Gene got in the act out at Mythbusters, helping do some work on the duct tape airplane. Note that we are in the parking lot, and the motor is running.
 |
| Gene Stratton in the parking lot at Mythbusters with Belite ultralight aircraft |
"The Standard Pilot Blog"TM The Chipper and Radiant Blog for Experimental and Ultralight (Part 103) Aircraft (c) 2010 thru (c) 2020 by James Wiebe.
Tuesday, October 18, 2011
Gene, Mythbusters, and the Belite Duct Tape Airplane
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
Gene got in the act out at Mythbusters, helping do some work on the duct tape airplane. Note that we are in the parking lot, and the motor is running.
Gene got in the act out at Mythbusters, helping do some work on the duct tape airplane. Note that we are in the parking lot, and the motor is running.
Monday, October 17, 2011
Mythbusters Duct Tape Airplane: 2 days to go
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
Avweb wrote something about it.
Kitplanes did as well.
So did the High Altitude Flying Club.
And here is one picture, from the set, as Kari, Grant, Tory assemble the Belite Ultralight Aircraft with some duct tape:
Much more, very soon.
Avweb wrote something about it.
Kitplanes did as well.
So did the High Altitude Flying Club.
And here is one picture, from the set, as Kari, Grant, Tory assemble the Belite Ultralight Aircraft with some duct tape:
 |
| Grant, Tory and Kari with Belite Ultralight Aircraft and duct tape |
Thursday, October 13, 2011
Mythbuster Posts Cool Belite / Duct Tape Airplane Video
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
You can see brand new video of James Wiebe and the Belite "Duct Tape Airplane"
here:
(http://dsc.discovery.com/
Look carefully, and you can see what the airplane looked like when they truly finished covering it.
From the Mythbuster website:
I will have many new high resolution pictures of the entire duct tape airplane production, including great closeups of the MythBuster trio. I will post them on October 20.
You can see brand new video of James Wiebe and the Belite "Duct Tape Airplane"
here:
(http://dsc.discovery.com/
Look carefully, and you can see what the airplane looked like when they truly finished covering it.
From the Mythbuster website:
I will have many new high resolution pictures of the entire duct tape airplane production, including great closeups of the MythBuster trio. I will post them on October 20.
Wednesday, October 5, 2011
Duct Tape Airplane on Mythbusters
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
Exactly two weeks to go.
Discovery Channel put out a press release on their upcoming myths. It's been reprinted in a few places around the web, for instance, on Entertainment Weekly and on Monsters and Critics (dot com):
In the press release, Discovery Channel talked about a whole bunch of myths, but they said this about the one myth that Belite helped with:
"Can you use duct tape to fix a plane that has been mauled by a bear? (As odd as this one sounds, it’s a story that has inundated our fan site message boards for years!)"
It's gonna be big. BIG.
Exactly two weeks to go.
Discovery Channel put out a press release on their upcoming myths. It's been reprinted in a few places around the web, for instance, on Entertainment Weekly and on Monsters and Critics (dot com):
In the press release, Discovery Channel talked about a whole bunch of myths, but they said this about the one myth that Belite helped with:
"Can you use duct tape to fix a plane that has been mauled by a bear? (As odd as this one sounds, it’s a story that has inundated our fan site message boards for years!)"
It's gonna be big. BIG.
Tuesday, October 4, 2011
Photoshop, Mythbusters, Belite, Bears, Kari and Duct Tape
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
My friends at Mythbusters production company kept telling me that I would probably have four weeks warning before the big episode aired. I actually got two weeks and one day, and the notice didn't come from them, it came from someone who read the Mythbuster's website and inquired if the episode in question involved us.
Uh, yes! it does!
Here's a link to a video which the MB gang talks about the myth, tested with a Belite aircraft.
And here's a link to the Discovery / Mythbuster programming schedule which discloses our upcoming episode.
Quoting the Discovery channel / Mythbuster schedule:
"Adam and Jamie test three viral videos featuring the extraordinary excavator: Can it really row a barge? Be used to go wakeboarding? Perform seemingly impossible feats of acrobatics? Then -- using only duct tape -- Kari, Grant, and Tory attempt to patch up a plane that's had an unfortunate encounter with a bear."
And now, I confess to some photoshop sleight of hand.
Check out these two photos, one of which I previously posted, and tell me what the difference is:
The first photo was on my website. The second photo is the original; I edited it to avoid letting the cat out of the bag too early (that our myth involved duct tape.)
Nashua 357 duct tape. Accept no substitute!
I have many more photos which I will be posting after the episode airs on the 19th of October. Including photos of Kari acting very beary.
My friends at Mythbusters production company kept telling me that I would probably have four weeks warning before the big episode aired. I actually got two weeks and one day, and the notice didn't come from them, it came from someone who read the Mythbuster's website and inquired if the episode in question involved us.
Uh, yes! it does!
Here's a link to a video which the MB gang talks about the myth, tested with a Belite aircraft.
And here's a link to the Discovery / Mythbuster programming schedule which discloses our upcoming episode.
Quoting the Discovery channel / Mythbuster schedule:
"Adam and Jamie test three viral videos featuring the extraordinary excavator: Can it really row a barge? Be used to go wakeboarding? Perform seemingly impossible feats of acrobatics? Then -- using only duct tape -- Kari, Grant, and Tory attempt to patch up a plane that's had an unfortunate encounter with a bear."
And now, I confess to some photoshop sleight of hand.
Check out these two photos, one of which I previously posted, and tell me what the difference is:
 |
| Grant, James, Kari, Tory, Jennifer |
 |
| Grant, James, Kari, Tory, Jennifer, and something else |
Nashua 357 duct tape. Accept no substitute!
I have many more photos which I will be posting after the episode airs on the 19th of October. Including photos of Kari acting very beary.
Saturday, September 24, 2011
"Bird Dog" Utralight Aircraft for sale
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
We have another 4130 Chromaloy steel fuselage Belite aircraft available for near term delivery at a substantially discounted price. It is available in a tricycle gear configuration for $15,100 or in a taildragger configuration for $13,900.
Details are important:
a. This aircraft is brand new, and includes a brand spanking new F33 Hirth engine with new prop.
b. This aircraft is Ready To Fly.
c. Rear fuselage covering NOT included.
d. Only the wings are painted, and the color they've been painted is drab olive green --- aka military green.
e. Tricycle version includes disc brakes.
f. Taildragger version does not include brakes.
g. Spring landing gear NOT included. $400 option.
h. Includes Polycarbonate windshield.
i. Does NOT include engine cowling. $350 option.
j. If you would like it completely covered and completely painted, add $4000.
k. Instruments include ASI, Inclinometer, AGL Altimeter, EGT/CHT, and tachometer.
l. FAR Part 103 legal in either configuration.
m. Approximate weight is 240 pounds in taildragger configuration, 252 pounds in trike config.
n. Deposit of $2500 seals the deal. Call Kathy @ 316 253 6746 if you are interested.
o. Includes electric start on engine and battery.
These are pics which we delivered of an olive green airplane a while back. It is exactly representative of this new offering, with full covering, paint:
We have another 4130 Chromaloy steel fuselage Belite aircraft available for near term delivery at a substantially discounted price. It is available in a tricycle gear configuration for $15,100 or in a taildragger configuration for $13,900.
Details are important:
a. This aircraft is brand new, and includes a brand spanking new F33 Hirth engine with new prop.
b. This aircraft is Ready To Fly.
c. Rear fuselage covering NOT included.
d. Only the wings are painted, and the color they've been painted is drab olive green --- aka military green.
e. Tricycle version includes disc brakes.
f. Taildragger version does not include brakes.
g. Spring landing gear NOT included. $400 option.
h. Includes Polycarbonate windshield.
i. Does NOT include engine cowling. $350 option.
j. If you would like it completely covered and completely painted, add $4000.
k. Instruments include ASI, Inclinometer, AGL Altimeter, EGT/CHT, and tachometer.
l. FAR Part 103 legal in either configuration.
m. Approximate weight is 240 pounds in taildragger configuration, 252 pounds in trike config.
n. Deposit of $2500 seals the deal. Call Kathy @ 316 253 6746 if you are interested.
o. Includes electric start on engine and battery.
These are pics which we delivered of an olive green airplane a while back. It is exactly representative of this new offering, with full covering, paint:
 |
| Belite Tricycle Gear Ultralight Aircraft takes off |
 |
| Belite Ultralight Aircraft taxis in |
Thursday, September 22, 2011
Blatant Pitch for G Meter with Near Death experience as illustration
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
I've always been interested in how strong the bumps are. A great illustration of this is derived from a terrible mistake I once made as a pilot.
I was in my great big turbo Cessna 206 somewhere over the high plains of western Kansas and eastern Colorado. My passengers and I were eager to get to our fishing and camping destination in Idaho. Perhaps I was a little too eager...
Because I made a shortcut to my destination and I flew under a developing thunderhead. I remember seeing, with some sense of awe, the cloud vapor moving from clear air below, straight up into the thunderhead. In other words, I could see the thunderhead acting like a great big Hoover, sucking up moist (but clear) air from directly below and converting it into cloud vapor as it moved into the thunderhead at a rapid rate. And for some stupid reason, I flew directly under this monster.
And got sucked up into it.
The plane oscillated between overspeed (well over redline -- I was staring at the airspeed indicator and I remember seeing the it *well over* redline) and something else. The forces on us occupants varied between negative force (less than 0 G) and something else... I'd love to have seen the G's. But I couldn't -- we had no "G" indicator in the cockpit. (We only had the evidence of things flying all over the cabin during negatives, then returning to the floor during the positives.)
So, many years later, I have designed an instrument that would show all of the G forces --- Belite's G meter. It shows positive and negative G's on separate scales, up to plus or minus 6 Gs. It keeps track of the peek values, by blinking the highest extremes observed on both the positive and negative scale. It uses very little power, runs off 12 volts (actually anything from 8 to 14 volts), and has a tiny little microprocessor in it that keeps track of everything. And I made it inexpensive, in 3 different configurations (1.75 inch square, 2.25 inch standard round, and portable box). Since the LEDs are so very bright, it is also dimmable for night usage.
 |
| 2.25" Round G Meter, with positive and negative scale |
Please enjoy using our G Meter. You can see a lot more of it on YouTube here.
And you can purchase it on our webstore, or from Aircraft Spruce, or from Wicks.
Tuesday, September 20, 2011
Harley and me
Please note: James' blog has moved to a Wordpress site. To access it, please visit http://jameswiebe.wordpress.com/. All posts have been transferred to the new site, and all new posts will only be accessible via Wordpress. Thank you for your interest!
The air temperature had settled to about 82 or 83 degrees. This felt comfortable; especially in comparison to the brutal days of our earlier summer. And after rolling down the grass runway and leaving the ground, the air aloft was even gentler and cooler. And the air was calm.
I was catching a ride in an old friend, and it was a privilege to be a guest in the airplane we've known as 'Harley':
The takeoff roll was a little long; a lack of headwind was to blame. Maybe some of my 200 pounds contributed to the longer roll as well. Even so, I was able to join along for a comfortable rate of climb.
I noted that the pond off the far end of the runway is still very parched for rain. A turtle slapped around in the shallows. I wonder if any fish are living there. Also, I haven't seen any deer drinking there since last fall. What will this fall bring? Harley wondered as well.
A tractor and bailer attachment were ignominiously parked in the middle of a field nearby. The field offered a helpful place for an off-field landing, should the need arise. But Harley didn't need it, never had.
The plane turned itself towards the North; I just followed along on the controls. I was the guest. A row of cedar pines, very scruffy looking, protected the eastern side of our gliderport, and I was able to greet them and remind them of the presence of the orange and black airplane in which I comfortably sat. With no wind on the ground, they didn't wave branches to me, but we still saw each other, and we both knew of the special nature of the flight.
The northern field had been plowed; I ignored the horse ranch to the northeast of our field. The Harley knows that we don't like to fly low and slow over the horse ranches; I remember the story of (some other) ultralight flying over them and bucking a woman off a horse. The plane and I respect the horses. If we choose to fly over them, we seek a respectful altitude first.
A turn towards the runway, and then an overflight of a small group of people who have assembled to take a tour of the Belite facility. Ostensibly, I am flying as a demonstration for them, but really, Harley is flying as a demonstration for me.
Then a nice turn over the people, and then Harley scoots for a low pass besides some trees on the opposite side of the runway. Chasing rabbits -- imaginary, very large, very slow rabbits.
This plane was in our 'inventory' for about two years. I have no idea why. It was (and is) beautiful. Nobody wanted it, because it wasn't exactly what they wanted, or we wanted too much money, or something...
Except a few people did want it.
We sold this plane at least twice; one prospective owner changed his mind on buying it after sending in the deposit money.
Harley was down-hearted after hearing that news -- pretty much like the dog left perpetually out at night or the orphan rejected by potential parents, who maybe smiled at the child in a meaningful way, yet lied in their heart at the same time. Harley developed a sticking set of rings as a result, just like people with emotional pain who develop physical ailments. My shop manager, Gene, helped diagnose the ring problem and I happily ordered a new set of rings and gaskets from the engine hospital. No big deal. Harley was fixed.
One time, Harley had shown me how to do dead stick landings. I remembered that very well, and you can see it again by clicking on this old post.
Harley also had suffered from a serious case of ugly cowl syndrome; we'd flown him without a cowl (a long time ago) and also with an aluminum 'bib cowl'. Although the bib cowl shined up nicely, Harley was always a little embarrased with the bib cowl. He wanted to be with our other airplanes, the ones with real fiberglass cowls and bumps where the pistons are supposed to be.
I went through a box of his child photos. I found one of Harley with his bib cowl.:
Back then, he had carbon fiber struts (long removed); spring landing gear
(still work *awesome*); a full paint job; and a very nice basic panel. He
was long on good manners, both on the ground and in the air, and always managed
a smile.
I also found some photos of him playing in the sky:
But I'm still flying as Harley's guest.
I ask Harley if I can land, and he agrees.
We turn together toward our grass strip. I crank in one notch of flaps, and reduce power. Harley comes in over fence. I add a second notch of flaps, and reduce power further.
Harley is just over the grass, with nose just high, and a moment later the wheels barely touch down. No bounce, no jostle. A moment later, we pull toward the tour group, and the demo flight is over. Harley sat proudly in the middle of a group of children and Big Brothers / Big Sisters of Sedgwick county, and he helped me answer question after question about ultralight aircraft and how we build them.
After helping Harley get back in the hangar for the night, I chocked one of his wheels and headed over to the assembly room to see how Harley was built.
Harley was left with wings extended, sitting in a hangar with Cessna 182's, gliders, and other Belite parts. He was very happy to be in the main hangar, and he was important, just as important as the Cessna 182.
Even more important to a gentleman who wanted to fly Harley and help them rediscover their mutual love for flying.
Tomorrow morning, Harley's new owner gets to sit in Harley for the first time. He has arrived from the east coast to see and take ownership of Harley.
Harley was sold for about $14,000. Harley was promotionally priced because we wanted to reduce our inventory of steel fuselage airplanes as we bring our larger and lighter aluminum fuselage production online.
BTW, Harley also has a new orange fiberglass cowl. The alumimum bib skin is gone.
From our Facebook:
That wasn't true. But this is true:
The air temperature had settled to about 82 or 83 degrees. This felt comfortable; especially in comparison to the brutal days of our earlier summer. And after rolling down the grass runway and leaving the ground, the air aloft was even gentler and cooler. And the air was calm.
I was catching a ride in an old friend, and it was a privilege to be a guest in the airplane we've known as 'Harley':
 |
| Ultralight Aircraft from Belite Aircraft |
The takeoff roll was a little long; a lack of headwind was to blame. Maybe some of my 200 pounds contributed to the longer roll as well. Even so, I was able to join along for a comfortable rate of climb.
I noted that the pond off the far end of the runway is still very parched for rain. A turtle slapped around in the shallows. I wonder if any fish are living there. Also, I haven't seen any deer drinking there since last fall. What will this fall bring? Harley wondered as well.
A tractor and bailer attachment were ignominiously parked in the middle of a field nearby. The field offered a helpful place for an off-field landing, should the need arise. But Harley didn't need it, never had.
The plane turned itself towards the North; I just followed along on the controls. I was the guest. A row of cedar pines, very scruffy looking, protected the eastern side of our gliderport, and I was able to greet them and remind them of the presence of the orange and black airplane in which I comfortably sat. With no wind on the ground, they didn't wave branches to me, but we still saw each other, and we both knew of the special nature of the flight.
The northern field had been plowed; I ignored the horse ranch to the northeast of our field. The Harley knows that we don't like to fly low and slow over the horse ranches; I remember the story of (some other) ultralight flying over them and bucking a woman off a horse. The plane and I respect the horses. If we choose to fly over them, we seek a respectful altitude first.
A turn towards the runway, and then an overflight of a small group of people who have assembled to take a tour of the Belite facility. Ostensibly, I am flying as a demonstration for them, but really, Harley is flying as a demonstration for me.
Then a nice turn over the people, and then Harley scoots for a low pass besides some trees on the opposite side of the runway. Chasing rabbits -- imaginary, very large, very slow rabbits.
This plane was in our 'inventory' for about two years. I have no idea why. It was (and is) beautiful. Nobody wanted it, because it wasn't exactly what they wanted, or we wanted too much money, or something...
Except a few people did want it.
We sold this plane at least twice; one prospective owner changed his mind on buying it after sending in the deposit money.
Harley was down-hearted after hearing that news -- pretty much like the dog left perpetually out at night or the orphan rejected by potential parents, who maybe smiled at the child in a meaningful way, yet lied in their heart at the same time. Harley developed a sticking set of rings as a result, just like people with emotional pain who develop physical ailments. My shop manager, Gene, helped diagnose the ring problem and I happily ordered a new set of rings and gaskets from the engine hospital. No big deal. Harley was fixed.
One time, Harley had shown me how to do dead stick landings. I remembered that very well, and you can see it again by clicking on this old post.
 |
| Deadstick landing in Ultralight Aircraft |
Harley also had suffered from a serious case of ugly cowl syndrome; we'd flown him without a cowl (a long time ago) and also with an aluminum 'bib cowl'. Although the bib cowl shined up nicely, Harley was always a little embarrased with the bib cowl. He wanted to be with our other airplanes, the ones with real fiberglass cowls and bumps where the pistons are supposed to be.
I went through a box of his child photos. I found one of Harley with his bib cowl.:
 |
| Utralight Aircraft with Aluminum Cowl |
I also found some photos of him playing in the sky:
 |
| Harley flying |
 |
Harley climbs
|
|
||
I ask Harley if I can land, and he agrees.
We turn together toward our grass strip. I crank in one notch of flaps, and reduce power. Harley comes in over fence. I add a second notch of flaps, and reduce power further.
Harley is just over the grass, with nose just high, and a moment later the wheels barely touch down. No bounce, no jostle. A moment later, we pull toward the tour group, and the demo flight is over. Harley sat proudly in the middle of a group of children and Big Brothers / Big Sisters of Sedgwick county, and he helped me answer question after question about ultralight aircraft and how we build them.
After helping Harley get back in the hangar for the night, I chocked one of his wheels and headed over to the assembly room to see how Harley was built.
Harley was left with wings extended, sitting in a hangar with Cessna 182's, gliders, and other Belite parts. He was very happy to be in the main hangar, and he was important, just as important as the Cessna 182.
Even more important to a gentleman who wanted to fly Harley and help them rediscover their mutual love for flying.
Tomorrow morning, Harley's new owner gets to sit in Harley for the first time. He has arrived from the east coast to see and take ownership of Harley.
Harley was sold for about $14,000. Harley was promotionally priced because we wanted to reduce our inventory of steel fuselage airplanes as we bring our larger and lighter aluminum fuselage production online.
BTW, Harley also has a new orange fiberglass cowl. The alumimum bib skin is gone.
From our Facebook:
Fun
fact: Flying our Harley airplane will make you
feel rugged and fearless, just like the motorcycle it is named after.
That wasn't true. But this is true:
Fun
fact: Flying our Harley airplane will make you
feel that flying is one of the greatest gifts and privileges that God gave
us.
Monday, September 19, 2011
Aluminum skin for Aluminum Ultralight Aircraft
The CNC cut aluminum skin for the top of the rear fuselage of our aluminum ultralight aircraft was ready to install today. The entire weight of the top skin is less than 1.5 pounds!
It didn't take long, and it was clecoed in place. It still needs quite a bit of work, but it is sure fun to look at.
The front compartment is for the fuel tank and baggage, and has a square cutout with radiused corners. The rear sections are cut out with ellipses to save weight.
Enjoy the picture of work in progress: (Sharp eyes may notice other interesting things in the room...)
It didn't take long, and it was clecoed in place. It still needs quite a bit of work, but it is sure fun to look at.
The front compartment is for the fuel tank and baggage, and has a square cutout with radiused corners. The rear sections are cut out with ellipses to save weight.
Enjoy the picture of work in progress: (Sharp eyes may notice other interesting things in the room...)
Sunday, September 18, 2011
Ultralight Aircraft for disabled pilot
A Belite customer challenged us to improve cockpit access for our Belite ultralight aircraft; the customer has some challenges; especially with his legs. Getting in and out of our aircraft is a real challenge.
As a result, we were pleased to improve cockpit access by lowering the fuselage right side door height. We cut off the existing steel tube and welded a tube about 5 inches lower; with additional length on the tube to add strength.
Here's a photo: compare the near and far sides of the fuselage to see the difference in the steel structure. You can see that the nearer side has a lower entry level.
As a result, we were pleased to improve cockpit access by lowering the fuselage right side door height. We cut off the existing steel tube and welded a tube about 5 inches lower; with additional length on the tube to add strength.
Here's a photo: compare the near and far sides of the fuselage to see the difference in the steel structure. You can see that the nearer side has a lower entry level.
Wednesday, September 7, 2011
Aluminum Plane: Real Flight Data Graph
One of the joys of this project is the performance of the product: the aluminum plane rocks.
Here is a "GPS Essentials" flight data chart from a recent flight in Aluminum Plane #1:
I marked two locations with yellow dots. The difference between these dots in time is about 3 minutes, and the altitude gain is (2070-1500) = 570 feet. This is a calculated climb rate of 225 feet per minute. With a forward airspeed of about 43 mph in the climb, the actual climb angle was about 5 degrees, and the deck angle was probably around 12 degrees. Climb rate was NOT maximum. (although it was probably close). I weigh 200 pounds, plus some gas on board of course, and density altitude was about 3300 feet at ground elevation.
All this with a tiny 28hp engine.
You can also see some two pass runs, demonstrating cruise speed. With the wind, ground speed averaged about 64mph and into the wind, ground speed was 47mph. The average is 55.5 mph, once again, with a 28hp Hirth F33 engine.
Fun, fun, fun!
- James
Here is a "GPS Essentials" flight data chart from a recent flight in Aluminum Plane #1:
 | |
| Belite Ultralight Aircraft Performance Graph |
All this with a tiny 28hp engine.
You can also see some two pass runs, demonstrating cruise speed. With the wind, ground speed averaged about 64mph and into the wind, ground speed was 47mph. The average is 55.5 mph, once again, with a 28hp Hirth F33 engine.
Fun, fun, fun!
- James
Tuesday, September 6, 2011
"This Belite Be No More"
And this is a very sad story, with one fantastic testimony to the crash worthiness of our airplane.
The 80+ year old pilot was observed to take off in the Belite Superlite, barely gaining enough altitude to clear a fence. Apparently, the pilot did not command the airplane to turn in any direction, climb, or descend back to the ground, which was just a few feet below him. Nor did he retard the throttle, which was reported at 'full' by an observer. (The Superlite is capable of climbing out at fairly steep angles.)
After continuing in this manner for a handful of seconds, he crashed into the side of a distant steel building, still under full power, still just a few feet above the ground. I have not seen the accident in person, but I do have one photograph. It seems to show a very hard impact of the left wing tip, then impact of the main structure of the fuselage. The wing ribs and spars are carbon fiber, and the fuselage is chromaloy steel -- all very tough stuff.
The pilot was wearing his seat belt / shoulder harness, and escaped the accident with broken ribs. The cabin structure of the Belite, along with the safety harness, probably saved his life.
The metal gas can did not rupture. (It is optional equipment.) The parachute did deploy at impact (probably due to stretching of the release cable in the accident.)
We are very saddened by this accident and wish the pilot a speedy and full recovery.
The 80+ year old pilot was observed to take off in the Belite Superlite, barely gaining enough altitude to clear a fence. Apparently, the pilot did not command the airplane to turn in any direction, climb, or descend back to the ground, which was just a few feet below him. Nor did he retard the throttle, which was reported at 'full' by an observer. (The Superlite is capable of climbing out at fairly steep angles.)
After continuing in this manner for a handful of seconds, he crashed into the side of a distant steel building, still under full power, still just a few feet above the ground. I have not seen the accident in person, but I do have one photograph. It seems to show a very hard impact of the left wing tip, then impact of the main structure of the fuselage. The wing ribs and spars are carbon fiber, and the fuselage is chromaloy steel -- all very tough stuff.
The pilot was wearing his seat belt / shoulder harness, and escaped the accident with broken ribs. The cabin structure of the Belite, along with the safety harness, probably saved his life.
The metal gas can did not rupture. (It is optional equipment.) The parachute did deploy at impact (probably due to stretching of the release cable in the accident.)
We are very saddened by this accident and wish the pilot a speedy and full recovery.
 |
| Belite Ultralight Aircraft Accident |
More Info: Ultralight Aircraft Aluminum Fuselage
The #2 Aluminum rear fuselage is taking shape nicely. This particular aircraft is destined to be a tricycle gear airplane.
Everything you see here is weighing in at about 33 pounds, including tricycle mods. I am pleased. We had taken a 'weight bump' but have gotten some of the weight back out by trimming excess off cross members.
We're waiting to mate this fuselage with carbon fiber spar wings; we're currently out of stock on the carbon fiber and waiting for a shipment to come in. As a result, the fuselage will not be flying until around Thanksgiving. It is scheduled to deliver to a customer in December.
Please note the gas tank / cargo compartment. It's designed to hold a 5 gallon plastic tank, for easy swapping.
The purpose of the side aluminum sheet panels is to spread landing gear loads from the gear into the fuselage.
It would be very easy to 'metalize' this entire airplane. I hope some customer chooses to do that.
Everything you see here is weighing in at about 33 pounds, including tricycle mods. I am pleased. We had taken a 'weight bump' but have gotten some of the weight back out by trimming excess off cross members.
We're waiting to mate this fuselage with carbon fiber spar wings; we're currently out of stock on the carbon fiber and waiting for a shipment to come in. As a result, the fuselage will not be flying until around Thanksgiving. It is scheduled to deliver to a customer in December.
Please note the gas tank / cargo compartment. It's designed to hold a 5 gallon plastic tank, for easy swapping.
The purpose of the side aluminum sheet panels is to spread landing gear loads from the gear into the fuselage.
It would be very easy to 'metalize' this entire airplane. I hope some customer chooses to do that.
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| Belite's Ultralight Aircraft Aluminum Fuselage |
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| Close up of gas compartment. Optional lid over this, along with panels to close off the compartment. |
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| Detail of tail section. |
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| Tail Section, another view. |
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| Belite's Aluminum Ultralight Aircraft fuselage |
Thursday, August 25, 2011
Phenomenal Performance from Yellow Aluminum Ultralight
You'll get three things from this post:
a) I can't stop glowing over the phenomenal experience I had flying our aluminum prototype airplane. It was configured with a 28HP engine and the performance was very close to what we've experienced with our 50HP airplanes. The reasons why this all worked: light aluminum construction, a big wing with an awesome low speed coefficient of lift, (bigger span, bigger chord), bigger flaperons, and the exact right prop/engine combination. I took a GPS chart on my phone of the flight and will try and figure out how to post it.
b) I can't stop glowing over the phenomenal experience I had while practicing off-field landings in the next door hay field -- my able assistant Gene captured the STOL landing to perfection. I cranked in two notches of flaps and nailed the touchdown spot within 15 feet. After rolling to a stop (and I didn't use maximum braking), position was noted. Gene and I went and measured the touchdown roll with our tape -- 100.5 feet (that's 100 and one-half foot) from touchdown to stop. The landing was made full stall (and was nearly full STOL, for those that grok the difference) and the plane dumped onto the hay from about a foot or two off the ground. The steel spring gear just absorbed it all, you can see the tailwheel disappear into the grass in one of the pics that Gene took, and nuthin' bent. Just saying. Oh My what fun ------ Steve you will like your plane.
c) The plane is really pretty.
That's three things. Here's picture proof. Let's start off with three pictures of the plane just flying around.
Now let's look at that landing sequence, showing short final into the hay field with the 100 foot stop:
One final pic after I taxiied back around the field and up the runway..
a) I can't stop glowing over the phenomenal experience I had flying our aluminum prototype airplane. It was configured with a 28HP engine and the performance was very close to what we've experienced with our 50HP airplanes. The reasons why this all worked: light aluminum construction, a big wing with an awesome low speed coefficient of lift, (bigger span, bigger chord), bigger flaperons, and the exact right prop/engine combination. I took a GPS chart on my phone of the flight and will try and figure out how to post it.
b) I can't stop glowing over the phenomenal experience I had while practicing off-field landings in the next door hay field -- my able assistant Gene captured the STOL landing to perfection. I cranked in two notches of flaps and nailed the touchdown spot within 15 feet. After rolling to a stop (and I didn't use maximum braking), position was noted. Gene and I went and measured the touchdown roll with our tape -- 100.5 feet (that's 100 and one-half foot) from touchdown to stop. The landing was made full stall (and was nearly full STOL, for those that grok the difference) and the plane dumped onto the hay from about a foot or two off the ground. The steel spring gear just absorbed it all, you can see the tailwheel disappear into the grass in one of the pics that Gene took, and nuthin' bent. Just saying. Oh My what fun ------ Steve you will like your plane.
c) The plane is really pretty.
That's three things. Here's picture proof. Let's start off with three pictures of the plane just flying around.
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| Belite's Aluminum Ultralight Aircraft flying overhead |
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| Belite's aluminum ultralight aircraft |
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| Belite's aluminum Ultralight Aircraft, passing under the sun |
Now let's look at that landing sequence, showing short final into the hay field with the 100 foot stop:
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| Belite's aluminum ultralight aircraft, short final to the hay |
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| Belite's aluminum ultralight aircraft, short final abeam the trees |
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| Belite's aluminum ultralight aircraft, closer to the hay |
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| Belite's aluminum ultralight aircraft, 25 feet up |
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| Touchdown! |
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| Smack that tail down |
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| Rolling through the hay |
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| Already stopped!!! Turning |
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| Yeah Gene, I did it. :-) Nothing broke. |
One final pic after I taxiied back around the field and up the runway..
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| Pretty Plane, Awesome Performance, I like it... |
Wednesday, August 24, 2011
Service Bulletin 8-24: Rod End Bearing needs cap washers
We had a partial failure on a rod end bearing, on a lift strut. The point of failure is where the lift struts attach to the fuselage. The internal structure of the rod end bearing began to fail, and as a result, the rod end bearing might have slipped over the head of the bolt. If this had happened, there is a strong possibility that the lift strut might have detached from the bearing bolt on the fuselage, with damaging or catastrophic results. A simple solution is the addition of a cap washer. We recommend immediately adding these washers to your aircraft before further flight. It is important that the top washer is trimmed so that it does not hit or rub the lift strut.
In order to prevent these rod end bearings from slipping over the head of the bolt, we are installing cap washers:
Here is a photo of the reassembled lift strut attach point, showing the rod end bearings and the cap washers.:
The bolt has been reinstalled, complete with quik release key (safety wire is of course also acceptable).
If you need these washers, please contact us and we will supply them at no charge.
The integrity of the rod end bearings should be inspected with each preflight.
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| Failed Lift Strut Rod End Bearing |
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| Another view of Failed Rod End Bearing |
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| Cap Washers, with one trimmed |
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| Cap Washers installed on lift strut |
If you need these washers, please contact us and we will supply them at no charge.
The integrity of the rod end bearings should be inspected with each preflight.
Nice Mythbuster Article posted
Carrie Rengers of the local newspaper posted a nice article online about Belite, myself and Mythbusters.
You can read it here.
You can read it here.
Tuesday, August 23, 2011
Rear aluminum fuselage assembly
Here's some photos showing the buildup of the rear of the fuselage in our aluminum ultralight airplane. Most of the aluminum is 2024 series, but some is 6061. The amount of labor to get to this picture is about 20 hours. Still remaining is gusset work, along with a few odds & ends.
I love clecos!
This is not hard work. It is a blast to lay it out and have it look like an airplane within two days.
The rudder comes pre-welded, as shown in the photos.
I love clecos!
This is not hard work. It is a blast to lay it out and have it look like an airplane within two days.
The rudder comes pre-welded, as shown in the photos.
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| I'm in this picture, but you can't see me. I'm holding the board up from behind. |
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| Gussets not shown. The bottom wedge with all the clecos is actually 4 layers of aluminum. |
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| I love the rear section of the fuse. |
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| This bulkhead will have the nylon bearing block for the elevator push pull tube. |
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| Gas tank platform. |
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| One last look at the tail. |
Sunday, August 21, 2011
aluminum fuselage update
Here's some photos showing some of the ways our fuselage design has mutated from 4130 steel. I've also made some comments on strength.
The front of the fuselage is made from 6061T6 aluminum, and is welded. The rear of the fuselage is made from 2024T3511 aluminum, and is riveted.
The hallmarks of this design is that it is very light, very strong, and easy to assemble. Let's look at some pictures. The first picture shows that the primary vertical members are 1.0" aluminum square tubing, with .063" walls. Although the temper is 6061T6, the welding is assumed to reduce the strength. This particular tubing doesn't have the heavy loads. However, it is also a primary safety mechanism to enclose the pilot in the event of an accident, so we still want it to be strong. Assuming 0 temper, the strength of this material is about 4,500 pounds per tube cross section.
Now let's take a look at the rear spar crossover. We've reinforced it with some 1" square material. The failure strength is substantially stronger than the front spar.
The pilot's seat also gets some strengthing:
The front of the fuselage is made from 6061T6 aluminum, and is welded. The rear of the fuselage is made from 2024T3511 aluminum, and is riveted.
The hallmarks of this design is that it is very light, very strong, and easy to assemble. Let's look at some pictures. The first picture shows that the primary vertical members are 1.0" aluminum square tubing, with .063" walls. Although the temper is 6061T6, the welding is assumed to reduce the strength. This particular tubing doesn't have the heavy loads. However, it is also a primary safety mechanism to enclose the pilot in the event of an accident, so we still want it to be strong. Assuming 0 temper, the strength of this material is about 4,500 pounds per tube cross section.
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| 1" square tubing used in Belite ultralight aircraft |
The front section of the fuselage is where the engine mounts attach. We've reinforced this section with 4" gussets. Here is a gusset at the top of the front fuselage:
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| Gusset reinforcement |
And here is a gusset on the bottom of the front fuselage:
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| Gusset reinforcement is on bottom of fuselage |
Now let's look at the front spar crossover. It is constructed of aluminum tubing (about .080 wall) with reinforcements in both axis. As a result, it has a critical length of about 12 times its diameter, which means that the effects of "Euler's Buckling" have been reduced or eliminated. At normal loading, this spar crossover has about 650 pounds of force pushing through it. At a 4G load, it would have around 2600 pounds of force. Assuming 6061T0 temper (welded), the cross section strength of this material is about 4000 pounds.
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| Front Spar Crossover with reinforcements. |
Now let's take a look at the rear spar crossover. We've reinforced it with some 1" square material. The failure strength is substantially stronger than the front spar.
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| Rear spar crossover with reinforcement |
Here's another view of the rear spar crossover:
The above photo shows the bracing. The braces help prevent the cockpit from torsionally twisting.
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| rear spar crossover with bracing shown |
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| 0.5 x 1.0 aluminum tubing added to pilots seat |
Tricycle gear versions of our planes get extra cross channels on the bottom, along with more bracing in the side cabin area:
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| Tricycle gear airplanes get even more cross channels |
And now let's show how the rear fuselage is added on. We start with four longerons built from 2024 aluminum, with an angle size of 0.875 x 0.5 x 0.063 inches. We then add some bulkheads, a vertical stabilizer, and some rivets. We also use gusset plates. Since there is no welding in the rear of the fuselage, the 2024 is an excellent choice. (You can't weld it, but good golly goodness is it strong.) Tensile strength of the longerons is off the charts: each longeron could lift nearly 5900 pounds. In a few more days, I'll have some photos of the completed rear fuselage.
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| Rear fuselage of Belite's aluminum airplane |
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| rear view of the rear fuselage of Belite's ultralight aircraft |
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| front view of the fuselage, it's all coming together |
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