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TRAINING REPORT



SUBMITTED BY
DARSHAK BHUPTANI

BRANCH
B.Tech in AEROSPACE ENGINEERING (BTAE)


ENROLLMENT NUMBER
093574710


COLLEGE ROLL NUMBER
2009-AEP-S12

















INDIAN INSTITUTE FOR AERONAUTICAL ENGINEERING
&INFORMATION TECHNOLOGY
PSC OF INDIRA GANDHI NATIONAL OPEN UNIVERSITY
S.NO 85, SHASTRI CAMPUS, NDA ROAD, SHIVANE, PUNE411023
2011-2012
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Acknowledgment

It brings me a great pleasure to be the part of ALBATROSS FLYING
SYSTEMS for the training period of twenty one days.

My special thanks to Mr. Javad Hassan, Director of Albatross Flying
Systems, for taking a lot of pain to see that I can learn something new which
would not be possible to get in any books.

It is because of him only I have been able to prepare this report.

I would also thanks to all the staffs of Albatross Flying Systems for guiding
and teaching us something new which is practical.

I request him to be always there to guide me and show the correct path
whenever I need.

Thank you Sir once again.




















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College letter
1

Company letter


Abstract
With jumbo jets you see a lot of things but nothing is vivid, everything is too tiny from high
above to observe or enjoy the variation. This is where sports in aviation play its role. Yes, the
powered hang gliders, hang gliders and micro lights are the ways to enjoy sports in aviation. In
following pages one will have a bird eye view of gliders micro lights, float trikes and the most
important propellers.

Power is derived from propellers for powered hang gliders and microlights.it wont be an
exaggeration if we say that propellers were one of the turning points in aviation industry.
Report starts with engines then the gliders and their use as sport in aviation. Also details of RC
model which we prepared during training are covered.

For the manufacturing of these products there are various process and procedure which has to be
carried out are broadly explained with an example in various units of Albatross Flying Systems.

This is the report which has been made from the exposure which I have got from Albatross
Flying Systems, Bangalore. This includes various topics such as manufacturing of propellers for
DRDO, HAL, CAE, Indian Army, ISRO, ADE, private sectors, individuals etc, introduction to
various hang gliders, flight star micro light aircraft, parameters and different parts which are
using in this systems like engines, wings etc.

This also includes the maintenance of single seater husky aircraft and RC plane manufacturing.




















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Contents

S. No. Topic Page number
1. Introduction 7
2. Company profile 8
3. Cruiser Powered Hang Glider 9
4. Flight star Micro light aircraft 12
5. Quicksilver aircraft 15
6. Paramotars 16
7. Rotax 503 UL DCDI 50HP 17
8. Rotax 582 19
9. HKS 700 E 20
10. Float Trike 21
11. Buckeye powered parachute 22
12. Cruiser 503 23
13. Propellers 38
14. RC Model 41
15. Aviat Husky 45
16. Conclusion 50


















Introduction

We got to know one more facet of aviation industry that is sports in aviation. The sports in
aviation have a very wide scope with the use of hang gliders, powered hang gliders.

The sports in aviation are very popular in European countries especially in USA, UK, and
Canada.

In the training at Albatross Flying Systems we were made aware of various hang gliders,
powered hang gliders, parachutes and various engines that are used on these micro lights and the
maintenance of these engines.






























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COMPANY PROFILE

Albatross Flying Systems, was started in 1987 at Ootacamund, and involved in
Building of hang gliders and progressed to single seat PHGs in 1993.

They have been providing maintenance and servicing of Paramotors, including overhaul
of engines, supply of Paramotors and Para gliders for the various Aero-Nodal Centres of
the Indian Army for the past few years.

They have had a manufacturing facility in Ootacamund for manufacture of PHG for
export to USA.

In 2002 we were on the team for design and development of the ASTRA PHGs using the
Rotax 503 and HKS 700 E engines for M/s. Sport flight International, USA.

They successfully manufactured two prototype Powered hang gliders one with a Rotax
503 engine and another with a HKS 700 E engine that were shipped to the USA for
testing and evaluation in early 2003.

In early 2005 they developed the Rotax 912 series of ASTRA PHGs which is in
production presently.

In 2007 they introduced the FLIGHTSTAR Micro light from USA and have been offering
this aircraft to various organisations.

This company have created the vital infrastructure for the aviation manufacturing
business using advanced technology Laser cutting, water jet and CNC machines for
milling components to ensure high quality of the finished products.

These products are constructed from high quality raw materials. Some sourced from India
and some specific materials like fabric for the wing and engines are imported.

The materials they use are consistent with worldwide standards for manufacture of aero
sports equipment and accessories.












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3. Cruiser Powered Hang Glider

The Cruiser is a twin seat flex wing micro lights (also known as a powered hang
glider) and is a natural choice of aircraft for people who want to share the enjoyment of
flying.

It also allows a high cruise speed for those who want to achieve cross-country flights.
The cruisers climb performance with two people on board is at 45 degrees off the
runway.

The average fuel economy fully loaded with maximum all up weigh at cruise speed is 9
litters per hour. With its long-range fuel tanks it has a range of approx 400 kilometres in
test conditions.

The cruiser has been developed to suit the needs of progressive flex-wing pilots. It is
capable of carrying 2 people over long distances at a high cruise speed.

The cruiser has been designed as a modular aircraft. The standard version comes
complete with a full pod, windscreen, etc, which clean up the airflow significantly as
well as creating a comfortable flying environment for the pilot.

The CRUISER range of trikes is most suited for training as well as serious cross-country
flying.























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Specification:

HKS700 E ROTAX 503 Rotax 582 Rotax 912
Empty weight: 215
KG
Empty weight: 192
KG
Empty weight: 212
kG
Empty weight: 225
KG
Max. Takeoff
weight: 375 kilos
Max. Takeoff
weight: 375 kilos
Max. Takeoff
weight: 375 kilos
Max. Takeoff
weight: 375 kilos
Wing area: 15 sq.
meters
Wing area: 15 sq.
meters
Wing area: 15 sq.
meters
Wing area: 15 sq.
meters
Climb rate: 750
FPM
Climb rate: 650
FPM
Climb rate: 850
FPM
Climb rate: 1100
FPM
Stall speed: 56 kph Stall speed: 56 kph Stall speed: 56 kph Stall speed: 56 kph
Cruise Speed: 104
kph
Cruise Speed: 104
kph
Cruise Speed: 104
kph
Cruise Speed: 120
kph
Maximum speed:
112 kph
Maximum speed:
112 kph
Maximum speed:
120 kph
Maximum speed:
144 kph
Fuel capacity: 45 liters
Fuel consumption:
9-10 liters per hour
Fuel consumption:
12-15 liters per hour
Fuel consumption:
15-18 liters per
hour
Fuel consumption:
12-15 liters per hour
Range: 400 kilometers (250 miles)

Take off distance:
100 mtrs

Take off distance:
100 mtrs

Take off distance:
85 mtrs

Take off distance:
70 mtrs
Propeller : Aerolux
3 blade carbon
Propeller : Powerfin
3 blade carbon
Propeller : Ivo Prop
3 blade carbon
Propeller : Aerolux
3 blade carbon










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The cruiser is also available in a basic version without the pod and additional cosmetic
fittings.

Optional equipment

Lynx headsets and intercoms
Training bars
Icom radios
Gas struts
Intercoms
Floats for trikes
Binnacle pod-basic version
Reserve parachute
Trailer for trikes

The cruiser is manufactured in India under license from Sport Flight International.















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4. Flight star Micro light Aircraft

The Flight star Aircraft manufactured in India and delivered ready to fly. The airframe
components are all aircraft specification aluminium and protected against corrosion. The
wing is streamlined strut braced with large diameter, tubular spars reinforced with double
sleeves and stainless bushings. The custom airframe components are designed with wear
life and maintenance in mind.

They are machined and finished to a very high standard. The wing and control surfaces
are covered with pre-sewn, pre-colour Dacron, in a custom colour pattern you get to
choose. With the optional X-ply Mylar coverings, the wings and tails are easy to clean
and give long lasting performance without the cost and hassle of other systems. The
coverings are computer designed and cut to ensure proper fit. The covering sets have all
the re-enforcement patches sewn with openings for inspection. The quality control and
assembly method we employ produces unbelievably tight, attractive flight surfaces.

The cockpit cages are made of 4130 chrome molly steel, finished in black powder coat.
The various brackets are manufactured from stainless steel. The seats are made with
padded gray Corduroy and are surprisingly comfortable. Three-point shoulder harnesses
are standard, with four-point harnesses available as an option. The windshields are thick,
lightly tinted poly-carbonate plastic. The instrument panels are large and vibration
isolated. The composite fairings and enclosures come finished in a colour of your choice.

The main landing gear is rugged and made from 4130 chrome molly-powder coated and
utilizes a long travel, bungee cord suspension. The nose wheel is directly steered from the
rudder pedals and pivots in large oiltite bearings. The nose wheel fork utilizes pultruded
glass fibre fork rods for suspension. The main fuselage structural member is large
diameter aircraft aluminium boom, which mounts the engine, wing and tail surfaces. The
Flight star dyna focal engine mounts are 1/4 thick die-stamped aluminium, with rubber
vibration isolator mounts. The exhaust mount is a rubber isolated stainless assembly that
clamps around the exhaust muffler eliminating the cracking problems common in welded
attachments.

All fasteners used are either AN or MS specification. The 10 gallon fuel tanks are
moulded for Flight star in thick crosslink polyethylene. This allows the use of all
available automotive fuels without affect from oxygenated additives like Ethanol or
MTBE. The tanks come with a proper sump and PMA approved lever- type cap and drain
fittings


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Standard Equipment
60hp HKS 4 Stroke Air cooled Engine
Fully Enclosed Cabin With / Zippered Sport Doors
High Lift Wing With Streamlined Struts
Flight star Wing fold System
Durable Aluminium And Stainless Custom Hardware
10 Gallon Rotational Melded Fuel Tank W/Sump
Full Dual Control System
Rugged Chromemoly Cage And Landing Gear
Heavy Duty Stamped Dynofocal Engine Mount
Anodized Airframe For Corrosion Protection
4 Point Pilot Restraint Harnesses
Your Choice Of Custom Colours
Full Instrument Package
Complete Electrical System
In-Flight Adjustable Trim
3 Blade Composite Propeller
Azusa Drum Brake System
Flight star IISC/Specification
Wing Span 32 Ft
Length 19 Ft.7 In.
Height 7 Ft.10 In.
Wing Area 157 Sq. Ft.
Aspect Ratio 6.53
Empty Weight 385 LBS
Gross Weight 450 kgs.
Fuel Capacity 10 Gal.
Power Plant
4 Stroke HKS 700E (680 C.C. 60 HP @
6200 RPM) 3.47 To 1 Reduction Ratio.
Propellers Power fin F Model 70'' Diameter
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Performance
Cruise Speed (@ 75% Power) 65 Mph.
Stall Speed (Vso @ Wg) 36 Mph.
VNE 96 Mph.
Climb Rate (@ Wg) 600 Fpm
Max. Range (W/10 Gal.) 250 Miles
Roll Rate(45 To 45) 2.8 Sec
Takeoff Roll (@ Wg) 205 Ft.
Glide Ratio (Engine Off) 7 To 1
Sink Rate 450 Fpm









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5. Quicksilver Aircraft
Quicksilver produces ultralight, ultralight type, light Sport, and Experimental/Ameateur Built
aircraft kits. As the most commomnly used ultralight training aircraft in America, quicksilvers
light aircraft are recognized for being ideal for recreational flying as well as flight training. Two
popular lines of aircraft are produced: the MX series and the GT series. The MX series of aircraft
offers the best in open cockpit flying while the GT series offers high performance and partial or
full enclosure for cooler climates. Whether you have logged thousands of flight hours in large,
fast and complex aircraft or you are just being introduced to flying, quicksilver has a model for
you.




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6. Paramotors

Albatross Flying Systems has designed a high quality paramotor unit. It is powered by
either a SIMONINI, Hirth F33 engine that delivers 22HP or the proven SOLO 210
engine.
Paramotor is a generic name for the propulsive portion of a powered paraglider. It
consists of a frame that combines the motor, propeller, harness (with integrated seat) and
cage. It provides two attachment points for the risers of a paraglider wing that allows for
powered flight.
The term was first used by Englishman Mike Byrne in 1980 and popularized in France
around 1986 when La Mouette began adapting power to the then-new paraglider wings.
Pilots who fly these engage in paramotoring, also known as powered paragliding.
Engines used are almost exclusively small two-stroke types, between 80cc and 350cc,
that burn mixed gasoline and oil. These engines are favored for their high output power
and light weight and use approximately 3.7 liters (1 US Gal.) of fuel per hour depending
on paraglider efficiency, weight of motor plus pilot and conditions.
At least one manufacturer is producing a 4-stroke model. Electrically powered units are
on the horizon. Csaba Lemak created the first electric PPG, flying it first on June 13,
2006. Flight duration for electrics is considerably shorter. Wankel rotary engine
paramotors are also available, but rare.
The pilot controls thrust via a hand-held throttle and steers using the paraglider's brake
toggles similar to sport parachutists.

Engine: Hirth F 33 with electric
start.
Total engine and cage weight: 22
kilos

Fuel tank capacity: 10 liters

Fuel burn rate at cruise speed: 2.5
liters per hour

Climb rate (maximum): 500 feet per
minute (2.5 meters per sec)

Propeller Type: 2 blade 122 cm.
multi laminate (4 blade option)

Maximum duration: 3.5 hours
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7. Rotax 503 UL DCDI 50HP
The Rotax 503 features piston ported, air-cooled cylinder heads and cylinders, utilizing
either a fan or free air for cooling. Lubrication is either by use of pre-mixed fuel and oil
or oil injection from an externally mounted oil tank. The 503 has dual independent
breakerless, magneto capacitor-discharge ignition (CDI) systems and can be equipped
with either one or two piston-type carburetors. It uses a manifold-driven pneumatic fuel
pump to provide fuel pressure. An optional High Altitude Compensation kit is available.

















Combustion chambers

Bore
2.84" / 72.0mm
Stroke 2.40" / 61.0mm
Displacement 30.31cu.in. / 496.7cm
Compression ratio
Theoretical: 10.8
Effective: 6.2
Weight

Engine with
carburetors
73.2lbs / 33.2Kg
Exhaust system 11.2lbs / 5.1Kg
Air filter 1.1lbs / 0.5Kg
No gearbox, no
electric starter
85.5lbs / 38.8Kg
B gearbox,
no electric starter
95.4lbs / 43.3Kg
B gearbox,
electric starter
106.2lbs / 48.2Kg
C gearbox,
no electric starter
103.1lbs / 46.8Kg
C gearbox,
electric starter
113.9lbs / 51.7Kg
E gearbox 110.2lbs / 50.0Kg
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The engine's propeller drive is via a Rotax type B, C or E style gearbox. The standard
engine includes a muffler exhaust system with an extra after-muffler as optional. The
standard starter is a recoil start type, with an electric starter optional. An integral
alternating current generator producing 170 watts at 12 volts with external rectifier-
regulator is optional. The engine includes an intake air filter and can be fitted with an
intake silencer system.
2-stroke engine specially developed for recreational aircraft
2 cylinders, cooled by fan
Piston ported intake
Dual capacitor discharge Ignition (DCDI)
Dual Bing carburetors
Mikuni pulse driven diaphragm fuel pump
Recoil or electric starter
Available with various exhaust system configurations
Operates on automotive fuel with a minimum of 87 octane rating (Canadian standards)
and super 2-stroke oil of API-TC classification, automatically provided by oil injection,
or premixed with a 50:1 ratio
Challenger owners, we make the installation of oil injection possible!
Time Between Overhauls (TBO): 300 hours


Performance
Maximum power
49.6HP / 37.0kW
@6500 RPM
Maximum torque
41.3ft-lb / 56NM
@6000 RPM
Maximum RPM 6800 RPM
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8. ROTAX 582

The Rotax 582 is a 48 kW (64 hp) two-stroke, two-cylinder, rotary intake valve, oil-in-
fuel or oil injection pump, liquid-cooled, gear reduction-drive engine manufactured by
BRP-Rotax GmbH & Co. KG. It was designed for use on light sport and ultra light
aircraft.

The Rotax 582 is based upon the earlier Rotax 532 engine design. The 582 increased the
bore from the 532 engine's 72 to 76 mm (2.8 to 3.0 in) and increased the stroke from 61
to 64 mm (2.4 to 2.5 in) This increased the displacement from 521.2 cc (31.81 cu in) to
580.7 cc (35.44 cu in), an increase of 11%. The increased displacement had the effect of
flattening out the 532's torque curve and allowed the 582 to produce useful power over a
wider rpm range. Reliability over the 532 was also improved.

The 582 features liquid-cooled cylinder heads and cylinders with a rotary valve inlet.
Cooling is via an externally-mounted radiator. Lubrication is either by use of pre-mixed
fuel and oil or oil injection from an externally-mounted oil tank. The 582 has dual
independent breaker less, magneto capacitor-discharge ignition (CDI) systems and is
equipped with two piston-type carburetors. It uses a manifold-driven pneumatic fuel
pump to provide fuel pressure. An optional High Altitude Compensation kit is available.

The engine's propeller drive is via a Rotax type B, C or E style gearbox. The standard
engine includes a muffler exhaust system with an extra after-muffler as optional. The
standard starter is a recoil start type, with an electric starter optional. An integral
alternating current generator producing 170 watts at 12 volts with external rectifier-
regulator is optional. The engine includes an intake air filter and can be fitted with an
intake silencer system.



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9. HKS 700E

The HKS 700E is a twin-cylinder, horizontally opposed, four stroke, carburetted aircraft
engine, designed for use on ultra light aircraft, powered parachutes and ultra light trikes.
The engine is manufactured by HKS, a Japanese company noted for its automotive racing
engines.

The HKS 700E is equipped with dual capacitor discharge ignition, dual carburetors and
an electric starter. The cylinders are nickel-ceramic coated. Cooling is free air, with oil-
cooled cylinder heads. The engine has a single camshaft operating overhead valves; each
cylinder has four valves. The lubrication is a dry sump system with a trochoid pump.

The reduction drive is a choice of two integral gearboxes. The A-type gearbox has a
2.58:1 ratio and can accommodate propellers of up to 4,000 kg/cm2 inertial load. The B-
type gearbox has a 3.47:1 ratio and can accommodate propellers of up to 6,000 kg/cm2.

The 700E burns 9 L (2.4 US gal) per hour in cruise flight at 4,750 rpm.The recommended
time between overhauls is 800 hours, although this is expected to be increased as
experience is gained.

Producing 60 hp (45 kW) at 6,200 rpm for three minutes for take-off and 56 hp (42 kW)
at 5,800 rpm continuously, the 700E was designed to compete with the Rotax 582 and
Rotax 912 engines.



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10. Float trike
It is a variation of an aerorboat. The float trike design is based on a twin float platform
incorporated with a trike base the engine installed is a rotax 503.

Uses:-
1) It can be used in monitoring water bodies in case of natural calamities like flood.
2) It can be used to inspect wildlife which has very large water bodies.



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11. Buckeye powered parachute
It is backpack paramotar. It is purely for sport flying and powered by rotax 582 65 hp
engine. The wing is a ram air type parachute. It has a pusher 3 blade propeller. The
machine is equipped with dual controls with hand start and electric start both. The fuel
capacity is 30lt which provides for about 2hr of flying. Take off distance is less than
100m all up wt 450kg. It is powered by 2 stroke engine.
It is used for sport and hobby flying. This form of sport is getting very popular in India.
The backpack paramotor is powered by solo 210cc engine 2 stroke single cylinders with a
reduction belt drive. Fuel used is normal petrol and has capacity of 10lt for 3 hours of
flying.
The wing is an electrical ram air parachute. Highly evolved for foot launch. It has top
speed of 60kmph. Other engines that are commonly installed are simonini and harth.

PRE-FLIGHT PLANNING
Planning is pivotal to the legal safe operation of all aircraft. Please ensure that the following
conditions always apply:






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12. Crusier 503

Air Law

Before flight, check that your aircraft documents and pilot qualifications qualify in the state or
countries in which you intend to operate. Air Law can vary from country to country and from
state to state; be sure to always fly within the letter of the Air Law that operates in your state or
country. Make sure you have permission to fly from both your take-off site and your intended
landing site.

Weather Conditions

Flex wing Ultralights and Sport planes should only be flown in calm conditions. The prudent
pilot takes care to avoid flying in strong winds (more than 10mph), gusts, thermal conditions,
crosswinds, rain and any kind of storm. Remember also that the weather at your destination may
be different from your starting point, so check before you set off. Detailed aviation weather
reports are usually available from your local Airfield, and on the internet. If the weather
unexpectedly changes for the worse during a flight, then the safest option is to land at a suitable
landing site at the earliest opportunity.

Route Planning

Plan your route using an appropriate pilots map, properly folded and stowed in an appropriate
map-holder which is securely fastened to the pilot/passenger or airframe. Ensure that your
planned route remains within the operational Air Laws of your state/country. Always plan your
route so that you fly within safe gliding distance of a suitable landing area in the event of power
loss or complete engine failure. Avoid flying over mountains or large hills, seas or lakes, built-
up areas, woods or forests, deserts with soft sand or anywhere else that renders a safe landing
impossible in the event of an emergency. Remember that there is a greater risk of turbulence
when flying near mountains. Never fly in the lee of hills or mountains if the surface wind is
anything other than calm, since lee rotor can be extremely dangerous. Always plan for the
possibility of having to divert to an alternate airfield because of bad weather, and make sure you
carry enough fuel to reach your alternate destination with a further 60 minutes of flying time in
reserve. Use the advice in this paragraph in conjunction with that obtained in your formal
training. This advice must not be taken as a substitute for proper training.

Clothing

Both extreme heat and extreme cold can be dangerous to pilot and passenger, since they can
affect the human brains decision making process. Please ensure that you wear clothing
appropriate to the conditions in which you fly. Crash helmets, ear defenders, gloves and a
purpose-built flight suit should always be worn, irrespective of the conditions! In bright
conditions, high quality unbreakable sunglasses are also a sensible precaution. Remember that
the temperature drops 2-4 degrees F per 1000 feet of altitude, so clearly if your route demands
high altitude flying you should dress appropriately. Remember also that the pilot and passenger
in open cockpit aircraft will suffer from wind chill, which has the effect of making the ambient
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temperature seem much lower than it actually is. Finally, check that neither pilot nor passenger
has any objects which can fall out of their pockets since any loose objects are likely to pass
through the propeller arc, destroy the propeller in doing so and seriously threaten the safety of
the aircraft and its occupants.

The Payload

The aircraft available payload is the difference between its dry empty weight (see Section 3.1)
and its maximum authorized takeoff weight (MAUW - see Section 3.1). Before each flight you
should calculate the combined weight of the aircraft, fuel, pilot and passenger and ensure that it
never exceeds (375 kilograms).

Fuel

Before each flight, you should calculate your fuel requirement. (For an approximate fuel
consumption guide, see Section 3.5; remember that fuel consumption can be affected by many
factors including engine condition, takeoff weight, density altitude, speed). You should ensure
that you have enough fuel and reserve for your planned flight (See paragraph on Route Planning
above) by carrying out a visual check of the fuel level before you set off and calculating the
endurance limit of the aircraft leaving at least a 30% reserve factor. Never rely only on fuel
gauges, use them only in conjunction with your calculated fuel endurance notes. Check the fuel
is of the appropriate quality (see Section 3.2), properly filtered against impurities. Drain a small
quantity of fuel via the drain valve before each flight to check for water. Check the fuel filter
and dual bowls daily.


Human Factors

Before flying, check the Human Factors detailed in Appendix A, Human Performance
Limitations. Never fly with a cold, under the influence of drink or drugs, after an
illness/accident without clearance from your Doctor, or when feeling depressed.


MODIFICATIONS

You must not carry out unauthorized modification to the aircraft. It is extremely unsafe to carry
out unauthorized modifications to your aircraft and all warranties will be deemed to be cancelled
if the aircraft is found to be modified from its original state.

PRE-FLIGHT CHECKS

It is essential that rigorous checks are carried out daily before flight, exactly to the schedule in
section 6. In addition to the full daily inspection and pre-flight checks detailed in section 6.
Ensure that SERVICING: the engine and airframe are within Service limits (see section 12.5).


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LIFED COMPONENTS: the engine and airframe are within life limits (see section 12.6). If
there are any grounds for suspicion about any element of your aircrafts safe operation, do not
fly.

SAFETY HARNESSES

CRUISER aircraft are equipped with a harness for the pilot, and a four point harness for the
passenger. These should be worn at all times; it is particularly important for the safety of the
pilot in an accident that the passenger should wear the shoulder straps provided. Double check
that both harnesses are secure as part of the Pre-take-off check (See Section 7.2). If flying solo,
ensure the rear seat harness is secured so that the straps and in particular the shoulder straps
cannot flap around in the wind and get into the engine magneto or catch the hot exhaust pipe,
which may cause them to melt and lose some or all of their strength.

GROUND HANDLING

A flight has not been successfully and safely concluded until the engine has been stopped, the
aircraft has been securely parked and picketed or hangared, and the pilot and passenger have
disembarked. Do not make the mistake of losing concentration just because you have landed
safely. Never taxi at more than walking pace. Use the brakes gently. Remember to make
sufficient allowance for the span of the aircraft when maneuvering in confined spaces. Always
be ready to switch off the engine in the event of any problem. Respect ground handling
limitations and avoid taxiing in strong winds and gusty conditions. For fixed wing pilots,
remember the nose-wheel steering operates in the opposite direction to that which you are used
to.

AIRSTRIP CRITERIA

Your airstrip should be smooth, flat, devoid of obstructions, clear of stones and other obstacles
which may damage the aircraft and more particularly the propeller. Short cut grass or asphalt is
ideal surfaces. The strip should be sufficiently long to allow for a straight ahead landing in the
event of an engine failure on climb out. Both the approach and the climb out zones should be
free of any high obstructions like trees, towers, electric poles, cables & buildings, and ideally
there should be some alternate landing fields in these zones to allow for safe landings in the
event of engine problems, when landing or taking off. Airstrips surrounded by trees or other
obstacles should be avoided, particularly in windy conditions, since low-level turbulence and
rotor are likely to be present. Exercise great care when visiting other airstrips for the first time,
since it is quite possible that they are not suitable for safe Ultralight operations.


SPECIAL HAZARDS

You should be aware of the following special hazards and it is your duty to point them out to
passengers and spectators:


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Propellers
Rotating, and indeed even stationary propellers pose potential dangers. Rotating propellers are
very hard to see, so special attention should be made to keep persons, and especially children and
pets, clear of the aircraft once it has been started. Persons should never stand either in line with
the arc of the propeller or behind it since there is always a possibility that stones or other objects
can be picked up and hurled at great speed in any direction. In the event of a propeller strike
shut down the engine immediately and does not re-start until you are satisfied that no structural
damage has been done to the propeller. If any damage is visible, do not fly until the damaged
blade has been repaired or replaced and the engine has been inspected for shock load damage.


GENERAL ARRANGEMENT DRAWINGS



















3685
1640
3
8
6
4
3
5
0
0
10350
10350
WING
TRIKE
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PRIMARY STRUCTURES AND SYSTEMS - THE WING



The Sail

The CRUISER wing is the product of one the most experienced flex wing design teams in the
world today. The sail fabric is cut with exacting accuracy from stabilized polyester using a tight,
virtually non-porous and tear-resistant weave construction. Double-stitched seams using a
compatible thread ensure complete panel join integrity. Sail reinforcement is achieved by
including extra material at high stress points. A Tri lam sandwich or Mylar leading edge and a
Kevlar trailing edge maintain the wings performance over a long life.

The aerofoil section is defined by pre-formed aluminum and pre-formed aluminum/composite
ribs, with chord wise tension being maintained by attachment to the trailing edge. The
predictable low speed stall exhibited by the CRUISER is achieved mainly by the clean lines of
the airfoils leading edge radius.

The Airframe

All the main tubing used in the airframe is a high quality aluminium alloy from aircraft quality
billets using a special process of mandrel extrusion followed by being drawn to agreed industry
specifications. All tubes and inserts are anodized to give protection against corrosion.

There are no welded components in the wing frame, and sheet fittings are plated, anodized or
made from stainless steel. All bolts are of high tensile steel. Rigging wires are vinyl covered
where necessary to afford protection to the occupants and to also serve as an anti-kink measure.
INSPECTION POCKET
UNDER-SURFACE
BATTENS
WASHOUT ROD KEEL
TOP SURFACE
BATTENS
KING POST
LUFF LINES
AND TOP RIGGING WIRES
A-FRAME
?8

1640
HANG POINT
PULL START
PASSENGER NECKREST
SIDE STRUT
PITOT
FUEL DRAIN VALVE
1
8
6
0
PRIMARY STRUCTURES AND SYSTEMS - THE TRIKE






APRON
OPTIONAL
POD OPTIONAL
?9

The Power Units

ROTAX
Type 2 stroke
Model 503
Power 49 bhp
Ignition Dual CDI
Cylinders 2
Reduction 3.47 :1
Fuel/oil mix 2 %
Fuel min.
rating
92 RON


ENGINE CONTROLS

Throttle
The primary throttle control is foot-operated (forward for full power and rearward for power off)
and complemented by the friction-damped hand throttle (forward power on and rearward off) on
the left side of the seat frame.

Choke
The choke control is by means of a lever located on the left side of the seat. The lever is
REARWARD for choke OFF, forward for choke ON. Normal operation is always with choke
off.

Contact Switches
Two ignition-kill switches - one for each ignition system - (up for on/down for off) are fitted, one
in front of the other, on the starboard side of the seat frame. The two switches should normally be
operated together by stroking with a finger or thumb.


BRAKE SYSTEM

A drum brake is mounted in the nose wheel and operated by a foot pedal on the left side of the
front fork steering bar.

FUEL SYSTEM

The Fuel Tank and System

Fuel is fed from a single fuel tank mounted beneath the seats. The fuel system has an external
filter backed up by an internal strainer fitted to the end of the fuel tank pick-up pipe. There is a
mechanical and electric pump fitted to the CRUISER. In the case of the CRUISER the
mechanical pump may not provide sufficient fuel flow to keep the engine running so it is advised
to keep the electric pump running at all times while the engine is running.
30


GENERAL INFORMATION

EMPTY WEIGHT

Typical empty weight for the CRUISER is as follows:

Rotax 503
194kg


FUEL LOADS

The fuel tank is 49 liters capacity, including 0.6 liters unusable, giving 15 liters useable for dual
flying, for single flying without passenger 48.4 liters is usable fuel. Prior to takeoff pilot should
make weight and balance calculations to ensure that the maximum takeoff weight does not
exceed 375 kg.

CENTRE OF GRAVITY

Trike
The center of gravity (CG) of the trike is not very critical it only affects the range of pitch
control movement, not the trim speed. The CG of the both the rear seat occupant and the fuel are
as close as possible to the hang point with the trike in the suspended attitude, so the suspended
attitude is little affected with load variation. Solo flight is from the front seat only.

Wing
The CG of the wing is critical. Due to the materials used and the quality control in manufacture,
the CG of the CRUISER wing does not vary significantly in production. Items should not be
attached to the wing which significantly changes the CG. The hang point position on the wing
keel must not be moved from the designed and tested position.

AIRCRAFT DIMENSIONS

Wing Data Wing Span: 33.95 ft. 10.35 m.
Sail Area: 160 sq ft. 15.0 sq. m.
Aspect Ratio: 6.86

Trike Data Length (erect): 113.0 ins 282.0 cm
Length (fold down): 114.0 ins 289.0 cm
Width: 72.0 ins 83.0 cm
Track: 65.0 ins 165.0 cm
Height (erect): 98.0 ins 249.0 cm
Height (fold down): 61.0 ins 155.0 cm
Minimum payload: 156.0 lbs 70.8 kg
31

POWERPLANT SPECIFICATIONS

MODEL Rotax
Type 2 stroke
Model 503
Power 49 bhp
Ignition system Dual CDI
Cylinders 2
Reduction ratio 3.47:1
Fuel/oil ratio n/a
Min fuel rating 92 RON
Prop manufacturer Wooden
Prop type 2 blade wooden
Prop pitch 16
Measured @ radius @75 R

RUNNING GEAR

Tire Pressures front and rear 22.0 psi 1.5 bar

PERFORMANCE

General Performance

Performance data in mph & feet Rotax 503
Best safe descent rate, power off, MAUW 450 fpm
IAS for best safe descent, power off 40 mph
Glide Distance from 2000 = 3.0 miles @ 40 mph
Glide Distance from 2000 = 2.5 miles @ 46 mph
VNE 90 mph
Flight manoeuvre loads +4g/-0g
Best rate of climb, MAUW (ISA) 550 fpm
Airspeed for best rate of climb 45 mph
Take off distance to 50, Max AUW** 880 ft
Landing distance from 50, MAUW 640 ft
Trimmed cruise @ Max/Min AUW 60 mph
Performance is given at 375 kg AUW.

Fuel Consumption

Approx. values, 375 kgs TOW Rotax 503
At 50 mph (80 km/h) 13 L/hr
At 60 mph (100 km/h) 14 L/hr
Full takeoff power 15 L/hr

3?

Stalls
At 375 kg max AUW & 285kg min AUW
All Models
Wings level stall, power off, MAUW Mush 33 mph
Height loss during recovery, MAUW 50 ft
Max. pitch down below horizon 30
Wings level stall, power on, MAUW Mush 29 mph
Max. pitch down below horizon, MAUW 0
30 degree banked stalls, power on, @ Max AUW n/a
No stall exhibited, min. possible speed is 40 mph
Wings level stall, power off, @ Min AUW 27 mph
Height loss, power recovery @ Min AUW 30 ft
Max. pitch down below horizon @ Min AUW 30
Wings level stall, power on, @ Min AUW Mush 26mph
Max. pitch down, power on recovery, @ Min AUW 0
30 degree banked stalls, power off, @ Min AUW Mush 30 mph

OPERATING LIMITATIONS

GENERAL LIMITATIONS

The CRUISER trike must be operated in compliance with the following limitations:

The aircraft is to be flown only under Visual Flight Rules (VFR).
The minimum instrumentation required to operate the aircraft: tachometer (RPM),
dual CHT (for air-cooled engines). Oil temp & oil pressure.
When flown solo, the aircraft must be flown from the front seat only.
The aircraft must be flown such as to maintain positive normal acceleration (positive
g) at all times.
The aircraft must not be flown in negative g.
Do not pitch nose up or nose down more than 45 from the horizontal.
Do not exceed more than 60 of bank.
ALL aerobatic manoeuvres including whipstalls, wingovers, tail slides, loops, rolls
and spins are prohibited.











33


GENERAL LIMITATIONS ALL MODELS
Max. Empty weight (Subject to
approved equipment fit)
194 kgs
Max. takeoff weight 375 kgs
Min. total occupant weight 68 kgs
Max. front seat weight 115 kgs
Max. number of occupants 2
Max. pilot + passenger weight 150 kg
Max. useable fuel ( pilot and
passenger)
30 liters
Max. useable fuel (single-only pilot) 40 liters
Maneuvering airspeed (Va) 59 mph
Max. load factor at VNE +4g
VNE 90 mph
Max. load factor @ VNE
Max. wind operating conditions 20 mph
Cross wind limitations - Min. and Max. AUW, wind @ 90
Taxiing 15 mph
Take off 10 mph
Landing 10 mph





POWERPLANT LIMITATIONS

Rotax 503
Max RPM 6000
Max continuous RPM 5600
Min. fuel spec. RON 92
2 stroke engine oil 2 T synthetic or semi synthetic oil

WING RIGGING

1. Select a clean, dry area and lay the wing down, opening the zip to reveal the control
frame and underside of the wing.
2. Open out the control frame and attach the base bar to the corner joints. Inspect the base
bar holes for damage.
3. Lift the wing from the front and rotate it so that the wing is now lying on the ground with
the assembled control frame flat on the ground underneath.
4. Remove all the sail ties and open each wing about 3 feet. Lift the kingpost and, checking
that the crossboom restraint cables pass cleanly either side, locate the king post onto the
31

spigot.
5. Ensure that the upper cables are free from kinks and with the over-center lever in the
open position locate the king post crown into the top of the king post.
6. Proceed to the front of the wing, lift and support the nose of the wing on the knee.
Locate, fit and push fully home the nose rib, finally locating the front end onto the screw
head provided on the keel tube.
7. Open the wings in stages, alternating between wings to prevent damage to the crossboom
and fittings. Stop and check if any undue resistance is felt.
8. Ensure that all wires are untangled, particularly at the connections.
9. Excluding the nose rib, fit all the top surface ribs starting with the out-board main ribs
and working in-board towards the root. Do not force the ribs if they seem hard to push
fully home.

10. On all the upper surface ribs fit the single lower elastic. If the elastics appear over tight
at this stage, leave them off until after the final tensioning of the crossboom when it is
easier to push the ribs finally home and requires less effort to fit the elastics.
11. After fitting the upper surface ribs, unzip the keel fin access panel and remove the safety
pin from the crossboom restraint cable stud. Using the left nylon cord pull back the
crossboom until the keyhole tang can be located on the restraint cable stud. Make sure
that:
a) The tang is located in the stud recess.
b) The tensioning cables are not twisted.
c) The safety pin secures the cable onto the stud and is re-fitted correctly into restraint
cable stud.
d) The fin access panel is zipped up - note that this process is much easier with a helper
lifting one wing tip slightly 6 inches.

12. With the crossboom now tensioned, ensure that the previously fitted ribs are pushed
FULLY home and that the upper and lower elastics are fitted to all ribs.
13. Locate the washout tubes onto the sockets, ensuring they are seated firmly down to the
limit.
14. With the assembled wing flat on the ground, ensure that its nose is into wind (with the
nose facing the direction that the wind is blowing from). Line up the trike behind the
wing with its nose facing the wing, but at least ten feet away to give clearance for the
wing to be raised onto its control frame.
15. Ensure that the lower (flying) wires are not tangled, and that the nose wires are laid out
with the nose catch towards the front of the trike. When you are ready to raise the wing,
stand at the nose facing the rear with a helper stood at the rear facing towards you. Have
a final check that the wind is on the nose and not too strong. Lift the nose while the
helper lifts the rear of the keel. Keep the wing level and allow the wing to rotate around
the control bar as it is raised, by walking towards the trike, when sufficient height has
been attained start to allow the A frame to take the weight of the wing. When fully up the
rear wires will become taught, keep the wing horizontal and get the helper to keep
constant pressure upwards and rearwards on the rear of the keel while you stoop to pick
up the nose swan catch.

GENERAL FLIGHT CONTROL

Roll
Roll control is the action of the pilot moving the wing relative to the trike. The roll response is
aided by the intentional flexing of the airframe and sail designed into the CRUISER wing.

The CRUISER also incorporates a floating keel and hang
required to produce and stop a roll, especially in response to small pilot inputs. This makes the
aircraft much easier to handle if the pilot flies in turbulence.

Because the wing is only deflected a certain amount by the pilots roll input, the roll rate
achieved will be faster at high speeds than low speeds. The roll response will be typically 4
seconds to reverse a 30 degree roll at 1.3V stall, fully loaded, to
loading, response is approximately 0.5 seconds faster.

Pitch
The CRUISER wing is very stable in pitch. This feature makes for easy cross
performance, or slow, stable flight for climbing, gliding, or when ins

The CRUISER wing exhibits very mild stall characteristics. The aircraft may not readily stall
even with the control bar pushed fully out. See Section 8.5 for stall characteristics. See also
Section 3.5 for more information on stall speeds.





GENERAL FLIGHT CONTROL
Roll control is the action of the pilot moving the wing relative to the trike. The roll response is
aided by the intentional flexing of the airframe and sail designed into the CRUISER wing.
CRUISER also incorporates a floating keel and hang-point roll linkage to reduce the effort
required to produce and stop a roll, especially in response to small pilot inputs. This makes the
aircraft much easier to handle if the pilot flies in turbulence.
Because the wing is only deflected a certain amount by the pilots roll input, the roll rate
achieved will be faster at high speeds than low speeds. The roll response will be typically 4
seconds to reverse a 30 degree roll at 1.3V stall, fully loaded, to 2 seconds at VNE. At minimum
loading, response is approximately 0.5 seconds faster.
The CRUISER wing is very stable in pitch. This feature makes for easy cross-
performance, or slow, stable flight for climbing, gliding, or when instructing.
The CRUISER wing exhibits very mild stall characteristics. The aircraft may not readily stall
even with the control bar pushed fully out. See Section 8.5 for stall characteristics. See also
Section 3.5 for more information on stall speeds.

Roll control is the action of the pilot moving the wing relative to the trike. The roll response is
aided by the intentional flexing of the airframe and sail designed into the CRUISER wing.
point roll linkage to reduce the effort
required to produce and stop a roll, especially in response to small pilot inputs. This makes the
Because the wing is only deflected a certain amount by the pilots roll input, the roll rate
achieved will be faster at high speeds than low speeds. The roll response will be typically 4
2 seconds at VNE. At minimum
-country cruising
The CRUISER wing exhibits very mild stall characteristics. The aircraft may not readily stall
even with the control bar pushed fully out. See Section 8.5 for stall characteristics. See also

3b

COMPONENT INSPECTION CRITERIA:

General
In the main, the safe working life of the structural components of the CRUISER is dictated by
the environment in which the aircraft is used and the care taken during day to day operations.
Inspection, therefore, is an essential tool in deciding the continued use of most components.
Some parts such as bolts are not amenable to fatigue crack inspection, therefore it is more
practical to replace them. Nyloc nuts in primary structure should not be used more than once. At
least one complete thread must protrude. Split pins should only be used once.
Unless otherwise specified, airframe bolts should be tightened so as to remove all free play
without causing distortion of the parts (e.g. oval or denting tubes).

Sail & Stitching inspection:
The Polyester sailcloth and stitching is subject to degradation by UV light. The Bettsometer
test.gives a good indication of the capability of the sailcloth to transfer load at a stitch hole.The
sail should be checked in the root, mid span and tip areas of single thickness main body sailcloth.
Enough tension should be applied to the sailcloth to prevent it puckering at the test needle.
The sailcloth should be tested to 1360 grams with a 1.2mm needle in the warp direction
(spanwise).
Sample stitches should be tested using a 1mm diameter wire hook through the stitch and
applying 1360grams.
Failure of the sailcloth or stitches at this load indicates the sail MUST be replaced.

Bolts:
Finish: Not corroded
Wear: Not above .025mm (.001)
Must not be bent or have damaged threads.

Rigging cables

No corrosion, broken strands, kinking of cable or thimbles,
Or any sign of movement at a swage.
(Plastic swage covers must be slid back to inspect swages.)
Any instance of swage movement should be reported to the Factory.

Major airframe tubes:
1) Straightness maximum tolerance Length/600, and for leading edge outers, Length/500.
Straightness is measured from the point of maximum bend to a straight line running from each
end of the tube. If both tubes have a perceptible set, leading edge outers should be replaced in
pairs. Leading edges must NEVER be turned round or straightened.
2) No Fretting or corrosion, e.g. between sleeves.
3) No dents deeper than 0.2mm
4) Any scoring up to 0.1mm deep should be blended out, finishing with 1200 grit abrasive paper
and coating in clear varnish.
3


Hang Bracket:
The hang bracket must be inspected for cracks, distortion and wear, particularly at the Hang bolt
hole.
Maximum diameter for the hang bolt hole is 10.7mm.
The hang bolt is NOT intended to rotate in the bracket, and should be tightened securely by hand.

FATIGUE LIFE:
At the following logged times the main airframe parts below should be replaced. Alternatively, if
the parts are inspected in detail by a qualified inspector using dye penetrant, radiographic, or
visual high magnification methods and no cracks are found, the life may be extended by 1/3 of
the new life. Inspections and replacements must be entered in the aircraft technical log.
Any instance of fatigue cracking must be reported to the factory, ideally with a section or
photograph of the affected part and the time in service.

Leading edges 1500 hours
Keel 1500 hours
Pylon 1500 hours
Seat frame 1500 hours
Trike base tube 1500 hours
Front strut & channels 1000 hours
For the following items replacement is required at the following times:

Hang bolt 200 hours.
Control frame top pivot bolt 1500 hours

Fatigue inspections should be carried out at:
a) Control bar end holes.
b) Control bar end knuckles.
c) Leading edge/crossboom channel holes in the tube.
d) Leading edge outer at the sleeve edges.
e) Keel roll bearing holes.
f) Trike pylon top& bottom fittings.
g) Trike pylon top& bottom end corners.
h) Trike basetube at seat frame bracket holes.
i) Trike basetube at rear steering pivot holes.
j) Seat frame holes.
k) Uniplate bolt holes
l) Engine mounting bolt holes
m) Stub Pylon and Pylon retaining plates
38

13. PROPELLER

Selection of the materials:

Wood is selected to be free from defects, knots, warping and moisture contents. The
selected planks are glued together with epoxy based adhesive and compressed on a frame.
This is left to dry and set for 24 hours.

The blocks are then removed cleaned, machined to the required size on a CNC machine.
The design of this propeller is normally prescribed by the customers.

The computer model is prepared and the code is generated using high ends of the
softwares to provide inputs to the CNC machine.


The machined blocks are then removed as semi finished propellers and further finishing
is done by hands. Propeller are statically balanced and protected with a coat of epoxy
based paints And it is also known POLYURETHE.



The propellers are individually drilled to fit on various engines mounts.

The propellers are classified as per the denomination given on them

DIAMETER X PITCH

For example 24 X 27 where 24 is the diameter and 27 is the pitch of the propeller.
Some of the commonly used propellers are

1) 69 X 27
2) 54 X 27
3) 54 X 24
4) 30 X 22
5) 24 X 27
6) 24 X 29
7) 27 X 29
8) 24 X 28
9) NISHANT PROPELLER
10) LAKSHAYA PROPELLER.







The propellers are classified as per the denomination given on them
For example 24 X 27 where 24 is the diameter and 27 is the pitch of the propeller.
Some of the commonly used propellers are
NISHANT PROPELLER
LAKSHAYA PROPELLER.

For example 24 X 27 where 24 is the diameter and 27 is the pitch of the propeller.

10








11

14. RC MODEL

A highly maneuvering RC model was made as per following specifications:-

1) Wing span 1m
2) Root chord 220
3) Tip chord 170
4) Elevator 400 in span
5) 150 in clockwise
6) Flat plate aerofoil
7) Rudder weight 200
8) Chord wise 80
9) Distance between the trailing edge of wing & leading edge of elevator of chord
10) Location of propeller for leading edge of wing is 1 chord length.












1?

The basic specification of the motor used in the RC Model is as follows:-
1) 300w motor
2) 11*8 propeller
3) 2.6Ah battery
4) 4 servo actuating & 4 control surfaces
5) Transmitter is futaba T6 EX
6) RECEIVER R6 17 FS
7) Speed controller 3Samp
8) ESC ELECTRONIC SPEED CONTROL









13


The basic material used in the construction of the RC model is:-
1) BLUE FOAM/ EPS
2) Depron
3) EPP
4) Fiber reinforced tape
5) Pultruded (manufacturing process)


The basic features of the aircraft are:-
1) Airfoil is NACA 0012 symmetrical.
2) Elevator 20% of wing area horizontal stabilizer
3) Elevator area is more so wing is stable.
4) For rudder 10-15% of wing area (ideal).

11

COANDA EFFECT
The coanda effect is describing how an airstream gets pushed against a surface, even when the
surface is curved away from the direction of flow. The air pressure between the airstream and
surface is lower IF the surface is curved away from the flow. The "fast air has less pressure" is a
false statement, because there is no such thing as "fast air".


The coanda effect can be used to:

1) Make air flow outside a disc body.
Adding ambient air to the airstream, thus adding weight and improving efficiency.

The ambient air is pulling the airstream, and the airstream is pulling the ambient air. This
causes lower air pressure inside and around the airstream. But soon will this pulling and
pushing cause turbulence.
When blowing an airstream close to a solid surface, the interaction of the airstream
causes a drop of air pressure in between the airstream and the surface. The ambient air at
the other sides of the airstream and surface pushes the two together

1

15. Aviat Husky

Aviat Husky

Aviat A-1B Husky
Role Light utility aircraft
Manufacturer Aviat
Designer Christen Industries
First flight 1986
Introduction 1987
Status Active service
Number built 650+


1b

Development
Design work by Christen Industries began in 1985. The aircraft is one of the few in its class
designed with the benefit of CAD software. The prototype first flew in 1986,
and certification was awarded the following year.
The Husky has been one of the best-selling light aircraft designs of the last twenty years, with
more than 650 sold since production began.

Design
The Husky features a braced high wing, tandem seating and dual controls. The structure is steel
tube frames and Dacron covering over all but the rear of the fuselage, plus metal leading edges
on the wings. The high wing was selected for good all-around visibility, making the Husky ideal
for observation and patrol roles. Power is supplied by a relatively powerful (for the Husky's
weight) 180 hp (134 kW) Textron Lycoming O-360 flat four piston engine turning a constant
speed propeller. The Husky's high power loading and low wing loading result in good short-field
performance.
[2]

Options include floats, skis and banner and glider tow hooks.

Operational history
The aircraft has been used for observation duties, fisheries patrol, pipeline inspection, glider
towing, border patrol and other utility missions. Notable users include the US Department of the
Interior and Agriculture and the Kenya Wildlife Service, which flies seven on aerial patrols of
elephant herds as part of the fight against illegal ivory poaching.

Variants



A 2005-built A-1B Husky at Biggin Hill, modified with a 200 hp (149 kW) Lycoming IO-360-
A1D6 engine


1

The Husky comes in six versions:
Husky A-1
Certified on 1 May 1987. Maximum gross weight is 1,800 lb (816 kg). Powered by
a Lycoming 0-360-A1P or a Lycoming O-360-C1G of 180 hp (134 kW)

Husky A-1A
Certified on 28 January 1998. Maximum gross weight is 1,890 lb (857 kg). Powered by
a Lycoming 0-360-A1P of 180 hp (134 kW)

Husky A-1B
Certified on 28 January 1998. Powered by a Lycoming 0-360-A1P of 180 hp
(134 kW)
[4]
The A-1B can be modified to accept a Lycoming IO-360-A1D6 engine of
200 hp (149 kW) and an MT MTV-15-B/205-58 propeller under an STC.

Husky A-1B-160 Pup
Certified on 18 August 2003 without flaps and 21 October 2005 with flaps. Powered by
a Lycoming 0-320-D2A, 160 hp (119 kW). The Pup has a smaller engine, a gross weight
of 2,000 lb (907 kg) and a useful load of 775 lb (352 kg)

Husky A-1C-180


A Garmin equipped A-1C cockpit

Certified on 24 September 2007. Powered by a Lycoming 0-360-A1P of 180 hp
(134 kW). The 180 has a gross weight of 2,200 lb (998 kg) and a useful load of 925 lb
(420 kg)

Husky A-1C-200
Certified on 24 September 2007. Powered by a
(149 kW). The 200 has a
(399 kg)
Operators
United States
U.S. Border Patrol

Accidents and incidents
On 14 July 1989 a Husky A
Patrol
footprints near the US
was flying with flaps set at 20 degrees, while the pilot operating
handbook recommends 30 degrees for all maneuvering with flaps
extended and indicates that a lo
expected in a power
Transportation Safety Board
be "failure of the pilot to maintain adequate airspeed, which resulted
in a stall. The lack of altitude for recovery was a related
factor."
inventory following this accident


Specifications (A-1C Husky)
General characteristics
Crew:
Capacity:
Length:
Wingspan:
Wing area:
Empty weight:
Gross weight:
Fuel capacity:
Powerplant:
stroke
Propellers:
Certified on 24 September 2007. Powered by a Lycoming IO-360-A1D6
kW). The 200 has a gross weight of 2,200 lb (998 kg) and a useful load of 880

U.S. Border Patrol (until 1989)
[citation needed]

On 14 July 1989 a Husky A-1 operated by the U.S. Border
Patrol crashed in flat desert terrain in Arizona while tracking
footprints near the US-Mexican border, killing the pilot. The aircraft
was flying with flaps set at 20 degrees, while the pilot operating
handbook recommends 30 degrees for all maneuvering with flaps
extended and indicates that a loss of altitude of 150 feet can be
expected in a power-off stall condition. The US National
Transportation Safety Board determined the cause of the accident to
be "failure of the pilot to maintain adequate airspeed, which resulted
in a stall. The lack of altitude for recovery was a related
factor."
[6][7]
The U.S. Border Patrol eliminated the Husky from its
inventory following this accident.
[citation needed]

1C Husky)
Crew: one
Capacity: one passenger
Length: 22 ft 7 in (6.88 m)
Wingspan: 35 ft 6 in (10.82 m)
Wing area: 183 sq ft (17.0 m
2
)
Empty weight: 1,275 lb (578 kg) on wheels
Gross weight: 2,200 lb (998 kg) on wheels and floats
Fuel capacity: 50 US gallons (190 litres)
Powerplant: 1 Lycoming O-360-A1P four cylinder,
stroke piston aircraft engine, 180 hp (130 kW)
Propellers: 2-bladed Hartzell, 6 ft 4 in (1.93 m) diameter

of 200 hp
kg) and a useful load of 880 lb
U.S. Border
while tracking
Mexican border, killing the pilot. The aircraft
was flying with flaps set at 20 degrees, while the pilot operating
handbook recommends 30 degrees for all maneuvering with flaps
ss of altitude of 150 feet can be
National
determined the cause of the accident to
be "failure of the pilot to maintain adequate airspeed, which resulted
in a stall. The lack of altitude for recovery was a related
The U.S. Border Patrol eliminated the Husky from its
kg) on wheels and floats
four cylinder, four
m) diameter
19

Performance
Maximum speed: 145 mph (233 km/h; 126 kn)
Cruise speed: 140 mph (120 kn; 230 km/h)
Stall speed: 53 mph (46 kn; 85 km/h) flaps down, power off
Range: 800 mi (695 nmi; 1,287 km) at 55% power
Service ceiling: 20,000 ft (6,096 m)
Rate of climb: 1,500 ft/min (7.6 m/s)
Avionics
VHF communication radio
Transponder
GPS optional
















0

16. CONCLUSION

In the training at Albatross Flying Systems Bangalore we were made aware of various
sports aviation equipment like hang gliders, powered hang gliders, parachutes used in
flying gliders, propellers.

During this training we also prepaired a highly maneuverable RC Model by using blue
foam, FPP and various types of tapes to provide smooth flow of air.