Rienk
Well-Known Member
My dear Smee - I've had an epiphany!
Therefore:
At max LSA weight, stall speed with a high AR wing could probably be met with a wing loading of 11-12 psf.
To be able to fit in a sta ndard T-hangar (even though the wings will be removable) the span should be no more than 38-39'.
An AR of 12 gives a span of 38', with a chord of 38", and a wing area of 120 sf (11 psf).
Questions:
- I've heard (but not yet verified) that you can get a glider rating with less hours than an LSA.
- A glider rating does not require a medical (similar to LSA).
- A factory built LSA can be a glider (ready to fly S-LSA).
- Gilder pilots do not have as many restrictions as Sport pilots (though I don't yet know how they compare)
- A motorglider can tool around chasing thermals, or stay under power all its life, cruising cross country.
- There are only two types of LSA that can use retractable gear; an amphib - and a glider.
Therefore:
- Design an LSA as a motorglider, and you can include retractable gear.
- Offer trainng for either Sport pilot or glider ticket.
- Motorgliders do not necessarily need stellar climb rates.
- Design with an engine more suited for cruise power than climb power (within reason).
- With retractable gear, you can attain the maximum level speed with much less power/fuel required.
- A lower cost engine is thus viable.
- Chase thermals or travel distances with power - freedom of choice!
- Be able to sell such a ready to fly (two seat) aircraft for under $40k.
At max LSA weight, stall speed with a high AR wing could probably be met with a wing loading of 11-12 psf.
To be able to fit in a sta ndard T-hangar (even though the wings will be removable) the span should be no more than 38-39'.
An AR of 12 gives a span of 38', with a chord of 38", and a wing area of 120 sf (11 psf).
Questions:
- What qualifies as a "motorglider"?
- Are there certain criteria that need to be met?
- Does this idea seem plausible?