Is there any part of the build you are looking forward to more than other? If so, why? Just curious. And is the next phase the cockpit? How many kits do you have left to order? Tailplane: check. Wings: check. But is the rest divided in more than one package?
I like putting the parts together, the riveting. It does not matter so much, what part of the plane it is. I do look forward to designing the instrument panel but I might stick to the standard version as it will make life so much easier, I can not afford to put the things I would really like into the panel from start.
The three main kits are the tail/empennage, wings and fuselage kit. Then there is the the finish kit and lastly the two more or less optional kits: the firewall forward and avionics kit.
Cool to know! Firewall optional? If shit hits the fan it seems like a good thing to have? :) Avionics ah. Forgot about that, guess one could spend like a fortune on that only. So, how is the cost roughly distributed for the different parts of the a/c, roughly? Is avianics that expensive that it can be compared to airfram and engine? Remember I saw a figure for the Dreamliner that the two Trent 1000 is about 1/5 of total cost of the plane.Correct or not it might give an idea on how expensive those jet engines really are. But you're not going to drive a Trent 1000 powered RV-14 so... :)
Based on 1$ / 6.20SEK, the budget was something like 300k for the AC, 250k for the engine and 70k for instruments and avionics. Now I do not even want to think about it ;)
Interesting! Engine almost half the cost! But I assume that includes the prop? Do you have option to choose between variable pitch and constant speed prop? Pros/cons?
I can basically chose whatever engine/propeller combination I like but it has to be reasonably close to the designed for 210hp and if the weight of the prop and engine are not close to the same as the prototypes 390/Hartzell c/s, I might get difficulties with weight and balance.
You can have
Fixed pitch prop: least cost both initially and running, in theory you can have the best efficency at one speed/weight/altitude condition, less complicated, less risk off problems
Ground adjustable: basically like a fixed pitch but you can chose to have it pitched for best climb today and best cruise performace tomorrow
Variable or Constant speed: By electricity or oil preassure you can have an automatic or manual pitch control in flight. The most common is to have a control in the cockpit for setting a specific RPM. This is what I will chose. Cons are cost and slightly higher risk of problems. Pros are that I can run at close to best efficency during all phases of the flight (Best acceleration and climb, highest speed and lowest fuel burn in cruice, and it will act as a powerful brake if needed)
If I had to choose a fixed pitch, it would be choosen for best cruise performance but would basically make the TODA double compared to a constant speed.
Is there any part of the build you are looking forward to more than other? If so, why? Just curious. And is the next phase the cockpit? How many kits do you have left to order? Tailplane: check. Wings: check. But is the rest divided in more than one package?
ReplyDeleteI like putting the parts together, the riveting. It does not matter so much, what part of the plane it is. I do look forward to designing the instrument panel but I might stick to the standard version as it will make life so much easier, I can not afford to put the things I would really like into the panel from start.
ReplyDeleteThe three main kits are the tail/empennage, wings and fuselage kit. Then there is the the finish kit and lastly the two more or less optional kits: the firewall forward and avionics kit.
Cool to know!
ReplyDeleteFirewall optional? If shit hits the fan it seems like a good thing to have? :)
Avionics ah. Forgot about that, guess one could spend like a fortune on that only.
So, how is the cost roughly distributed for the different parts of the a/c, roughly? Is avianics that expensive that it can be compared to airfram and engine? Remember I saw a figure for the Dreamliner that the two Trent 1000 is about 1/5 of total cost of the plane.Correct or not it might give an idea on how expensive those jet engines really are. But you're not going to drive a Trent 1000 powered RV-14 so... :)
Based on 1$ / 6.20SEK, the budget was something like 300k for the AC, 250k for the engine and 70k for instruments and avionics. Now I do not even want to think about it ;)
ReplyDeleteInteresting! Engine almost half the cost! But I assume that includes the prop? Do you have option to choose between variable pitch and constant speed prop? Pros/cons?
ReplyDeleteI can basically chose whatever engine/propeller combination I like but it has to be reasonably close to the designed for 210hp and if the weight of the prop and engine are not close to the same as the prototypes 390/Hartzell c/s, I might get difficulties with weight and balance.
ReplyDeleteYou can have
Fixed pitch prop: least cost both initially and running, in theory you can have the best efficency at one speed/weight/altitude condition, less complicated, less risk off problems
Ground adjustable: basically like a fixed pitch but you can chose to have it pitched for best climb today and best cruise performace tomorrow
Variable or Constant speed: By electricity or oil preassure you can have an automatic or manual pitch control in flight. The most common is to have a control in the cockpit for setting a specific RPM. This is what I will chose. Cons are cost and slightly higher risk of problems. Pros are that I can run at close to best efficency during all phases of the flight (Best acceleration and climb, highest speed and lowest fuel burn in cruice, and it will act as a powerful brake if needed)
If I had to choose a fixed pitch, it would be choosen for best cruise performance but would basically make the TODA double compared to a constant speed.