Bulldog wrote:
I like your philosophy, "safe replica". Could you post some pictures of the wing ribs, spar and rib-spar attachment. Thanks
Bulldog
Excellent question
I am travelling now, but the Wings are all aluminum, with aluminum tubular spars and ribs multiple riveted to gusset plates, with a sheet aluminum leading edge. This is Stits fabric covered. Airdrome has built about 50 airplanes with this technique, and has never had a failure. We tested a rivet from each lt and it took over 4000 pounds to separate.
These aircraft are expressly not recommended for aerobatics per the manufacturer (and who can blame him). Blake Thomas, an F-15 pilot who ownes a similarly built N28, states that he has seen 4 Gs in a elevator stick snatch without any problem, but more inportantly, these aircraft (like the originals) have so much immense drag that they cannot sustain any high g loading due to energy and speed bleed off. In a way, that is an interesting "safety feature". The original sharp nosed airfoils are replaced with a more rounded version, softening the stall departure characteristics, but maintaining good flyability for safety for lower time pilots.
Although the flight test data for the Camel is not in, here is the flight test data for Blake's Nieuport, which should be similar. His plane uses a 110 hp Rotec, while the Sopwith, heavier and draggier, uses a 150 hp Rotec.
Airdrome Nieuport 28 with 110 hp Rotec:
Quote:
Ground Handling Test: This was accomplished on a 3300 foot long, 150 foot wide grass runway. No wind. Without brakes no problems were noted. It took 80 – 100 feet width to make a 180 degree turn with rudder and steerable tail wheel by running the power up opposite aileron input to turn the other direction (right aileron for left turn). The surface winds increased and this made the taxiing more difficult without brakes because the aircraft would weather vane into the wind. With brakes the handling improved, 180 degree turn took 30-40 feet width. The brakes work well for ground operation on modern runways. I believe brakes are a must if you are going to operate on a modern runway or in semi windy conditions. You still have to plan your turns as the airplane cannot make an instant 180 degree turn even with brakes. I only use the brakes for taxiing, not takeoff or landings.
Flight Test:
Takeoff: The Rotec R2800 engine worked well. On the initial takeoff, I allowed the aircraft to accelerate to 60 MPH and rotated at 800 feet down the runway. Climb speed was 55-60 MPH with 600-800 FPM climb. Rudder and ailerons were very responsive. When the winds became gusty, it was better to climb at 65-70 MPH at 400-600 FPM as the controls were more responsive to counter the wind gusts at low altitude. The strongest winds I’ve flown in were down the runway at 16 gusting to 33 KTS. I would not recommend flying in these conditions, it was absolutely miserable with turbulent 2 G forces in the bumps. And, without brakes it would have been impossible to taxi safely. So far, the maximum X-wind takeoff is 10-12 MPH. I believe any more than that and you will run out of rudder. I do not use brakes on takeoff for directional control.
Climbs: Climbs were accomplished at many speeds. The best seemed to be 55-60 MPH. Any faster or slower would substantially cut climb rate. Elevator trim worked well.
Max Altitude: Max altitude so far is 10,000 feet which I reached in 30 min. I recommend you take oxygen above 10,000 feet. Indicated speed at 10,000 feet was 57-62 MPH. Take a jacket/long underwear—it is cold up there even with a heater in the aircraft.
Turns: Turns were responsive with coordinated ailerons and rudder inputs. This is the most difficult input to make because the ailerons feel normal, but the rudder drifts on you in a turn and becomes more difficult to control the more rapid your aileron input is (keep the ball centered). The rudder wants to skid or slip on you so you have to dance on the rudder in your turns.
Cruise Speeds: Cruise Speeds with 3100 RPM Max is 87-90 MPH, 3000RPM is 85-87 MPH, 2800RPM is 80-82 MPH, 2700 RM is 70-75 MPH, 2600 RPM is 60-65 MPH. The elevator trim is a must. It allows you not to have to hold stick pressure in cruise flight. It also allows you to let go of the stick to accomplish other things in the cockpit. It is a poor man’s autopilot. Also works good in climbs and descents.
Descent: Descents are normal reduced RPM and adjust elevator trim to maintain 80-85 MPH, if it gets bumpy, 70-75 MPH works better. The faster you want to descend, just pull more power and the faster you come down. Again, elevator trim is wonderful.
Landings: Landings are really nice when wheel landed. I used my visual takeoff attitude as a reference for my landings. A full stall, 3-point landing is difficult because you cannot see out in front of you. Recommend only wheel landings with a normal final approach of 60-65 MPH or if winds are gusty, 65-70 MPH. Touch down speeds vary 48-52 MPH. Roll out distances vary between 800 to 1700 Ft. On roll out after landing, when I am slowed to a taxi speed I use brakes if required for taxiing.
Stalls: Stalls just like a Champ/Cub/Luscombe. Straight forward and does not fall off on a wing as long as your rudder inputs are good and smooth; power on or off. Stall speed power on is 38 MPH and power off is 42 MPH. To recover out of a power on stall, just release a little back pressure. To recover from a power off stall, just add power and the additional airflow over the tail allows the aircraft to recover almost instantly.
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