Murphy  Rebel Sport  Specifications

The 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.

The 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 loads.

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.

PLEASE 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.