Web site– www.poorboyaviation.com E-mail hartungj@srt.com
Introduction 092208 Pg-1
Goals of the PoorBoy design are straight forward construction, and low cost.
Handling qualities of the Poorboy are intermediate Ultralight plane.
Entry level handling Ultralight planes will fly hands off easily when trimmed
properly and are very stable usually with long wings and generous dihedral.
Intermediate handling Ultralight planes (like the Poorboy) usually have shorter
wings with less dihedral and require more attention to the controls. Advanced
handling Ultralight planes require constant control input to keep the plane
responding to the pilots wishes and will respond quickly to the controls as
acrobatic maneuvers would require (short wings and center of gravity centered
about the mid point of the airplanes mass).
The Poorboy PB-1 prototype has a Rotax 503DC Engine, 3” leading spar wing,
weight about 325 lbs. w/chute, stalls at 26 to 27 mph., cruse 50 to 65 mph
easily.
Folding tail. -- Wingspan 25’~27’ (depends on wing tip)
Wing Area 125 sq/ft. -- Wing Cord 5’
Length 20.5’, Width 26’, Height 6’ -- Never exceed speed 80 mph.
Build time 450 hrs. -- Engine Rotax 503 air cooled.
Construction Method:
Aluminum tube is the primary building material in the PoorBoy and the reason
for that choice is based on quick building times, ease of the repair
techniques, and the ability to see problems during safety inspections as
compared to Wood or composites. The Poorboy use 4130 steel parts in
critical areas and the covering is heat shrink Dacron fabric.
Tools required are what most folks have in their homes, you will also need
additional tools such as cable swage tool, pipe bender, and pop rivet
gun. If you build the steel parts yourself you need access to a hydraulic
press, slip roll, and a welder, (there isn’t much welding in the Poorboy but
there is some).
Cost:
Materials list include 6061 T-6 aluminum, some 2024 T-3 aluminum, 4130 steel
for some parts, fabric covering w/supplies, and the engine. A few general
hardware items like wheels/tires are used. Aircraft grade hardware is required
for all bolts, turnbuckles, etc. Cost to build should run $ 3000 to $ 3500 for
materials to build the airframe, this does not include
the engine.
092208 Pg-2
Covering & paint about $400.00 to $500.00 (depends on what covering and paint
process you choose). Fabric covering and Poly-Tak cement (or any aircraft
qualified cloth and glue).
http://www.aircraftspruce.com/catalog/cspages/material.php
I recommend Latex paint as described by the model airplane link because it
will save on painting costs but most other choices bring good results.
http://www.modelairplanenews.com/how_to/latex1.asp
Materials are available from suppliers like Wicks (1 800 221-9425) and
Aircraft Spruce & Specialty (1 800 824-1930).
We use a Rotax 503 engine on the PB-1, others like Kawasaki, Cuyuna (2SI) can
work well, power differences are obviously going to effect flight.
This is our not responsible for your butt statement. (liability release).
Safety is the big concern. Flying Ultralight aircraft can be a risky activity,
a person needs to be acutely aware of the dangers to life and limb. PoorBoy
Aviation takes no responsibility for your safety in this endeavor, these plans
are available with that understanding. These plans will show how to build
Poorboy aircraft based on the flying prototype that PoorBoy Aviation flies.
If you do not have enough experience to evaluate building and flying
our design it is suggested that you take the information and plans to someone
with sufficient knowledge that you trust to help you with an evaluation
of this activity. Some information sources could include Ultralight Flying
clubs such as EAA local Ultralight chapters or the EAA national and Ultralight
pilots that are actively involved in the sport.
* If you are new to Ultralight aircraft:
Risk Management: The first year of driving a car or motorcycle is
statistically the most dangerous, this would also be true of ultralights.
Riding a motorcycle might be considered twice as risky as driving a
car, flying an Ultralight is probably more risky than riding a motorcycle.
There is a learning curve associated with each of these activities. Flying
Ultralights is not difficult “however” the knowledge associated with it is
essential.
* TRAINING What to expect: You should expect 7 to 10 hrs of instruction time
in a general aviation trainer or ultralight trainer to the point of “solo”.
What your intension would be is to learn the basic reactions and skills of
flying and this usually does it at a cost of about $1000.00 to $1500.00 dollars.
This is the minimum hours of training a person needs and is not a license
requirement like the Sport Pilot License but is what is needed to be able to fly
an Ultralight with some margin of safety. People vary in training needs, the
shortest and quickest people to be trained are not necessarily the safest pilot.
* Special Note: As an Ultralight Pilot you have the additional duties of
engine and airframe mechanic, this is not like flying a certified aircraft where
someone else checks to make sure the aircraft is safe to fly. As an Ultralight
Pilot you are the ultimate authority and must decide if the design and condition
of the aircraft are adequate for safe flight. You can gain further maintenance
information by contacting ultralight flight instructors, airframe mechanics and
other ultra-lighters that you have confidence in, an excellent source is EAA
ultralight chapters, EAA national and ASC (Aero Sports Connection). Try your
local FBO also. If you are going the Sport Pilot route and N number the
aircraft these issues are covered in that training.
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An Ultralight aircraft: -- is defined as a single occupant, 254 lb. aircraft,
carrying 5 gal. of fuel, stall speed not to exceed 24 knots (28mph), not to
exceed cruise speed of 55 knots (63mph). Aircraft meeting these parameters do
not require a pilots license. The Spirit of Part 103 rule allows for single
occupant flight of an aircraft without a license with low speeds and light weight
= low kinetic energy. This formula lowers the danger to the pilot, property, and
the public; as an aircraft adds weight & speed the kinetic energy goes up, greater
fuel capacity increases fire danger and so forth. Fat Ultralights have come
about mostly from a desire to increase airframe strength, then followed a desire
for heavier engines (safer performance), greater fuel capacity (it isn’t a good
idea to run out of gas) and so forth. You don’t want to get too far from the
“spirit” of the law, the FAA has been somewhat tolerant of Fat Ultralights but
as the definition is stretched their tolerance may decrease. The exception that
should not be made is to fly a two place Ultralight without registration and
proper training, the FAA will not be tolerant of this. The alternative to
flying as an Ultralight is to get a Sport Pilots license and “N” number the
plane. Ultralights do require state registration (usually), a knowledge by the
pilot of aircraft rules and regulations, and of course the knowledge and skill
of pilot in command.
The PoorBoy has good handling and performance; it has a nice design look and the
fit and finish is up to you. The Poorboy is designed for those people who are
willing to do the building themselves and want to do it inexpensively. If cost is
not a factor in your decision or you do not wish to build then you may like to
consider purchasing one of the already existing Ultralight Aircraft on the market.
As a recommendation to consider try some of these: Quicksilver, Rans, Chinook, Kolb,
Challenger, Titan, Fisher, T-Bird, CGS Hawk, Beaver, and others, these companies
have established a product reputation and safety record. A word of caution
when looking at “used” Ultralight aircraft, pay attention to alterations from the
original specs and previous damage/repairs, also year of manufacture because most
designs evolve to updated versions as time goes by.
As for used Ultralight type aircraft I would say there are a good number of used
planes around and at often reasonable prices. A good starting point is Barnstormers.