Heliano
Well-Known Member
Greetings from tropical Brazil!
My name is Heliano. I've been reading the postings on HBA for quite a while. It is such a rich source of ideas!
I spent my professional life working for the aeronautical industry here. I am retired now - that is when you have time to turn your dreams into reality (but not with much money, though).
I am building an aircraft - fuselage is almost finished. The aircraft is neither aecrobatic, or speedy The intention is to have an aircraft which is, first and foremost, safe; and second also an efficient, long range cross country aircraft. Obviously if it is to be a long range cross country it must have a reasonably confortable and quiet cabin. If anyone wishes to know more details about the design, please feel free to ask.
The construction method is not much different from the KR2S but the design is quite different.
As for the safety I am dimensioning the aircraft per CFR14 Part 23 airworthiness requirements - utility category.
To have an efficient aircraft (good specific range) a retractable gear seems to be a must to me. As per the calculations I've done the parasite drag coefficient drops from .035 to about .021. It is an important difference.
The engine shall be a Viking 110 or 130, based on the Honda Fit engine. The Honda Fit engine is amazingly reliable, and there are hubdreds of thousands of Honda Fit here. I've driven one for more than 180000 miles running on 100% ethanol. It never failed and after 180000 miles the engine sounded like it was ready to run another 180000 miles without complaining! and it is also an engine with an excellent specific fuel consumption. The reliability of the Viking conversion seems to be very good. I am keeping a close watch on that.
Any comments are very welcome. I am here to learn!
Some figures:
Wing:
Area: 11,3m2
Span: 10.8m
Root chord: 1.47m
Tip chord: 0.624m
Aspect ratio: 10.32
Taper: 0.424
Dihedral: 4°
Wash out (torsion): 3°
Fuselage:
Length: 6.48m
Height: 2,52m
Max. width: 1.065m
Horizontal tail:
Span: 3.19m
Area: 2.61m2
Horizontal tail volume: 0.63
Vertical tail:
Height: 1,6m
Area: 1.75m2
Propeller diameter: 1.72m
Weight data:
Max. Takeoff weight: 550Kgf
Max. Landing weight: 550Kgf
Equipped empty weight (est.): 250Kgf
Fuel capacity: 55Kgf (76l avgas)
Baggage compartment capacity: 40Kgf
Weight vs. CG envelope:
Engine data:
Max. Takeoff power @ Sea Level, 15°C: 130HP
Normal cruise power, 65% @ 10000ft: 70HP
Design speeds:
VNE: 136 KIAS
VLE: 80KIAS
VD: 150KEAS
VA = 94KEAS
Vs @ 1g = 44KIAS
My name is Heliano. I've been reading the postings on HBA for quite a while. It is such a rich source of ideas!
I spent my professional life working for the aeronautical industry here. I am retired now - that is when you have time to turn your dreams into reality (but not with much money, though).
I am building an aircraft - fuselage is almost finished. The aircraft is neither aecrobatic, or speedy The intention is to have an aircraft which is, first and foremost, safe; and second also an efficient, long range cross country aircraft. Obviously if it is to be a long range cross country it must have a reasonably confortable and quiet cabin. If anyone wishes to know more details about the design, please feel free to ask.
The construction method is not much different from the KR2S but the design is quite different.
As for the safety I am dimensioning the aircraft per CFR14 Part 23 airworthiness requirements - utility category.
To have an efficient aircraft (good specific range) a retractable gear seems to be a must to me. As per the calculations I've done the parasite drag coefficient drops from .035 to about .021. It is an important difference.
The engine shall be a Viking 110 or 130, based on the Honda Fit engine. The Honda Fit engine is amazingly reliable, and there are hubdreds of thousands of Honda Fit here. I've driven one for more than 180000 miles running on 100% ethanol. It never failed and after 180000 miles the engine sounded like it was ready to run another 180000 miles without complaining! and it is also an engine with an excellent specific fuel consumption. The reliability of the Viking conversion seems to be very good. I am keeping a close watch on that.
Any comments are very welcome. I am here to learn!
Some figures:
Wing:
Area: 11,3m2
Span: 10.8m
Root chord: 1.47m
Tip chord: 0.624m
Aspect ratio: 10.32
Taper: 0.424
Dihedral: 4°
Wash out (torsion): 3°
Fuselage:
Length: 6.48m
Height: 2,52m
Max. width: 1.065m
Horizontal tail:
Span: 3.19m
Area: 2.61m2
Horizontal tail volume: 0.63
Vertical tail:
Height: 1,6m
Area: 1.75m2
Propeller diameter: 1.72m
Weight data:
Max. Takeoff weight: 550Kgf
Max. Landing weight: 550Kgf
Equipped empty weight (est.): 250Kgf
Fuel capacity: 55Kgf (76l avgas)
Baggage compartment capacity: 40Kgf
Weight vs. CG envelope:
Engine data:
Max. Takeoff power @ Sea Level, 15°C: 130HP
Normal cruise power, 65% @ 10000ft: 70HP
Design speeds:
VNE: 136 KIAS
VLE: 80KIAS
VD: 150KEAS
VA = 94KEAS
Vs @ 1g = 44KIAS