Golden Eagle Mark IV Powered Parachute. VERY NICE!

[hudsonhawk]

Golden Eagle Mark IV Powered Parachute.
Its a two seater with a Hirth 2706 Engine and a 10 gallon gas tank.
It has 106 hours on it and flys great its just not practical anymore.
There aren't any rips, tears, in the chute or in the seats. Its in very good condition.
Was bought for over $16,000

Please call 574-386-6421 to schedule a time to see it or for any general questions.

The price is $7000

For pictures go to http://www.sharkeysauto.com/Other/ppc

[phil]

Originally Posted by hudsonhawk

Golden Eagle Mark IV Powered Parachute.
Its a two seater with a Hirth 2706 Engine and a 10 gallon gas tank.
It has 106 hours on it and flys great its just not practical anymore.
There aren't any rips, tears, in the chute or in the seats. Its in very good condition.
Was bought for over $16,000

Please call 574-386-6421 to schedule a time to see it or for any general questions.

http://www.sharkeysauto.com/photo.jpg

You don't say how much?

[indoruwet]

Originally Posted by hudsonhawk

Golden Eagle Mark IV Powered Parachute.

Just to satisfy my curiosity, would you mind taking a pic from above and show how the steering mechanism is built ?

TIA

[phil]

Originally Posted by indoruwet

Just to satisfy my curiosity, would you mind taking a pic from above and show how the steering mechanism is built ?

TIA

I can tell you how it is built.
You have 1 big bolt going thru special bushings to prevent wear, along with what they called thrust washers to keep it smooth.
On the steering pedal, there is a delrin piece a few inches long, with an appropriately sized I bolt holding it to the foot bar.
There is a steel cable connected there, that goes theu a spring pulley assembly below the tilt bar on the lower main frame, and that then is routed straight up to the tilt bar, and secured with another I bolt thru the tilt bar.

It steered weight shift, not by deflecting the training edge.
The tilt bar eliminated torque, absorbing it at the pivot point.
BTW, it was an S.O. B. to put that part of one together.

I have a picture I can send you , but I can't send it to the forum, so PM me your private e-mail address if you want it. it is one we were never able to use when we had it on the web sites.

[hudsonhawk]

Sorry the Price is 7000 and I will update tomorrow with more pictures. Its a very unique PPC.

[phil]

Originally Posted by hudsonhawk

Sorry the Price is 7000 and I will update tomorrow with more pictures. Its a very unique PPC.

I didn't see an N number on it. Does it have an FAA N number and an airworthiness certificate?

[indoruwet]

Originally Posted by phil

It steered weight shift, not by deflecting the training edge.

OK, got it.
That is actually how my RC PPC is *being steered*.
Just two Servos *yanking* a horizontal bar (the easiest way to control it).

When I looked at the pic in the link, I did not see any *sticking out* steering bars, so ...
started wondering, what that short horizontal bar in front was *actually doing*.

Always fun to find out how things are accomplished.

Also, *weight-shift* is how I *trim* for wind conditions (to a point) ....
I move my butt .....

@Hudsonhawk:
Thanks for offer to add pics. Always interesting to find out how PPCs are built.

BTW ... speaking about *how PPCs are built* ...
I saw the *side by side* Sixshooter.
Now there is a *clean design*.

[hudsonhawk]

Sorry there it has not been given an n number or airworthy certificate. It was only flown solo out in the country.

[hudsonhawk]

Pictures have been put up, just click the link.

[phil]

Originally Posted by hudsonhawk

Sorry there it has not been given an n number or airworthy certificate. It was only flown solo out in the country.

To sell it in the U.S, you need an N number & an airworthiness certificate.
Doesn't matter if flown solo or 2 up. If you sell it out of the U.S. then that's is not an issue.

The only possible way to accomplish that is to go experimental exhibition, and that is becoming harder to do .

What is the wing on it, a Champion 560 or an Apco?

How many times has the hirth failed on that one?

I had one with 137 hours on it and after the engine was repaired after another one of it's many failures, (same engine as you have) it was sold, with a list of all the engine failures for $4000.00, back B4 N numbers were required.

Yes, I will also say it is unique. Very hard to manage on the ground with the tilt bar. Also, any pilot who could handle this on the ground will find an elliptical wing easy to work with.

Good luck, and please inform any U.S. buyer about the N number and airworthiness certificate problem.

[texas_tl]

Originally Posted by phil

To sell it in the U.S, you need an N number & an airworthiness certificate.

To sell it, it's not required to have the N number, right? An N-number is needed if the next owner wants to fly it legally.

I agree with Phil, make sure any buyer knows that it's not legal to fly. With that information, they can make their own decision about the risks they take. They can buy it and go the Experimental Exhibition route to make it legal, but that takes time and they will have a few additional restrictions.

Some people have had good success selling overseas and there are buyers in the US that would prefer that they NOT have N-numbers.

[indoruwet]

@ hudsonhawk and Phil:

Looking at the pics (sorry for hijacking your thread ...)
On one pic (from above), I can see the *steering bar*.
Then two line-sets.
What does each one do ??

It looks like the red *inside* set is connected to the trailing edge of the chute ?
I can *see* it going into the line socks ?

It also *looks* like the red line set is connected with a pulley set to the front wheel steering. When you pull back, does the chute then *flare* ?
When you *steer* the front wheel, left or right, it again *looks* like the trailing edge is effected also. (very similar to my throttle set-up, see my comment below)

If I understand, *steering* is thus accomplished by *weightshift* AND trailing edge ?
*Theorising* some more, I assume you can *steer* the PPC in flight, by *just the *stick*,
(the one in the middle), very similar to a *cyclic* helo control.
But .... in a reverse direction .... ?

Hmmm .... for an old rotorhead like me, how can I correctly incorporate that into my DM ????

Indeed a very interesting design.
Actually, a very elegant design for somebody who does not have control over his legs .....

BTW, I like the version Phil had a bit better ....
Extra equipment was very nice !!!!

My throttle set-up:
I have a Buckeye DM with the throttle stick (so NOT a Throttle Quadrant !).
The fixed connection point of the end of the bowden cable sheath, is NOT directly behind the stick, but slightly to the left of it (If you take a center line of the PPC as a reference).
If I thus pull back on the stick, I get a *normal* throttle action, which I could call *Coarse* adjustment.
While in that position, I can also push the stick left or right.
Because the bowden cable is slightly offset, I then can vary the RPM in minute increments. That I could call *Fine* adjustment.
Pushing the stick left, increases he RPM, pushing it right, lowers the RPM.

The original mounting of the throttle stick on a DM, does NOT allow left or right movement of the stick.


TIA.

[hudsonhawk]

Originally Posted by indoruwet

@ hudsonhawk and Phil:

Looking at the pics (sorry for hijacking your thread ...)
On one pic (from above), I can see the *steering bar*.
Then two line-sets.
What does each one do ??

The steering bar runs to the line socks controlling all other lines.

It looks like the red *inside* set is connected to the trailing edge of the chute ?
I can *see* it going into the line socks ?


The red String controls the front wheel the trailing edge of the chute.

It also *looks* like the red line set is connected with a pulley set to the front wheel steering. When you pull back, does the chute then *flare* ?
When you *steer* the front wheel, left or right, it again *looks* like the trailing edge is effected also. (very similar to my throttle set-up, see my comment below)

Yes.

If I understand, *steering* is thus accomplished by *weightshift* AND trailing edge ?
*Theorising* some more, I assume you can *steer* the PPC in flight, by *just the *stick*,
(the one in the middle), very similar to a *cyclic* helo control.
But .... in a reverse direction .... ?

You can steer it in flight with just the stick but there is a steering bar for your feet.

Hmmm .... for an old rotorhead like me, how can I correctly incorporate that into my DM ????

Indeed a very interesting design.
Actually, a very elegant design for somebody who does not have control over his legs .....

BTW, I like the version Phil had a bit better ....
Extra equipment was very nice !!!!

My throttle set-up:
I have a Buckeye DM with the throttle stick (so NOT a Throttle Quadrant !).
The fixed connection point of the end of the bowden cable sheath, is NOT directly behind the stick, but slightly to the left of it (If you take a center line of the PPC as a reference).
If I thus pull back on the stick, I get a *normal* throttle action, which I could call *Coarse* adjustment.
While in that position, I can also push the stick left or right.
Because the bowden cable is slightly offset, I then can vary the RPM in minute increments. That I could call *Fine* adjustment.
Pushing the stick left, increases he RPM, pushing it right, lowers the RPM.

The original mounting of the throttle stick on a DM, does NOT allow left or right movement of the stick.


TIA.

I hope I answered a couple of questions.

[hudsonhawk]

Originally Posted by texas_tl

To sell it, it's not required to have the N number, right? An N-number is needed if the next owner wants to fly it legally.

I agree with Phil, make sure any buyer knows that it's not legal to fly. With that information, they can make their own decision about the risks they take. They can buy it and go the Experimental Exhibition route to make it legal, but that takes time and they will have a few additional restrictions.

Some people have had good success selling overseas and there are buyers in the US that would prefer that they NOT have N-numbers.

Correct you do not need an N number to sell it just to legally fly it. I absolutely make sure the next owner knows the current flying situation.

[phil]

Originally Posted by indoruwet

@ hudsonhawk and Phil:

Looking at the pics (sorry for hijacking your thread ...)
On one pic (from above), I can see the *steering bar*.
Then two line-sets.
What does each one do ??

The red line is attached to the stick in the middle, which is the flare control. You pull in to flare, and with the champion wing you held full flare on take off, otherwise the wing would overfly you. While the red steering line is attached to a pulley on the foot steering bar, there is little trailing edge pull on steering. The other cable connects from the foot bar to the tilt bar and banks it.

Originally Posted by indoruwet

It looks like the red *inside* set is connected to the trailing edge of the chute ?
I can *see* it going into the line socks ?

It also *looks* like the red line set is connected with a pulley set to the front wheel steering. When you pull back, does the chute then *flare* ?
When you *steer* the front wheel, left or right, it again *looks* like the trailing edge is effected also. (very similar to my throttle set-up, see my comment below)

If I understand, *steering* is thus accomplished by *weightshift* AND trailing edge ?
*Theorising* some more, I assume you can *steer* the PPC in flight, by *just the *stick*,
(the one in the middle), very similar to a *cyclic* helo control.
But .... in a reverse direction .... ?

Hmmm .... for an old rotorhead like me, how can I correctly incorporate that into my DM ????

Indeed a very interesting design.
Actually, a very elegant design for somebody who does not have control over his legs .....

Leg pressure was very hard with this plane, and 2 up you had to really push.

NO, moving the stick side to side had no effect. If you pulled flare and went side to side, very little effect. You had to pull some flare on all landings so you would have positive nose wheel control while on the ground. it did not have any self centering springs.
This design was not well accepted by the ppc community, and there were some unexplained incidents with these.

Originally Posted by indoruwet

BTW, I like the version Phil had a bit better ....
Extra equipment was very nice !!!!

My throttle set-up:
I have a Buckeye DM with the throttle stick (so NOT a Throttle Quadrant !).
The fixed connection point of the end of the bowden cable sheath, is NOT directly behind the stick, but slightly to the left of it (If you take a center line of the PPC as a reference).
If I thus pull back on the stick, I get a *normal* throttle action, which I could call *Coarse* adjustment.
While in that position, I can also push the stick left or right.
Because the bowden cable is slightly offset, I then can vary the RPM in minute increments. That I could call *Fine* adjustment.
Pushing the stick left, increases he RPM, pushing it right, lowers the RPM.

The original mounting of the throttle stick on a DM, does NOT allow left or right movement of the stick.

TIA.

One other thing I noticed in the pictures, the hirth has fuel injection.
The computer has been known to shut off the gas when they lose the tach pulse, because the computer thinks the engine is shut down. When that happens in flight, guess what??!?

I know of one if he has not sold it that has the tilt bar locked and has converted it to normal steering, and IIRC he would take $5000.00 for it, N numbered, trailer & communication system. Yellow color. With this done, it is a totally different handling & flying plane.