INTRODUCTION
With the ever increasing emphasis on energy conservation and the high cost of
“store-bought” lightplanes making fun flying more and more prohibitive,
the need for a low cost, easy-to-build, high performance, sophisticated
“homebuilt” lightplane has become very apparent.
The difficulty with most sophisticated homebuilts in the past has been
that they usually have been very complicated, high powered, and have involved
years of time to construct. The
Mini-IMP is a “second-generation” version of the original Taylor “IMP”
two place homebuilt. This
original version proved to be too complicated, and too costly to build for the
“average” homebuilder. However,
since the IMP configuration offered great opportunity for further
simplification, and had the potential of giving performance equal or better
than some of the other “mini” designs being offered, it was decided to
scale the IMP configuration down to single place, design it to accommodate a
great variety of available engines, and further simplify its construction.
Construction of the Mini-IMP is basically
all metal. However, in order to
obtain the desired aesthetic and aerodynamic shape, the designer has
incorporated a few fiberglass parts which are quickly and easily assembled
over the basic structure. These
parts are easily removed for inspection and maintenance.
The entire aircraft can be “stripped” down for access to any and
all components in a few minutes. All
of the formed fiberglass components are available at modest cost.
This assures the builder that his Mini-IMP closely conforms to the
original prototype in performance as well as shape and size.
The Mini-IMP has proven to be a poor
“aerobatic” design. This is
mainly due to the fact that the propeller blast does not impinge on the tail
surfaces. Thus, you cannot
“blow the tail around” as is necessary for many aerobatic maneuvers.
Limited aerobatics such as rolls, loops, wing-overs, etc. can be
performed nicely. However, it is
basically NOT an aerobatic design
LICENSING
Upon Molt’s passing, his widow, Mrs.
Lillian Taylor, asked Dr. Richard Steeves (editor of the Coot Builders
Newsletter and distributor of the Coot plans) to license individual builders to
construct single examples of the Mini-IMP design. In July 1999, Mrs. Taylor and
Dr. Steeves further granted those rights (to distribute drawings and license
individual builders) to the Mini-IMP Aircraft Company.
The drawings are available for $205 in U.S. funds made out to:
Mini-IMP Aircraft Company, PO Box 2011, Weatherford, TX. 76086-2011. The Mini IMP Aircraft Company will license individual
builders to construct single examples of the Mini-IMP design, and the drawings
are available for delivery. The
License fee has been established and the drawings closely reflect the
construction of the prototype in every detail.
The designer, his heirs and assigns, plans distributor, and Mini IMP
Aircraft Company, its officers and stockholders accept no liability, either
expressed or implied, in regard to any examples of the Mini-IMP constructed by
any licensees since they have no control over the workmanship or materials used
by individual builders, nor is it possible for anyone to construct an exact copy
of the prototype since neither production tooling nor acceptable quality control
are available for the construction of other examples of the aircraft.
The Mini IMP Aircraft Company sells the License to Build and various
component parts which closely duplicate components used in the construction of
the prototype aircraft. The various components available from Mini IMP Aircraft
Company and its dealers are not subject to license but are built under close
quality control to aircraft standards. However,
components sold by Mini IMP Aircraft Company are NOT guaranteed or certified in
any manner as to their suitability for use for any specific purpose, aircraft or
otherwise. It is the responsibility
of the individual builder to determine the suitability of any component for
inclusion in their aircraft.
ADDITIONAL MISCELLANEOUS INFORMATION
It is impossible to anticipate all of the
questions, which might be asked by potential Mini-IMP builders.
However, we will try to cover a few items here that we have found to be
of interest from the many people who have contacted us regarding the project.
First, we do not recommend the use of SAFOAM in the fuel tank (see the
article in Sport Aviation, Dec. 1972).
We DO NOT recommend the installation of fuel tanks any larger than the
one shown in the drawings, although it would be entirely possible to seal up
additional areas of the wing during initial construction in anticipation of
larger tankage if desired. The very
high cost of the Continental O-200 engine makes it probable that this engine
would cost (new) more than the rest of the entire airplane and its equipment.
However, the Mini-IMP is structurally suitable for use of this engine
(100 HP). The components listed in this brochure are the only ones we have
available. We do not offer a
complete kit of material at this time but are investigating the possibility of
offering a “turn key” package in the future if demand warrants and the
financial realities allow. We do not anticipate offering a factory built certified model
commercially although the forthcoming "Light Sport Aircraft" category
may enable a modified version of the Mini-IMP to be built and sold directly to
the flying public. The Mini-IMP could be
fitted with a jet engine although this would be very expensive, and it is not
felt that the overall performance and range possible with a jet engine would be
desirable except for very special purposes.
The Mini-IMP could be trailered for short distances on its own gear and
it was anticipated originally that we would incorporate this ability.
However, experience with the prototype has shown that the very small
tires which are needed in order to make landing gear retraction practical do not
lend themselves to extended road towing. Further,
the spring leg gear used in the Mini-IMP does not lend itself to lengthy ground
towing due to wheel geometry changes when the wings are folded with attendant
potential excessive tire wear. Therefore,
the Mini-IMP should be towed on its own trailer.
The empty weight of the prototype Mini-IMP
came out to 520 pounds, including the radio, instruments, Flexidyneä
full of flow charge, and engine full of oil.
This is with the long wing (25 ½ foot one piece unit).
With the slightly shorter folding wings, the weight will be about the
same, with the weight of the fold fitting, etc. making up for the slightly
shorter wing length. The folding
wings will result in the overall length being exactly the same as the fuselage.
Thus, the wing tips will fold aft to be even with the tip of the
propeller spinner. Flight tests
indicate that it may not be desirable for the conservative pilot to build the
Mini-IMP with shorter wings since they would inevitably result in higher takeoff
and landing speeds. It is
recognized that some builders will want to experiment with very short wings
either after having built the long wings to get some experience with the
aircraft, or at the outset of construction.
It is obviously desirable to keep the weight of the Mini-IMP as low as
possible. The addition of an
electric system with radios, starter, alternator, battery, etc. can be expected
to add at least 50 pounds to the weight of the aircraft.
While the basic structure of the Mini-IMP has been designed for 1000
pounds gross weight with a 6 g ultimate load factor (4 g limit), it is apparent
that the basic structure has actually come out somewhat stronger than that.
However, static tests to determine actual ultimate capacities are not
anticipated although, as mentioned, the wing attach fittings were tested to 14 g
before they failed and the tail surfaces had taken no deformation or permanent
set at the 9 g loading. Higher
weights may necessitate the use of thicker landing gear legs, but the present
7/16 inch landing gears are entirely adequate for 900 pounds gross.
CONCLUSION
The Mini-IMP is modern, sophisticated, high
performance lightplane. It is
extremely easy to fly, it has exceptional stability and maneuverability without
being the least bit “touchy” or sensitive.
It is extremely comfortable, has room enough and performance enough to
carry heavy, big, or tall pilots. It
has a very big baggage space in the O-200 powered model, and the VW engined
version has a baggage space adequate for most short trips.
The range possible with your version of the Mini-IMP is dependent on the
tankage you incorporate in it when you build it. The drawings cover how to increase fuel capacity if you want
it. If you have additional
questions do not hesitate to write to us. To
assist us in answering your questions include a self-addressed envelope and list
your questions far enough apart so that we can reply and return them to you.
If we are delayed in getting your answers back to you it is only because
there are apparently going to be a lot of Mini-IMPs flying around one of these
days.
Do not expect the Mini-IMP (or any other
design) to be all things. We have
tried to convey to you some idea of why the design has been arranged as it has.
We do want to point out that the Mini-IMP is now a well proven
configuration which does meet the design expectations which were laid down for
it when it was originally conceived. We
are fully aware of the capabilities and limitations of other designs which might
be considered comparable. We are
also fully informed on the many types of materials which might be utilized to
construct an aircraft of this type. At
this time we feel that the Mini-IMP represents an optimum design for someone who
wants an aircraft with its capabilities. It
is an ideal “first project” for someone building his own aircraft. The design is as simple to build as any design with
comparable performance. There is no
such thing as a low cost aircraft. However,
the Mini-IMP is as inexpensive to build as any other design of equal capability
and at this point we do not know how to make it any better nor has anyone else
been able to come up with any suggestions to that end.
Mini-IMP
Aircraft Company 
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