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Showing posts from July, 2015

EMG-6 Flying at AirVenture 2015 Video

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The EMG-6 flew during every available session during air venture 2015. However there was only one session during the very 1st day that we were able to shoot video. My son Kristian was the cameraman. This year at Oshkosh was the best year in 10 years in terms of the attendance in the ultralight area. With I think 30+ vendors also a new record. The flight operations area was very crowded and the amount of flight time was somewhat limited. Most of the flight operations windows were limited And typically we would only get 4 circuits within the traffic pattern before we were shut down. We did manage however to get a total of 4.3 hours on the aircraft at the show.

ATA Chapter Titles (System Identification)

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ATA Codes as used on the EMG-6
This page provides the definitions of each chapter relating to a particular section of the aircraft. We are using a modified version of the (JASC) and (ATA) code table. This coding system helped keep track of where information is located for particular components on the aircraft.  This is simply an easy way to organize all of the information related to the aircraft.

All of the Aircraft Part Numbering System is based on this Code.
For Example Part Number 53-20-52  shown at the right
53 Fuselage Assembly     -20 Fuselage Boom Sub Assembly          -52 Fuselage Boom Sub Assembly Bulkhead #2

Country Colors

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Renderings of the EMG-6 Our vision for some possible color schemes for the EMG-6

Packing Up For Oshkosh 2015

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Loading airplanes into the trailer

Tail Wheel Operation Video

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Tail Wheel Operation VideoWe've put together a simple video showing steerable the tail wheel in action. the tail wheel is connected via springs to the rudder. The spring pressure provides for good positive steering without being too stiff. In a couple of segments within the video you can see the tail wheel deflected beyond the direction of travel and the springs allow the tail wheel to simply center up without changing direction. In addition the maximum angle for the tail wheel correlates with the radius with one of the main wheel brakes locked up. This allows the airplane to be turned on a very tight radius pivoting around one of the main wheels.

Main Landing Gear Modifications

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Main Landing Gear Modification FinishedWe have finished the modifications to the main landing gear to incorporate the larger 6 inch wheels and tires. We also moved the landing gear aft. We were able to get another hours test flight on the aircraft using this landing gear system. Aircraft handles so much better now. The tail comes up almost instantaneously after applying power. We decided to go ahead and put an extra wide stance on to the landing gear.

Steerable Tail Wheel

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Steerable Tail Wheel

We've decided it's time to install the steerable tail wheel option.

We are planning to fly and demonstrate the aircraft at the EAA air venture and the necessity for being able to taxi and maneuver the aircraft on the ground is much different than operating off of our small airport with minimal traffic.


The tail wheel bracket assembly installed on the tail skid. All of the design is intended to be able to retrofit from one type of landing gear to another with minimal effort.


Main Landing Gear Modification

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Main Landing Gear Modification

Prototype 2 (Wing Construction)

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Wings We have been back in the shop working on the prototype number 2 aircraft getting it ready for the EAA air venture show in Oshkosh Wisconsin. We wanted to be able to show the dope and fabric version of the aircraft at the show as well as the ultralight version. In this picture here are starting to finish up the wing tip are
Although the primary structure is very close to the same as the ultralight version there are many modifications that are done to reduce the total amount of drag on the airframe. In this picture here we see the trailing edge at the wing tip and the transition to to the very end of the wing tip.









Failed Propeller Design Test

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4 Bladed Propeller Test
We were wanting to do some tests on the aircraft after analyzing the propeller that were currently using. for test purposes we wanted to increase the number of blades. And for the simplicity factor making (2) two bladed propellers was simpler than trying to manufacturer a 3 bladed propeller.

With this configuration we could simply increase the bolt length through the hub and test the (2) 2 bladed propellers as if it was a 4 bladed propeller.




After installing the propeller we did some test runs and found that we were way over the amount of propeller area that we needed to be. Using the mahogany and yellow poplar mix was still extremely heavy and during the manufacturing process we were kind of under the assumption that this was going to be a test that would fail.

We were able to gather some baseline propeller information that we can use in the future for prop loading.

Even though the propeller design and testing was a complete failure from the standpoint of havi…