airplane I have built. I practiced and evaluated takeoffs, landings (in a mild crosswind), climb, cruise, descent.

I found a little time to snap some photographs. I even shot a little HD video while flying.

Our weight continues to be under control, and this is looking and feeling like the world's best FAR 103 legal airplane. We are benefiting enormously from our proprietary carbon fiber spars, ribs, and structures. Our panel is nearly fully functional, and our electrical system is up and running.

I am amazed. OK, that's a self serving comment, but for those who know me, I'm not prone to publishing much words that are so positive. In other words, this is worth paying attention to, and my dream of FAR 103 flight is turning into a powerful reality.

Here's some of what we know:

1) We're currently testing with a 28HP engine. We have no cowl on the bird, so the airstream is seeing the firewall flat dead on. Even so, we're still cruising at 51 mph. Climb rate is slow, but will improve with a cowl and a little more HP. However, I still think this 28HP engine might be ideal for lighter weight pilots.

2) We have a complete electric system. We have electric start, and a high quality radio in the instrument panel. It's beautiful. We'll have a transponder, fuel gauge, temp gauges, altimeter, airspeed, tach time (digital), volts (digital), and gizmo dock.

3) I did a quick check on stall speed. I'm overweight relative to the FAA standard (weighing 200 pounds; FAA standards dictate a 170 lb pilot for the testing); the airplane has a flat firewall in the airstream with very dirty air over the wing roots, and I still saw a 30mph stall. So I'm more or less comfortable with the 28mph requirement.

4) Well, we certainly aren't cruising at 62mph. Yet.

5) We have 360 degree vision, because of the rear windows we engineered into the fuselage. You will love the view. Also, our turtle deck is transparent.

6) Cruise is nearly hands off, as built. Control pressures are light.

7) When you start a turn, the plane just keeps turning. Roll out opposite aileron and rudder to stop any turn.

We've got 3 weeks left until Oshkosh. In that time, I plan to accomplish the following:

a) upgrade to a 45hp engine. We also have a couple of state of the art engines to test with around 33HP.
b) cowl installation for final look over the engine.
c) transponder installation.
d) redesigned fuel tank is nearly done.
e) a couple of tweaks to weight.

and a couple of other surprises.

We will meet our goal of delivering a state of the art ultralight aircraft, with a great engine, a full VFR panel, and an electric system. Our airplane will be easily confused with a light sport, but legally, it's not a light sport. It's FAR 103, no license, no registration. FAR 103 is re-emerging as a viable legal aircraft type.

For those of you wondering about how I transitioned to a taildragger without a formal signoff, I offer the following comments. I received some excellent instruction from a friend who owns a taildragger; he let me taxi his plane at a private airport over and over. Then when I started testing in the Belite 254, I continued by doing low and then high speed taxi tests at Jabara. Finally, I took test hops straight down the runway which I have previously documented. An amazing thing happened though: It ALL came together. I had the feel of the 3 point landing flare at stall; I had the new skill of forcing the tailwheel onto the runway; I had the takeoff feel for the tail lift, and then pulling back to takeoff. I have a new respect for crosswind; I have new methods for taxiing. I do not recommend what I did; I would and must recommend formal training in a taildragger transition course. (But I didn't have to do a transition course, because I'm now flying part 103 -- enjoying the FAA's best last pilot freedom). For the rest of my taildragger transition, I thank God who allowed me to create a Belite 254. They are wonderfully forgiving.

Just about everything is done.

I appreciate all of the inquiries I've received. I'm mindful of all of them, but I have not responded to some of them, because of the crush of things to be done before Airventure. Your patience is appreciated! I remain very interested in dealer inquiries here in the US and distributor inquiries in foreign countries. I will be establishing a partner program which will be mutually beneficial. Please visit me or my crew at Oshkosh.

I love this little plane. It's not an excuse for anything. It's real; fun; and economical.

Belite Test Hop on Independence Day!

I got up this morning at 6:00am hoping to fly the airplane. A quick look outside showed rain and storm clouds. But the good news was that it was supposed to clear out in an hour or two.

I met up with Terry Alley who has became a faithful advisor on this adventure at around 7:30 at Jabara (AAO) airport. The wind settled down to 11-12 knots nearly straight down the runway. We added 2.5 pounds of ballast to the nose, as the bird was a little tail heavy and slightly out of CG.

We're trying a different engine on the Belite demo plane -- a Compact Radial Engine MZ-34. I'm very impressed -- very smooth power, excellent throttle response, dead simple starting, electric start.

The takeoff roll was short, and I climbed up to what felt like 25 feet off the ground, and flew down the runway. Then I reduced power and settled in to a nice 3 point landing. The video is posted on youtube, search for Belite Aircraft and you'll find it.

This is fun!

Belite Rollout; Todd Tiahrt grins; Many new pictures

Too much happened today.

The day started at 6:00am with a photo shoot of the new plane, Belite 254. We had a photographer come in and shoot an amazing series of photos of the plane as the sun rose. The lighting and weather were spectacular and it just seemed the plane wanted to look good. Sunrise coloring made the oranges in our corporate paint scheme just *pop*. See the photos! I've also posted them on facebook under my username, jamespwiebe.

I added some more pictures which also show the carbon fiber structure of the wing as it went into covering several weeks ago.

We've posted the first good photos of the instrument panel. One of my fellow workers, Gene Stratton, gave it coat after coat to make the wood just shine. We want our demonstrator to look good, and we want people to have a warm feeling when they get in the plane. The wood is a perfect offset to the carbon fiber. BTW, we added a carbon fiber glare panel above the wood, and we added trim around the wood. It's looking really sharp.

This afternoon, our rollout ceremony was held at the Old Town Warren water fountains. Todd Tiahrt was our speaker. While we have no illusions of solving Wichita's laid off aircraft employee crisis, it was still a bright spot for Wichita. Lots of media coverage; two different TV stations ran pieces and I'll bet the paper will have a nice story in the morning. We'll see.

The highlight for me was asking Todd Tiahrt if he'd like to get in the plane, immediately after we'd rolled off the cover. Everyone was walking up and looking at the plane. Todd got in, and he just smiled like a child with a new shiny toy. Made my day. People kept asking questions.

We asked our pastor, Ben Staley, to pray for us. He did so. Thank you Ben!

One gentleman came up to me and said he'd come from England to see what we were doing. Really!?! Well, no, but he was really from England, and would be taking our story back there. He was fascinated.

Many of our friends joined us at Cafe Moderne for some snacks after the event. It was fun. It was good to sit down and relax.

Top 10 questions:

1) What's it cost? A: not yet announced.
2) How fast? A: 55 knots
3) How slow? A: 24 knots
4) Where made? A: in our facility in Wichita
5) Can I work for you? A: send me a resume, but not right now
6) Kit or Built? A: either way works for us.
7) Do I need a pilot's license: A: No. And no FAA airplane registration as well!
8) What should I have to fly it? A: A solo endorsement + additional instruction in a similar airplane.
9) How far does it go? A: about 200 miles.
10) What's it cost? A: back to Question #1.

If you want to catch more Belite news, please follow me on facebook as well.

Thanks!

James

Video of Belite Aircraft test hop

Below is a link to a Belite aircraft test hop.

The engine installed generates 23hp, but the prop is mispitched in this test, so the engine probably developed about 16hp. (Plus the density altitude was 4500 feet.)

After takeoff, the plane established positive climb and I chopped power shortly thereafter.

We'll expand the test flight envelope later this week.

The big rollout is tomorrow.

http://www.youtube.com/user/BeliteAircraft#play/search/0/9RtGcOGI0sQ

First Flight Belite Aircraft

On Thursday June 25, around 2:00 pm, the new Belite Aircraft had its first flight.

OK, the flight was just a short hop, just over the runway at Jabara airport (KAAO). Temperature was around 100 degrees, with a calculated density altitude of 4500 feet. HOT!

The flight demonstrated liftoff, verification of control effectiveness, power cut, and landing. As soon as the plane took off, it was easily demonstrating a nice climb rate. My plan for this flight did not allow for any pattern work, so I immediately chopped power and settled back to the runway.

Here are some specific details on this flight:

Empty Weight (no fuel): approximately 231.5 pounds includes 13 pounds ballast!!

As flown with fuel: approximately 240 pounds

This includes basic instrumentation, AND it includes approximately 12 pounds of metal ballast in the engine mount design. The plane is so light that we had a CG tail heavy problem. This will be resolved before Oshkosh by utilizing a heavier, more powerful engine.

Therefore, without ballast, weight would have been about 219.5 pounds. Not bad. This flying weight can be reduced further by removing the turtledeck, and even further by cutting corners in the fabric covering (EG, no UV protectant -0- BAD idea). Or by not installing the carpet. (which this plane has). Or by not installing the rear view windows (which this plane has). Or by not installing a wood instrument panel (which this plane has).

Our rollout next Tuesday will show the plane in "dress trim": with a nice cowl on it and a spiffed up engine/engine compartment. Our test flight was without a cowl.

Weight plan to Oshkosh:

We have 34 pounds to play with. (220 pounds effective current weight).

Swap out fuel tank for new fuel tank -- may save 2 pounds.
Swap out engine as we continue to test engines -- adds some weight depending on engine
Add cowl -- adds 3.5 pounds
Put in full panel and electrics, antennas -- estimated to add 9 to 12 pounds

Final Weight, with full panel, electrics, cowl, bigger engine -- about 245 pounds. (Legal limit is 253.9). Of course you can fly it as a home built experimental with any weight you want.

Hope you enjoy the picture as well.

BTW, for the weight calculations, I weigh 200 pounds, and I had about 5 pounds of additional radios & water bottles with me in the airplane.

We do have video of this, we'll try and post it on Monday evening.

Belite Avionics / Instrument Panel Coming Along

We've gotten a lot done in the last couple of weeks.

Engine installation; test run; aircraft weight; cg analysis.

One of the things I'm most pleased with is our panel.

It's a really cool little panel -- everything you need; a little steam; a little digital. A gizmo dock for a Garmin 496.

I'd really appreciate feedback on the layout. We can move a few things around before our rollout next week; we may cut another panel prior to Oshkosh.

Switches are as follows: magneto on/kill; momentary starter (left side).
The four switches are: avionics power; nav lights; landing light; extra switch.

The demo unit has a MicroAir transceiver and a Becker transponder.

Note the fuel gauge as well! :-)

I think I'll add a voltmeter as well.

This panel was cut from birch plywood and will be stained and finished in the next few days.

Interviewed by TV reporter; video on Belite posted

I was interviewed by KAKE TV yesterday on the Belite aircraft.

While the video is a little distilled, it still is a great overview.

The man at the rear is Dave Franson, our publicist.

Here's the story and video.

A picture of a wing for the upcoming Belite Aircraft

Here's a sneek peak of the new wing design for the Belite aircraft. Notice: carbon fiber spar tubes, carbon fiber ribs, carbon fiber false ribs. Also note plywood veneer (0.4mm) which is bonded on top of carbon fiber rib cap strips for purposes of bonding to ceconite covering. Some of the glue joints have been made (EG: rib to spar) while others haven't yet been made. (EG: front false ribs). The entire weight of everything you see here is less than 14 pounds. (Not counting sand bag and level. :-)

Also note the really cool wing work benches we made. The stripes are exactly 6 inches apart, and the entire work surface has been leveled.

The end ribs have a solid sheet of carbon fiber bonded to them, for appearance. They are beautiful and they are completely visible, even after the ceconite covering has been finished.

I will have a completed aircraft, along with a completed airframe/wing without covering on display at Airventure. Come take a look!!

Yes, We Did It...

Wichita, KS—June 1, 2009: Wichita, Kansas-based aviation enthusiast and entrepreneur James Wiebe and his wife, Kathy, have acquired the production rights to a previously designed aircraft, the Kitfox Lite, and formed a new business entity, Belite Aircraft, to market it. The airplane will incorporate stronger, lighter carbon fiber components that will allow it to easily meet Federal Aviation Regulation (FAR) Part 103 weight requirements.

The Wiebes, who previously developed and marketed digital forensic computer storage devices as the founders of Wichita-based enterprise, WiebeTech LLC, acquired the tooling, existing parts and manufacturing rights to the aircraft in March of 2009. As a condition of the transaction, they agreed to re-brand the airplane to prevent any confusion with the larger, two-place light sport Kitfox that shares many of the same design features but is owned by another company. Kitfox has recorded more than 4,500 kit sales since its introduction 25 years ago.

An instrument-rated pilot, James Wiebe has applied his creativity and experience to this new venture, developing a proprietary lightweight carbon fiber structure that he is incorporating into the modified airplane’s construction. By converting spars, ribs and struts from steel, wood or aluminum to carbon fiber, he has reduced the airplane’s empty weight to previously unattainable levels, well below the 254-pound limit specified in FAR Part 103 for this type of aircraft.

“This project, which combines my passions for flying and inventing, is exciting on several levels,” Wiebe noted. “From a business perspective, the development and application of our proprietary carbon fiber has lots of potential for other aircraft and in other markets. Its use in this aircraft provides the weight margin that will allow enthusiasts to build it and enjoy the fun of flying it safely and economically. Our proprietary carbon fiber process builds quickly, far faster than aluminum, wood or composite construction. We expect this aircraft to be a practical and popular choice among light sport aircraft,” he added.

Wiebe indicated that he plans to incorporate a number of additional modifications into the design that will further improve the airplane’s performance and versatility. He has reserved exhibit spaces 612 and 615 in the North Display area at the upcoming Experimental Aircraft Association AirVenture 2009 in Oshkosh, Wisconsin and expects to have an aircraft on display at the show. Additional announcements regarding availability and pricing are expected at that time.

# # # #

Tooling purchased; redesign underway.

I am enjoying designing my new airplane!! I'll have much more news soon.

Our fuselage is being built on the tooling which we purchased. (This tooling was used to build the Kitfox Lite a long time ago... long story.)

We are in the process of redesigning the wing to utilize ultralight, ultrastrong, quick assembly carbon fiber. In fact, we are completing our demonstrator aircraft right now and will have it ready to show at Airventure. We expect a formal rollout in late June, so stay tuned. We plan to offer components, subkits, kits, and fully assembled FAR 103 legal airplanes.

A New Day; A New President; A New Business

As of January 1, 2009, I became a consultant to the business I used to own. I continue to help WiebeTech with a variety of issues, including customer contacts, trade shows and with product ideas, but I'm no longer a full time employee or an owner.

I am grateful to several different individuals for the events of the past 15 months:

First of all, my wife. Kathy has been my unending support and partner. She helped build WiebeTech with me, and continues to share and build dreams with me. Kathy also used to work for WiebeTech. She is now involved with CASA and also starts a new position as a lecturer/instructor for Wichita State University, where she starts a class in entrepreneurship tomorrow.

Second of all, my father-in-law, Pres Huston. Pres provided love for all his family members, and he loved me fiercely, for which I am grateful. I grew up without a dad, and he provided what I did not have when I was a child. He provided principles, capital, wisdom and guidance for WiebeTech when it was barely an idea. I miss him; he passed away in August of 2007.

Third of all, my friend, Bob Ring. Bob also provided capital and guidance to me, although much of what I applied at WiebeTech I learned from Bob many years ago, long before WiebeTech came into being.

Bob once noted that where I ended up at WiebeTech was not where I started, and this was true. My original work at WiebeTech was aimed at developing music compression software. I developed an exceptional algorithm for tight compression of audio; and I discovered that occasionally a great idea is destroyed by an inability to find a channel to the marketplace. Ultimately, I took WiebeTech into the storage business, and then into the forensic side of the storage business.

I am also grateful to Randy Barber, CEO of CRU/WiebeTech, who acquired our business. Randy is a sharp, decent man. He negotiated a fair deal, and he did what he said he would do, when he said he would do it. Many in the world of business acquisitions fail to deliver on their promises; Randy has been superb. I am continuing to work with Randy.

I've come to know so any WiebeTech customers -- what a great group of people. It's good news that I will continue to see many of you on behalf of WiebeTech. I especially enjoy WiebeTech's customers in Washington, DC. Thank you!

A few quick names: The following employees were foundational in getting WiebeTech off the ground: Michael Gaskins; Lora Murray; Mark McClain; Carol Heier; Jeff Hedlesky. Also, Justin Lauzet and Bill Head. Thanks!

WiebeTech can always be found at www.wiebetech.com

Outside of work, I have some others who are very important to me: my pastor -- Ben Staley, Northridge Friends Church, where I am head trustee. Ben's a friend, a fishing buddy, and constant encourager.

Speaking of pastors, another who is important to me is Mike Andrews, former Wichita resident, and current pastor of Belleview Community Church. Mike is a passionate follower of Christ and nearly as passionate as a flyfisherman and wilderness camper. Mike has been able to be my candid friend and occasional spiritual counselor. Thanks, Mike.

Another close friend is Jason Trego, a doctor who currently lives in Africa. My first adventures where with Jason. He's lost money by investing in me, but he's forgiven my past failures and has always been there (except when he's not, due to the distance...)

Now -- on to what I am doing now.

I mentioned to my wife a few weeks ago that I wanted to start a new business in timing with the inaugaration of President Barack Obama. That happened today, and here I am, making my first post on my new business.

I'm doing three different things. I'm convinced that one of these three will provide a marketable product. I'm not sure which will work out; and I'm very aware that the final outcome (product) may bear no resemblance to what I'm actually working on now.

A few weeks ago, I leased a space to start this business development. I've converted a 2000 square foot warehouse into a workshop; and I'm developing an airplane in that workshop. This is one of the three big ideas, and the only one which I am willing to discuss. This idea may cause you to think that I am audaciously off center; and perhaps I am:

1) There is an economic problem in the world.
2) Aircraft sales are dropping. Markets are stalled and moving backwards.
3) I have limited capital; aircraft development takes inordinate amounts.
4) I do not have a background in aeroengineering.
5) (However, I am a pilot, and I do love to fly).

Stick with me, read this blog, watch me succeed, watch me fail -- watch how my ideas mutate into marketable products. I'll pay occasional attention to the new policies of President Obama, and how they help or hurt my efforts.

Kind Regards,

James Wiebe