structure of the Murphy Rebel has been designed to meet the
airworthiness standards of the U.S.A. FAR Part 23, Subpart C, the U.K.
BCAR Section S. and the Canadian TP10141E. Depending on the gross
weight and power selected, it will comply with the acceleration factors
and airspeeds specified for the normal, utility or aerobatic categories
of Part 23.
In general, the structure is
conventional and compliance with these standards has been demonstrated
by detailed analysis using well established methods. In many areas of
the primary structure the strength is set by the minimum gauges of
available material and the margins of safety are very large. A major
portion of the wing structure is redundant and a full scale component
has been tested to support the analysis.
maximum design loads on the horizontal tail result from a combination
of Balancing and Gust loads at V (D) on the flight envelope. In
addition to the analysis, this structure has been tested to ultimate
The fuselage is a rugged metal box
for "crash-worthiness", stiffened with a substantial main frame to
support the undercarriage and provide a carry-through structure for the
wing reactions. Engine mounting pick-up points have been designed for a
range of engines up to 160 HP. The fuselage strength has been verified
by static tests.
Since the structure is
governed to a major extent by minimum gauges of stiffness (EI)
considerations, high strength alloys with debatable characteristics
from the standpoint of corrosion and fatigue are not required. Most of
the preliminary structure is comprised of flat skins or formed parts
using 6061-T6 alloy. Margins of safety on joints are large and "fail
safe" provisions have been made in many instances.
| General Specifications
NOTE: Empty weights may vary due to landing gear configuration,
avionics, instruments, propeller type, and amount of paint, upholstery
and accessories chosen by the builder.