Grounded - Where to get rid of the Building Materials?

"T o d d P a t t i s t" wrote in message
news
wrote:

What regulatory differences, if any, would a homebuilder encounter
when building a sailplane or motorglider in stead of an experimental
airplane?

There are essentially no "regulatory" differences, but there
are some applicable FAA Orders that control what FAA
inspectors will approve. For an unpowered sailplane, they
leave you pretty much free to build anything. However, if
it has an engine, you'll encounter problems calling it a
motorglider if it's got more than two seats or is above a
certain wingloading (which I don't have at my fingertips).
I suspect they don't want you bypassing the medical rules by
labeling it a motorglider.

Todd,

If my memory serves me correctly it is not a wing-loading limitation. It is
a number that is computed by dividing the gross weight by wing-span squared.
I wonder where the FAA came up with that calculation and its' aero-dynamics
significance?

However, if you check the FAA database you will find there are Windrose
gliders kits that have been registered as "gliders" and others registered as
"airplanes." In such cases a pilot your qualifications must match the
airworthiness certificate.

Wayne
HP-14 N990 "6F"
http://www.soaridaho.com/Schreder

"Wayne Paul" wrote
Todd,

If my memory serves me correctly it is not a wing-loading limitation. It
is
a number that is computed by dividing the gross weight by wing-span
squared.
I wonder where the FAA came up with that calculation and its'
aero-dynamics
significance?
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
A “powered glider” has specific Type Certification Criteria.
In FAA Advisory Circular 21.17-2A, these criteria are listed:
The maximum WEIGHT does not exceed 1874 pounds (850 kilograms).
The maximum SPAN LOADING (weight to wing span squared) does not exceed 0.62
pounds per square foot (3.0 kg / square meter).
The number of occupants does not exceed two.

I had previously clipped this.
--
Jim in NC

Wayne Paul wrote:
"T o d d P a t t i s t" wrote in message
news
wrote:

What regulatory differences, if any, would a homebuilder encounter
when building a sailplane or motorglider in stead of an experimental
airplane?

There are essentially no "regulatory" differences, but there
are some applicable FAA Orders that control what FAA
inspectors will approve. For an unpowered sailplane, they
leave you pretty much free to build anything. However, if
it has an engine, you'll encounter problems calling it a
motorglider if it's got more than two seats or is above a
certain wingloading (which I don't have at my fingertips).
I suspect they don't want you bypassing the medical rules by
labeling it a motorglider.

I'm quite sure they don't. The only homebuilt unpowered gliders
I've run accross have been ultralight gliders.


Todd,

If my memory serves me correctly it is not a wing-loading limitation. It is
a number that is computed by dividing the gross weight by wing-span squared.
I wonder where the FAA came up with that calculation and its' aero-dynamics
significance?


the FAA "Powered glider" criteria a

not over 1874 pounds.
not more than two occupants
Span Loading not more than 0.82 psi

Span Loading is the weight divided by the wingspan squared.

--

FF

wrote:

Span Loading not more than 0.82 psi



Sorry! That was a typo. Should have been:

Span Loading not more than 0.62 psf

--

FF

wrote:

wrote:

Span Loading not more than 0.82 psi




Sorry! That was a typo. Should have been:

Span Loading not more than 0.62 psf



I'm still not quite clear...

How does the span loading come out in pounds per square foot?

cavelamb wrote:
wrote:

wrote:

Span Loading not more than 0.82 psi




Sorry! That was a typo. Should have been:

Span Loading not more than 0.62 psf



I'm still not quite clear...

How does the span loading come out in pounds per square foot?

It is calculated as weight divided by the square of the span.
Which, if other posters are correct, is not the normal way to
calculate it.

--

FF

wrote

It is calculated as weight divided by the square of the span.
Which, if other posters are correct, is not the normal way to
calculate it.

Read it right off of the FAA site, here.

http://www.airweb.faa.gov/Regulatory...dvisoryCircula
r.nsf/0/eae91a15c5e11823862569b600563fbf/$FILE/AC21-17-2a.pdf

It was on page 5 of 7, in my reader.

This is criteria for type certification, but it is the standard that
homebuilts must follow to be counted as a motor glider.
--
Jim in NC

wrote in message
oups.com...

I suspect they don't want you bypassing the medical rules by
labeling it a motorglider.

I'm quite sure they don't. The only homebuilt unpowered gliders
I've run accross have been ultralight gliders.

FF,

I fly a homebuilt unpowered glider that isn't an ultralight (gross weight
810 lbs.) It was one of the many homebuilt designed by Richard Schreder.
(http://www.soaridaho.com/Schreder/HP-14/N990/N990.html) Dick sold over 400
kits. Many of which are still flying.

In the 1960s Dick's kits were world class competition sailplanes. Extensive
information about Schreder designs can be found at
http://www.soaridaho.com/Schreder. This site archives almost 100 megs of
Schreder related data. Dick's most popular designs are the HP-11, HP-14,
RS-15, HP-16 and HP-18.

The tradition of Schreder's creativity is being continued by Bob Kuykendall.
(http://www.hpaircraft.com) He is currently developing the HP-24 and a nice
self-launch sailplane.

Jim Maske makes two sailplanes. The Monarch is an ultralight and the
Pioneer II is not. ( http://www.marskeaircraft.com/index.html)

And then there is the Duster, Cherokee, Woodstock, Windrose, etc. These are
all US designs. However, there are, also, several kits European kits on the
market.

Wayne
HP-14 N990 "6F"
http://www.soaridaho.com/