F1 Eagle Aircraft, Experimental
Fly By Wire High Performance Airplane

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Enter the Digital World!

Radical New Aircraft Design

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   High Performance Experimental Aircraft Kit designed specifically for a Fly By Wire Control System!  Check it out!

Changing Aviation in a Digital World

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FBW (Fly By Wire) systems are in almost every modern Commercial Transport Airliner on earth, starting with 

the Concorde in 1976 and have proven themselves to be 

the norm for the industry.  In May 1972 the first 

American airplane flew without mechanical 

connections between pilot and control surfaces. 


Almost 47 years ago. Time is NOW

Military fighter jets have also been taking 

advantage of these system since the early 1970's.


We are now pulling the FBW technology in to the 

Experimental Aircraft sphere. Gone are the days of complex, 

heavy and maintenance intensive mechanical systems. 

With digital control it opens up abilities that 

were not even possible before!


 With the press of a RED button, immediately 

it commands the airplane via the computers 

to go safely into straight and level flight. 


 Flight envelope protection, and having 

on-screen guidance for best glide in power off, 

best angle or rate of climb, and coordinated turns, 

all are easily touch screen selectable by the pilot.


Having a Primary and Secondary ADAHRS 

(Air Data Attitude Heading Reference System) 

provides an even higher level of Reliability.  

These keep the computers supplied with 

critical flight data information! And include 

attitude, airspeed,  altitude, magnetic heading, 

G-meter, turn rate, DG, VSI, AOA, AOS, OAT, and TAS.  

(lots of acronyms in aviation...)


This Aircraft is Exciting and Brilliant!

Maximum Performance

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Computers are inherently smarter and faster! 

They posses the ability to make critical decisions 

thousands of times a second for the optimum result! 


Safety and reliability are of the upmost importance. 

With many computers, several electrical power systems, 

and 4 control surfaces each for Pitch, 4 for Yaw, 6 for 

Roll, all having back-up for tremendous overall safety! 

Military grade side stick control grip with switches 

and buttons used for the most common functions. 

There is even a small joystick on the left ahead of the 

throttle quadrant, always on direct law computer 

control, it overrides the control outputs, and with 

a twist to the knob controls the rudder position.


When not in motion, a Bluetooth connection (using 

your smartphone) allows you to walk around the 

aircraft and operate any and all control surfaces for 

Testing. Check full range of motion, torque or load 

applied to the surface, including the engine 

controls. This makes for a through control 

surface pre-flight for the entire aircraft.


"State of the Art"  high precision Hall Effect PWM 

(Pulse Width Modulation) contact-less and 

1,000,000 cycle rated devices send information 

from Throttle, Mixture, and Rudder Pedal positions 

as well as the back-up joystick to the computers. 


The electrical systems and components all operate on 

28 volts, keeping the amperage needed down to about 

1/2 of a what a typical 14 volt system uses. Smaller wire 

makes the entire electrical system much lighter.


Advancing the field of Aviation with proven technology!

Setting the pace!

F1 Eagle Aircraft Information

Single Place 

Semi Conventional Gear

(Glider Style Taildragger)

VNE: 318 MPH

Empty Weight: 510 Lbs.

MTOW (Max Take Off Weight): 875 Lbs.

Wingspan: 28' (including Dr. CD's)

Wing Area: 68.8 Sq. Ft.

Wing loading @ MTOW: 12.7 Lbs. per Sq. Ft.

Wing maximum g-load: +8/-6

Wing aspect ratio: 10.3

Stall speed: 63 MPH

Length: 21'-11"

Roll Rate: 270° per second

Continental O-200 100HP (stock @ 2750 RPM)

Fuel capacity: 7 gallons 

(Fuel is contained in a bladder tank in the pylon and nacelle above the engine. Fuel shut-off is located above and behind the pilots shoulder on the firewall where it is easily accessible)


An all Carbon Fiber high aspect ratio natural laminar flow wing with Dr. CD's (aka: blended winglets or sharklets,  Dr. CD is our name "Drag reduction Control Device" for our wingtip devices) I came up with the design in 2002 and have waited this long to finally get them on an airplane! They look very similar to the ones Airbus is using on their A350X (as pictured) but, ours extend a smaller percentage behind the trailing edge, thus reducing the torsional effect.


Dr. CD's are constructed with a composite Kevlar®/Carbon Fiber Rod spar and S-glass (30% stronger than E-glass) on the vertical skins to accommodate the placement of concealed antennas. The Dr. CD's are removable for access as well as for wing removal/transportation.


The engine is placed below the wing making for various engine options such as: 

Rotax, Continental C-85, O-200 up to a Lycoming AEIO-360, and it doesn't affect CG much.


With a high wing position and low horizontal stabilizer placement makes it 

practically impossible for the tail to get blanketed at any angle of attack!  

Spoilerons, Tailerons, Rudders, and V-Tail Ruddervators are all 100% balanced. 


The entire fuselage is in clean undisturbed air. An aerodynamic shaped pylon rises vertically above the wing to a small nacelle that contains the belt driven prop shaft. A pusher type 4-bladed composite propeller with a pressure recovery style spinner finishes off the clean nacelle. (with a normal pusher type aircraft the prop is in heavily disturbed turbulent air from going around the entire fuselage, over the wings, and across the tail surfaces before contacting the prop)


Almost the entire exterior surface of the aircraft is Carbon Fiber composite, the fuselage structure is pulled from 2 mold halves, wing and spar, tail surfaces, and the Dr. CD's (blended winglets) are also molded parts. There is a well re-enforced Carbon/Kevlar® cockpit, a Titanium /Carbon/Kevlar® composite firewall on forward side of the engine, a thin CarbonX® Aluminized Solutions layer above and aft of the engine to protect the integrity there too. Since there are no mechanical control connections (just electrical) aft of the engine, the fuselage detaches to provide access for maintenance/inspection and ground transportation.


Chromoly tubing is utilized for the engine mount, wing tie-in and main landing gear structure. The front of the engine (faces rearward) is fully supported so it needs less structure at the rear, shares the weight at the prop flange further reducing vibration. This design provides no chance of the engine coming loose if you lose a propeller.


Titanium push-rods connect the actuators to the control surfaces. The battery compartments 

have temperature sensors, a smoke/fire detector is located in the engine compartment and voltage/amperage will be closely monitored too. An air powered starter will be used to lighten things up a bit more. The starter will engage on the lightweight flywheel at the front of the 

engine (O-200) and also contains the dual hall-effect crank sensors for the electronic ignition, 

hand propping is still possible.


There are no landing gear legs or wheel pants to cause drag! Glider style main gear, with dual tubeless 11.4 X 5.00 tires on Beringer wheels, (the hydraulic Beringer braking system has two dual piston calipers with a wheel static load rating of 1,518 lbs) Small retractable outriggers extend out 

of the bottom side of the fuselage for landing/taxi parking.  A Retractable Tail-wheel with two 120 mm tailwheels extends out of the bottom of the fuselage behind the horizontal stabilizer and 

uses a lightweight air cylinder for actuation. Steering control is achieved with a  servo/actuator. 

(a small lightweight, high pressure, composite air tank that is already onboard for the air starter 

will be used for the gear operation)


Cockpit height is 30.2" high, field of view horizontally is well over 300°, and from 10° 

down over the nose to 90°+ upward. Large lightly tinted canopy gives unobstructed 

views especially because the wing sits above and behind the reclined pilots seat. 

Five point racing harnesses with a quick release restrain the pilot. Fresh air comes in 

at the nose co-axially around the base of the air-data boom. Oxygen will supplement 

the F-16 fighter pilot helmet and face mask to the pilot.


An all glass instrument and avionics panel display system controls and information.  

Electronic Ignition lightens up things compared to having 2 heavy magnetos and gives 

much better performance. Again this will have two entirely separate 28 volt power sources, 

with a redundant back-up and automatic power switching. Going electronic takes 

mechanical load off the engine and gives optimum performance for altitude, air density 

variations, and power settings.


Speaking of batteries... 6 lightweight and compact Li-Fe (Lithium Iron Phosphate) 

batteries (3 sets of 2, and all 6 batteries weigh a total of 10.2 lbs!) a lightweight 28 volt alternator will supply the needed power. The system acts as a UPS, (Uninterruptible Power Supply) if alternator power is lost, the batteries share power through a "Static Switch" with no interruption in power and has enough capacity for hours not minutes, and can sustain flight much longer than there is fuel onboard!


The routing of Power and Signal from each system follows separate paths and in critical areas such as the engine compartment are protected from fire by being encased in a fire resistant material. There is no bundling of wires/cables or going through the same bulkhead locations with different systems.


This aircraft is designed to meet minimums and surpass (where surpassing is allowed, such as safety) all of the International Formula One Air Racing rules!

Airbus A350Xwb Sharklets

Airbus A350Xwb Sharklets

F1 Eagle Tech info

Control System Information

Redundancy is an understatement! 


There are 6 Ailerons, comprised of 2 Spoilerons, and 1 Flaperon 

on each side, all 6 are individually driven. The outboard Spoilerons are driven with 

a redundant actuator that has two separate 28 volt power sources and two different 

computer signal sources. There are a total of 12 actuators for the control surfaces, 

and 1 for Throttle, 1 for Mixture for a total of 14.


Having this configuration allows for some really cool things! 


Computer controlled wing surfaces can have the outboard ailerons move less, 

then more on the middle set and most on the inboard set for equivalent roll rate 

performance. At low speeds it reduces the chance of tip stall. Why do we do this? 

At high speeds it reduces wing twist/flex. Airliners lock the outboard ailerons 

at cruise for this reason.


The UV6 Tail (6 tail control surfaces) is a unique design to take advantage of a safety 

back-up. It has a conventional Horizontal Stabilizer with two Vertical Stabilizers in an 

upside-down "U" with Two Tailerons on the Horizontal (Elevators that combine with 

Aileron during a roll) located on each side of the fuselage and are driven with 

separate control actuators. (most GA and Experimental aircraft have them 

connected together and have a single bell-crank or control arm) The 

Vertical Stabilizers have counter-balanced 25% Rudders


The Tailerons give redundancy to the Ruddervators, plus the ability to reduce a bit of 

rolling resistance by splitting the roll from only the wing to sharing a small portion 

with the axis of the plane during a roll. There are 60° "V" tail ruddervators 20" tall. 

(aka: stabilators or all-moving control surfaces) 


All-moving surfaces have twice the control effectiveness and provides better 

performance at low air speeds. These are located on the top portion of the tail 

above the Horizontal. Each one is driven by a separate actuator control.  

This was designed to add redundancy as well as provide good 

low speed (power on) handling and taxi control authority.  


With computer control the Rudders can be mixed in during a roll or 

bank to correct for adverse Yaw. Also control the pitching effect when 

flaps are lowered can be corrected automatically with Elevator trim. 

When the ground speed is below 15 MPH for better taxi control, 

the rudders gain more degrees of movement for steering.


There is an easy way to slow the aircraft down! For a rapid descent 

and/or approach or for reducing runway roll-out, by lowering 

the flaperons and raising the spoilerons with a preset switch.


The Throttle actuator also features dual 28 volt power and signal feeds, 

it has built it self testing too.  It  can  return  not  only  the  shaft  position info 

in digital  format, but several  diagnostic data streams such as the level of the 

supply voltage, current consumption and the temperature of the electronics 

inside the case.  These  kinds  of  diagnostic  capabilities  help to determine 

the health state of the actuators before, during, and after flights.


Another safety feature is the ability to manually or automatically disconnect from the main computers and go to Direct Law control. This is needed for Flight Testing and Emergency operation if any of the computers were to fail. Another feature is a small joystick with a twist control knob on top. This is always on Direct Law and controls all Roll actuators, all surfaces acting for Pitch, and twist motion for all Yaw controls. With a Bluetooth connection using your smart phone allows you to walk around the aircraft and operate any and all actuators for Testing full range of motion, torque or load applied to the surface, inspect in and around for full function on every surface on the aircraft including the engine compartment. 


 The fully redundant actuators were  developed for applications with highest 

reliability demands.  The  redundant – two channel – design of the actuator allows continuous  operation even if one of the two channels has failed. All major  components such as the electric motors, control and communication  electronics, and power supply are available twice (redundant). The position sensor features a three channel design (for 2 out of 3 voting). All major components of the actuator are continuously diagnosed by the micro controllers of the actuator and its  health status can be read via the redundant interface.


If a single Aileron were to fail, 5 others remain. If a single Taileron or Ruddervator were to 

fail then 3 remain. If a single Rudder were to fail then 1 Rudder and 2 Ruddervators 

(acting as Rudders) remain. All of the actuators operate on redundant battery power 

so they are not dependent on the engine running or alternator power. 


The only mechanical linkage/controls are between the Actuator and the control arm 

for the surface. Throttle and Mixture also have local Actuators with minimal linkage. 

Control pedals for the Rudder are Hall-Effect with no mechanical linkage/cables. 

Conventional hydraulic braking is controlled by tipping the tops of the pedals.


If you watch most modern military jets take-off and land you will notice that all control 

surfaces can and do move independently, like the F1 Eagle! First of its kind! 


"If you build it, they will fly it!"


After the Reno Air Races in September 2002  we started doing research, compiling information and data of what is needed to make a Gold Class High Performance Aircraft. Pouring over and over the International Formula One rules, analyzing all of the top aircraft in person and from pictures as well as race data. I talked with race pilots and crew chiefs in almost all classes, (sorry, I didn't get a chance to talk with the Jet Class guys) and primarily consulting with a one of the world’s foremost airplane designers, Aeronautical Designer and Engineer, Martin Hollmann. Designing and redesigning, adding and subtracting components and features, I believe we have come up with the best possible result!  


The F1 Eagle Aircraft!


Getting it from paper and CAD design will take a lot of work. 

We are excited to start the building process very soon 

and look forward to flight testing. Our goal is to be 

in the air by the end of 2021 and racing in 2022. 


Safety is number one and ranks highest in all aspects of the build! 


Cockpit layout shows seat belt and pilot position, room for a backpack style parachute too!

Cockpit layout shows seat belt and pilot position, room for a backpack style parachute too!

Details

Additional Information

  • Extending out ahead of the nose is an Air Data Boom. The AD boom relays Pitot, Static, AOA and AOS (Angle of Attack and Angle of Slip) to the ADAHRS computers.  The boom when on the ground has the ability to flip aft 165° in to the cockpit, by opening the canopy for its transition. This greatly reduces potential damage (hangar rash) but mainly keeps the very delicate instrument safe and out of harms way and easy to transport, no disassembly needed.


  • The instrument panel is clean and simple, a vertical card Compass (it weighs 0.6 lbs.)  is the only mechanical instrument. (very negligible in weight is a card type carbon monoxide detector as well) Two small 7" TFT displays have the needed display information in addition to the EMS and ignition information displays.


  • An engine analyzer and systems monitor is connected to all of the engine and fuel sensors and to the CHT's and EGT's through an EDC. (Engine Data Converter) This way no mechanical lines have to penetrate the firewall for a very clean installation.  An onboard data logger provides engine info via a SD card post flight.


  • The securely mounted engine has external bearings supporting the crankshaft output and a toothed pulley, a 98% efficient Kevlar reinforced belt drive goes up vertically through the pylon to the nacelle. In the nacelle is a pulley mounted on a prop shaft transferring power to the propeller. At the engine a pulley size change can "tune" the prop and/or engine for temp/density altitude changes such as needed for racing. Pulley sizes can be changed for an increase or reduction of prop speed related to the engine. 


  • Is it a 36° F morning or an 86° F afternoon? A big difference in the racing world!


  • This Amateur Built Experimental Kit Aircraft meets the 51% rule and is designed for day VFR use only! No engine, instruments, avionics, electronics, controls, or systems are included in this kit. A finished aircraft is expected to be between $160,000 - $220,000 range. Mostly due to the cost of Actuators, Controls, Computers, Electrical, and Avionics. Some of that extra cost is recovered in faster assembly time due to less mechanical systems. A basic Carbon Fiber air-frame and wing kit is expected to be $63,500


  •  This aircraft is not for beginner builders or pilots! Due to the complexity of systems and controls, expert guidance and installation of certain systems is highly recommended! Air Racing is a very dangerous activity!! 


  • The info listed on the website pages above is for reference only! Shown as how one could complete an aircraft and is up to you what path to take. I am sharing how I achieved my results. 




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About Us

Attended the Reno Air Races almost every year since 1980

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My love of airplanes started when I was 10, it was a control line Cessna airplane with a  Cox .049 engine. I was hooked! 


I have flown and raced R/C (Radio Controlled) aircraft and gliders, as well as  helicopters, boats, cars, trucks, and yes, even a 1/8th scale tank.


Also helped bring Real-Time 

Telemetry into Air Racing in 2003


The original Telemetry unit had GPS track, and 4 inputs (Airspeed, Altitude, Oil Temp and Air Temp) the following year we had 

GPS track, and 8 inputs, it's history from there...


Now, some of the other race teams are utilizing almost 50 points of monitoring, 

Wow, still amazes me to this day!




Air Racing start in 2001 - Owner, Pilot, and Crew Chief

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 Getting to be on the racing side of the Air Races  is quite a great sensation!  I got the opportunity to have casual conversations with many racing legends including 

Hoot Gibson (Naval Officer, Aviator, Test Pilot, ATP, Space Shuttle Commander and Astronaut, (retired) and Aeronautical Engineer), Bob Hoover, Lyle Shelton, 

Darryl Greenamyer and 

Jon Sharp, 15 Reno Air Racing National Championships with International  Formula One and Sport Class in

Nemesis and Nemesis NXT .


I asked Jon what few things make a race plane go fast... He replied "It's not a few big things, but 25 little things! And when you make a change to one, most times it affects several others"

Flown 25+ different aircraft with just over 850 landings.

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I have also attended the Reno Pylon Racing Seminar 3 race years and have put over 50 laps on the race course.


One can never get enough flying, practice and testing time, when flying a race plane you need to be not just one step ahead of the plane but two or three!


For Racing and Flight Testing, Emergencies are something you prepare for before

 "Every" flight. If you have to pull out a checklist or check a sheet on a knee board... 

especially at 250+ MPH, 50 feet off the deck, things happen very quickly...


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F1 Eagle