I brought this over to a new thread so this information is searchable and  does not get buried under the ribs. ( But I agree we all already know this, so I don't claim to have invented a new type of wheel. LOL ! )

Quoted from Keith103

I think the 1030 plans call for RS-5 for both top and bottom compression ribs. At least thats how I built mine.

Regarding Vne, I have seen some videos from Gyro Jeffro on YouTube where he is climbing in his Pt 103 HiMax at 40 mph indicated, and doing level flight at about 45 to 48 mph. I thought he was flying too close to stall speed.

I would be more than happy if I can do 60 to 65 mph on cruise without the airframe falling apart.

is it advisable to fly this 1030 airframe at 90 to 100 mph ? Firstly that is above Part 103 limits. But if I still want that kind of speed, I would prefer a stronger air-frame built for that speed, so I know it is safe.

Quoted from toliver66

1030 specs from the team web site:

1030F Performance:                    
Top speed          63 mph
Cruise speed     55 mph
Stall speed     26 mph
Vne                     90 mph
Climb rate           650 fpm (@ about 40 to 45 mph from my understanding)
Take-off Roll     150 ft.
Landing Roll     180 ft.


So 60 to 65 mph cruise might be pushing it a bit but doable. Climbing out at 40 to 45 mph is fine as the stall speed is 26 mph (and its my understanding that 40 to 45 mph is optimal speed for climb out in a max). And just because you can cruise around at 63 mph doesn't mean you have to. Cruising around at 48 mph is perfectly ok, your a long ways from stalling out. 90 to 100 mph exceeds the Vne of the 1030. So if you want to cruise around @ 100 mph I don't think the Minimax 1030 is for you.

I think I made a mistake about the Vne limitation for FAR Part 103.

The limitation for Pt 103 is only that max speed in level flight with full power, should not exceed 55 knots ( 63.3 mph ).

There is no Vne limitation.

Any Vne limitation that exists is imposed by the airframe designer, based on structural strength and analysis.



Also I feel the 1030 has a stall speed of 26 mph "with flaps extended down". (I am not totally sure about this. Other Max 103 / 1030 owners can verify this.) Without flaps I guess it is slightly higher.

In fact the original design had a higher stall speed than the FAA imposed limit of 24 knots or 27.6 mph. That is the reason the flaps were added as an after thought to the  1030 to get the stall speed under the 103 limit. ( There was a flap handle and some mechanical linkages to the ailerons, to enable both ailerons to be reflexed down , which had the same effect as flaps being extended. )

As Gyro Jeffro is not on this  forum, I had emailed him as to why he is rarely flying over 50 mph. His answer was that he would  love to, but with his 28 hp F33 engine, he is not able to get better performance.

I was in touch with him  throughout his build,  because earlier on, I had sold him a completed set of 24 ribs including the tip ribs with plywood already glued. The ribs on his HiMax were all made by me, so I was really excited when he made his first safe flight on his HiMax.)




=============================
§ 103.1   Applicability.

This part prescribes rules governing the operation of ultralight vehicles in the United States. For the purposes of this part, an ultralight vehicle is a vehicle that:

(a) Is used or intended to be used for manned operation in the air by a single occupant;
(b) Is used or intended to be used for recreation or sport purposes only;
(c) Does not have any U.S. or foreign airworthiness certificate; and
(d) If unpowered, weighs less than 155 pounds; or
(e) If powered:

(1) Weighs less than 254 pounds empty weight, excluding floats and safety devices which are intended for deployment in a potentially catastrophic situation;
(2) Has a fuel capacity not exceeding 5 U.S. gallons;
(3) Is not capable of more than 55 knots calibrated airspeed at full power in level flight; and
(4) Has a power-off stall speed which does not exceed 24 knots calibrated airspeed.

Vne MiniMax models:


1030 = 90 mph


All models below = 100 mph

1100R

1200Z
1300Z
1400Z

1500R
1600R
1700R


Max Models below = 110 mph

1550V    ( V Max ?? )
1650    ( Also called EROS ? )


This is from the original model list per flight manual.
Possibly model numbers have changed over time.

Quoted Text

Also I feel the 1030 has a stall speed of 26 mph "with flaps extended down". (I am not totally sure about this. Other Max 103 / 1030 owners can verify this.) Without flaps I guess it is slightly higher.

This is true.  Advisory Circular 103-7 specifies a maximum lift coefficient of 2.0 for a fully flapped double surface wing of >7% camber.  Without flaps the maximum C_L is 1.5 so the stall speed goes up √(2/1.5) = 15%

https://rgl.faa.gov/Regulatory.....-7/$FILE/Appx1-4.pdf

I wonder how fast of a cruise my Kawi 440 will manage with my max..  Does anyone else here have a 1030/1100 powered by one?

You are right about the flaps. I forgot about those. I installed the flap option in my max so I tend to assume everyone has them. But you still have some wiggle room if your stall speed is 30 mph and you are cruising at 45mph.

The Kawi 440 should have the same performance as the rotax 447 I would hope

What kind of numbers are 447 users getting?

1500R specifies a Rotax 447:

1500R Performance                      
Top speed          75 mph
Cruise speed     65 mph
Stall speed     28-31 mph
Vne                 100 mph
Climb rate         1000 fpm
Take-off Roll  < 100 ft.
Landing Roll     210 ft.

Interesting!  Thank you!

In my 88 (UK version of 1030) powered by a 447 (and now with aerodynamic struts!), I cruise at around 60mph, which in my plane uses around 10-11ltrs per hour. I've seen over 85mph on the ASI, which was a bit scary, and my plane is a bit nose heavy, so if I land with a full(ish) tank I have to land (3 pointer) at around 45 - 50mph to retain elevator authority. I'm thinking of adding around 1lb of lead to the tail to bring the CofG back a bit and make life easier for myself. Landing with an empty(ish) tank I can happily land (3 pointer) at 40mph or less and still retain elevator authority.

UK pilots with 91's (the UK version of the 1100) regularly post up on Facebook that they see cruise figures of around 70-75mph and burning around 9ltrs per hour. However, they all have a good turtledeck on them, whereas mine has a rather odd sliding canopy design that's not so aerodynamic. I've attached a couple of photos below, the first shows a 91 with its side opening canopy and nice turtledeck (and lowered and fully faired in engine!), and the second shows my 88 being flown by the original builder, with high mounted engine and sliding canopy.

My old Airbike with Rotax 447

Max speed 75
Cruise 55-60
Stall 33-35

Nice looking birds. Yours reminds me of a CriCri

I can't wait to get mine going!

toliver66,

Yes, I see what you mean. With mine the main part of the canopy slides backwards to let me in and out, and it's been made so that when it's at its rearmost position, the back end of the canopy is almost touching the front of the tailplane. Here's a photo of my plane with the canopy open.

Nicely done. Does an enclosed cockpit really make that much difference, or is it just a personal preference. The 1030 is as near an enclosed cockpit as you can get without actually enclosing it.

That's a fascinating design!

Quoted from toliver66

The Kawi 440 should have the same performance as the rotax 447 I would hope

Various reports are that the Rotax 447 outperforms the Kawasaki 440A by a significant margin.  

The person to ask would be Dennis Carley, owner of U-fly-it.  He owns the rights for and builds Aerolite 103 ultralights, and the Kawi 440 is an engine he installs. He has also installed  Rotax 447s on Aerolite 103s.

Aw, thats a bummer.  Considering they have similar horsepower ratings.  Oh well!

Quoted from The Termite

Various reports are that the Rotax 447 outperforms the Kawasaki 440A by a significant margin.  

The person to ask would be Dennis Carley, owner of U-fly-it.  He owns the rights for and builds Aerolite 103 ultralights, and the Kawi 440 is an engine he installs. He has also installed  Rotax 447s on Aerolite 103s.

True, but irrelevant since Rotax abandoned us ultralight guys and quit manufacturing the 447 in 2006, and only produced parts for another 10 years. So the Rotax 447 has been out of production for 14 years and no parts manufactured for 4 years making it a bad investment. Hence the reason Aerolite 103s now come with Kawasaki 440s.