JLT
Member
I would like to introduce you today, a funny bird, with a free wing in incidence; Aster'X Creation of my late friend : Rudy Nickel.
Aster'X 001 is a mixed construction wood, metal, laminate. Wood for the support board. A T-shaped structure on which will be fixed, starting from the front: the rudder pedals which control by cable the rudder, The dashboard of type glider, the stick, wheel of command for compensator of fuselage,the pilot seat, the wing's support mast, the lateral masts fasteners and on the same fixings, the main landing gear (classic train), the passenger seat (rich of its 36CV Aster'X 001 is a two-seater), fuel tank, engine, propeller shaft support, tail fins (T-shaped) classic direction, one-piece horizontal plane controlled by a nut screw system and finally the tail wheel.
The high-wing uses the self-stable profile NACA 23109, with a negative twist, it is made up of two half-wings to facilitate dismantling and transport; Asterix 001 can be dismounted in 10 minutes and carried on a car trailer. Wing is built on two wooden wing spars, the first is parallel to the leading edge, the second straight is placed at 23% of the middle rope. At its junction with the first is fixed the ball joint of the inverted V-side mast (carbon tubes), another joint is placed in the alignment of the mast joints at the root of the wing allowing a variation of the wing's incidence, range from zero to sixteen degrees compared to the fuselage.
At the front of the first spar and between the two spars, blocks of styrodur cut with one hot wire are glued and laminated (method Rutan). On the rear the profile is assured by ribs in styrodur. Edges of the ribs are covered by a glued plywood the whole is covered with balloon's cloth, larded and glued. Initially the ribs were foldable to reduce the depth of the wing (2,4m) for transport, the folding system will be removed thereafter.
The left and right wings are locked to one another at the front on a support tube articulated at the top of the main mast who is controlled in incidence by the stick by a rigid control (a tube which passes through the windscreen). Support tube protrudes from the front of the wing and carries a mass of lead for the static balancing of the wing. A locking of the two wings at the rear and a covering band complete the junction device of the two half-wings.
The wings carry wiglets and ailerons at their ends. These fabric-covered wooden ailerons, are added after the wing and not integrated has its profile. They are commanded each by a single cable which acts to lower the aileron, the return being made by a spring, similar to flap's command, on a PA 19. They are controlled differentially by the stick and their neutral point can be modified by a turning-button at the top of the handle. That modifies the point of equilibrium of the wing and allow the pilot, to choose its horizontal speed, hands free.
Through a notched belt and torque damper, the motor drives, by a shaft of about fifty centimeters, a two-bladed wooden propeller. The propeller rotates above the fuselage beam and blows the empennage. Engine starting is done by hand, by turning the propeller. The visa motor is without starter, for economize the weight of the starter and biggest battery. Parking brake is ensured by wood's blocks pressed against the tire by action of a cable, actuated by an handle, on the dashboard; rustic but efficient.
On-board installation is easy, the entire polycarbonate side opens and locks with lever locks. Despite the small backrest width, the seat is comfortable, the panoramic view is limited only to the rear section. The stick is between the legs and if the articulation for the depth (let's call it like that!) is on the floor that of the roll is half way up like on the Spitfires (all that as reference!), On the same axis than the depth, one wheel drives a cable which will actuate a screw jack (idem compensator of depth of the Cub) controlling the incidence of the horizontal plane whose mission is to adjust the incidence of the fuselage on the trajectory.
The gas control is on the right hand side, the fuel gauge, a transparent tube to the instrument panel. The classical instrumentation is supplemented by a longitudinal ball giving the angle of the fuselage with respect to the horizon and the indicator of the angle between the fuselage and the wing. The rolling on the ground presents no difficulty for who in fact of the classic train. The stick is pushed to the dashboard to counter the gusts of wind. Adjustment of the compensator, fuselage slightly nose up, wing on slow flight, Acceleration is progressive, the visa does what it can! The axis holding is easy, the stick becomes alive and without solicitation the bird leaves the ground. The axle is guarded with the rudders (roll induced is strong) and you let the stick free, vexing: it flies better alone own than if you piloting it.! Arrived at the chosen altitude, adjustment of the engine at the cruising speed and adjustment ofspeed compensator the released stick moves according to the bursts, the fuselage remains very stable.
Without action on the speed adjustment knob it is possible to control the depth where rather the incidence but the effort is quickly uncomfortable. The fuselage adjustment serves to minimize the drag of the fuselage. Stalling is very difficult to obtain; It is necessary to put the fuselage adjustment to the maximum and to pull like a beast on the handle, as soon as one releases the action to pull of the handle it finds the normal flight. The final is : wing on mini speed, let the wing choose the best incidence, adjust the finial's angle with motor and round gently. Strange sensation, when you pull the handle for rounding, the wing rears, but the fuselage drops the nose. As soon as the wheels are in contact with the ground, push handle at the dashboard to cancel all lift.
The piloting of the Aster'X is not difficult, but actually it is confusing and vexing! In turbulence, the airplane behaves better if it do alone (stick free) by directing it by feet only, than if we try to counteract the disturbances to the stick. The academic turn is done by the warping and a broad accompaniment to the rudders, we do not touch the depth that automatically adjusts to the price of a loss of altitude. If this loss is not acceptable it is necessary to increase the motor power or to pull on the handle, in this case it is more a constant pressure by letting move the handle than a displacement of this one. In a simplified way it is possible to make the turns only to the feet if one accepts that the trajectory is not perfect. The visibility is extraordinary, so much so that we lack visual references to the point that we had glued adhesive tapes on the canopy (style aerobatics). The reverse movements of the fuselage and wing if we force the handle is the most confusing, but all the pilots who flew on the beast never felt in danger and quickly adapted.
Aster’X II has bigger place for crew with double controls. Motor is the Rotax 582 (2 stroke 65HP) with starter. The wing uses the Naca 26112 profile and has a lesser effilement. Horizontal stabilizer is in lower position and the brakes are disc type. Propeller which folds automatically at the stop, to allow the wing to be placed against the fuselage for transport.
Aster’X III is a single-seater, powered by a Rotax 503 (50HP). The wing is rectangular and is of the single-spar type, the landing gear is tricycle. It is registered by the French Aeronautical Authorities as ULM (Ultra Light Motorized) the previous ones were in the category CNRA (Aircraft Restricted Airworthiness Certificate: Homebuilt aircraft)
Aster'X 001 is a mixed construction wood, metal, laminate. Wood for the support board. A T-shaped structure on which will be fixed, starting from the front: the rudder pedals which control by cable the rudder, The dashboard of type glider, the stick, wheel of command for compensator of fuselage,the pilot seat, the wing's support mast, the lateral masts fasteners and on the same fixings, the main landing gear (classic train), the passenger seat (rich of its 36CV Aster'X 001 is a two-seater), fuel tank, engine, propeller shaft support, tail fins (T-shaped) classic direction, one-piece horizontal plane controlled by a nut screw system and finally the tail wheel.
The high-wing uses the self-stable profile NACA 23109, with a negative twist, it is made up of two half-wings to facilitate dismantling and transport; Asterix 001 can be dismounted in 10 minutes and carried on a car trailer. Wing is built on two wooden wing spars, the first is parallel to the leading edge, the second straight is placed at 23% of the middle rope. At its junction with the first is fixed the ball joint of the inverted V-side mast (carbon tubes), another joint is placed in the alignment of the mast joints at the root of the wing allowing a variation of the wing's incidence, range from zero to sixteen degrees compared to the fuselage.
At the front of the first spar and between the two spars, blocks of styrodur cut with one hot wire are glued and laminated (method Rutan). On the rear the profile is assured by ribs in styrodur. Edges of the ribs are covered by a glued plywood the whole is covered with balloon's cloth, larded and glued. Initially the ribs were foldable to reduce the depth of the wing (2,4m) for transport, the folding system will be removed thereafter.
The left and right wings are locked to one another at the front on a support tube articulated at the top of the main mast who is controlled in incidence by the stick by a rigid control (a tube which passes through the windscreen). Support tube protrudes from the front of the wing and carries a mass of lead for the static balancing of the wing. A locking of the two wings at the rear and a covering band complete the junction device of the two half-wings.
The wings carry wiglets and ailerons at their ends. These fabric-covered wooden ailerons, are added after the wing and not integrated has its profile. They are commanded each by a single cable which acts to lower the aileron, the return being made by a spring, similar to flap's command, on a PA 19. They are controlled differentially by the stick and their neutral point can be modified by a turning-button at the top of the handle. That modifies the point of equilibrium of the wing and allow the pilot, to choose its horizontal speed, hands free.
Through a notched belt and torque damper, the motor drives, by a shaft of about fifty centimeters, a two-bladed wooden propeller. The propeller rotates above the fuselage beam and blows the empennage. Engine starting is done by hand, by turning the propeller. The visa motor is without starter, for economize the weight of the starter and biggest battery. Parking brake is ensured by wood's blocks pressed against the tire by action of a cable, actuated by an handle, on the dashboard; rustic but efficient.
On-board installation is easy, the entire polycarbonate side opens and locks with lever locks. Despite the small backrest width, the seat is comfortable, the panoramic view is limited only to the rear section. The stick is between the legs and if the articulation for the depth (let's call it like that!) is on the floor that of the roll is half way up like on the Spitfires (all that as reference!), On the same axis than the depth, one wheel drives a cable which will actuate a screw jack (idem compensator of depth of the Cub) controlling the incidence of the horizontal plane whose mission is to adjust the incidence of the fuselage on the trajectory.
The gas control is on the right hand side, the fuel gauge, a transparent tube to the instrument panel. The classical instrumentation is supplemented by a longitudinal ball giving the angle of the fuselage with respect to the horizon and the indicator of the angle between the fuselage and the wing. The rolling on the ground presents no difficulty for who in fact of the classic train. The stick is pushed to the dashboard to counter the gusts of wind. Adjustment of the compensator, fuselage slightly nose up, wing on slow flight, Acceleration is progressive, the visa does what it can! The axis holding is easy, the stick becomes alive and without solicitation the bird leaves the ground. The axle is guarded with the rudders (roll induced is strong) and you let the stick free, vexing: it flies better alone own than if you piloting it.! Arrived at the chosen altitude, adjustment of the engine at the cruising speed and adjustment ofspeed compensator the released stick moves according to the bursts, the fuselage remains very stable.
Without action on the speed adjustment knob it is possible to control the depth where rather the incidence but the effort is quickly uncomfortable. The fuselage adjustment serves to minimize the drag of the fuselage. Stalling is very difficult to obtain; It is necessary to put the fuselage adjustment to the maximum and to pull like a beast on the handle, as soon as one releases the action to pull of the handle it finds the normal flight. The final is : wing on mini speed, let the wing choose the best incidence, adjust the finial's angle with motor and round gently. Strange sensation, when you pull the handle for rounding, the wing rears, but the fuselage drops the nose. As soon as the wheels are in contact with the ground, push handle at the dashboard to cancel all lift.
The piloting of the Aster'X is not difficult, but actually it is confusing and vexing! In turbulence, the airplane behaves better if it do alone (stick free) by directing it by feet only, than if we try to counteract the disturbances to the stick. The academic turn is done by the warping and a broad accompaniment to the rudders, we do not touch the depth that automatically adjusts to the price of a loss of altitude. If this loss is not acceptable it is necessary to increase the motor power or to pull on the handle, in this case it is more a constant pressure by letting move the handle than a displacement of this one. In a simplified way it is possible to make the turns only to the feet if one accepts that the trajectory is not perfect. The visibility is extraordinary, so much so that we lack visual references to the point that we had glued adhesive tapes on the canopy (style aerobatics). The reverse movements of the fuselage and wing if we force the handle is the most confusing, but all the pilots who flew on the beast never felt in danger and quickly adapted.
Aster’X II has bigger place for crew with double controls. Motor is the Rotax 582 (2 stroke 65HP) with starter. The wing uses the Naca 26112 profile and has a lesser effilement. Horizontal stabilizer is in lower position and the brakes are disc type. Propeller which folds automatically at the stop, to allow the wing to be placed against the fuselage for transport.
Aster’X III is a single-seater, powered by a Rotax 503 (50HP). The wing is rectangular and is of the single-spar type, the landing gear is tricycle. It is registered by the French Aeronautical Authorities as ULM (Ultra Light Motorized) the previous ones were in the category CNRA (Aircraft Restricted Airworthiness Certificate: Homebuilt aircraft)
