Welcome to my Robin Blog.

It was suggested to me that I start a Blog on my ultralight project the "Robin". I have been working on this project for 4 years. On one of my first days at Vought aircraft, a stress man and future friend named Kenny Andersen walked up to me and said, "Aren't you the Mark Calder that designed the Wren Ultralight" Why yes I am I said. "well what have you done lately?" That was the genesis of the Robin design. The first 2.5 have been spent in the design phase. Actual construction started 1.5 years ago and has actually progressed smoothly. There have been a number of changes from the onset, but for the most part it is following my original concept. I will eventually sell plans for the Robin and make available all molded parts, fittings and welded assemblies. The Robin is designed to FAA part 103 and as such requires no pilots license to fly, although I think its a good idea to actually learn how to fly!! The actual name "Robin" was my Daughter Jamie's idea, I asked her to name the design based on my "cute little bird" theme (Wren)



Every good aircraft design has a "Mission" in mind before the actual design is started. A good designer will refer back to this mission every time a design decision must be made. Good design after all is just a series of good design decisions. On my first Ultralight design the Wren, the mission was to design a high performance low powered aircraft. The reduction of drag was the prime concern. I had been flying powered Hang gliders prior to this and because of this experience, I placed a high priority on climb performance. While most designers chose bigger engines, I chose lower drag and high aspect ratio (low span loading) wings. The Wren could out climb conventional Ultralight with up to 65 hp. The Robin follows this philosophy, but tries to improve on the performance of the Wren. Ultralight are not built by "rich" people, they offer an inexpensive means to enjoy one of the greatest experiences of my life, low speed soaring and flying.



Design Concept



The cost of an aircraft is directly proportional to its weight. , if low drag can be achieved then lighter and cheaper engines can be used. The Robin expands on the design mission of the Wren by using a longer span (40') wing and using a low speed laminar flow airfoil, (Wortmann FX 170) The leading edge of the wing on the prototype is molded fiber glass. The spar has been placed at 33% of the wing chord because the chosen airfoil is laminar over the first 32%. The aft covering is light weight Dacron Fabric. The leading edge of this fabric is purposely pinked and placed at the 32% chord point to facilitate laminar transition and elimination of separation bubbles. The main difference between the original design of the Robin and the current final design is the elimination of the single mono wheel retractable landing gear. Part 103 does not allow for a retractable landing gear. Which is really unfortunate because I spent a long time designing a really neat mechanism!!

In the course of the 4 years I have worked on the Robin, the structural design concept has evolved radically. Originally I was going to draw on the design of the Wren and use essential the same construction concepts. The original design of the Wren was heavily influenced by my Friend Steve Wood's Sky Pup design. I lived in Wichita Kansas and worked at Cessna Aircraft along with Steve. I watched his progress on the Pup and was very impressed with his concepts. I adapted the concept of using Styrofoam sheeting as the shear panels for the fuselage and the wing ribs. I did not however use the foam for the shear webs of the wing as Steve did. I originally wanted to build the fuselage of the Robin in a similar manner. Weight and the desire to not use foam for the basic structure due to the danger of fuel leaking eventually drove me to a all wood fuselage design. The wings were designed to take advantage of the Graphlite carbon pultruded material pioneered for the experimental aircraft by Jim Marske. I was familiar with this product from my experience at Bell Helicopter where it was considered in the construction of the V-22 wing.









Fuselage Construction

This is an area where I have spent the largest portion of my time in both design and construction. I have redesigned the fuselage 3 times. My original concept was similar to my original ultralight the "Wren" , a fuselage built from 4 sheets of 1/2" Styrofoam. The foam would have been covered by a light weight glass. I couldn't make the weight on this design, I had tried two iterations before I threw it out and discovered Natures composite, Spruce wood!!!  The following is a picture of the original fuselage truss I designed.

  Now this may seem minor, but I could not show this design "Good" or structurally viable. The main loading for the aft portion of this fuselage is a downward acting tail load. It is always a percentage of the main wing loading. Usually around 10%. An airplane actually carries 110% of its design gross weight in the max pull up design condition. This is the balancing tail load that reacts the wing pitching moment. So in this design, for positive loading all of the diagonal members of this truss will react this load as a shear component. The angle of the member and the direction it faces will determine the actual load (vector sum of the load) and whether this load is in tension or compression. To simplify this design I chose to build the truss with 1/2" x 1/2" spruce sections. The diagonal members are longer than the vertical members, this means that they become a much longer column when placed in compression, I could not show most of these members "good" based on the compression loading. The solution was to reverse the members such that they are all in tension for the positive loading. Remember, negative loading which WOULD place these members in compression  is 1/2 that of the positive load. Its a simple trick, but it saves almost a pound!! All of the longerons are doubled up 1/2" x 1/2" sections. The pitch of the vertical members was determined by the critical length of the longerons in compression. The design of the gussets by the way is very straight forward and conservative. The assumption I made on all gussets is that they should be able to transmit the net tension load of the attaching member. Since all attaching members are 1/2" x 1/2" , I assumed a tension load equal to the max allowable of the spruce and added a safety factor. This is conservative, because actual loading is less than this design stress. Most members are actually sized for compression. Here is an Isometric view of the final fuselage design. 



Fuselage Isometric everything in this picture weighs 26 lbs


Construction of the fuselage started by building a flat level work table 17 feet long x 4 feet wide.
   



Fuselage jig table
  








I used particle board and painted the surface white. The base had sufficient cross members to keep the surface from sagging. I used the old wing assembly jig as a table base. The next step in the construction is to lay out the full size jig from the fuselage plans.





marking jig

I made a pretty useful jig tool here. This is used to locate the bevel or end trim of a member. The untrimmed spruce member is set on top of the existing trimmed pieces. The jig is set on top of this untrimmed piece with the two blocks aligned to the trimmed member. The bevel angle is then drawn on the untrimmed member. I usually cut to within a 1/16th of an inch and then carefully sand the rest. I will do this numerous times until the fit is exactly line to line. Not too tight to where the adhesive is forced out, or too loose where it could actually flow out.


jig being used
 





Wood can only be ordered economically in 109" lengths. Because of this the longerons need to be spliced. The type of splice I used is a 15:1 scarf splice. I used a scarfing jig on my table saw to cut the exact same angle in both pieces of the longeron. The longerons are then splice "insitu" or during the build up of the side truss. The 12:1 to 15:1 taper is a standard aircraft wood splice angle. The idea here is to have more bond strength than the ultimate tension of the piece being spliced. A proper splice will fail in the wood before the glue joint. Its important not to sand these edges, sanding overturns the surface wood fibers and does not allow the epoxy to flow into the exposed wood cells. All cutting was done on the table saw using a hollow ground planer blade. The long locating blocks on the assembly jig board are screwed into place and are used as clamping blocks for the splice. Excessive clamp force must be avoided to keep from forcing out all of the adhesive. Remember, epoxies only require contact, not pressure for a successful bond. The jig board was coated with 3 coats of carnuba paste wax  to ensure everything would release.

Scarfing jig

The fuselage sides are identical for the L/H and R/H sides. The joint between all members is made with 1/16th" plywood gussets. Gussets are used on both the inner and outer surface. So when a pattern is made for one gusset, it is duplicated 3 more times. There is no real drawing of a gusset, just minimum areas that need to be maintained. The idea here is that the gusset will be sufficient in tension area to develop the full ultimate tensile load of the member. This simplified my analysis because I only had to worry about a single master gusset. In the design of a truss, the idea is to have all of the members intersect at the centroid of their sections. This eliminates any induced out of plane loading. from a practical stand point, its pretty tough to do, so in the plans I approximate it. Attach the gussets with T-88 adhesive and 3/8” staples. Shoot the staples through a piece of heavy Dacron fabric or Peel ply. This make removal a snap after the bond cures.

The following picture is the completed fuselage side and my dog Boo (Aussie Sheppard). Both sides are built up in the truss jig and gussets are attached to both surfaces.

 

side truss and "Boo" my Australian Shepard
 

Once the side truss is completed, the builder has the option to either make a new top view template or clean up the side truss template and lay out the top view template. Since the Robin was fully modeled in a 3D CAD system, it was possible to lay out an exact developed flat pattern of the side truss. In reality the flat pattern is slightly longer than the actual side view of the truss. This becomes apparent when the sides are brought together on the plan view template.

side truss jig

The procedure for building the completed truss is similar to building the side trusses. The fuselage is constructed up side down because the upper longeron is flat. When cutting both the horizontal members and the gussets a duplicate is also made for the lower longeron. When fitting the horizontal members, use the jig earlier described and cut an accurate bevel. I usually cut a piece long and then sand the parts on the belt sander to a perfect fit. When attaching the lower longeron horizontal members, be sure that the pieces are parallel to the lower longeron surface where the gussets are to sit. Make some large 90 degree triangles out of particle board to act at squares to keep both sides square and parallel.


Truss flat pattern

After the side trusses are attached, let the fuselage sit in the jig. At this time you will build up the wing box carry through and the landing gear attach frames. These can be built up ahead of time and installed when the two sides are jigged together. Both frames are built up separately and then jigged into position before the additional box members are added. The main wing attach pins are used to locate the wing frames parallel to each other. The landing gear frames have two large bushed holes; these holes are used in conjunction with a maple dowel pin to align the frames. After the frames are bonded into position, the dowel is removed and the bushings are replaced. 


completed basic fuselage truss. 21 lbs


Here are some more pictures of the completed truss.



after the truss is finished, build up starts for the  Roll over cage and turtle deck. The Vert fin is atached and the  landing gears can be assembled  and Whoopee!!! A milestone is reached!!  "Weigh on Wheels" Normally in the business, everyone gets to go to the main assembly area and they give you an ice cream bar. Because I'm a little smaller than than the "big boys" I just cracked a Bottle of Merlot and a Neighbor and I killed it!!!




Weight on Wheels
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