Flitzer
plans comprise 33 mostly A1 size sheets, and are
comprehensively illustrated, with much text, and many
perspective, exploded views of components. All metal fittings
are drawn full size, and plans have been updated to reduce
time and cost of fabrication. Since first flight, the 1834cc
VW-powered prototype Flitzer Z-1 has flown over 70 hrs.,
without any changes to rigging or trim of the machine, other
than for experimental purposes. Handling is exemplary,
controls being light and powerful, without the
over-sensitivity associated with some small
biplanes. The aeroplane has been dived to over 125 mph.,
controls firming-up appropriately, without any aerodynamic
buzz, and terminal velocity appears to be well short of the
flutter regime.
It flies
hands-off in the cruise (Vc = 86 mph.) and will complete a 360
deg. turn in 7 secs. at this speed.
At Vc, deliberate displacements in pitch, both positive &
negative, result in stick-free re-acquisition of flight path in
1/2 oscillation, ie. deadbeat damped in cruising flight.
With the American Ellison EFS-2 slide carburettor, developed
power is in the order of 60+ hp., and the aeroplane gets
airborne in 7 seconds in about 130 yds. At approx. 80% MAUW.,
rate of climb averages 700 fpm., and maximum speed
straight-&-level is just over 90 mph. with the currently
un-refined 'cruise' propeller, at 3000 rpm., red line being
3300 rpm. for this engine, so more performance may be achieved
via propeller improvement.
Stalls are innocuous, with or without power: 44 mph. straight
ahead power off, and below 30 mph. IAS at full power - with
gentle wing drop and plenty of pre-stall warning in terms of
hunting in pitch and short-period wing rock. Control about the
yaw and roll axes is maintained below stall. Recovery is
immediate on relaxation of stick pressure. The true stall
would not develop with the Z-1 prototype's "small tail", the
aircraft mushing in stable sink at an indicated 44 mph., power
off (a safe condition). But with the 6% area increase in the
horizontal tail, as shown on the Z-21 "plans" version, a clean
g-break is now achievable, and with full power the 'straight'
, un-accelerated stall occurs at an angle of +35 degrees of
pitch.
Best angle
of climb is achieved at 45 mph. IAS, and best ROC at 60 mph.
Approaches are flown at 60 mph., reducing to 55-50 over the
hedge, touching down at about 45. The latter figures may be
reduced with the slightly larger tailplane shown on the plans.
The machine copes well with crosswinds on a narrow farm strip,
despite not being equipped with brakes or a steerable
tailwheel, although these options will be included on a later
sheet. Streamlined main undercarriage leg fairings have been
fitted, and add both to the machine's appearance, and also to
performance.
Some fifty sets of Flitzer drawings are in circulation
world-wide, with several examples being built in the USA, as
well as in Australia, NZ, Italy, France, Germany, Canada, S.
Ireland, and the UK. The second Flitzer, the ex-Bell-
Aeromarine proof-of-plans Z-21A demonstrator flew in '99, and
handled beautifully, approaches with the larger tail
confirming the predicted reduction of some 5 mph in IAS by
comparison with the prototype Z-1, the latter a/c having
previously been tested with a facsimile Z-21 tail. The Z-21A
is specifically identified by its 2" wider fuselage (24"
cockpit width compared with 22" on the prototype and basic
Z-21)
Maximum
weight authorised is 750 lbs., and structural improvements,
higher tailplane reserve factors, and the use of 4130 steel on
the plans versions, have contributed to an increased overall
reserve factor at this weight. Empty weight is 479 lbs.,
and fuel tank capacity is 8.5 gals. (Imperial). The aeroplane
is comfortable to fly, and the cockpit is surprisingly warm
and free from draughts, despite the small 'period' aeroscreen.
The growl from the paired exhaust pipes is a sound quite
unlike the typical VW 'flutter' , more like a 'twenties long-
stroke V-type. The machine never fails to attract attention
wherever it is seen, and has been flown by several eminent
test pilots.
Plans are extremely detailed and graphic containing all
information needed, down to options on engine installations,
exhausts and induction pipe offsets to provide the
aerodynamically cleanest and most attractive engine cowling,
as well as they're being a build manual. Section profile is
USA35B, with excellent L/D and gentle stalling
characteristics.
specifications
powerplant
propeller
length
height
wing span
wing area
seats
empty weight
useful load
gross weight
fuel capacity
range |
50 to 80 hp (data for 1834 cc VW)
x
14'-9"
x
18'-0"
97 sq.ft.
1
479 lbs
x
MTOV 750 lbs
8.5 imp gals
300 miles |
performance
takeoff distance,
ground roll
rate of climb
max speed
cruise speed
landing distance, ground roll
service ceiling |
400 ft
700 fpm
90 mph
86 mph IAS
400 ft
12,000+ ft. |
limiting and recommended speeds
design manoeuvring speed (Va)
never exceed speed (Vne)
stall, power off (Vsl)
landing approach speed
|
x
125 mph
44 mph
x
|
|
|