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Darryl explains fine points to Brian beside radial Rebel prototype |
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Colleen and Brian near the fast-built kit construction area. Photos courtesy Ken Armstrong |
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Murphy Aviation uses Jigs for kit accuracy and manufacture many parts for competitors on their large press and brakes. Photos courtesy Ken Armstrong |
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Murphy Aviation uses Jigs for kit accuracy and manufacture many parts for competitors on their large press and brakes. Photos courtesy Ken Armstrong |
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Darryl explains pros and cons of driven rivets vs. Avex rivets. |
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Photo of new rotech radial engine installation in Rebel |
My meanderings with Murph and the Meltones
Yesterday, my retired airline captain neighbor, asked me to fly him over to Chilliwack in the Diamond Xtreme for a tour of the Murphy Aircraft factory – for the flight experience and because he is considering the construction of a Rebel kitplane.
Although I would rather have waited for their 110 hp radial prototype completion for a flight test evaluation, I demurred as a personal favour. I was in for a surprise.
Murph (as I call company president Darryl Murphy) and his senior crew (who I have called the Meltones for years) keep upping the quality of their offerings and have captured at least 1000 sales worldwide. Why you might ask? While I would have thought I knew the answers, there was some education in store for the old scribe.
My forty year involvement in amateurbuilts – from back in the days they were called ultralights – led me to believe I had seen and heard it all. This is always a bad attitude.
Colleen Dyck, wife of the chief pilot Robin, handles marketing and sales and not only picked us up at the airport but conducted a lengthy tour – Brian had a myriad of questions.
The concept of amateurbuilts as aircraft worthy of consideration is new for Brian and he is finding the learning curve very steep and the amount of information to absorb overwhelming.
Colleen began by showing us a map of the world with various coloured pins denoting kit sales for their various offerings. It was rather difficult to view the geography with so many pins providing a porcupine-like appearance.
I learned Darryl designed his first offering while recovering in hospital. While I am an efficiency freak, nonetheless, his Renegade biplane appealed to me and was delightful to fly. It enjoyed massive sales as builders flocked to the factory to build an aircraft that spoke of nostalgia and the days when radials were the norm.
That biplane was well engineered, easy to build and could be powered by a broad spectrum of engines – none of them radials. I shouldn’t use the past tense as the Renegade aircraft kit is still available – although Murph doesn’t really advertise them the way some folks feel he should. After all, his true love is the deHavilland Beaver look-a-like Rebel.
Decades ago, he took me out to his secret projects area to show me the prototype under construction. I was under whelmed, just as I was when I first flew the 912 powered prototype.
My opinion flip-flopped when the Lycoming 235 version graced my palms for an evaluation – a great airplane. It turns out, to my amazement, that the Rebel series are certified in Great Britain where large numbers are flying. Why didn’t I know that?
Many folks want the performance and benefits of amateurbuilts but don’t want to spend a life time or a marriage building their dream.
The fast-build kit is one solution. Murph and the Meltones have recently brought the production of these kits back from the Phillipines for improved quality control and their large premises devotes considerable area to this demand.
With all components jigged in racks that could hold an airliner component, and CNC machinery drilling precisely aligned pilot holes, kit building time is drastically reduced and the complexity removed.
Murphy Aircraft has a hugemungeous stamp mill (press) that cranks out everything from military T-33 instrument panels, aerospace components and assemblies for other kit build companies. I believe it is the third largest in North America if memory serves me well – and it occasionally does.
Of all the amateurbuilt companies I have toured, Murph’s machinery is the largest and most numerous. It was also assuring to note the quality control area had rejected a number of parts not meeting the company’s rigourous standards.
It is not prudent to walk by the reject bin in the company of the mighty Murph as it has been know to raise his ire – this from Colleen – who just happens to be the Murph’s sister.
Next we toured the kit packaging facility where pretty girls fill 155 inch long wooden boxes with enough parts to fulfill a flying dream. (Yes, I know it is not politically correct to note the ladies physical attributes; however, my wife has qualified me as a dinosaur and I understand that one doesn’t have to serve time for this offence).
Brian had loads of questions and while I was feeling like I needed a caffeine break or something, I dutifully cranked away on the digital to record the proceedings – meanwhile continuing to hear of enhancements of improvements made at every stage of the kit assembly procedure.
Then, Murph saw me (probably because I was climbing up onto structures that I shouldn’t have been to capture images – only fell twice.)
Murph mercifully invited me to see the Rebel radial rendering. Saved!
Once Darryl got going, Colleen knew it was time to retreat to the air conditioned offices. Murph entranced Brian (and I) with technical details of the design and we learned about the late Mr. Dick Hiscocks involvement in the Rebel design.
Many readers will recall that Dick was the primary designer of the super successful Beaver bush plane.
Although the Rebel series are rather light, they not only possess the 50% safety margin in their design, but also a considerable reserve well beyond that in many cases. The proof in the pudding is that fact that the very large flying fleet has never experienced a structural failure.
Trust me, that is impressive – given that some pilots often perform un-approved aerobatics and often pull or push far more “g” loads than they should.
My tongue had slipped at one point and mentioned the words “pop-rivet.” Colleen cautioned me not to blaspheme around Murph and I learned why after practicing my fertilizer agitating.
Darryl asked for our permission and they performed a class session on the floor with a full discussion of rivet systems: pop, driven and the Avex type used on Murphy aircraft. Well, I’ve seen it all before, but not nearly as well presented.
Previously, I had advised Brian that “pulled” rivets were just fine if the structure was designed correctly for their use. Murph took this concept and explained in considerable detail why his designs used these fasteners and why they were superior. He acknowledged that driven rivets were the optimum fastener in some respects, but they were much harder to deal with, install and replace.
We also heard from different sources that many prospective purchasers narrow their list to the high wing Rebel and low wing RV series….? Go figure. I suggested that the likely reason was that both companies are well respected, provide desirable support and their aircraft excel in their performance areas.
But folks, other than the fact they are metal aircraft, they serve completely different purposes in terms of optimization. If you are in a cross country rush, the RV series provide excellent variants. However, for short field, roomy, forgiving flying characteristics and the ability to readily fly on floats, the Rebel series excels.
(Yes, I realize the RV’s have good short field capabilities and can be put on floats – but so can a DC-3. So what?)
In fact, the two companies (not including Douglas here folks) often refer customers to each other as they are effectively not competing with their very different aircraft.
Eventually, we got back to the radial Rebel. Darryl is impressed with the quality and machining of this 110 hp engine from the land of Oz and while he is far from providing his stamp of approval, the Meltones will have completed a full flight test program on the installation by the end of September, and assuming they issue their stamp of approval, a certain company in Australia will be run off their feet with orders.
A few other prototypal aircraft with this radial are showing surprising good performance confirming the 110 hp rating claimed by the company. In other words, you might want to get your order in early for this engine to avoid the lengthy back ordering that might ensue.
Having said that, as the author of Choosing Your Homebuilt, The One You’ll Finish and Fly, it would be prudent to add that those who jump at the first offerings of a new product are guinea pigs who may face developmental problems. There, I think I’ve covered that adequately to provide ambiguity…
The radial installation is lovely (to use a technical term) – leaving lots of room between the firewall and the accessories that are neatly mounted on the radial case. The engine price seems to be in the $12,500 range (US of course – get used to it!). This seems like very good value considering the power output.
We also learned the Meltones have created drooped wing tip extensions for the Rebel and Murph is delighted with them as they have measurably improved performance by dropping the stall speed significantly (was it 4 mph) and this is very significant for short field and especially float operations.
Feedback from builders indicate an additional bonus as cruise speed is not reduced – perhaps even enhanced according to one owner!
I have always felt (and stated) the Rebel could use a little more wing span and this roughly $800 enhancement is a good value over the life of the aircraft in terms of safety and efficiency, although I should add that I haven’t flown them yet.
By the time we finished the tour, and the educational experience on the shop floor with Darryl, the day had evaporated and it was time to launch to flight level 045 to cross the salt water swimming pool for Victoria and a concert evening at Butchart Gardens with she-who-must-be-obeyed.
Although the music was lovely, all I could hear was the steady drone of the as yet un-installed radial as it pulled me along to new flying experiences…
For more information on the quality kit offerings of Murphy Aircraft, visit Murph and the Meltones at their website: www.murphyair.com
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