Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/194874
The structure of the Sam has been designed for a gross weight of 1,450 pounds, so homebuilders of any of the experimental versions can run full fuel and have 488 pounds left for fun. Although the Sam LS is flying with the 100-hp Rotax 912S, it can accept engines from 80 to 130 hp, so a budget- or performance-minded builder of an experimental has a lot of engine choices. The options include the 80-hp Rotax 912 or turbocharged 914, the Jabiru four- or six-cylinder engines, the Continental O-200, VW, RevMaster, and UL Power fourcylinder engines; in fact, any proper horsepower unit up to 250 total installed pounds can work. Currently Sam Aircraft supports the Rotax installations and soon will support the ULPower line of engine as well. Digital and analog instruments provide primary and backup information in a neat arrangement on the panel. Unlike some special light-sport aircraft (S-LSA) manufacturers, Thierry encourages the building of experimental amateur-built versions. The Sam is approved in Canada as an advanced ultralight in kit and ready-to-fly formats. For the pure experimental market, Thierry also offers several levels of kits, from 51 percent (including finished spars, weldments, and tested fuel tanks) to more basic kits that still include all the welded components. Phased building is encouraged. "Save the engine and propeller until last," Thierry said, for convenience, logistics, and economics, and to keep pace with your increasing building skills. There is no price penalty for buying subkits; the only increase in cost might come from receiving multiple shipments. Proof in the Flying The Sam's first flight on February 26, 2013, was a predictable event. "Everything was as we planned it," Thierry said. "Now we will go and examine the data." The flight program was essentially complete by the beginning of May. Test pilot Rafael Langumier flew a series of 22 missions that encompassed 31 hours, expanded the flight envelope to the edges, and was able to confirm a level-flight top speed of 125 mph, a fully loaded climb rate of 900 fpm, and a gentle stall, with plenty of rudder authority all the way. Thierry said, "We did the spin testing at forward and mid CG, and we have done all the required test flights and received the approval by Transport Canada under the Advanced Ultralight (AULA) rule, which has a weight limit of 1,232 pounds in Canada." After most of the flight envelope had been explored, Thierry flew with the canopy off. "It was my first open-cockpit experience," he said, "and it was exhilarating beyond my imagination!" All the Sam configurations can be flown without the canopy. Te main control torque tube attachment. The Sam is stressed + or -7.9g ultimate at the LSA gross weight of 1,320 pounds, and basic (positive-g) aerobatic maneuvers (chandelles, lazy eights, and banks of 60 degrees or less) are design-approved for both the LSA and CC models. In the experimental version, the Sam can gross up to 1,450 pounds. Ease of build, inspection, repair, and ownership are designed in. The cowl comes off quickly for detailed inspection. Wheels and brakes are right out there in the airstream (and a parking brake is optional), and the master cylinders are right at hand in the cockpit. Control continuity is easy to check visually in addition to operationally where you move the controls and watch the panels. The composite fuel tanks are tough and factory tested. It's easy to get under the floor; the canopy is a cinch to remove for access, or even for flight; and window panels are easily replaced. Pilot and passenger comfort are enhanced by fixed rudder pedals and two movable seats, with enough travel to accommodate most pilots. On the LSA version, cabin heat is EAA Experimenter 23