DESIGN
The Team Tango design team
combines over fifty years in hands-on experience with composites. The key to
our SIMPLY FAST build program is pure, elegant simplicity in design. The Tango Build-Center
program adds customers to the mix. Many customers who build in our centers have
built other aircraft. They include engineers, military and commercial pilots,
scientists and manufacturers. If there is a better way to build a Tango,
believe us, we will be the first hear about it.
The Tango 2 was preceded by the
TC-2 (below). Though from "the last century", the design is still
advanced. It had superior performance, doing 200 mph on 100 hp, but lacked
comfort and space. For the kit built market the retractable gear was recognized
as a complexity without a sufficient return in either cruise speed or weight.
The design was modified to make it true 200 mph+ cross country speedster that
could be built in much less time than similar performance kit built airplanes.
Aircraft Features
SAFETY
Team Tango has put much thought into making both the Tango 2 and Foxtrot 4 safe
aircraft. The wing uses a constant chord, constant thickness airfoil which
gives it gentle, textbook stall characteristics. That is, wing root first,
ailerons last, with no built in twist required. The stall itself is simple with
distinctive aerodynamic warning and little to no tendency to drop off. To
recover, add some power and fly out of the stall with minimal altitude loss.
The powerful rudder can easily keep the ball centered throughout the entire
envelope. Differential ailerons counteract adverse yaw during mild maneuvering,
such as in the traffic pattern, greatly reducing the chance of a low altitude
stall/spin entry.
Both airplanes were designed to
6/-4 G's and have been successfully tested to 1.5 design limits. We test each
wing and horizontal stabilizer spar to 6 G's before it leaves the factory.
The fuel system enhances safety
in several ways. First, all of the fuel is carried in the wings. There is no
fuel storage anywhere in the fuselage or engine compartment. This is comforting
to know in case of a crash. Second, we use capacitance type fuel probes that
run the entire length of the wing. This allows accurate fuel quantity readings
from full right down to zero, a rarity in many airplanes. Total unusable fuel
is less than a pint. The fuel selector is in plain view on the forward console
and is easily accessible for switching from left to right. No confusion in
stressful situations. Last, the large capacity tanks provide a generous reserve
even after a four or five hour f light, which is enough for most pilots.
The relatively high power to
weight ratio, or power loading, when compared to most certified airplanes also
enhances safety by greatly improving takeoff performance at high density
altitudes, and, by giving you, the pilot, the ability to easily climb above
most of the foul weather that you find below ten thousand feet.
Team Tango uses only FAA
approved foam core in the structures. It is more expensive, but compared to
other popular foam cores it is the only one that does not create cyanide gas
when exposed to flame, is self extinguishing and fuel -proof.
The Tango and Foxtrot both
feature a dual gull wing canopy system which incorporates a reinforced roll
bar. This provides the best combination of access and safety.
VERSATILITY
A good cross-country airplane should have speed, range, a good load capacity,
and not be too restricted in runway requirements. Few other airplanes can match
the Tango and Foxtrot in total capability. See the individual aircraft
descriptions for specific numbers, but note that as a minimum, both can cruise
at 200+ mph, have a range over 1400 s.m., carry over
100 pounds of baggage, and operate off a grass strip.
VISIBILITY AND COMFORT
To reduce drag, the Tango in
particular has a sharply raked back windscreen that may appear to restrict
forward vision. In fact the fuselage sits level in cruise flight which is three
degrees lower than the ground attitude. The good visibility over the nose is a
pleasant surprise to many skeptics.
The molded fiberglass seats put
the pilot and passenger in a semi-reclining position leaning back approximately
30 degrees. This is similar to the F-16 fighter and many high performance
sailplanes. They are very comfortable on long flights. The Tango and Foxtrot
are a spacious 44 and 46 inches wide, giving ample elbow room between you and
your passenger.
OTHER FEATURES
We install various antennas into
the fuselage during the lay-up process, when it is easy. This saves time and several
hundred dollars compared to buying them from other vendors. The instrument
panel is divided into three sections. This allows easier installation and
access for maintenance and upgrades.
WHY OUR AIRPLANES ARE
THE BETTER CHOICE
Although
Team Tango has been in business and producing aircraft for several years most
people who concern themselves with experimental aircraft have never heard of
us. We have taken a proven and exceptional aircraft design and created an
aircraft kit manufacturing process that vastly reduces build time. Not only is
the build time much lower than any other quick build available today but it is
also customizable to a particular builders’ needs and tastes in ways that
other manufacturers cannot accommodate.
Our team
is headed by our General Operating Officer and Chief Test Pilot, Denny Funnemark. Denny is a retired U.S.A.F fighter pilot with
3000 hours of F-4 Phantom, F-5E and F-15 Eagle time. Denny purchased and built
his own Tango in 2001 and liked it so much he bought part of the company. As it
stands now half of the senior staff at Team Tango is ex U.S.A.F. Team Tango is
owned by the men who work there. In other words, the guy building your airplane
is part owner of the company and has a huge stake in producing the best product
possible. As a result the quality of each part is exceptional and quite unlike
anything you’re likely to get from one of those other kit manufacturers.
Our
aircraft are made in the
· Our wing spars don’t
break. We won’t allow you to assemble them wrong, as a matter of fact, we
assemble them. They do not fatigue like a metal spar will after repeated heavy
G-cycles. They are a one piece composite I-beam structure that goes from wing
tip to wing tip. If our chief Operating Officer/multi-thousand hour fighter
pilot can’t break his it’s unlikely you’ll break yours. To
prove it each spar is tested to 6g’s before it’s installed in the
aircraft. No other manufacturer that we know of does that. Each
one, every time, no exceptions. The spar has been tested to 10g’s.
We were unable to test it further as the tester failed rather spectacularly at
10g’s. Yes, you read that right. The tester broke before the spar was
damaged. And that was without the wing skins and wing ribs bonded in place,
which makes the whole structure much stronger. A fully formed wing would be
very difficult to break indeed. The tail spar was also tested to 10g’s.
Like we said, built American tough, by American workers. We build a tough, no
non-sense airframe.
· Because we’re all
fallible and once in a great while we may have a landing that is less than
ideal our fuselage incorporates a roll over bar made of composite that’s
proven itself to be effective in, uh, ahem, real world testing.
· Our fuselages are built
tougher than they need to be and use quarter inch foam core that is reinforced
at the horizontal stab attach points and up into the vertical stab. As a result
our airplane has a stiffer fuse and airframe. It is definitely no flying tin
can.
·
Our control surfaces are solid, stiff structures, built and designed to
be resistant to flutter. You are not limited to lower power engines, a 300hp
engine will work just fine, thank you.
· Our aircraft have
more than twice the range of our nearest competitor. Why would anyone need 10
hours of range? Well, for one thing, it’s very convenient. You can fill
up at a less expensive fueling point and not have to fill up again for quite
some time, or you could simply take off from Miami Beach Fl and head for the
ski slopes in
· Our airplanes
carry much more stuff, like people and fuel and camping gear and the occasional
dead moose, that is, if you can fit him in the back seat. Actually, in our four
place aircraft, with a reasonable load of fuel, you could carry 1000 pounds of
moose if that’s what the mission called for.
· Our airplanes climb
better, like 3000 fpm in the four place aircraft when light.
· Our cabins are
roomier.
· Our airplanes are
built in a real world 1000 hours or less. The sanding and prep work required of
our composite airframe parts is 1/10th that of conventional
composite aircraft. Our kits are designed with fewer components and with more
of them pre-built for you.
· Our final cost of
construction is typically lower.
· Our airplanes are
faster as they stand now and can be built to be much faster.
· We have our own build
center. You can build your airplane right at the factory where we produce the
parts; guided and instructed by the guys that know everything there is to know
about your airplane, and that expertise is included in the price of your
aircraft.
· The kit you have to pay
for. The guidance is free. We don’t charge you extra for guiding you
through the assembly of your airplane like those other “build
centers” do.
· Our seat installation
is adjustable for leg room and height as well as recline.
· Our airframe can be
customized in ways not available from the other guys. For instance, we can
easily make the wing longer to reduce wing loading, reduce stall speed, climb
better at lower airspeeds and have greater high altitude performance.
· Our airplanes can
handle bigger engines without fear of “cruising too fast”.
· We use ½” foam
core in and around the doors to ensure stiffness so they won’t pull away
from the fuse in flight and cause air leaks or allow rain to enter the cabin.
· Our airplanes are
quieter. The foam core not only greatly strengthens the structure but it is a
sound insulator as well.
· Our airplanes
don’t corrode or ding from hail so you can keep them outside and save the
money you’d spend on a hanger to buy another kit.
· Our airplanes are
smoother in rough air. What’s the point of cruising 200mph at 10,000ft if
on descent through 6000ft you have to slow way down to a crawl on a warm day because
the air is a bit bumpy? Our higher wing loading is far better at turbulence
penetration than those metal kits.
· Our fuel tanks
won’t leak. No need for Pro-Seal or some other questionable fuel tank
glue.
· We don’t carry
fuel in the cabin, only in the wings.
· We use a vinyl ester
resin in our composite which is a safer and less toxic alternative that
won’t induce an allergic reaction and is pleasant to work with.
· And finally, an
attribute not to be taken lightly, your spouse won’t run screaming from
the garage the next time you ask her to buck another few thousand rivets with
you.
We invite you to visit us
at our factory and build center at X60,
OFFICE HOURS: Monday
– Friday 9:00 a.m. - 5:00 p.m. EST
|
|
TANGO 2 |
TANGO
X-R |
VANS RV-7A |
GLASSAIR SII |
VANS RV-10 |
FOXTROT |
CIRRUS SR 22 |
MOONEY OVATION
3 |
|
|
|
|
|
|
|
|
|
|
|
HP FOR QUOTE |
180 HP |
180 HP |
180 HP |
180 HP |
260 HP |
300 HP |
310 HP |
310 HP |
|
MAXIMUM ALLOWABLE HP |
210 HP |
210 HP |
200 HP |
180 HP |
260 HP |
350 HP |
310 HP |
310 HP |
|
CRUISE (TAS @ %PWR) |
210 MPH (65%) |
210 MPH (65%) |
198 MPH (75%) |
210 MPH |
201 MPH (75%) |
218-265 MPH (65%) |
185 KNOTS |
212 KNOTS |
|
ROC SOLO/GROSS |
2500/1600 FPM |
2500/1600 FPM |
2100/1600 FPM |
2700/1700 FPM |
1950/1450 FPM |
3000/1600 FPM |
1400 FPM SOLO |
1300 FPM GROSS |
|
RANGE |
1300 SM |
2000 SM |
765 SM |
1376 SM |
825 SM |
1650 SM STD TANKS |
1050 NM |
1860/2400 NM |
|
T/O GROUND ROLL |
500 FT |
500 FT |
275 FT |
? |
360 FT |
350 FT |
1028 FT |
1620 FT |
|
LANDING GROUND ROLL |
800 FT |
800 FT |
350 FT |
? |
525 FT |
800 FT |
1141 FT |
? |
|
STALL |
63 MPH |
63 MPH |
51 MPH |
73 MPH |
57 MPH |
62 MPH |
69 MPH |
? |
|
SERVICE CEILING |
24,000 FT |
24,000 FT |
22,000 FT |
? |
24,000 est |
24,000 est |
17,500 FT |
20,000 FT |
|
VNE |
250 MPH TAS(1) |
250 MPH TAS(1) |
? |
260 MPH |
? |
250 MPH TAS (1) |
? |
? |
|
PASSENGER CAPACITY |
PILOT PLUS 1 |
PILOT PLUS 1 |
PILOT PLUS 1 |
PILOT PLUS 1 |
PILOT PLUS 3 |
PILOT PLUS 3 |
PILOT PLUS 3 |
PILOT PLUS 3 |
|
CABIN WIDTH |
44" |
44" |
43" |
42" |
45"(inside diameter) |
47"(inside diameter) |
49 |
NARROW |
|
WING LOADING (lbs./sq.
ft.) |
28.2 lb/sq ft (MUCH SMOOTHER IN ROUGH AIR) |
28.2 lb/sq ft (MUCH SMOOTHER IN ROUGH AIR) |
14.8 lb/sq ft |
25.8 lb/sq ft |
18.6 lb/sq ft |
23.4 lb/sq ft |
? |
19.3 lbs/sq ft |
|
FUEL CAPACITY (gal |
58 |
90 |
42 |
59 |
60 |
100 |
92 |
100/128 USG |
|
EMPTY WEIGHT (lbs.) |
1150 LB |
1225 LB |
1077-1130 LB |
1250 LB |
1520 LB |
1750 LB |
2225 LB |
|
|
|
TANGO 2 |
TANGO
X-R |
VANS RV-7A |
GLASSAIR SII |
VANS RV-10 |
FOXTROT |
CIRRUS SR 22 |
MOONEY OVATION
3 |
|
GROSS WEIGHT (lbs.) |
2000 LB |
2200 LB |
1800 LB |
2100 LB |
2700 LB |
3000 LB |
3400 LB |
3368 LB |
|
USEFUL LOAD (lbs.) |
850 LB |
1000 LB |
700 LB |
850 LB |
1200 LB |
1200 LB |
1175 LB |
1107 LB |
|
PAYLOAD, FULL FUEL (lbs.) |
502 LB |
435 LB@(90 GAL) |
N/A (LOW FUEL CAP) |
496 LB |
N/A (LOW FUEL CAP) |
650 LB |
DEPENDS ON OPTIONS |
? |
|
BAGGAGE CAPACITY (lbs.) |
100 lb |
100 lb |
100 LB |
100 |
100 LB |
150 LB |
? |
120 LB |
|
BAGGAGE AREA (cu. ft.) |
12 |
12 |
12 |
12 |
13 |
14 |
? |
? |
|
REAL WORLD BUILD TIME |
LESS THAN 1000 HOURS |
LESS THAN 1000 HOURS |
1700+ HOURS Q/B |
2500+ |
1700+ HOURS Q/B |
LESS THAN 1000 HOURS |
0 |
0 |
|
ACCESS TO |
YES/WE CAN BUILD AS MUCH AS |
YES/WE CAN BUILD AS MUCH AS |
NO |
NO |
NO |
YES/WE CAN BUILD AS MUCH AS |
N/A |
N/A |
|
BUILD CENTER GUIDANCE INCLUDED WITH AIRCRAFT
PURCHASE |
YES |
YES |
NO |
NO |
NO |
YES |
N/A |
N/A |
|
COST |
$24,750 Q/B |
$26,750Q/B |
$30,520Q/B |
$59,870.00 |
$52,145 Q/B |
$40,750Q/B |
$388,140 SIMILIARLY EQUIPPED |
$517,522.00 |
|
TYPICAL BUILD COST BASIC IFR EQUIPPED |
$82,000 |
$84,000 |
$87,770 |
$117,120 |
$115,150 |
$103,755 |
|
|
|
1. conservative vne,
although not currently factory tested and recommended our aircraft are regularly
flown at higher airspeed |
|
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