FAQ's concerning the Scarab Aircraft Industries P-09 Scarab.
1. Why just two seats ?
The P-09 Scarab is virtually a "proof of concept" vehicle that is hopefully the forerunner of a series of aircraft designed to provide the general aviation community with a safe, reasonably priced, and proven design that will perform as good as or better than the aircraft available today. The Scarab is a "starting point" toward that goal, a baseline that will provide the data necessary to move on to larger aircraft.
2. Why the pusher configuration ?
The two driving forces behind the Scarab's design are performance and safety. From the performance standpoint we needed to start with an obviously streamline design, by using the tandem seating configuration we were able to minimize fuselage width and consequently reduce one large drag factor. In trying to incorporate safety into the design we did a lot of research into what some of the major causes of general aviation accidents have been. We found that many accidents took place during either take off or landing, at or near an airport. We also found that visibility is one of the most vital resources a pilot has in maintaining the safety of his aircraft and those around him. With the pusher configuration the nose of the aircraft is unencumbered by an engine, prop, or large nose area, and with the cockpit located well forward of the mid-wing the only blind areas will be directly below the fuselage and below and behind the aircraft. In short the only restrictions to visibility will be where you've been, not where your going. This should help minimize the danger of unseen traffic, especially in or around the airport traffic area.
3. Why the twin boom and "T" tail ?
When investigating the pusher configuration, we looked at fuselage mounted engines, pylon mounted engines, engines mounted on the verticle stabilizer, and even some twin pushers with the engines mounted on the sides of the fuselage, (mainly in the ultralight sector). While there are many successful designs available, after talking to pilots who fly some of them we found that in some instances there are certain differences in response to control inputs with some pusher aircraft. This centers mainly around those aircraft with the engine mounted on a pylon. We found that it is possible to experience a completely opposite response to that expected in some situations. For example at low airspeeds and low power settings in an aircraft with the engine mounted on a pylon, a rapid advance of the throttle can
produce a downward pitch moment instead of the upward moment that is normally encountered in an aircraft with the engine mounted in a tractor configuration. Before going any further we need to state that there is nothing inherently wrong or unsafe with this control response, or aircraft with an engine mounted on a pylon. The concern we had centered around pilots transitioning to a Scarab from another aircraft. Especially the low time pilot, or as likely will be the case, the first time aircraft owner. In the sitiation described above, specifically a situation such as an aborted landing approach, slow flight, collision avoidance, etc., a low time pilot should not have to deal with a design anomaly in a critical situation. By mounting the engine on the fuselage, in the more common "centerline thrust" configuration we can come closer to achieving our goal of making the Scarab a "pilot proof" aircraft. With the engine mounted on the rear of the fuselage this left the twin boom configuration as the most
logical choice.
4. Will the Scarab have full cockpits in both front and back ?
Although the prototype will have only basic flight controls in the rear cockpit, at least through the flight test phase, complete dual cockpits will be incorporated into the final designs.
5. Will I be able to purchase a completed aircraft ?
Initially the Scarab will be marketed as a plans/kit built aircraft.
6. Will the Scarab qualify as an ultralight, or will I need a pilots license to fly it ?
No and yes. The Scarab is not being designed to fit into the Part 103 arena. It is a new 2 place, 180 h.p., general aviation aircraft, and as such will require at least a private pilots certificate to operate.
Is the Scarab copied from other aircraft currently being marketed ?
No. Although the plan form is similar to other designs in both the ultralight and light general aviation sectors, it actually is an evolution of an aircraft originally designed about 12 years ago. The initial layouts for the aircraft were printed in 1989, and the plan form itself goes back many, many years. Most notable were the Stearman Hammond of the post war era, and the Saab J-21, and
J-21R jet version of 1947. The U.S. military also experimented with this plan form with it's Vultee XP-54 fighter.
8. How can I find out more about the Scarab ?
To obtain answers to specific questions pertaining to the Scarab, or Scarab Aircraft Industries simply e-mail your querry to "jsasai@hotmail.com", all inquiries will be answered, but please allow a day or two.
NOTE: This page is frequently updated, please check back soon for additional information--01/31/01.
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