After ButterBurger was built TailWind with longer wing (also longer chord) and slightly thicker airfoil, which looks very nice and also flies fast with some slower stall. I will look for info. ButterBurger looks very nice and isn't "no go", but if have to meet LSA regs, then needs wing change.
I'm considering a Wagabond stretched to Clipper length with near Cub length wings, with 100 hp to get something similarNot to throw a wrench in your dreams but how about a scratch built Mystery Pacer using Wag Aero plans? https://www.shortwingpipers.org/forum/attachment.php?attachmentid=5805&d=1388016932
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Ya, you are referring to Mike and Jazz (the flying dog). Has a great looking plane.There is a gent in N MI or MN, one o them COLD places building in his words a Buttwind. Doing beautiful work. Looks like the TW but is built as a BC. Covering and paint so he’s almost there.
Have there been any mods/changes or is the airplane still origonal as built?OK I may regret this. I have W-10 that will meet LSA.
Empty weight 593# wing span 27.5 ft. wittman tips.
Calbie Woods Al. wings, And much correspondence between Steve W. and the builder.
.250th cuff under leading edge. Guy built 3 sets of wings to get it right.
Stall 44 mph top 130 mph
Just a comment on weight changes. Once you up a certified a/c weight above LSA weights (ex. Ercoupe 415C or CD to D) you can't return it to the prior weight.Lotsa misinformation here, so let me try to clarify (without adding more misinformation...):
* A Sport Pilot can fly *any* airplane that meets LSA speed, weight and other criteria. That includes Standard Category and Experimental, Amateur Built. (Absolutely positive on this one);
* A plane that has been certified to numbers beyond LSA cannot have the paperwork re-done to comply with LSA numbers (pretty sure on this one);
* E-LSA means that the airframe manufacturer has jumped through the hoops to demonstrate that the airframe complies with LSA standards, and has put out a kit so that the airframe can be built outside the factory. And, that kit has to be 100.0% conforming to factory specifications when built, including engine, prop, avionics, etc. However, once built to 100.0% spec and flight tested, it can then be modified. (Positive on this one);
* Join EAA
* Read the regs, they're not that hard to understand.
Be safe, be well!
Have you run some numbers on the spar? Just wondering if that is common knowledge or other people have looked hard at it.The elusive LSA Tailwind. On the Tailwind group, one claimed to have built one with a O-200 and at Oshkosh someone gave out revised wingtip airfoil info that was supposed to drop the stall. There is a thing called a Daphne that was a not quite TW and pre plans built Buttercup like plane. Every once in a while a set of plans show up or a plane shows up on barnstormers.
The tailwind wing spar is too thin to extend the wing as built. If you want a different wing, you will need to do homework. A W8 with a small Continental, no electrical, starter, radio is a much more docile plane than the RV upseter W10. You have to make it light, like 600 lb empty like it was designed to be. I believe the W8 airfoil is flat bottomed. It’s different than the W10.
Yes but the windshield is usually modified to have more rake and a smoother transition to the top of the wing now, so it is probably less peaky than that. Someone just posted a really nice set of bent windscreen tubes on the FB tailwind group.
My W8 has the new? wing with trapezoid tips. Semi semetrical airfoil. 24 ' span. 0-200 A for pilot cooling.Have you run some numbers on the spar? Just wondering if that is common knowledge or other people have looked hard at it.