Do you have a float rating….? If so you know the beating that an Aircaft takes on the water…..if not I’d go get one before you conceptualize a project of this magnitude….

Mapleflt wrote:You asked a question, your getting feedback you don't like and faulting the messengers.

I wish you the best of luck, cheers

Because just about every tip is to not do it or that it would cost tens of thousands and multiple years to rig. Gee thanks.

Spoke to Paul at clamore today for almost an hour. He has rigged 26 new airframes and was behind the CTLS project. He confirmed I don’t need an a&p to sign off on anything. He also would build the mock rigging on cad though would be difficult without having a model in front of them. He recommends finding a place with float experience but confirmed all of my interpretations of rigging methodology. Seems a quality fabricator could mock me up and incorporate some adjustability in the form of holes and pins/bolts.

Need to decide whether I’d want carbon fiber and front gear springs for an extra $20k over the czfloats.

double post

Airdave100 wrote:Do you have a float rating….? If so you know the beating that an Aircaft takes on the water…..if not I’d go get one before you conceptualize a project of this magnitude….

You think an ultralight with puddle jumpers take a beating?

Go for it! It's not rocket science.

Insurance is not that expensive in my case.
Clamar are nice people to deal with.

I don't know about Cessna or LSA, but you need to come up with a plan for rigging.

On a positive note you do seem to be very focused on mission completion and that's what is going to take. I don't know the specification requirements you will require but if it helps I see a set of Zenair amphibs listed on Bstormers. Maybe one route would be to pick up a "quick build" set of suitable sized floats to get a bit of a head start.

Airdave100 wrote:Do you have a float rating….? If so you know the beating that an Aircaft takes on the water…..if not I’d go get one before you conceptualize a project of this magnitude….

I'm just a low time PPL working on my tailwheel that mostly lurks here. You have a good resource right over the hill at the Calaveras Airport where you could get your float rating if you don't have it. Their supercub and 182 on floats is on the pond between Copper and Angels Camp. https://www.foothillaviation.com/

There's also a twinbee at Pine Mountain
https://mesratings.com/contact

RyanR wrote:You guys keep saying “it would cost less” without anything to back up that statement
:::::::::
Get real people.

The graybeards glance at each other and smile wanly. At length, one of them says, "Okay."

If you wanted cheerleading, you should've said so.

StuBob wrote:

RyanR wrote:You guys keep saying “it would cost less” without anything to back up that statement
:::::::::
Get real people.

The graybeards glance at each other and smile wanly. At length, one of them says, "Okay."

If you wanted cheerleading, you should've said so.

I had decided to make no more comments on this post...but that right their was pure gold!!

OliBuilt wrote:Go for it! It's not rocket science.

Insurance is not that expensive in my case.
Clamar are nice people to deal with.

I don't know about Cessna or LSA, but you need to come up with a plan for rigging.

That is a great diagram! I started a thread once asking for the fundamentals and strategies of float rigging, hoping for a reference like that. I realize it’s only for Clamar but I’d love to learn how they came to these values.

I have a Taylorcraft F21 on Baumann 1500 amphibs. Out performs most Any small float plane. Putting those floats on, even after having Baumann 1500 straight floats first was a real PIA dealing with the FAA. That being said, I bet I have less invested in that plane on bush wheels, TrickAir skis and amphib floats than one would have in a finished 162 on any floats.

Tcraftf21 wrote:I have a Taylorcraft F21 on Baumann 1500 amphibs. Out performs most Any small float plane. Putting those floats on, even after having Baumann 1500 straight floats first was a real PIA dealing with the FAA. That being said, I bet I have less invested in that plane on bush wheels, TrickAir skis and amphib floats than one would have in a finished 162 on any floats.

Don’t doubt it

What do you mean pia? What engine?

Pain in the ass. 0-235LC2

Tcraftf21 wrote:Pain in the ass. 0-235LC2

I mean what made it a pia

ELSAs don’t deal with the FAA other than phase 1 testing for 5 hours.

So is your gross weight 1750lbs? With 115hp?

With that power to weight ratio seems 100hp would be good for around 1500lbs.

Hmm

Have a couple ideas for firewall rigging, does anyone have an engineering background?

With the LSAs being so light, the Zenair 701 just adds a single bar for 1450s so that tells me the stresses are much much less than any “normal” other 2500lb type. Ends of the bar are simply drilled for a bolt and fork style fitting.



My 162s nose gear setup. The shock is designed to take the brute of the force and the engine brace is reinforced for this which would be maintained with a similar solid rigging bracket.



my bracket idea that should equalize stresses. Possibly even utilizing a rubber inner bushing for the upper mount, similar to a sxs A-arm (my old CanAm x3 coming to mind) to limit extreme shock transfer.



Thoughts?

Trying to get my bearings on that mount

Id probably tie in the outboard firewall attach points over the forward nose wheel bit, and have the float attach points as close to the engine mount firewall attach points as possible

Not a engineer, but I did play a pilot on TV

NineThreeKilo wrote:Trying to get my bearings on that mount

Id probably tie in the outboard firewall attach points over the forward nose wheel bit, and have the float attach points as close to the engine mount firewall attach points as possible

Not a engineer, but I did play a pilot on TV

Works for me!

Not sure I follow either lol. So the “main” support bar on the mount (trunnion?) would look very similar to the original nose gear, just wouldn’t have the mounts for the shock and wheel of course.

The tubing would extend past the swiveling plates just enough to fit the rigging fork. Probably throw in a plug inside so I can crank it down and avoid any wallowing out.

Thinking about having slightly longer swiveling plates to move away from the firewall to alleviate some of the forces off the bottom frame/firewall tabs which would move the moment in favor to the shock mount. I could even use one single bar (make it with a tab and fork with turnbuckle to allow adjustment?) to save some weight though having a triangle with the bottom legs welded as close to the rigging fork would certainly be more tough. I would just have to get it perfectly right the first time, or I’ll be channeling out the drilled hole to allow necessary adjustment. Hmm. With a plug that may be just fine.

I do have ideas to allow me to test 2, 3, and 4 degrees of incidence and probably 2, 3, and 4 inches for the step aft of CG… though it might be wishful thinking

Just not sure what’s overkill on a dinky little plane.

Another challenge I will have is installing lift rings.

Believe my plane uses the same spar block all the 100 series uses, but I’m seeing two versions. One with a hole specifically for lifting rings and one without

Anyone just throe a fitted hollow cylinder spacer in the channel and use washers on either side?