the Experimental Design of the lp1 aircraft Equals performance and safety
For us in the know however, an experimental aircraft, or homebuilt, can very often mean higher performance, safety, and reliability than a certified aircraft of the same class. All aircraft are at one point or another birthed from an experimental design. The LP1 aircraft embodies superior performance, handling, and safety...all at a much lower cost than your average 'certified' aircraft. The systems controls are modern. They are tested beyond the highest standards of safety and are more reliable than most aircraft systems available today.
Not all of the systems of the LP1 are an entirely new experimetnal design. Many of the designs have been researched fom existing technologies that have proven safe and effective in various industries, including aerospace applications.
Throttle By Wire
The throttle in the LP1 is a single power lever. This is not a new experimental design as you have probably heard of FADEC systems coming to market with the advent of newer and higher priced engines. In the LP1 there are no prop or mixture controls, and the system has dual channels for redundancy. Since the throttle lever is acting on a rotary sensor, it's motion is much smoother than a throttle using a cable. There is a detent for takeoff power, as the engine develops more power than can be handled on the ground. This takeoff detent marks about 50% power, or 200HP. Another feature is that beta operation (reverse thrust) is also controlled from this single lever. When on the ground and in idle, the lever can be pulled back into the beta range. This range is spring loaded, so the throttle tends to snap forward to idle to prevent an unsafe condition. The beta range is locked out in flight by a squat switch driven lockout solenoid. While the basic overview doesn't show it below, the dual channels of the throttle are isolated from each other.
Constant Speed Propeller
To lighten pilot workload, and increase aircraft performance, the LP1 features an electric constant speed propeller. The system is fully automatic, by communicating with the throttle and EICAS. In the event of engine failure, the propeller automatically feathers. The ECU has sensors to prevent the propeller from feathering during commanded engine shutdowns.
PRESSURIZATION
One of the specific experimental design features of the LP1 is it's sea level cabin comfort up to FL290. This is unheard of in other aircraft, and presents unique requirements in the systems and design of the LP1. Pressurization pressure is supplied from the engine normalizing system, which keeps the engine operating at sea level conditions. A single outflow valve is utilized that incorporates an internal over-pressure (Max. Diff.) relief, and defaults to a closed position to hold cabin pressure in the event of engine failure.
The EICAS (Engine Indicating and Crew Alerting System) is a graphical color touch screen that simplifies the cockpit panel by combining a variety of displays and gauges into one display.
Trim
The LP1 features a 3-axis trim system, with each trim servo unit completely concealed from the airstream with no exposed pushrods or control horns, giving a very clean design. Each unit is a light, compact design, that is built up on the bench, and bolts into the control surface. Trim position is indicated on the EICAS, and can be controlled from a joystick mounted "coolie hat", and/or center pedestal mounted control head.
Autopilot
The trim system is also part of the autopilot system, or AFCS (Automatic Flight Control System). The basic autopilot is an attitude hold system, with controls for pitch and roll. A TCS (Touch Control Steering) button allows the aircraft to be maneuvered to a new attitude with the autopilot engaged. The flight director control head allows various navigation modes to be selected.
Flight director modes: (Subject to change)
- TRK - Heading hold
- ALT - Altitude hole
- GPS NAV - Follow pre-programmed course
- GPSS - Same as GPS NAV but anticipates waypoints and steers early to provide smooth transitions
- V NAV and/or V GPS
Flaps
The flaps are a fowler type, and driven by a pushrod system from a single centrally mounted PDU (Power Drive Unit). The flap selector utilizes hall effect technology to provide high reliability not found in selectors using mechanical switches. Flap position and status are indicated on the EICAS, and also provides input to the no takeoff warning system. The system also interfaces with the trim system, to provide automatic pitch trim due to pitch moment changes from using the flaps
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