| This is a list of Legal Eagle Ultralight updates and modifications that either the designer, Leonard Milholland, or builders have made. This is not a personal endorsement of any modification, just a list that I have compliled as a fellow builder. Input from all builders is welcome. Thanks for everyones help. Mandatory = Leonard Milholland is issuing a mandatory change to the plans. Recommended = Leonard Milholland recommends this modification be added to all plans. Approved = Builder modification, approved by Leonard Milholland. Builder = Builder modification, not approved or disapproved. Disapproved = Builder modification, disapproved by Leonard Milholland. |
| My Legal Eagle Ultralight Plans Updates & Builder Mods for the Legal Eagle Ultralight compiled by Paul Loghry (updated 5-28-2002) Page 1 of 2 |
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| Recommended: |
| Wing attachment posts: Add one inch (1.0") to the length of the front wing mount post. This changes the dimension on Page 8 from 2.5" to 3.5". Also lengthen the rear wing mount post an appropriate amount to get the 2 degrees of incidence. This is recommended by Leonard Milholland to avoid rubbing the center section of the wing on the 4 steel tubes that come up from stations 1 and 2 to join the overhead tube. (LM e-mail 6-7-01) |
| Axle wall thickness: Stronger axle recommended.. Leonard stated, "The axel tube is as thick as you can find. I used .049" but .062" would be better." (LM e-mail 6-12-01) |
| Blind ("pop") Rivets: John Bolding used to supply Cherry rivets in his materials kits but finds that brand isn't needed. He has changed to the more common ultralight standard, a good commercial stainless rivet. John recommends the AVEX pop rivest (aluminum) for those concernned about dissimilar metals in contact with each other. AVEX are used in all of the Zenith aircraft. Leonard says, "I always use stainless steel rivets - they are better than alum. rivets and are said to be stronger than an alum. driven rivet. I also paint them first to cut down on the possibility of corrosion." (LM e-mail 2-16-02) |
| Recommended: |
| Recommended: |
| Recommended: |
| Wing Struts: Leonard has changed his struts from what is shown on the plans to a streamlined strut that is available from Carlson. Leonard can give you the details. (Changed on Leonard's airplane before Oshkosh 2001) |
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| Photos and text by Paul L. Loghry. All rights reserved. Please e-mail a request if you would like to use a photo or other content. |
| Disapproved: |
| Don't shift anything to the rear: Leonard says it is a little tail heavy already. Add only lightness behind the pilot. (Don't add or move anything rearward.) (lm e-mail 3-28-01) |
| Approved: |
| Move engine mount 2 inches forward: Leonard gave the OK for the tall pilot that needs more leg room. "It's something you can do if needed." "Forward 2" will be OK." (e-mail 2-22-01 & 3-28-01) |
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| Wider Fuselage: For the bigger pilot, add 2" width at stations 2 &3 and move station 1 forward 2". Also, add an additional 1" aluminum vertical strap to the seat. (SK e-mail 2-18-02) |
| Recommended: |
| Stronger Gear: Some builders are changing the 5/8" tube from the axle to station 2 to 3/4". (Leonard's 5/8" has been damaged and repaired.) (I'm adding weight in this area, Paul.) |
| Builder: |
| Engine Crankshaft Balance: Steve Kiblinger's engine shakes with the DeMello balance job. He is now looking into Scott Casler of Hummel Engines doing a crankshaft. They drill a 3/4" hole through the crank connecting rod thows and add external counterwieght on the prop extension to get enough counterbalance. They also weigh the reciprocating parts, and add 35% of that weight to the crank throws for a reciprocating mass balance. (sk e-mail 2-18-02) |
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| Builder: |
| Engine Thrust Bearing: Steve Kiblinger suggests that if the drilled crankshaft from Hummel Engines is used that he, "would not want the "thrust" going thru there to the "center" #3 main bearing thrust setup... Just weld the oil galleries closed on the crank "cut end" (no machining, washer, pin or bolt required now) and put the thrust system on the "front" #2 main bearing saddle... You save weight and the thrust load goes in the best crank location." (e-mail 2-19-02) |
| Vertical Stabilizer Rib: Bottom rib in the fin is weak. Shrinking the cover can bend it. An additional diagonal brace going to the center of it will help. For ultralights, keep the shrunk temperature down to 250-275 degrees per Stits. 300F can bend it. (e-mail 4-10-01) |
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| 2 Degree Angle for Wing Mount: This method will work for a front monut tube up to 3" tall. Draw a perfectly straight line 86" long. Draw a right angle line at the end 3" long. Connect the lines to form a right triangle. (For front mount tubes longer than 3", lengthen the lines after drawing the 3" one.) Using a square, move along the 1st line until the distance between it and the angled line above it matches your front wing mount tube height. Then measure horizontally along the 1st line until reaching the distance to your rear wing mount tube (28"?). Using a square, measure the distance to the angled line above this point. This will be the height to make your rear wing mount tube for 2 degrees. (Danny Doolin talks trig. e-mail 6-7-01) |
| Landing Gear Spring: The spring specified in the plans (valve spring) is not strong enough. The ptototype Legal Eagle's spring is almost fully compressed without a pilot. "Increase the strut travel (slot) to about 1.25" for a longer spring. Strut changes from 6.5 inch to 7.5 inch." (sk e-mail 5-19-01) My choice (Paul) was a die spring 4" long, 3/4" ID and 1094 pounds at total rated deflection of 1.2" (30% of total length). Stated another way, it is 912 pounds per inch of travel. (Steve K. selected one of 1064 pounds per inch of travel and 3.5" long, perhaps a better choice) Mine is part number 07663032 $13.90 each from MSC. www.mscdirect.com |
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