SGIAN DUBH

What engine is in that now SD? Seems to have changed from the photos Hugh sent me.I wish you luck with you endeavors. It will fly, but will it stall at less than 35knots, hmm, not sure about that.

With the rotate speed at 38.4mph (33.6kias ) We have calculated the Stall speed as Vso 30.5kias ( it actually will stall at 28.7kias if our calcs were correct as we factored in a 6% buffer in our figures )

Academic anyway as the rotate speed is below the SSDR threshold.

My Aerodynamicist team are S#*T HOT on these types of calcs & to be honest between them & Hugh they baffle me ;-)

My forte is flying the things & putting these type of aircraft through SSDR. I see getting the Sgian Dubh through SSDR as an achievement, it even ranks higher than me getting an Inflatable RIB with a Flexwing attached through SSDR ( The BMAA & LAA wouldn't accept this under any circumstances prior to SSDR becoming available ).

Unfortunately for me, I will in all likelyhood only see the Sgian Dubh FLY from the ground, I exceed the seat limit somewhat ;-) so I have to relinquish the flights to a more svelte pilot within the team ;-)

Hiya Ian,. . . I looked at the video around 9 times,. . and at the final impact point the indicated speed on the right hand panel was between 56 and 57,. . . this altered from 47 earlier, so it is possible that he landed with a bit of a tailwind component, but as we all know ( well, those of us who have experienced multiple engine failures in silly non-certified aerial appliances anyway ) that things can become exciting if there is not much height to play with when it goes quiet, and if you feel that the landing options are a little none friendly.Yes,. . . 56 / 57 MPH is quite a velocity when you come to a sudden stop, much decelleration force. Lucky lad. Sounds as if you actually KNOW the daft bugger,. . . I only chat to him on numerous forums, BMAA, . . . Microlight Flying, . . Fizzogbook . . . etc. . . Lovely bloke, being the owner of a very incisive engineering mind. . . .

In any event, I hope that the trike had some hull insurance. . . he's back on FB now, posting stuff about magic magnetic engines and diggers getting stuck in the mud etc. . . .

 

Phil

Firstly, My name isn't Ian ;-)

I have also watched the video around 9 to 100 times & was more concerned by the momentary 12g that was recorded on the G meter at impact than the 57mph impact speed.

Yes I do actually KNOW the daft bugger,..... in fact I even KNOW the daft bugger who just called me " Ian "

To give you a few clues, I think you once referred to me as the Highest Paid Aviation Lawyer that has ever visited Otherton, you also referred to me as the fastest person you have seen shift a haybale from the side of the Runway at Otherton........ there is a bigger Spectrum to my life ;-)

C'mon Phil.......You must know me ;-)

Just a question from someone who knows nothing about trikes. It would seem the rate of descent was more than 1000' per minute and the landing speed around 60mph. Would that be optimal in an engine out situation and what would be the rate of descent and approach speed normally? How much control do you have over speed and ROD without power?

Or hit that manor house it looked like he overflew the gardens of.

Kev is a pretty good pilot & he isn't daft ( even though he hails from Ferret land ) so I would be convinced he did make rational decisions right up until the impact ;-)

Indeed - and his previous trike was G-KEVS

Kev Armstrong had G-FFIT as the registration on his Quik between 2007 & 2010 then he went to SSDR machines with G-MGIC on his 1st Ace SSDR & then G-KEVA on his latest one ( which is the crash aircraft ).

The CAA have now released the Aircraft Registration into the Public Domain so I can now discuss the Project as a Definite Go'er

http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=1&mode=detailnosummary&fullregmark=CJPK

Deskpilot,

The link has now gone live http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=1&mode=detailnosummary&fullregmark=CJPK

So now you can see that Hugh's Project is very much alive & CLEARED TO FLY.

The Construction number was assigned PJK 001 because of Liability in the Event of an incident, I gave Hugh a surety that by taking on the Sgian Dubh project I would absolve him from all liability.

I am really looking forward to seeing G-CJPK take to the air ;-)

A couple of other bits of info on the Sgian Dubh

Oh Great. Keep us informed. Unfortunately, your publiapps link won't open for me.

Here is an excerpt from our Now Pro-Active CAA.

RE: Registering the Sgian Dubh G-CJPK SGIAN DUBH S/N PJK001

Inbox

x

RegAircraft

21 Apr (2 days ago)

to me

Dear Peter,

Thank you for your email and CA1 application form.

We would be grateful if you could confirm whether you are using your BHPA insurance cover for this aircraft. Also please could you clarify whether you are the owner of the aircraft following being gifted to you by Mr Lorimer as we are unable to register an aircraft to a keeper as this terminology is not used in the registration of aircraft. We can only register to an owner or charterer by demise. If the aircraft has been gifted to you please could you confirm the date on which this occurred.

Please could you also arrange for a signed and dated CA1 to be emailed or posted to us with the payment for £68. Alternatively, the payment can be made by telephone.

Thank you for your assistance.

Best regards

Sue Wood

Aircraft Registrar

Civil Aviation Authority

Aircraft Registration CAA House 45-59 Kingsway London WC2B 6TE

Yes guys, retracts pose problem and possible dangers, and that's the challenge. Why retract, cause I like the look of a clean airframe. Excessive CG travel, I'm well aware of that and am working on it. I started with a Grumman design but it got way too complex and heavy, even though it didn't move the CG at all.As for inline engines, mostly water cooled and heavier than a Jabbie.

Oh and FWIW, Hugh's plane will never fly, well, not in the UK at least due to some problem with the ruling authorities over there. Hugh prefers not to explain why. He flew a large scale r/c model to develop his design.

In fact the UK CAA are now so enthusiastic about the Sgian Dubh being in our care that they actually want us to get it into the air, Hugh was in a different era where the officialdom was of such pragmatism that he was fighting against those who just couldn't understand the genius in Hugh's work ( Everything Hugh built was to BCAR-S standards )

I have such a great repertoire with our now very progressive CAA that I am prepared to take some credit for them accepting the Sgian Dubh, however the full credit belongs to Hugh Lorimer for having designed such an incredible set of Flying machines.

Watch this space.

I have been following Hugh's work for some time, I would wait until the prototype has been flight tested and the bugs worked out. Flying Plank tailless aircraft are VERY sensitive to the CG, retracting the undercarriage towards the rear may cause complications.In my opinion the design has merit but because of its unconventional layout I would proceed with caution.

We will certainly proceed with CAUTION ;-)

Hi guys, I'm on a new journey. I've taken a shine to Hugh Lorimer's Sgian Dubh (Skian Doo) and have been adapting his plans into a larger, faster plane to suit my 6ft, 105kg frame. With his permission and help, I've increased the width by 2" and the headroom by 8 or there abouts. Some points are now a bit hazy. I've added a Jabiru engine despite all the negative stuff that's floating around at present, and added a manual retract system where the mains retract in a Cessna Cardinal fashion. Still working on the SketchyPhysics but hope to have a working model soon. Hugh aircraft was/is powered by a small Rotax 2 stroke, but has yet to leave the ground due to health problems, Hugh, not the plane.I might have to add a bit of wing area after I do all the maths (putting it off as long as I can) but that should be easy enough. The construction is F/glass over foam with wooden spars and floor. The outer wing panels are removable by simply pulling one pin per wing.

Hugh's plans are available on the web but are, unfortunately, far from complete.

 

So, What do you think?

 

[ATTACH]33790[/ATTACH] [ATTACH]33791[/ATTACH] [ATTACH]33792[/ATTACH] [ATTACH]33793[/ATTACH] [ATTACH]33794[/ATTACH] [ATTACH]33795[/ATTACH]

http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=1&mode=detail&dataindex=7&regmark=cjpk&pageindex=1

Well this is a bolt from the blue. Hi wecycle, welcome to the forum. Did you notice that this thread sort of faded away back in 2010 or before. I'm still interested in the design but have moved on to more ambitious things........mostly just dreams. You refer to twin boom designs and that is not what was my intention. Note my signature: Dare to be different, think outside the square. So many aircraft are just modified clones of what has gone before and that's just not my choice. Note also my avatar, a design I'm currently working on. Not mine initially but I'm modifying it to my needs. Google Sgian Dubh by Hugh Lorimer.I did take the prop round the boom to a much more sophisticated design but the must be on another forum, HBA I think. I believe I over came most problems associated with the design with the exception of it being cheap. Search for Development of a Dream.

http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=1&mode=detailnosummary&fullregmark=CJPK

We hope to have G-CJPK in the air very soon, it will be a very moving event for me as I know how much Hugh has put into this Aircraft and it needs to fly so that Hugh can be happy that his dream will fly ( Hugh has a couple of other aircraft called the Quaiche & the Iolaire, these are Project 2 & 3 in my SSDR Portfolio at this time )

Pics?

I have secured the registration G-CJPK ( The PK are my initials ) for this exciting Aircraft that will certainly make everyone in Blighty stand up & pay attention to what can be achieved.

The UK CAA are being very Pro-active in SSDR now where any microlight & some VLA that have an empty weight that allows 1x 86kg pilot and sufficient fuel to remain under 300kg if a New application ( or up to 390kg if previously been issued with a Permit to Fly issued by the CAA that was in force prior to 1 January 2003 has really opened up Doors for the UK Microlight fraternity.

Microlights like the CFM Shadow's, MW6's, Thruster's, Kolb's & even the Rans S6's can be SSDR cleared as can most Flexwing microlights.

The 3 projects I am putting through SSDR are all aircraft designed by an extremely talented Engineer who in all reality was born too early as this is really his dream & I am just revamping his dreams as SSDR is now really taking off in the UK ( excuse the pun ) and I am methodically satisfying the CAA SSDR Criteria's by having submitted such an array of documentation that proves these designs are perfect for SSDR

To briefly explain the UK SSDR Category :

In the UK the SSDR initiative removes all unnecessary regulation on sub 300kg microlights and opens a door allowing smaller self-launching microlights to be developed at much lower cost. This reduces the retail purchase price, reduces the ongoing cost of ownership, and reduces the pilot licensing bureaucracy.

Which aeroplanes may make use of the exemption?

Any microlight aeroplane that:

• is designed to carry one person;
   
   
  
• has a maximum take-off mass of no more than:
   
  300 kg for a single seat landplane (or 390 kg for a single seat landplane of which 51% was built by an amateur, or non-profit making association of amateurs, for their own purposes and without any commercial objective, in respect of which a Permit to Fly issued by the CAA was in force prior to 1 January 2003); or
   
   
  
• 315 kg for a single seat landplane equipped with an airframe mounted total recovery parachute system; or
   
   
  
• 330 kg for a single seat amphibian or floatplane; and
   
   
  

[*]has a stall speed or minimum steady flight speed in the landing configuration not exceeding 35 knots calibrated airspeed.

Hi All,

I have just taken on 3 Aircraft Projects that were built by a very gifted Aircraft designer from Ayrshire Scotland.

The idea is I get the 1st Aircraft & I am putting it through SSDR ( Single Seat DeRegulated ) with the CAA of the UK, once that is achieved I then have the 2nd aircraft to start on.

Well the 1st one is now completed & just awaiting Flight Testing.

I will keep all Recreational Flying forum members informed as I believe there is already a thread on this site about these projects from times past.