New XL Legal Eagle

[914pete]

The reason the rudder cables aren't smooth is you are asking way too much of the fairleads. For that much angular deflection, you need to use pulleys. If you look on page 15, it shows the rudder cable fairleads out toward the longerons.

I may experiment with pulleys instead of that center fairlead although, I feel more drag on the fairleads above the front gear mounts. There's little drag at the center one. My goal was to keep more of the cables inside the fuselage.

[Dan_]

Nothing wrong with the control cables for the elevator.  They must be kept tight however.  Slack can allow flutter, especially in faster airplanes.  If you have cables and feel a "buzz" in the stick, check for proper tension.

[Chuck in Indiana]

There is a reason for "standard aircraft practice" for building or repairing aircraft. The Legal Eagle is *mostly* designed this way. The butt splice on the spars.. no.I would question that. At any rate, I would be very cautious about changing the design without serious consideration of "standard practices." They have been found to work for *many* years. For instance, the rudder cables are a quite effective saw, and will quickly put grooves in the fairleads. Can you get by with more than the specified 3 degrees? Sure. By how much? You are on your own, then..
I was aghast at some of the early ultralights. They were trying things that had been proven to not work in the 20s and before. Fortunately, those days are over.
Build it like the plans..

[Theodore]

Hi All.
Well after a six year build as time and monies allowed, have finally finished my XL Eagle XL-B-35. Just waiting on final sign off before test flight.
Rgds
Terry

Yes Congratulation!
Sign off required? for N number? so not 103 compliant because of engine weight?

i clueless not glueless, hehe

ok You KiWi different rules there...

i wanting to use 4 cylinder, older 1200cc is lightest(smallest). maybe less output than the newer 2 cyl. lower torque for sure.

[TezzaT]

Hi Theodore; No Pt 103 class here in NZ, just a class one [single seat] and class two [two seat] microlight aircraft to 600kg [1300lbs] gross weight whether it be a one or two seat. All aircraft required to be registered under our CAA regs. We built the XL as close to its drawings as possible. Would be a PT103 in the States. Note, if you are contemplating a four cylinder VW, then a 1600cc is very similar in weight to the 1200cc with quite a gain in power.
Rgds.
Terry

[Theodore]

What is weight of Engine? Hand prop? Did you beef up the tubing to 049?
I have rebuilt a 1200cc but it didnt survive the test stand. I only use OEM case and crank, no stroker here. dont need high performance with 4000 ft. runway.
I'd really like to convert the Type 4 for LEXL, two cylinder flywheel end drive. Maybe two cylinder front drive with Re-drive... Oops over weight again.

[Dan_]

 Oops over weight again.

Theo,
Just do the paper work for EAB...  The tax man cometh however once you are registered with FAA.

[Theodore]

I called FAA local authority here in Spokane, (no reply yet) Mostly Re: Piper J4 i have, The plane was built in 1941 and there has got to be some records on it, the PO gave me nothing, no logs just stories. The local EAA said "there's away" I was going to rebuild it and fly only on friends farm in Washtunca, 9000 acres outside of airspace.

[okdonn]

Re- the J4. If you have the N number, you can get a CD with every piece of paper the FAA has on it sent to you for $5.00 (IIRC).
https://aircraft.faa.gov/e.gov/nd/

[Theodore]

Thank you Dan & Don

I sold the J4 project, got exactly what i had into it. I could not find hanger space close by. A/C too heavy anyhow, needed 140 Lycoming

EAB = Experimental Amateur Built?

[Dan_]

 EAB = Experimental Amateur Built?

Yup,  I am fairly sure if you do that for/to a certified aircraft you can never put it back into certified category.

There was a guy doing that with Cessna 150s a while back to get them to qualify as a plane in the LSA category.