From reflector@tvbf.org Mon Dec 1 02:22:03 2003 From: reflector@tvbf.org (John Dibble) Date: Sun, 30 Nov 2003 20:22:03 -0600 Subject: REFLECTOR:Manifold Pressure In-Reply-To: <1d2.15314b27.2cfbadc0@cs.com> References: <1d2.15314b27.2cfbadc0@cs.com> Message-ID: <3FCAA5CB.3060402@dixie-net.com> This is a multi-part message in MIME format. --------------040205000806040500080000 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit During takeoff with my carbureted Franklin, my manifold pressure runs around 29 mmHg and sets off the high mp alarm on my engine monitor. Do I need a mp limit on a naturally aspirated engine? John --------------040205000806040500080000 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit During takeoff with my carbureted Franklin, my manifold pressure runs around 29 mmHg and sets off the high mp alarm on my engine monitor.  Do I need a mp limit on a naturally aspirated engine?

John
--------------040205000806040500080000-- From reflector@tvbf.org Mon Dec 1 03:05:36 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 01 Dec 2003 03:05:36 +0000 Subject: REFLECTOR:Manifold Pressure Message-ID: No... Best... Steve _________________________________________________________________ Is there a gadget-lover on your gift list? MSN Shopping has lined up some good bets! http://shopping.msn.com From reflector@tvbf.org Mon Dec 1 03:47:26 2003 From: reflector@tvbf.org (Scott) Date: Sun, 30 Nov 2003 20:47:26 -0700 Subject: REFLECTOR:Oil Congealing -- Is our Nose Cooler "Sandwich Pick-off" Protected? In-Reply-To: References: Message-ID: <6.0.0.22.0.20031130203103.03583950@mail.tnstaafl.net> Bob, No modern(later than 1965?) airplane has a congealing oil cooler on it, or maybe I should say, can't imagine any one actually installing one on a new airplane such as our homebuilts. Unless your in the Arctic, or using straight grade oil with an old old fashioned congealing type cooler, the problem is purely hypothetical. We all read about quite a few ingenious solutions to these hypothetical problems on this list. The bypass valve is part of the veritherm so it doesn't matter if your remote filter unit has one. I know my Air Wolf remote filter unit has no bypass valve. Scott At 04:30 PM 11/30/2003, you wrote: >Thanks for the thoughts and info about oil congealing. I think in most >cases Scott is right -- it's a non-issue. Especially if your situation is >"normal" in terms of engine/airplane set-up and operating scenario. For >example, in normal weather, altitude, and flight duration conditions the >on-engine cooler's Vernitherm (at least my IO-550N has one) should bypass >oil around that cooler until the engine is up to normal operating >temperature, and once the Vernitherm is open the hot oil flow through the >cooler should prevent oil congealing under normal conditions. > >But, as Richard's story points out, there may be unusually cold weather >conditions combined with unusually long, high altitude flight legs (and >maybe this was an engine without the pressure bypass valves on the oil pump >screens and cooler that Scott's article describes?) where the oil can still >congeal in the main oil cooler, even while flying! > >Another issue is whether or not the standard "sandwich oil router" that fits >under the oil filter and we use on the Velocity to send and receive engine >oil to/from the nose cooler includes it's own high pressure bypass valve. >If not, and if the nose cooler lines or the cooler itself contains congealed >oil, it might be very difficult or impossible to establish normal engine oil >flow and cooling due to a congealed oil "obstruction". > >Does anyone know if the "sandwich oil router" that we use for the nose oil >cooler lines contains it's own Vernitherm and/or pressure relief bypass >valve? > >Bob Jackson >Velocity XL-RG >N2XF > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 1 12:28:16 2003 From: reflector@tvbf.org (steve) Date: Mon, 1 Dec 2003 20:28:16 +0800 Subject: REFLECTOR:Translation In-Reply-To: <1d2.15314b27.2cfbadc0@cs.com> References: <1d2.15314b27.2cfbadc0@cs.com> Message-ID: <318129406.20031201202816@yahoo.com.au> ------------B2FB1D756EA699 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Hi Mike Watson, Monday, December 1, 2003, 4:32:00 AM, you wrote: Mcc> Has anyone translated the Performance charts in the FRANKLIN manual Mcc> to US standards. If so, please contact me off line. Thanks. Mcc> Page 1.25 shows Altitude Performance as BHP /altitude by Meters and pressure Mcc> by MM Hg. Mcc> Page 1.26 shows Engine Performance curve in BSFC(G/HP hours). Mcc> Page 1.27 shows cruise control as MM Hg X RPM Mcc> Mike W. Standard Rg Elite/ Franklin Mike here is the excel speadsheet I used. I carry a copy of the graphs in the Flight Manual / Pilot Operating Handbook. Its basically a shameless copy of the PZL manual with Altitude in feet, Manifold Pressure in inches etc.... Feel free to use at your own risk, please double check any calculations. (I use these graphs all the time and have not had any problems). Note**** If you are using a MT prop, I understand that there is an operational limit imposed between approx 2250 - 2550 RPM. (my Franklin - MT combo *feels* happier running at 2600RPM and I tend to run at 2600 when not on descent/pattern) What (on average) does your oil temp run at in the cruz ?? -- Best regards, steve mailto:steve_beilby@yahoo.com.au ------------B2FB1D756EA699 Content-Type: application/vnd.ms-excel; name="Franklin_power_settings.xls" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="Franklin_power_settings.xls" 0M8R4KGxGuEAAAAAAAAAAAAAAAAAAAAAPgADAP7/CQAGAAAAAAAAAAAAAAABAAAAQwAAAAAAAAAA EAAA/v///wAAAAD+////AAAAAEIAAAD///////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// 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YQByAHkASQBuAGYAbwByAG0AYQB0AGkAbwBuAAAAAAAAAAAAAAA4AAIB////////////////AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAOgAAAAAQAAAAAAAA ------------B2FB1D756EA699-- From reflector@tvbf.org Mon Dec 1 13:25:12 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 1 Dec 2003 08:25:12 -0500 Subject: REFLECTOR:Flying in Ice Message-ID: <001c01c3b80e$8d26f7a0$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0019_01C3B7E4.A3DCF820 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Since it is winter time and there was a recent discussion about = Velocities flying into ice, I thought this post from the = http://www.matronics.com/digest/rv-list/ is worth posting here: --> RV-List message posted by: "Doug Rozendaal" =20 > --> RV-List message posted by: Jerry Springer = > >Now I can't let this > go without asking why you would > file and fly into KNOWN icing conditions? I know that you said = the ice > was from 4000-6000 ft and you > filed for 3000 ft but still I would not have done that myself = because no > one can predict that closely at what > level the ice well really start and stop. IMO > =20 It has been a long weekend, and I seem to have nothing better to = do so I will tackle this one.... I flew night freight in Twin Beeches and = C-402s part-time for 10 years in Iowa and along the way, I got a little = experience with ice. =20 Before we go any farther, flying IFR without pitot heat is a bad = idea. (Sorry Jim, but that is the fact. I imagine you have already = ordered a heated pitot tube. Sick engine + no airspeed =3D no fun.) Pitot = heat is a NO GO item for IFR, in all but the low altitude summer time, and even = then you can have freezing temps at fairly low altitudes when convective = activity gets rolling. =20 If you plan to fly IFR out here in the Midwest, you have to = remember we only have 2 WX briefings from FSS, when we call, we get a message that = says, "if it is between April 1 and November 1 press 1 for the summer = briefing, otherwise press 2 for the winter briefing." The summer briefing = says "afternoon thunderstorms with tops to FL 450, hail to 2", and wind = gusts to 50kts." The winter briefing says "Scattered snow showers with = visibility reduced to 1/2 mile and Moderate Mixed Ice in the clouds from the = freezing level to FL180. =20 The only way to fly IFR out here in the winter is to "manage ice" = Ice is like turbulence, there is almost always some, and it is usually = not a big deal. Without knowing the WX pattern etc, I don't know what Jim's = plan was or should have been, but "plan" is the key word and with a "plan" = usually you can "manage" ice pretty effectively. Flying IFR in the winter = up north is not for marginal instrument pilots. Flying and navigating = needs to be easy enough for the pilot to leave plenty of mental horsepower = available for gathering weather information and planning. =20 Deicing equipment on light airplanes is highly overrated, the best = friend you can have in the ice is climb performance, and RVs have good = climb performance! =20 The whole icing syllabus can not be reduced to a post on this = list, but here are some points that might be useful for managing ice. =20 #1 Never fly in Freezing Rain. #2 Have a Plan, and a plan B. #3 Upon encountering Ice, take immediate action, in accordance = with #2 #4 Never fly in Freezing Rain #5 If the plan falls apart, implement Plan B and formulate Plan C. = Repeat as necessary. #6 Pilots almost always stop flying before the airplane. NEVER = QUIT FLYING!!! Most airplanes (fat wing, RV included) will fly with = OBSCENE amounts of ice on them. NEVER QUIT FLYING!!!! #7 Never fly in Freezing Rain. #8 95% of all icing encounters are less than 3000 feet vertically. #9 Upon encountering ice, the default reaction should be to climb immediately. Descending is always an option, but if you descend = and guessed wrong, climbing is no longer an option. #10 Never Fly in Freezing Rain. This is the exception to #9 if = you encounter freezing rain turn around, as quickly as you can. #11 Do not let ATC fly your airplane. If you are on top and they = want you to descend into the ice 40 miles from the airport, do not do it. = Stay up high, then dive for the airport as late as possible. If you need = to climb, ask once, and then insist on a climb even if it means you have to = change heading to clear traffic. #12 You guessed it, Never Fly in Freezing Rain. =20 With these rules in mind, the "plan" might be, Get a briefing, If = the tops are below 8000 feet, and the freezing level is 4000 feet. Plan A = might be like Jim's try to stay below it. upon encountering the ice, Plan = B is immediately request an unrestricted climb to 8 or 9000 feet and = use FULL power. RV's climb well in cold weather and within 5 minutes you = should be on top. Plan C then becomes turning around and beginning a decent = to a nearby airport for a straight in approach. Do not pussy foot = around with (unnecessary) procedure turns if you are accumulating ice at a = rapid rate. If you are in radar coverage get vectors, if not they won't know = you skipped the PT anyway. =20 Now you are up on top at 9000 feet and the clouds are sneaking up = beneath you. Ask center for a pilot report or get on the flight watch, = ask what is going on below. Remember that 95% thing, it came from a big study = done by some PHD types that I got as a reference for an icing article in = IFR magazine. You punch into the clouds, and if you start getting ice = you may want to climb to 10 or 11, or you may want to request 4 or 5 = thousand. but once you start the decent if you start picking up ice, you either = have to climb backup, or you are committed to descend till you get out of = it, or pick a place to land if you can't get below it. (have a alternate = in mind when you start the decent) 95% of the time you will be below it = in 3000 feet and you can continue to your destination. =20 In the briefing, planning and flying, try to visualize the weather = system. Where the cold air and where the warm can be found. Either one = is fine, it is the kinda cold air that causes the problems. Unless you are = flying parallel with the weather system, the altitudes on the top and = bottom of these areas, will move up or down as you cross the fronts. So in = the previous example where the tops of the clouds, and ice, are = rising, the chances are the base of the icing layer is rising as well and on a = trip like that you could cross the icing layer twice and never spend more = than 10 minutes total exposed to the ice. Unless you are in Freezing = Rain, 10 minutes of ice will seldom cause you any more trouble than a = frozen windshield. Something to consider if you are shooting a = non-precision approach. If you can't see the runway, fly to the airport, and = circle looking out the side using a carrier type approach. =20 That is the short version. =20 Some quick war stories: =20 You may have determined by now that I have a healthy respect for = freezing rain. I descended into freezing rain in a Cessna 402 at 3000 ft = on an ILS with the gear up planning to circle. I broke out of the clouds at = 2000 feet with full power, the gear was still up and the airplane was barely = flyable, at DH I put the gear down. The windshield was covered so I kept = the localizer centered till I saw the runway lights out the side = window and smashed it on to the runway. It was the closest I have ever been = to buying the farm. I was in the clouds for less than a minute and had over = 2" of clear ice that ran back to the spar. NEVER QUIT FLYING the = airplane. (you wonder why I fly warbirds on weekends instead of night freight?) =20 Another time, I was flying VFR underneath the clouds, at night, = the ceiling got below 1000 ft and I was 40 miles from my destination. I asked = for my clearance (which I had briefed ATC would be my plan if the ceiling = got too low.) and climbed to 4000 ft. With only 40 miles to go, why = climb higher, besides I had deice equipment. I climbed into a 30 kt headwind, = and started picking up rime ice. I did not want to climb any higher, I only = had 40 nm to go.... I thought I would just slug it out. I kept cycling the = boots, and kept the wings clear, but every unprotected leading edge of = anything just kept piling on ice, which reduced my groundspeed even = further. I just kept adding power and when I started down the glideslope I was at = 110 knots with climb power. No options, no climb performance left, nothing, = just shoot an approach and make it. No excuses. I was in the ice for = over 30 minutes including the approach maneuvering and it was too long. = There was 3 to 4 inches of mixed ice on the unprotected areas. =20 The more winters I flew the less ice I seemed to encounter, and = the weather never changed. I can honestly say there have been entire winters = when I never cycled the boots...... =20 Sorry for the long post, but it really is the short version. =20 Tailwinds, =20 Doug Rozendaal =20 ------=_NextPart_000_0019_01C3B7E4.A3DCF820 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Since it is winter time and there was a recent = discussion=20 about Velocities flying into ice, I thought this post from the http://www.matronics.com/digest/rv-list/ is = worth posting=20 here:
 
 
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
&nbs= p;    =20
      > --> RV-List message posted = by: Jerry=20 Springer <jsflyrv@earthlink.net>
&n= bsp;    =20 >
      >Now I can't let=20 this
      > go without asking why you=20 would
      > file and fly into KNOWN = icing=20 conditions? I know that you said the = ice
      >=20 was from 4000-6000 ft and you
      > = filed for=20 3000 ft but still I would not have done that myself because=20 no
      > one can predict that closely = at=20 what
      > level the ice well really = start and=20 stop. IMO
     =20 >
      =
      It has=20 been a long weekend, and I seem to have nothing better to do so=20 I
      will tackle this one....  I = flew night=20 freight in Twin Beeches and C-402s
      = part-time=20 for 10 years in Iowa and along the way, I got a little=20 experience
      with=20 ice.
      =
      Before=20 we go any farther, flying IFR without pitot heat is a bad=20 idea.
      (Sorry Jim, but that is the = fact. I=20 imagine you have already ordered a
      = heated=20 pitot tube. Sick engine + no airspeed =3D no fun.) Pitot heat is a=20 NO
      GO item for IFR, in all but the low = altitude summer time, and even then = you
      can=20 have freezing temps at fairly low altitudes when convective=20 activity
      gets=20 rolling.
      =
      If=20 you plan to fly IFR out here in the Midwest, you have to remember we=20 only
      have 2 WX briefings from FSS, = when we=20 call, we get a message that says, "if
      = it is=20 between April 1 and November 1 press 1 for the summer=20 briefing,
      otherwise press 2 for the = winter=20 briefing."  The summer briefing = says
     =20 "afternoon thunderstorms with tops to FL 450, hail to 2", and wind gusts = to
      50kts."  The winter briefing = says=20 "Scattered snow showers with = visibility
     =20 reduced to 1/2 mile and Moderate Mixed Ice in the clouds from the=20 freezing
      level to=20 FL180.
      =
      The=20 only way to fly IFR out here in the winter is to "manage ice"  Ice=20 is
      like turbulence, there is almost = always=20 some, and it is usually not a big
      = deal. =20 Without knowing the WX pattern etc, I don't know what Jim's plan=20 was
      or should have been, but "plan" is = the key=20 word and with a "plan" usually
      you can = "manage" ice pretty effectively.  Flying IFR in the winter up=20 north
      is not for marginal instrument=20 pilots.  Flying and navigating needs to=20 be
      easy enough for the pilot to leave = plenty=20 of mental horsepower available for
      = gathering=20 weather information and planning.
     =20
      Deicing equipment on light airplanes = is=20 highly overrated, the best friend
      you = can have=20 in the ice is climb performance, and RVs have good=20 climb
     =20 performance!
     =20
      The whole icing syllabus can not be = reduced=20 to a post on this list, but here
      are = some=20 points that might be useful for managing = ice.
     =20
      #1 Never fly in Freezing=20 Rain.
      #2 Have a Plan, and a plan=20 B.
      #3 Upon encountering Ice, take = immediate=20 action, in accordance with #2
      #4 Never = fly in=20 Freezing Rain
      #5 If the plan falls = apart,=20 implement Plan B and formulate Plan C. Repeat=20 as
     =20 necessary.
      #6 Pilots almost always = stop flying=20 before the airplane.  NEVER QUIT
     =20 FLYING!!!  Most airplanes (fat wing, RV included) will fly with=20 OBSCENE
      amounts of ice on them.  = NEVER=20 QUIT FLYING!!!!
      #7 Never fly in = Freezing=20 Rain.
      #8 95% of all icing encounters = are less=20 than 3000 feet vertically.
      #9 Upon=20 encountering ice, the default reaction should be to=20 climb
      immediately.  Descending is = always=20 an option, but if you descend and = guessed
     =20 wrong, climbing is no longer an = option.
      #10=20 Never Fly in Freezing Rain.  This is the exception to #9 if=20 you
      encounter freezing rain turn = around, as=20 quickly as you can.
      #11 Do not let ATC = fly=20 your airplane.  If you are on top and they want=20 you
      to descend into the ice 40 miles = from the=20 airport, do not do it.  Stay up
      = high,=20 then dive for the airport as late as possible.  If you need to=20 climb,
      ask once, and then insist on a = climb=20 even if it means you have to change
      = heading to=20 clear traffic.
      #12 You guessed it, = Never Fly=20 in Freezing Rain.
     =20
      With these rules in mind, the "plan" = might=20 be,  Get a briefing, If the tops
      = are=20 below 8000 feet, and the freezing level is 4000 feet.  Plan A might = be
      like Jim's try to stay below = it.  upon=20 encountering the ice, Plan B is
      = immediately=20 request an unrestricted climb to 8 or 9000 feet and use=20 FULL
      power.  RV's climb well in = cold=20 weather and within 5 minutes you should = be
      on=20 top. Plan C then becomes turning around and beginning a decent to=20 a
      nearby airport for a straight in=20 approach.  Do not pussy foot around = with
     =20 (unnecessary) procedure turns if you are accumulating ice at a rapid=20 rate.
      If you are in radar coverage get = vectors, if not they won't know you = skipped
     =20 the PT anyway.
     =20
      Now you are up on top at 9000 feet = and the=20 clouds are sneaking up beneath
      = you.  Ask=20 center for a pilot report or get on the flight watch, ask what=20 is
      going on below. Remember that 95% = thing, it=20 came from a big study done by
      some PHD = types=20 that I got as a reference for an icing article in=20 IFR
      magazine.  You punch into the = clouds,=20 and if you start getting ice you may
      = want to=20 climb to 10 or 11, or you may want to request 4 or 5 thousand.=20 but
      once you start the decent if you = start=20 picking up ice, you either have to
      = climb=20 backup, or you are committed to descend till you get out of it,=20 or
      pick a place to land if you can't = get below=20 it. (have a alternate in mind
      when you = start=20 the decent)   95% of the time you will be below it in=20 3000
      feet and you can continue to your = destination.
     =20
      In the briefing, planning and flying, = try to=20 visualize the weather system.
      Where = the cold=20 air and where the warm  can be found.  Either one is fine,=20 it
      is the kinda cold air that causes = the=20 problems.  Unless you are flying
      = parallel=20 with the weather system, the altitudes on the top and bottom=20 of
      these areas, will move up or down = as you=20 cross the fronts. So in the
      previous = example=20 where the tops of the clouds, and ice, are rising,=20 the
      chances are the base of the icing = layer is=20 rising as well and on a trip like
      that = you=20 could cross the icing layer twice and never spend more than=20 10
      minutes total exposed to the = ice. =20 Unless you are in Freezing Rain,  = 10
     =20 minutes of ice will seldom cause you any more trouble than a=20 frozen
      windshield.  Something to = consider=20 if you are shooting a non-precision
     =20 approach.  If you can't see the runway, fly to the airport, and=20 circle
      looking out the side using a = carrier=20 type approach.
     =20
      That is the short=20 version.
      =
     =20 Some quick war stories:
     =20
      You may have determined by now that I = have a=20 healthy respect for freezing
      = rain.  I=20 descended into freezing rain in a Cessna 402 at 3000 ft on an=20 ILS
      with the gear up planning to = circle. =20 I broke out of the clouds at 2000 feet
      = with=20 full power, the gear was still up and the airplane was barely=20 flyable,
      at DH I put the gear = down.  The=20 windshield was covered so I kept the
      = localizer=20 centered till I saw the runway lights out the side window=20 and
      smashed it on to the runway.  = It was=20 the closest I have ever been to buying
      = the=20 farm.  I was in the clouds for less than a minute and had over 2"=20 of
      clear ice that ran back to the = spar. =20 NEVER QUIT FLYING the airplane.  = (you
     =20 wonder why I fly warbirds on weekends instead of night=20 freight?)
      =
     =20 Another time, I was flying VFR underneath the clouds, at night, the=20 ceiling
      got below 1000 ft and I was 40 = miles=20 from my destination.  I asked for = my
     =20 clearance (which I had briefed ATC would be my plan if the ceiling got=20 too
      low.)  and climbed to 4000 = ft. =20 With only 40 miles to go, why climb = higher,
     =20 besides I had deice equipment.  I climbed into a 30 kt headwind, = and=20 started
      picking up rime ice.  I = did not=20 want to climb any higher, I only had 40 = nm
      to=20 go....  I thought I would just slug it out.  I kept cycling = the=20 boots,
      and kept the wings clear, but = every=20 unprotected leading edge of anything
      = just kept=20 piling on ice, which reduced my groundspeed even further.  I=20 just
      kept adding power and when I = started down=20 the glideslope I was at 110 knots
      with = climb=20 power.  No options, no climb performance left, nothing,=20 just
      shoot an approach and make = it.  No=20 excuses.   I was in the ice for over=20 30
      minutes including the approach = maneuvering=20 and it was too long.  There was 3
      = to 4=20 inches of mixed ice on the unprotected = areas.
     =20
      The more winters I flew the less ice = I seemed=20 to encounter, and the weather
      never = changed. I=20 can honestly say there have been entire winters when=20 I
      never cycled the=20 boots......
      =
     =20 Sorry for the long post, but it really is the short=20 version.
      =
     =20 Tailwinds,
      =
     =20 Doug Rozendaal
     
------=_NextPart_000_0019_01C3B7E4.A3DCF820-- From reflector@tvbf.org Mon Dec 1 13:38:07 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 1 Dec 2003 08:38:07 -0500 Subject: REFLECTOR:Manifold Pressure References: <1d2.15314b27.2cfbadc0@cs.com> <3FCAA5CB.3060402@dixie-net.com> Message-ID: <003c01c3b810$5ad371a0$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0039_01C3B7E6.7198B460 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The manifold pressure is similar to atmospheric pressure. The more = efficient your intake air system is, the more MAP will be the same as = barometric pressure at wide open throttle. =20 Ronnie ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Sunday, November 30, 2003 9:22 PM Subject: REFLECTOR:Manifold Pressure During takeoff with my carbureted Franklin, my manifold pressure runs = around 29 mmHg and sets off the high mp alarm on my engine monitor. Do = I need a mp limit on a naturally aspirated engine? John ------=_NextPart_000_0039_01C3B7E6.7198B460 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The manifold pressure is similar to atmospheric=20 pressure.  The more efficient your intake air system is, the more = MAP will=20 be the same as barometric pressure at wide open throttle.
 
Ronnie
 
----- Original Message -----
From:=20 John=20 Dibble
Sent: Sunday, November 30, 2003 = 9:22=20 PM
Subject: REFLECTOR:Manifold=20 Pressure

During takeoff with my carbureted Franklin, my manifold = pressure runs around 29 mmHg and sets off the high mp alarm on my = engine=20 monitor.  Do I need a mp limit on a naturally aspirated = engine?

John
------=_NextPart_000_0039_01C3B7E6.7198B460-- From reflector@tvbf.org Mon Dec 1 14:52:59 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 1 Dec 2003 09:52:59 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <012501c3b2dc$bbfa5400$9964ab44@atlaga.adelphia.net> <3FC29A68.3B0D55E1@frontiernet.net> <3FC43F57.7D4D70C6@frontiernet.net> Message-ID: <007001c3b81a$d062c420$9964ab44@atlaga.adelphia.net> Chuck Jenson has them on his XL. I also have them on my 173 Elite RG with the same wings as the XL. Work GREAT! Ronnie From reflector@tvbf.org Mon Dec 1 16:18:31 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Mon, 1 Dec 2003 11:18:31 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: Works Great, feels Good. Well, actually I don't know how they work or it feels without 'em but the concensus seems to be unanimous that, as Martha says, "they are a good thing." When I put my replaced all of my VGs a couple months ago, I did make one change that I'd highly recommend. The VGs came from Velocity (about $0.10 each---shipping was almost as much as the VGs)and have a "rounded" leading edge on the sail. In the past, when I wiped the wing down, the rag would always snag on the trailing edge of the VG because it was a sharp 90 degree edge. I took a nippers and cut off the trailing corner at a 45 degree angle, then used a flapper wheel grinder to smooth the corners. The end result was the trailing edge had almost an identical rounded contour to the leading edge of the sail. Viola!! No rag snagging and resulting breakage and knocking off of the VG. Paint first (UV protection), install with a dab of silastic and you're good to go for 2-3 years...at least. A detail; to cut down on the mess, I applied the silastic to the bottom of the VG (after running it across sandpaper to impart some "tooth" on the bottom) with a straight bladed tweaker screwdriver (kind of like buttering a brick), then put the VG in the same pattern as original and pushed down firmly. Let set for about 30 minutes and use a fingernail cuticle stick (sharp and semi-hard but won't scratch paint) to remove excess silastic that squeezes out. Then, use mineral oil with a Q-tip to swab around the VG. The mineral oil will dilute any smeared residual silastic. After drying for 24 hours, wipe the dried mineral oil off with a clean rage and you are good to go!!! Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Ronnie Brown Sent: Monday, December 01, 2003 9:53 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Chuck Jenson has them on his XL. I also have them on my 173 Elite RG with the same wings as the XL. Work GREAT! Ronnie _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 1 16:16:46 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Mon, 1 Dec 2003 11:16:46 -0500 Subject: REFLECTOR:Battery In-Reply-To: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> References: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> Message-ID: --============_-1141827086==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Dave, I just replaced my AC delco battery that was about three years old. It was used for much of the testing of gear during the building process and consequently sat idle a good deal of the time. I wanted as much battery as I could find so ended up with a Sears "Optimum' gell cell battery. a little pricey about $110. the interesting result is that My VM 1000 which does a good job of monitoring the voltage and whose threshold would cause a low volts alarm at the wrong time has been quieted by having a battery that does not permit the voltage to drop. With the new battery I have to have a lot of equipment turned on and then if the gear motor is energized I can sometimes get a low volts warning. The solution seems to be keep the volts up and don't complain if the VM 1000 is just telling you what you don't want to know. Long story, but the battery seems a good choice. it was a little bit longer (1") but about the same weight and the idea of gell cells ( no spill) is a plus. Jack XL-RG N55XL --============_-1141827086==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Battery
Dave,
I just replaced my AC delco battery that was about three years old. It was used for much of the testing of gear during the building process and consequently sat idle a good deal of the time. I wanted as much battery as I could find so ended up with a Sears "Optimum' gell cell battery. a little pricey about $110.
the interesting result is that My VM 1000 which does a good job of monitoring the voltage and whose threshold would cause a low volts alarm at the wrong time has been quieted by having a battery that does not permit the voltage to drop. With the new battery I have to have a lot of equipment turned on and then if the gear motor is energized I can sometimes get a low volts warning. The solution seems to be keep the volts up and don't complain if the VM 1000 is just telling you what you don't want to know.
Long story, but the battery seems a good choice. it was a little bit longer (1") but about the same weight and the idea of gell cells ( no spill) is a plus.
Jack
XL-RG
N55XL
--============_-1141827086==_ma============-- From reflector@tvbf.org Mon Dec 1 16:22:33 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Mon, 1 Dec 2003 11:22:33 -0500 Subject: REFLECTOR:Velocity Store DOA In-Reply-To: <000d01c3b67a$0008d4f0$0300a8c0@DAD> References: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> <003101c3b61c$6b22fb20$dca83c42@quiknet.com> <6.0.0.22.0.20031128202617.0348ee08@mail.tnstaafl.net> <000d01c3b67a$0008d4f0$0300a8c0@DAD> Message-ID: Darnit I was planning on having my wife do most of her Christmas shopping at the Velocity Store!! (: Kidding Jack From reflector@tvbf.org Mon Dec 1 16:42:40 2003 From: reflector@tvbf.org (John Dibble) Date: Mon, 01 Dec 2003 10:42:40 -0600 Subject: REFLECTOR:Translation In-Reply-To: <318129406.20031201202816@yahoo.com.au> References: <1d2.15314b27.2cfbadc0@cs.com> <318129406.20031201202816@yahoo.com.au> Message-ID: <3FCB6F80.3060300@dixie-net.com> Where can I get a copy of the PZL manual? My Franklin (IVO prop) also seems to "feel" (sound) better at 2600 rpm. However when I turn on the noise cancelling headset I hear a whine that suggests lower rpm is better. I wish there was a more objective means to select the best rpm. John steve wrote: >Note**** If you are using a MT prop, I understand that there is an operational >limit imposed between approx 2250 - 2550 RPM. (my Franklin - MT combo *feels* >happier running at 2600RPM and I tend to run at 2600 when not on descent/pattern) > >What (on average) does your oil temp run at in the cruz ?? > > > From reflector@tvbf.org Mon Dec 1 16:58:27 2003 From: reflector@tvbf.org (Donald Royer) Date: Mon, 1 Dec 2003 09:58:27 -0700 Subject: REFLECTOR:Translation Message-ID: <410-220031211165827760@earthlink.net> It is my understanding the the operational limit is on the MT on an IO-360 not on the Franklin. I have a copy of the Franklin manual. I don't recall that it says anything about a "best" RPM. Don Royer > [Original Message] > From: John Dibble > To: > Date: 12/1/03 9:42:03 AM > Subject: Re: REFLECTOR:Translation > > Where can I get a copy of the PZL manual? My Franklin (IVO prop) also > seems to "feel" (sound) better at 2600 rpm. However when I turn on the > noise cancelling headset I hear a whine that suggests lower rpm is > better. I wish there was a more objective means to select the best rpm. > > John > > steve wrote: > > >Note**** If you are using a MT prop, I understand that there is an operational > >limit imposed between approx 2250 - 2550 RPM. (my Franklin - MT combo *feels* > >happier running at 2600RPM and I tend to run at 2600 when not on descent/pattern) > > > >What (on average) does your oil temp run at in the cruz ?? > > > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 1 18:10:03 2003 From: reflector@tvbf.org (Rene Dugas) Date: Mon, 1 Dec 2003 12:10:03 -0600 Subject: REFLECTOR:Battery In-Reply-To: <002701c3b6a5$921cb5c0$6501a8c0@VELOCITY> Message-ID: <004201c3b836$5ae29790$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C3B804.10482790 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I use a Black Panther Gas Recom at about 26 pounds. Replacing next week. Had it for 5 years while building and for one while flying. Replacing at annual. Expensive at about $150. Should be good for 5 years. Mounts in any position. Extraordinary cranking power at 800 CCA. Replacing with same battery from Odyssey with over 900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has also been called a Predator. www.odysseyfactory.com Rene' N129RD 150 hrs flying. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Dave Nelson Sent: Saturday, November 29, 2003 12:21 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Battery Good question - I should have been more explicit... The original battery I used was a Die Hard "Gold", group 26, PN 36080. It lasted about 4 years, and was actually still going strong when I decided to replace it at last year's annual due to it's age. I figured $30-40 bucks as opposed to a dead battery somewhere on the road was a good trade. Unfortunately, when I went to the local Sears, I learned that the "Gold" version of this battery was no longer available. Worse, group 26 batteries were getting harder to find because they hadn't been designed into any cars for quite awhile. So, I went with the normal Die Hard, which has signficantly less CCA (Cold Cranking Amps - the amount of current the battery can develop at 0 degrees farenheit while maintaining at least 7.2 Volts). It worked, well, OK, during this spring, summer, and fall, but recently has failed. Now, it's under warranty, and I can get quite a bit of value out of it by mearly replacing it. And that's the easiest thing to do. However, given that it has less current capacity than the "Gold" battery I used to have, it turns over my IO-360 slower than the "Gold" did, and I don't like that - I've always been worried about having the thing die on me since I put it in. So... I decided to check for options. Anyway, that's why I'm interested in options. I may well stick with a Group 26 battery... but, if there's a better option out there, I might go for it. Thanks! Dave ----- Original Message ----- From: Ronnie Brown To: reflector@tvbf.org Sent: Friday, November 28, 2003 4:48 PM Subject: Re: REFLECTOR:Battery Sounds like your battery choice has been good. Why would you want to change? Ronnie ----- Original Message ----- From: Dave Nelson To: reflector@tvbf.org Sent: Friday, November 28, 2003 5:02 PM Subject: REFLECTOR:Battery I've been running a Sears Die Hard group 26 battery in my IO-360 std-rg for many years. However, it's time for a fresh battery and I'm looking for other options. What are you guys using? How happy are you? Thanks! Dave ------=_NextPart_000_0043_01C3B804.10482790 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I use a Black Panther Gas Recom at about 26 pounds.  Replacing next = week.  Had it for 5 years while building and for one while flying.  = Replacing at annual.  Expensive at about $150.  Should be good for 5 = years.   Mounts in any position.  Extraordinary cranking power at 800 = CCA.  Replacing with same battery from Odyssey with over 900CCA.  About = 1/3rd the size of car battery.  Seems to crank the IO540 for ever.  = Dimensions very small at about 6 x 6.5 x 7 inches.  Battery has also been called a Predator.

www.odysseyfactory.com<= /p>

Rene’

N129RD

150 hrs flying.

 

-----Original = Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Dave Nelson
Sent: Saturday, November = 29, 2003 12:21 PM
To: = reflector@tvbf.org
Subject: Re: = REFLECTOR:Battery

 

Good question - I should = have been more explicit...

 

The original battery I used = was a Die Hard "Gold", group 26, PN 36080.  It lasted about 4 = years, and was actually still going strong when I decided to replace it at last = year's annual due to it's age.  I figured $30-40 bucks as opposed to a = dead battery somewhere on the road was a good trade.  Unfortunately, = when I went to the local Sears, I learned that the "Gold" version of = this battery was no longer available.  Worse, group 26 batteries were = getting harder to find because they hadn't been designed into any cars for quite = awhile.  So, I went with the normal Die Hard, which has signficantly less CCA = (Cold Cranking Amps - the amount of current the battery can develop at 0 = degrees farenheit while maintaining at least 7.2 Volts).  It worked, well, = OK, during this spring, summer, and fall, but recently has failed.  =

 

Now, it's under warranty, = and I can get quite a bit of value out of it by mearly replacing it.  And = that's the easiest thing to do.  However, given that it has less current = capacity than the "Gold" battery I used to have, it turns over my = IO-360 slower than the "Gold" did, and I don't like that - I've = always been worried about having the thing die on me since I put it in.  So... = I decided to check for options. 

 

Anyway, that's why I'm = interested in options.  I may well stick with a Group 26 battery...  but, if there's a better option out there, I might go for it.  = Thanks!

 

Dave

 

----- Original Message = -----

To:<= /font> reflector@tvbf.org

Sent: Friday, November 28, 2003 4:48 PM

Subject: Re: REFLECTOR:Battery

 

Sounds like your battery choice has been = good.  Why would you want to change?

 

Ronnie

----- Original Message = -----

To:<= /font> reflector@tvbf.org

Sent: Friday, November 28, 2003 5:02 PM

Subject: REFLECTOR:Battery

 

I've been running a Sears = Die Hard group 26 battery in my IO-360 std-rg for many years.  However, it's = time for a fresh battery and I'm looking for other options.  =

 

What are you guys = using?  How happy are you?

 

Thanks!

 

Dave

 

------=_NextPart_000_0043_01C3B804.10482790-- From reflector@tvbf.org Mon Dec 1 18:24:16 2003 From: reflector@tvbf.org (Rene Dugas) Date: Mon, 1 Dec 2003 12:24:16 -0600 Subject: REFLECTOR:Panel Switches In-Reply-To: Message-ID: <000001c3b838$576c98c0$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3B806.0CD228C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I also used the Honeywell switches Look in the Manual switches Catalog 30. I used the different color lenses over the lights for different types of uses i.e. lights vs fuel boost. I have extra labels if interested for such as Pitot heat, Landing light, etc. I also wired the DPST switch to get more contact surface for arc wear and wired a capacitor ceramic type across to absorb the arc in DC switching. Mine have worked very well. I have pics of the panel. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bruce Topp Sent: Saturday, November 29, 2003 11:40 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Panel Switches Glenn, I used Honeywell switches. You can check them out on the website and order from any local electric supply store. AML21/22 switches (low votage requires relays) or, AML34/36 switches for power distribution that do not require relays. They can come lighted or not and you can order different color lenses, etc. You can also find them in aircraft spruce but not the variety. Bruce XL-FG -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Glenn Babcock Sent: Friday, November 28, 2003 6:12 PM To: reflector@tvbf.org Subject: REFLECTOR:Panel Switches I'm wiring up my panel, and I'm looking for recommendations on power switches. I don't plan to use a prefab switch/power unit, and have already completed my breaker panel. I want to install rocker switches for various lights (NAV, landing, etc.) on the main panel, and rockers for engine functions (mags, starter, fuel pump, etc.) on the overhead panel. I would like the switches to have a lighted label and a power indicator light. I also need push buttons for the stick and panel mounted switches such as PTT, autopilot, COM flip, etc. I did find an interesting looking item by Carling Technologies (www.carlingtech.com) called the Contura. This is an attractive, sealed switch with LED lighting for both label and status. It's rated 20A at 12VDC. DigiKey has it available. Should I stick with sealed switches (marine type)? Besides obvious sources like Spruce and Chief, any tips on sources? Regards, Glenn N697RG http://web.tampabay.rr.com/gbabcock _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_0001_01C3B806.0CD228C0 Content-Type: image/jpeg; name="Velocity Pictures 112402 048.jpg" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="Velocity Pictures 112402 048.jpg" /9j/2wCEAAYEBQYFBAYGBQYHBwYIChAKCgkJChQODwwQFxQYGBcUFhYaHSUfGhsjHBYWICwgIyYn 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<004201c3b836$5ae29790$0a01a8c0@ent2.local> References: <002701c3b6a5$921cb5c0$6501a8c0@VELOCITY> <004201c3b836$5ae29790$0a01a8c0@ent2.local> Message-ID: <6.0.0.22.0.20031201113415.035dffe8@mail.tnstaafl.net> I've hard nothing but praise for the Oddyssey batteries. Very long life and the best cranking power of any drycell. The paranoid can even get steel jacketed military version! It will be my next battery. Scott At 11:10 AM 12/1/2003, you wrote: >I use a Black Panther Gas Recom at about 26 pounds. Replacing next >week. Had it for 5 years while building and for one while >flying. Replacing at annual. Expensive at about $150. Should be good >for 5 years. Mounts in any position. Extraordinary cranking power at >800 CCA. Replacing with same battery from Odyssey with over >900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 >for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has >also been called a Predator. >www.odysseyfactory.com >Rene' >N129RD >150 hrs flying. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf >Of Dave Nelson >Sent: Saturday, November 29, 2003 12:21 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Battery > >Good question - I should have been more explicit... > >The original battery I used was a Die Hard "Gold", group 26, PN 36080. It >lasted about 4 years, and was actually still going strong when I decided >to replace it at last year's annual due to it's age. I figured $30-40 >bucks as opposed to a dead battery somewhere on the road was a good >trade. Unfortunately, when I went to the local Sears, I learned that the >"Gold" version of this battery was no longer available. Worse, group 26 >batteries were getting harder to find because they hadn't been designed >into any cars for quite awhile. So, I went with the normal Die Hard, >which has signficantly less CCA (Cold Cranking Amps - the amount of >current the battery can develop at 0 degrees farenheit while maintaining >at least 7.2 Volts). It worked, well, OK, during this spring, summer, and >fall, but recently has failed. > >Now, it's under warranty, and I can get quite a bit of value out of it by >mearly replacing it. And that's the easiest thing to do. However, given >that it has less current capacity than the "Gold" battery I used to have, >it turns over my IO-360 slower than the "Gold" did, and I don't like that >- I've always been worried about having the thing die on me since I put it >in. So... I decided to check for options. > >Anyway, that's why I'm interested in options. I may well stick with a >Group 26 battery... but, if there's a better option out there, I might go >for it. Thanks! > >Dave > >----- Original Message ----- >From: Ronnie Brown >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 4:48 PM >Subject: Re: REFLECTOR:Battery > >Sounds like your battery choice has been good. Why would you want to change? > >Ronnie >----- Original Message ----- >From: Dave Nelson >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 5:02 PM >Subject: REFLECTOR:Battery > >I've been running a Sears Die Hard group 26 battery in my IO-360 std-rg >for many years. However, it's time for a fresh battery and I'm looking >for other options. > >What are you guys using? How happy are you? > >Thanks! > >Dave > From reflector@tvbf.org Mon Dec 1 18:44:41 2003 From: reflector@tvbf.org (Scott) Date: Mon, 01 Dec 2003 11:44:41 -0700 Subject: REFLECTOR:Battery In-Reply-To: <004201c3b836$5ae29790$0a01a8c0@ent2.local> References: <002701c3b6a5$921cb5c0$6501a8c0@VELOCITY> <004201c3b836$5ae29790$0a01a8c0@ent2.local> Message-ID: <6.0.0.22.0.20031201113946.035fceb8@mail.tnstaafl.net> You can get that battery from https://www.batteries4everything.com/index.html for $93. part number is PC925T I don't know what the shipping is. Scott At 11:10 AM 12/1/2003, you wrote: >I use a Black Panther Gas Recom at about 26 pounds. Replacing next >week. Had it for 5 years while building and for one while >flying. Replacing at annual. Expensive at about $150. Should be good >for 5 years. Mounts in any position. Extraordinary cranking power at >800 CCA. Replacing with same battery from Odyssey with over >900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 >for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has >also been called a Predator. >www.odysseyfactory.com >Rene' >N129RD >150 hrs flying. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf >Of Dave Nelson >Sent: Saturday, November 29, 2003 12:21 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Battery > >Good question - I should have been more explicit... > >The original battery I used was a Die Hard "Gold", group 26, PN 36080. It >lasted about 4 years, and was actually still going strong when I decided >to replace it at last year's annual due to it's age. I figured $30-40 >bucks as opposed to a dead battery somewhere on the road was a good >trade. Unfortunately, when I went to the local Sears, I learned that the >"Gold" version of this battery was no longer available. Worse, group 26 >batteries were getting harder to find because they hadn't been designed >into any cars for quite awhile. So, I went with the normal Die Hard, >which has signficantly less CCA (Cold Cranking Amps - the amount of >current the battery can develop at 0 degrees farenheit while maintaining >at least 7.2 Volts). It worked, well, OK, during this spring, summer, and >fall, but recently has failed. > >Now, it's under warranty, and I can get quite a bit of value out of it by >mearly replacing it. And that's the easiest thing to do. However, given >that it has less current capacity than the "Gold" battery I used to have, >it turns over my IO-360 slower than the "Gold" did, and I don't like that >- I've always been worried about having the thing die on me since I put it >in. So... I decided to check for options. > >Anyway, that's why I'm interested in options. I may well stick with a >Group 26 battery... but, if there's a better option out there, I might go >for it. Thanks! > >Dave > >----- Original Message ----- >From: Ronnie Brown >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 4:48 PM >Subject: Re: REFLECTOR:Battery > >Sounds like your battery choice has been good. Why would you want to change? > >Ronnie >----- Original Message ----- >From: Dave Nelson >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 5:02 PM >Subject: REFLECTOR:Battery > >I've been running a Sears Die Hard group 26 battery in my IO-360 std-rg >for many years. However, it's time for a fresh battery and I'm looking >for other options. > >What are you guys using? How happy are you? > >Thanks! > >Dave > From reflector@tvbf.org Mon Dec 1 18:46:51 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Mon, 1 Dec 2003 11:46:51 -0700 Subject: REFLECTOR:Battery In-Reply-To: <6.0.0.22.0.20031201113415.035dffe8@mail.tnstaafl.net> Message-ID: The steel jacket is a great way to secure the battery to the battery tray. Just remove the battery from the jacket (which is held in with a few drops of silicone). The jacket has a flange on the bottom already drilled for attaching to the battery tray. All you need to do is install some type of top securing bracket. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Sent: Monday, December 01, 2003 11:37 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Battery I've hard nothing but praise for the Oddyssey batteries. Very long life and the best cranking power of any drycell. The paranoid can even get steel jacketed military version! It will be my next battery. Scott At 11:10 AM 12/1/2003, you wrote: >I use a Black Panther Gas Recom at about 26 pounds. Replacing next >week. Had it for 5 years while building and for one while >flying. Replacing at annual. Expensive at about $150. Should be good >for 5 years. Mounts in any position. Extraordinary cranking power at >800 CCA. Replacing with same battery from Odyssey with over >900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 >for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has >also been called a Predator. >www.odysseyfactory.com >Rene' >N129RD >150 hrs flying. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf >Of Dave Nelson >Sent: Saturday, November 29, 2003 12:21 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Battery > >Good question - I should have been more explicit... > >The original battery I used was a Die Hard "Gold", group 26, PN 36080. It >lasted about 4 years, and was actually still going strong when I decided >to replace it at last year's annual due to it's age. I figured $30-40 >bucks as opposed to a dead battery somewhere on the road was a good >trade. Unfortunately, when I went to the local Sears, I learned that the >"Gold" version of this battery was no longer available. Worse, group 26 >batteries were getting harder to find because they hadn't been designed >into any cars for quite awhile. So, I went with the normal Die Hard, >which has signficantly less CCA (Cold Cranking Amps - the amount of >current the battery can develop at 0 degrees farenheit while maintaining >at least 7.2 Volts). It worked, well, OK, during this spring, summer, and >fall, but recently has failed. > >Now, it's under warranty, and I can get quite a bit of value out of it by >mearly replacing it. And that's the easiest thing to do. However, given >that it has less current capacity than the "Gold" battery I used to have, >it turns over my IO-360 slower than the "Gold" did, and I don't like that >- I've always been worried about having the thing die on me since I put it >in. So... I decided to check for options. > >Anyway, that's why I'm interested in options. I may well stick with a >Group 26 battery... but, if there's a better option out there, I might go >for it. Thanks! > >Dave > >----- Original Message ----- >From: Ronnie Brown >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 4:48 PM >Subject: Re: REFLECTOR:Battery > >Sounds like your battery choice has been good. Why would you want to change? > >Ronnie >----- Original Message ----- >From: Dave Nelson >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 5:02 PM >Subject: REFLECTOR:Battery > >I've been running a Sears Die Hard group 26 battery in my IO-360 std-rg >for many years. However, it's time for a fresh battery and I'm looking >for other options. > >What are you guys using? How happy are you? > >Thanks! > >Dave > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 1 21:13:35 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 1 Dec 2003 16:13:35 EST Subject: REFLECTOR:Manifold Pressure Message-ID: <1a5.1cbb36be.2cfd08ff@aol.com> -------------------------------1070313215 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I have herd that on very cold days in Alaska with density altitudes below sea level it is possible to over boost a normally aspirated engine.But not at 29 inches. Mack -------------------------------1070313215 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
I have herd that on very cold days in Alaska=20= with density altitudes below sea level it is possible to over boost a normal= ly aspirated engine.But not at 29 inches.
Mack
 
-------------------------------1070313215-- From reflector@tvbf.org Mon Dec 1 22:11:20 2003 From: reflector@tvbf.org (Brian Michalk) Date: Mon, 1 Dec 2003 16:11:20 -0600 Subject: REFLECTOR:Manifold Pressure In-Reply-To: <1a5.1cbb36be.2cfd08ff@aol.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_005E_01C3B825.C1FEAE20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit In your Franklin manual, under "Operating Limitations", there is a max manifold pressure/inlet temperature listed. In the case of the Franklin, it is limited by detonation, not power. The crank/cylinder heads in the old Franklin are the same as in their (out of production) turbocharged version ... I can't remember the power figures, but they were definately more than 220HP, I seem to recall closer to 300 horsepower. The only difference (according to Heinly, now deceased) is the substitution of low compression pistons. He said the crank, cylinders and pistons were well up to the task. I'm not willing to try it though. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MMurp16900@aol.com Sent: Monday, December 01, 2003 3:14 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Manifold Pressure I have herd that on very cold days in Alaska with density altitudes below sea level it is possible to over boost a normally aspirated engine.But not at 29 inches. Mack ------=_NextPart_000_005E_01C3B825.C1FEAE20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
In your Franklin manual, under = "Operating=20 Limitations", there is a max manifold pressure/inlet temperature=20 listed.
In the case of the Franklin, it is = limited=20 by detonation, not power.  The crank/cylinder heads in the old = Franklin are=20 the same as in their (out of production) turbocharged version ... I = can't=20 remember the power figures, but they were definately more than 220HP, I = seem to=20 recall closer to 300 horsepower.  The only difference (according to = Heinly,=20 now deceased) is the substitution of low compression = pistons.
 
He said the crank, cylinders and = pistons=20 were well up to the task. 
 
I'm not willing to try it=20 though.
-----Original Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf = Of=20 MMurp16900@aol.com
Sent: Monday, December 01, 2003 3:14=20 PM
To: reflector@tvbf.org
Subject: Re: = REFLECTOR:Manifold=20 Pressure
I have herd that on very cold days in = Alaska with=20 density altitudes below sea level it is possible to over boost a = normally=20 aspirated engine.But not at 29 inches.
Mack
 
------=_NextPart_000_005E_01C3B825.C1FEAE20-- From reflector@tvbf.org Mon Dec 1 23:31:08 2003 From: reflector@tvbf.org (Rene Dugas) Date: Mon, 1 Dec 2003 17:31:08 -0600 Subject: REFLECTOR:Battery In-Reply-To: <6.0.0.22.0.20031201113946.035fceb8@mail.tnstaafl.net> Message-ID: <000901c3b863$32842520$0a01a8c0@ent2.local> Thanks Scott. This is a much better price than I got in Baton Rouge, La. I am expecting the PC925MJT with 125 more CCA than I have had for same size. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Scott Sent: Monday, December 01, 2003 12:45 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Battery You can get that battery from https://www.batteries4everything.com/index.html for $93. part number is PC925T I don't know what the shipping is. Scott At 11:10 AM 12/1/2003, you wrote: >I use a Black Panther Gas Recom at about 26 pounds. Replacing next >week. Had it for 5 years while building and for one while >flying. Replacing at annual. Expensive at about $150. Should be good >for 5 years. Mounts in any position. Extraordinary cranking power at >800 CCA. Replacing with same battery from Odyssey with over >900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 >for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has >also been called a Predator. >www.odysseyfactory.com >Rene' >N129RD >150 hrs flying. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf >Of Dave Nelson >Sent: Saturday, November 29, 2003 12:21 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Battery > >Good question - I should have been more explicit... > >The original battery I used was a Die Hard "Gold", group 26, PN 36080. It >lasted about 4 years, and was actually still going strong when I decided >to replace it at last year's annual due to it's age. I figured $30-40 >bucks as opposed to a dead battery somewhere on the road was a good >trade. Unfortunately, when I went to the local Sears, I learned that the >"Gold" version of this battery was no longer available. Worse, group 26 >batteries were getting harder to find because they hadn't been designed >into any cars for quite awhile. So, I went with the normal Die Hard, >which has signficantly less CCA (Cold Cranking Amps - the amount of >current the battery can develop at 0 degrees farenheit while maintaining >at least 7.2 Volts). It worked, well, OK, during this spring, summer, and >fall, but recently has failed. > >Now, it's under warranty, and I can get quite a bit of value out of it by >mearly replacing it. And that's the easiest thing to do. However, given >that it has less current capacity than the "Gold" battery I used to have, >it turns over my IO-360 slower than the "Gold" did, and I don't like that >- I've always been worried about having the thing die on me since I put it >in. So... I decided to check for options. > >Anyway, that's why I'm interested in options. I may well stick with a >Group 26 battery... but, if there's a better option out there, I might go >for it. Thanks! > >Dave > >----- Original Message ----- >From: Ronnie Brown >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 4:48 PM >Subject: Re: REFLECTOR:Battery > >Sounds like your battery choice has been good. Why would you want to change? > >Ronnie >----- Original Message ----- >From: Dave Nelson >To: reflector@tvbf.org >Sent: Friday, November 28, 2003 5:02 PM >Subject: REFLECTOR:Battery > >I've been running a Sears Die Hard group 26 battery in my IO-360 std-rg >for many years. However, it's time for a fresh battery and I'm looking >for other options. > >What are you guys using? How happy are you? > >Thanks! > >Dave > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 00:22:51 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 1 Dec 2003 19:22:51 EST Subject: REFLECTOR:Conversion Message-ID: <36.4c80fdda.2cfd355b@cs.com> --part1_36.4c80fdda.2cfd355b_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit My thanks to Steve and John for their quick response. John, I have a complete set of manuals (Service, Parts and Operation) from PZL. If I can find someone to copy it for me, I would be happy to send you copies of all three. I'm also using an IVO electric constant speed prop, which recently would not adjust below 2550 RPM. I suspect that the motor had lost it's torque. On the ground, it would vary from Max to min pitch in roughly 25 seconds, but in the air it would not go to Max pitch. I suspect the air loads was too great for the motor. I sent the motor to IVO for testing and within two days, I received a new motor from IVO with a note stating that they could not find anything wrong with my motor, bet to be sure they sent me a new motor at no charge. Now is that good customer relations or what. I like to fly my setup at 23 2400. With my lightspeed headsets, the plane is very quiet. leaning as much as I can without getting the CHT's too hot, produces a turbine like sound. I love this Franklin engine. again thanks guys. Mike W --part1_36.4c80fdda.2cfd355b_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable My thanks to Steve and John for their quick response.<= BR>
John, I have a complete set of manuals (Service, Parts and Operation)
from PZL. If I can find someone to copy it for me, I would be happy to
send you copies of all three.

I'm also using an IVO electric constant speed prop, which recently would
not adjust below 2550 RPM. I suspect that the motor had lost it's torque.
On the ground, it would vary from Max to min pitch in roughly 25 seconds, but in the air it would not go to Max pitch. I suspect the air loads was too=
great for the motor.  I sent the motor to IVO for testing and within tw= o days,
I received a new motor from IVO with a note stating that they could not find=
anything wrong with my motor, bet to be sure they sent me a new motor
at no charge.  Now is that good customer relations or what.

I like to fly my setup at 23 2400. With my lightspeed headsets, the plane is=
very quiet. leaning as much as I can without getting the CHT's too hot, prod= uces
a turbine like sound. I love this Franklin engine.

again thanks guys.

Mike W --part1_36.4c80fdda.2cfd355b_boundary-- From reflector@tvbf.org Tue Dec 2 00:52:39 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 1 Dec 2003 19:52:39 EST Subject: REFLECTOR:Manifold Pressure Message-ID: <148.1dbe4d4f.2cfd3c57@cs.com> --part1_148.1dbe4d4f.2cfd3c57_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit John, For the last six years, I have been getting 29Hg/2800rpm on takeoff with my Franklin IVO prop setup. I would adjust the MAP alarm to 30 Hg. Steve, My oil pressure runs 220 on climb out and 190 ~ 205 in cruise, if I lean a little, it runs 210. Regards, Mike W. --part1_148.1dbe4d4f.2cfd3c57_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable John,

For the last six years, I have been getting 29Hg/2800rpm on takeoff with my=20= Franklin IVO prop setup.

I would adjust the MAP alarm to 30 Hg.

Steve,
My oil pressure runs 220 on climb out and 190 ~ 205 in cruise, if I lean a l= ittle, it runs 210.

Regards,

Mike W.
 --part1_148.1dbe4d4f.2cfd3c57_boundary-- From reflector@tvbf.org Tue Dec 2 01:30:49 2003 From: reflector@tvbf.org (Brian Michalk) Date: Mon, 1 Dec 2003 19:30:49 -0600 Subject: REFLECTOR:Conversion In-Reply-To: <36.4c80fdda.2cfd355b@cs.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C3B841.A053FE30 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Tell me more about the IVO problem. Mike Deeter has the same symptoms with his setup. I hypothesized the same as you; that the airloads were too much for the motor. He is out of town and won't be back until middle of December. I was going to have him go to altitude, throttle down, then adjust again for max pitch to see if the prop would go any farther. What's your opinion on this? What RPMS/MAP/airspeed are you seeing with the new motor? Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MikeWatsonSpg@cs.com Sent: Monday, December 01, 2003 6:23 PM To: reflector@tvbf.org Subject: REFLECTOR:Conversion My thanks to Steve and John for their quick response. John, I have a complete set of manuals (Service, Parts and Operation) from PZL. If I can find someone to copy it for me, I would be happy to send you copies of all three. I'm also using an IVO electric constant speed prop, which recently would not adjust below 2550 RPM. I suspect that the motor had lost it's torque. On the ground, it would vary from Max to min pitch in roughly 25 seconds, but in the air it would not go to Max pitch. I suspect the air loads was too great for the motor. I sent the motor to IVO for testing and within two days, I received a new motor from IVO with a note stating that they could not find anything wrong with my motor, bet to be sure they sent me a new motor at no charge. Now is that good customer relations or what. I like to fly my setup at 23 2400. With my lightspeed headsets, the plane is very quiet. leaning as much as I can without getting the CHT's too hot, produces a turbine like sound. I love this Franklin engine. again thanks guys. Mike W ------=_NextPart_000_0014_01C3B841.A053FE30 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Tell=20 me more about the IVO problem.  Mike Deeter has the same symptoms = with his=20 setup.
 
I=20 hypothesized the same as you; that the airloads were too much for the=20 motor.  He is out of town and won't be back until middle of = December. =20 I was going to have him go to altitude, throttle down, then adjust again = for max=20 pitch to see if the prop would go any farther.  What's your opinion = on=20 this?
 
What=20 RPMS/MAP/airspeed are you seeing with the new motor?
 

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = barely=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 MikeWatsonSpg@cs.com
Sent: Monday, December 01, 2003 = 6:23=20 PM
To: reflector@tvbf.org
Subject:=20 REFLECTOR:Conversion

My thanks to Steve = and John for=20 their quick response.

John, I have a complete set of manuals = (Service,=20 Parts and Operation)
from PZL. If I can find someone to copy it for = me, I=20 would be happy to
send you copies of all three.

I'm also = using an=20 IVO electric constant speed prop, which recently would
not adjust = below=20 2550 RPM. I suspect that the motor had lost it's torque.

On the = ground,=20 it would vary from Max to min pitch in roughly 25 seconds,
but in = the air=20 it would not go to Max pitch. I suspect the air loads was too =
great for=20 the motor.  I sent the motor to IVO for testing and within two = days,
I=20 received a new motor from IVO with a note stating that they could not = find=20
anything wrong with my motor, bet to be sure they sent me a new = motor=20
at no charge.  Now is that good customer relations or = what.

I=20 like to fly my setup at 23 2400. With my lightspeed headsets, the = plane=20 is
very quiet. leaning as much as I can without getting the CHT's = too hot,=20 produces
a turbine like sound. I love this Franklin = engine.

again=20 thanks guys.

Mike W ------=_NextPart_000_0014_01C3B841.A053FE30-- From reflector@tvbf.org Tue Dec 2 01:30:34 2003 From: reflector@tvbf.org (Bob Jackson) Date: Mon, 1 Dec 2003 20:30:34 -0500 Subject: REFLECTOR:RE: Vernitherm as a Bypass Valve In-Reply-To: <6.0.0.22.0.20031130203103.03583950@mail.tnstaafl.net> Message-ID: Scott, Can you please explain what a "congealing oil cooler is" and what was done to make them "non-congealing" in "modern" times? Do the newer Vernitherms also function to bypass oil when the pressure is too high, as well as when the oil temperature is too cold? We have a Vernitherm in our engine oil cooler, but as far as I know, there is not one in the forward oil cooler or the "sandwich" that sends the oil to the forward cooler. Therefore, you would think that oil congealing in the forward oil cooler could still obstruct normal engine oil flow, since the forward oil cooler is a part of a "serial" path coming out of the engine oil filter via the sandwich. A related point -- if it's the Vernitherm's additional bypass function that protects the normal engine cooler against congealing, although it would then allow oil to bypass the cooler, oil would no longer be cooling in the cooler and also the oil congealed in the cooler would be "out of service" and the effective oil circulating in the engine would be reduced by the amount still congealed in the cooler. I appreciate your insights -- sorry to bore everyone else to death on this subject, Bob -----Original Message----- "...No modern(later than 1965?) airplane has a congealing oil cooler on it, or maybe I should say, can't imagine any one actually installing one on a new airplane such as our homebuilts..." From reflector@tvbf.org Tue Dec 2 01:49:19 2003 From: reflector@tvbf.org (steve korney) Date: Tue, 02 Dec 2003 01:49:19 +0000 Subject: REFLECTOR:Manifold Pressure Message-ID: I can get almost 32 inches of mp at sea level here in Calif. on a standard day at 220 knots...I have 10.5 compression and fuel injection... Best... Steve _________________________________________________________________ Need a shot of Hank Williams or Patsy Cline? The classic country stars are always singing on MSN Radio Plus. Try one month free! http://join.msn.com/?page=offers/premiumradio From reflector@tvbf.org Tue Dec 2 02:17:16 2003 From: reflector@tvbf.org (KeithHallsten) Date: Mon, 1 Dec 2003 18:17:16 -0800 Subject: REFLECTOR:Battery References: <002701c3b6a5$921cb5c0$6501a8c0@VELOCITY> <004201c3b836$5ae29790$0a01a8c0@ent2.local> <6.0.0.22.0.20031201113946.035fceb8@mail.tnstaafl.net> Message-ID: <004f01c3b87a$67eb4a60$cca83c42@quiknet.com> Scott, Thanks for a great reference. These guys are located just south of the former McClellan AFB in Sacramento. I bought a battery for a pickup truck from them about 15 years ago, but I had no idea they had grown into a major web retailer! I drive right by their warehouse several times a week, so I now know where to shop for my next battery. They have a good selection of sealed lead-acid batteries, so I'm sure to find just what I need for my XL! Keith Hallsten ----- Original Message ----- From: "Scott" To: Sent: Monday, December 01, 2003 10:44 AM Subject: RE: REFLECTOR:Battery > You can get that battery from > > https://www.batteries4everything.com/index.html > > for $93. part number is PC925T > > I don't know what the shipping is. > > Scott > > At 11:10 AM 12/1/2003, you wrote: > >I use a Black Panther Gas Recom at about 26 pounds. Replacing next > >week. Had it for 5 years while building and for one while > >flying. Replacing at annual. Expensive at about $150. Should be good > >for 5 years. Mounts in any position. Extraordinary cranking power at > >800 CCA. Replacing with same battery from Odyssey with over > >900CCA. About 1/3rd the size of car battery. Seems to crank the IO540 > >for ever. Dimensions very small at about 6 x 6.5 x 7 inches. Battery has > >also been called a Predator. > >www.odysseyfactory.com > >Rene' > >N129RD > >150 hrs flying. From reflector@tvbf.org Tue Dec 2 04:55:42 2003 From: reflector@tvbf.org (KeithHallsten) Date: Mon, 1 Dec 2003 20:55:42 -0800 Subject: REFLECTOR:Battery References: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> Message-ID: <001501c3b890$89e82640$cca83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0012_01C3B84D.7B928BA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:BatteryThe Optima isn't a gel cell, it's a sealed = lead-acid (SLA) battery. Which is a good thing - you wouldn't really = want to use a gel cell. Yes, the SLA batteries are absolutely = spill-proof, even if you drill the case full of holes!! {which would, = of course, let the electrolyte evaporate and ruin the battery} That's = the reason that SLA batteries can be shipped without a "hazardous = material" charge. There are now many manufacturers of SLA batteries, and any of them is a = big improvement over the old "wet" cells. ----- Original Message -----=20 From: Jack Sheehan=20 To: reflector@tvbf.org=20 Sent: Monday, December 01, 2003 8:16 AM Subject: Re: REFLECTOR:Battery Dave, I just replaced my AC delco battery that was about three years old. It = was used for much of the testing of gear during the building process and = consequently sat idle a good deal of the time. I wanted as much battery = as I could find so ended up with a Sears "Optimum' gell cell battery. a = little pricey about $110. the interesting result is that My VM 1000 which does a good job of = monitoring the voltage and whose threshold would cause a low volts alarm = at the wrong time has been quieted by having a battery that does not = permit the voltage to drop. With the new battery I have to have a lot of = equipment turned on and then if the gear motor is energized I can = sometimes get a low volts warning. The solution seems to be keep the = volts up and don't complain if the VM 1000 is just telling you what you = don't want to know. Long story, but the battery seems a good choice. it was a little bit = longer (1") but about the same weight and the idea of gell cells ( no = spill) is a plus. Jack XL-RG N55XL ------=_NextPart_000_0012_01C3B84D.7B928BA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:Battery
The Optima isn't a gel cell, it's a = sealed=20 lead-acid (SLA) battery.  Which is a good thing - you wouldn't = really want=20 to use a gel cell.  Yes, the SLA batteries are absolutely = spill-proof, even=20 if you drill the case full of holes!!  {which would, of course, let = the=20 electrolyte evaporate and ruin the battery}  That's the reason = that=20 SLA batteries can be shipped without a "hazardous material" = charge.
 
There are now many manufacturers of SLA = batteries,=20 and any of them is a big improvement over the old "wet" = cells.
 
 
----- Original Message -----
From:=20 Jack Sheehan =
Sent: Monday, December 01, 2003 = 8:16=20 AM
Subject: Re: = REFLECTOR:Battery

Dave,
I just replaced my AC delco battery = that was=20 about three years old. It was used for much of the testing of gear = during the=20 building process and consequently sat idle a good deal of the time. I = wanted=20 as much battery as I could find so ended up with a Sears "Optimum' = gell cell=20 battery. a little pricey about $110.
the interesting result is that My VM = 1000 which=20 does a good job of monitoring the voltage and whose threshold would = cause a=20 low volts alarm at the wrong time has been quieted by having a battery = that=20 does not permit the voltage to drop. With the new battery I have to = have a lot=20 of equipment turned on and then if the gear motor is energized I can = sometimes=20 get a low volts warning. The solution seems to be keep the volts up = and don't=20 complain if the VM 1000 is just telling you what you don't want to=20 know.
Long story, but the battery seems a = good choice.=20 it was a little bit longer (1") but about the same weight and the idea = of gell=20 cells ( no spill) is a plus.
Jack
XL-RG
N55XL
------=_NextPart_000_0012_01C3B84D.7B928BA0-- From reflector@tvbf.org Tue Dec 2 05:12:41 2003 From: reflector@tvbf.org (Dave Black) Date: Tue, 02 Dec 2003 00:12:41 -0500 Subject: REFLECTOR:Landing Light References: <002501c3b6bc$49d04a40$dca83c42@quiknet.com> <3FC960BD.7090808@bluefrog.com> Message-ID: <3FCC1F4B.1D3F17EC@comcast.net> John, > I'm looking for a simple way to add a light without > major surgery on the panel. I plan on using the second light only when > the nose light is blown. How about if I use a mercury switch, mounted > on the nose gear for the primary light and use my existing panel switch > for the backup light? Should work -- as long as you don't mind the landing light being on whenever your Master switch is ON and the gear is down. If you don't want to mess up your panel, why not just hide the second switch behind the panel somewhere that you can reach it when the main bulb fails? Or, for the second switch get one of those foot switches which used to be installed on cars for selecting high or low beams. With that, your panel switch would turn on whichever light is selected by the foot switch. Dave Black. From reflector@tvbf.org Tue Dec 2 14:51:12 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Tue, 2 Dec 2003 09:51:12 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: Chuck, Do you have them on both the canard and the wing? Did Velocity provide installation pattern or was it trial and error eyeball Jack From reflector@tvbf.org Tue Dec 2 14:51:12 2003 From: reflector@tvbf.org (velocityxlfg) Date: Tue, 2 Dec 2003 08:51:12 -0600 Subject: REFLECTOR:Rer posting Plane speed Message-ID: <004c01c3b8e3$bb4abbf0$9865fea9@tungsten.com> This is a multi-part message in MIME format. ------=_NextPart_000_0049_01C3B8B1.70392020 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I did not get any response to this last post, so to make sure it got out I am reposting it. Hi to all that is fling. Boy do I envy you. I have a few questions to = ask about=20 the real fling statistics. I am using Bates prop Optimizer program to = design my prop and to do a good job with that I need to find out the Flat plat = drag of the plane.=20 This can be figured out by Inputting some real life statistics.=20 I need real numbers of an xlfg , but could use the numbers from a XLRG also.Any number you can give would be of great help no matter what model you have as long as you put the model down=20 Info. If you do not have all the numbers some would be better then none. Thanks 1) Air speed (knots or mph) at WOT at a give density alt. 2) hp of engine at RPM , type of engine would be helpful so I can find = the power curve for said engine. 3) type of air plane fixed or rg. =20 4) Prop size and type. if fixed what pitch 5) Climb rate ,WOT at what RPM at what Alt. 6) Fuel burn at WOT, and at cruise and if you have it some other fuel = rates at different RPM. that would be helpful 7) Gross fight weight for the info given 8) Static RPM at WOT. 9) Any other performance Info you might have. Thanks all=20 velocityxl@fastmail.fm ------=_NextPart_000_0049_01C3B8B1.70392020 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I did not get any response to this last = post, so to=20 make sure it got out
I am reposting it.
 
Hi to all that is fling. Boy do I envy = you. I have=20 a few questions to ask about
the real fling statistics. I am using Bates prop Optimizer program  to design = my
prop and to do a good job with that I = need to find=20 out the Flat plat drag of the=20 plane. 
This can be figured out by Inputting = some real life=20 statistics.
 
I need  real numbers of an = xlfg , but=20 could use the numbers from
a XLRG also.Any number you can give would be of = great=20 help
no matter what model you have as long as you put the = model=20 down
Info. If you do not have all the numbers some would = be better=20 then none.
 
Thanks
 
1) Air speed  (knots or mph) at = WOT at a give=20 density alt.
2) hp of engine at = RPM , type of=20 engine would be helpful so I can find the power curve for said=20 engine.
3) type of air plane fixed or=20 rg.  
4) Prop size and type. if fixed what=20 pitch
5) Climb rate ,WOT at what RPM at what=20 Alt.
6) Fuel burn at WOT, and at cruise and = if you have=20 it some other fuel rates at different RPM. that would
be helpful
7) Gross fight weight for the info=20 given
8) Static RPM at WOT.
9) Any other performance Info you might = have.
 
Thanks all
velocityxl@fastmail.fm<= /DIV>
------=_NextPart_000_0049_01C3B8B1.70392020-- From reflector@tvbf.org Tue Dec 2 15:35:26 2003 From: reflector@tvbf.org (Bob Jackson) Date: Tue, 2 Dec 2003 10:35:26 -0500 Subject: REFLECTOR:Fiberglass Instrument Panel Backing Message-ID: I heard from one of the avionics vendors that there are problems with using fiberglass instrument panels like we use in the Velocity because some of the bigger, heavier instruments widen out the fiberglass holes over time with airframe vibration, hard landings, etc. Have people flying had this problem? Are you using metal insert panels, metal backing plates, carbon fiber backing, or other similar methods to prevent the problem? Thanks, Bob Jackson Velocity XL (not flying yet) N2XF From reflector@tvbf.org Tue Dec 2 16:29:02 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 2 Dec 2003 11:29:02 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: Jack, Everything I do is trial and error.....though I did use the patterns provided by Velocity. They are installed on both the canard and wing (and both sides, naturally). I don't remember the exact count but buy a 100 (they're cheap) and use the extra for replacements. To paint them, after scuffing the bottom on sandpaper, I just stuck them on packing tape and gave a few light coats of enamel for UV protection. Do us a favor. Before you install, do a few altitude stalls and see if you can nail a number. After installation, repeat and see what difference, if any, you note. Maybe you already have a hard number for touchdown IAS that you can reference---that would make a before/after comparison even simpler. Most seem to think it reduces touchdown by 5 to 7 kts. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jack Sheehan Sent: Tuesday, December 02, 2003 9:51 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Vortex Generators on XL Chuck, Do you have them on both the canard and the wing? Did Velocity provide installation pattern or was it trial and error eyeball Jack _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 15:48:16 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Tue, 2 Dec 2003 10:48:16 -0500 Subject: REFLECTOR:Battery In-Reply-To: <001501c3b890$89e82640$cca83c42@quiknet.com> References: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> <001501c3b890$89e82640$cca83c42@quiknet.com> Message-ID: --============_-1141742396==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Thanks Keith you are correct. I guess I meant sealed instead of gel. http://www.optimabatteries.com/products/starter/technical.asp I installed the 34/78 dual terminal battery in my XL-RG it fits nicely. I am not sure but the deep cycle may have been a better choice but it weighs a little more. The reserve on the startin battery is 110 minutes at 25 amps which seems like it should provide at least 1 1/2 hours of flight time with everything in the avionics still on. I like the dual terminal it makes it real easy to attach the battery charger and the connections are all behind the battery and out of the way. Jack N55XL --============_-1141742396==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Battery
Thanks Keith you are correct. I guess I meant sealed instead of gel.
http://www.optimabatteries.com/products/starter/technical.asp
I installed the 34/78 dual terminal battery in my XL-RG it fits nicely. I am not sure but the deep cycle may have been a better choice but it weighs a little more. The reserve on the startin battery is 110 minutes at 25 amps which seems like it should provide at least 1 1/2 hours of flight time with everything in the avionics still on. I like the dual terminal it makes it real easy to attach the battery charger and the connections are all behind the battery and out of the way.
Jack
N55XL
--============_-1141742396==_ma============-- From reflector@tvbf.org Tue Dec 2 15:52:28 2003 From: reflector@tvbf.org (John Dibble) Date: Tue, 02 Dec 2003 09:52:28 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: <3FCCB53C.60103@bluefrog.com> Do vg's affect cruise speed? John Chuck Jensen wrote: >Jack, > >Everything I do is trial and error.....though I did use the patterns >provided by Velocity. They are installed on both the canard and wing (and >both sides, naturally). I don't remember the exact count but buy a 100 >(they're cheap) and use the extra for replacements. To paint them, after >scuffing the bottom on sandpaper, I just stuck them on packing tape and gave >a few light coats of enamel for UV protection. > >Do us a favor. Before you install, do a few altitude stalls and see if you >can nail a number. After installation, repeat and see what difference, if >any, you note. Maybe you already have a hard number for touchdown IAS that >you can reference---that would make a before/after comparison even simpler. >Most seem to think it reduces touchdown by 5 to 7 kts. > >Chuck Jensen > > > From reflector@tvbf.org Tue Dec 2 16:09:44 2003 From: reflector@tvbf.org (Al Gietzen) Date: Tue, 2 Dec 2003 08:09:44 -0800 Subject: REFLECTOR:Fiberglass Instrument Panel Backing In-Reply-To: Message-ID: <000401c3b8ee$b313c390$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0005_01C3B8AB.A4F08390 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I heard from one of the avionics vendors that there are problems with using fiberglass instrument panels like we use in the Velocity because some of the bigger, heavier instruments widen out the fiberglass holes over time with airframe vibration, hard landings, etc. Have people flying had this problem? Are you using metal insert panels, metal backing plates, carbon fiber backing, or other similar methods to prevent the problem? Aerotronics bonds aluminum sheet (I think .035) to the back of Velocity panels on the custom panels; to add strength and to make them flat for good alignment of the instruments. I block sanded the back of my panel to get it flat and applied 3 ply of fine BID which gave a nice flat surface and should have more strength (particularly fatigue resistance) than aluminum. Al ------=_NextPart_000_0005_01C3B8AB.A4F08390 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

 

I heard from one of the avionics vendors that there are problems with = using

fiberglass instrument panels like we use in the Velocity because some of = the

bigger, heavier instruments widen out the fiberglass holes over time = with

airframe vibration, hard landings, etc.

 

Have people flying had this problem?  Are you using metal insert = panels,

metal backing plates, carbon fiber backing, or other similar methods = to

prevent the problem?

 

Aerotronics bonds aluminum sheet (I think .035) to = the back of Velocity panels on the custom panels; to add strength and to = make them flat for good alignment of the instruments.  I block sanded the = back of my panel to get it flat and applied 3 ply of fine BID which gave a nice = flat surface and should have more strength (particularly fatigue resistance) = than aluminum.

 <= /font>

Al

------=_NextPart_000_0005_01C3B8AB.A4F08390-- From reflector@tvbf.org Tue Dec 2 16:13:24 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Tue, 2 Dec 2003 11:13:24 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: Chuck, I will make sure I do a before and after test. As far as landing goes every one of them is trial and error. After 110 hours I am actually probably landing a little faster then necessary especially if I have the runway available. The aircraft just handles so much better if I am at 90 knots over the fence. Jack From reflector@tvbf.org Tue Dec 2 16:19:35 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 11:19:35 -0500 (EST) Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: <.192.153.24.146.1070381975.squirrel@www.tnstaafl.net> CCI sells VG's that do not need to be painted, UV will not effect them like the factory ones. I bought the clear ones. I think they sell white ones too, they are a solid polycarbonate and virtually unbreakable. I think you can order any color but there is a minimum quanity which I don't know. The color all the way through the VG, not painted. I couldn't see any difference in my top airspeed after installing them on a Standard RG. I had thought the factory was going to change over to CCI's VG's but maybe they have to sell all the current stock first or they changed their minds. Being unbreakable and not effected by UV makes them a winner in my book. Scott > Jack, > > Everything I do is trial and error.....though I did use the patterns > provided by Velocity. They are installed on both the canard and wing (and > both sides, naturally). I don't remember the exact count but buy a 100 > (they're cheap) and use the extra for replacements. To paint them, after > scuffing the bottom on sandpaper, I just stuck them on packing tape and > gave > a few light coats of enamel for UV protection. > > Do us a favor. Before you install, do a few altitude stalls and see if > you > can nail a number. After installation, repeat and see what difference, if > any, you note. Maybe you already have a hard number for touchdown IAS > that > you can reference---that would make a before/after comparison even > simpler. > Most seem to think it reduces touchdown by 5 to 7 kts. > > Chuck Jensen > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Jack Sheehan > Sent: Tuesday, December 02, 2003 9:51 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Vortex Generators on XL > > > Chuck, > Do you have them on both the canard and the wing? Did Velocity > provide installation pattern or was it trial and error eyeball > Jack > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Tue Dec 2 16:21:34 2003 From: reflector@tvbf.org (John Dibble) Date: Tue, 02 Dec 2003 10:21:34 -0600 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: References: <003101c3b5fb$5e0f5df0$6501a8c0@VELOCITY> <001501c3b890$89e82640$cca83c42@quiknet.com> Message-ID: <3FCCBC0E.6050501@bluefrog.com> I recently replaced the stainless steel tape on the leading edges of my IVO prop. The old tape was 0.003" thick (does not include thickness of the glue). The new tape is only 0.0015" thick and does not hold up well. The manufacturer of the old tape went out of business. Anyone know where I can get thicker stainless steel tape or something else that works well on a propeller leading edge? As a second point, IVO uses the same tape across the joints of the blades and claims that the thinner tape is better for this use because the thicker tape is too strong and does not give as good an indication of blade movement. John From reflector@tvbf.org Tue Dec 2 17:19:22 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 2 Dec 2003 12:19:22 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: Allegedly, not that you'd notice, at least according to some testing and anecdotal evidence. If you look at some of those cross-sectional contours of air flow and pressures over a wing, it certainly looks like at cruise the air bumps into the wing, then goes up and over, hence the flow across the VG is minimal. At lower speed, the airflow adheres to wing, thus more of the flow is across the VGs. The resulting turbulent flow adheres better to the wing then laminar flow, thus lowering the stall point. That is the pedestrian explanation. Some of our AeroEngineers (or somebody that knows what they're talking about) may offer a better, more accurate explanation that is actually factual. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Tuesday, December 02, 2003 10:52 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Do vg's affect cruise speed? John Chuck Jensen wrote: >Jack, > >Everything I do is trial and error.....though I did use the patterns >provided by Velocity. They are installed on both the canard and wing (and >both sides, naturally). I don't remember the exact count but buy a 100 >(they're cheap) and use the extra for replacements. To paint them, after >scuffing the bottom on sandpaper, I just stuck them on packing tape and gave >a few light coats of enamel for UV protection. > >Do us a favor. Before you install, do a few altitude stalls and see if you >can nail a number. After installation, repeat and see what difference, if >any, you note. Maybe you already have a hard number for touchdown IAS that >you can reference---that would make a before/after comparison even simpler. >Most seem to think it reduces touchdown by 5 to 7 kts. > >Chuck Jensen > > > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 17:25:23 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 2 Dec 2003 12:25:23 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: Somewhere, (Ronnnie, was that you?) that had bought some of them and they were almost a buck apiece? If my recollect was correct, that seems pricey for just a plain old injected plastic part, though the UV resistance is certainly valuable. The ones I got from the factory ($0.10 ea) were the old style...at least I think they were. Whichever ones you use, take time to round off the trailing corner of the sail. No more rag snagging..time well spent. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of scott@tnstaafl.net Sent: Tuesday, December 02, 2003 11:20 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Vortex Generators on XL CCI sells VG's that do not need to be painted, UV will not effect them like the factory ones. I bought the clear ones. I think they sell white ones too, they are a solid polycarbonate and virtually unbreakable. I think you can order any color but there is a minimum quanity which I don't know. The color all the way through the VG, not painted. I couldn't see any difference in my top airspeed after installing them on a Standard RG. I had thought the factory was going to change over to CCI's VG's but maybe they have to sell all the current stock first or they changed their minds. Being unbreakable and not effected by UV makes them a winner in my book. Scott > Jack, > > Everything I do is trial and error.....though I did use the patterns > provided by Velocity. They are installed on both the canard and wing (and > both sides, naturally). I don't remember the exact count but buy a 100 > (they're cheap) and use the extra for replacements. To paint them, after > scuffing the bottom on sandpaper, I just stuck them on packing tape and > gave > a few light coats of enamel for UV protection. > > Do us a favor. Before you install, do a few altitude stalls and see if > you > can nail a number. After installation, repeat and see what difference, if > any, you note. Maybe you already have a hard number for touchdown IAS > that > you can reference---that would make a before/after comparison even > simpler. > Most seem to think it reduces touchdown by 5 to 7 kts. > > Chuck Jensen > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Jack Sheehan > Sent: Tuesday, December 02, 2003 9:51 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Vortex Generators on XL > > > Chuck, > Do you have them on both the canard and the wing? Did Velocity > provide installation pattern or was it trial and error eyeball > Jack > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 17:04:57 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 12:04:57 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <19e.1da6e190.2cfe2039@aol.com> -------------------------------1070384697 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hello Jack I don't think any pilot flying solo could tell you touch down speed. Your eyes are looking down the runway and horizon. Perhaps an observer could help. What to you think. Mack -------------------------------1070384697 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hello Jack
I don't think any pilot flying solo could tel= l you touch down speed. Your eyes are looking down the runway and horizon. P= erhaps an observer could help. What to you think.
Mack
-------------------------------1070384697-- From reflector@tvbf.org Tue Dec 2 17:18:33 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 12:18:33 -0500 (EST) Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: <.192.153.24.146.1070385513.squirrel@www.tnstaafl.net> The CCI VG's are $55 for 100, which is close to 0.55$ a piece. Not a buck each. Replacing them is a pain in the rear. I saw one Velocity with 4 year old factory VG's that were in sad shape from UV degradation. They had been painted but with just the same paint as the plane's topcoat, not UV resistant like the primer. They were literally crumbling apart. So, I figured pay a bit more now and save alot later. The time alone to replace a set is worth a whole lot more than the additional $40. I think somebody on the list made his own from aluminum 'L' angle. That certainly will stand up to the sun! I beleive his cost's were pennies apeice in COGS, but the time involved?? Scott > Somewhere, (Ronnnie, was that you?) that had bought some of them and they > were almost a buck apiece? If my recollect was correct, that seems pricey > for just a plain old injected plastic part, though the UV resistance is > certainly valuable. The ones I got from the factory ($0.10 ea) were the > old > style...at least I think they were. Whichever ones you use, take time to > round off the trailing corner of the sail. No more rag snagging..time > well > spent. > > Chuck Jensen > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of scott@tnstaafl.net > Sent: Tuesday, December 02, 2003 11:20 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Vortex Generators on XL > > > CCI sells VG's that do not need to be painted, UV will not effect them > like the factory ones. > > I bought the clear ones. I think they sell white ones too, they are a > solid polycarbonate and virtually unbreakable. I think you can order any > color but there is a minimum quanity which I don't know. The color all the > way through the VG, not painted. > > I couldn't see any difference in my top airspeed after installing them on > a Standard RG. > > I had thought the factory was going to change over to CCI's VG's but maybe > they have to sell all the current stock first or they changed their minds. > > Being unbreakable and not effected by UV makes them a winner in my book. > > Scott > >> Jack, >> >> Everything I do is trial and error.....though I did use the patterns >> provided by Velocity. They are installed on both the canard and wing >> (and >> both sides, naturally). I don't remember the exact count but buy a 100 >> (they're cheap) and use the extra for replacements. To paint them, >> after >> scuffing the bottom on sandpaper, I just stuck them on packing tape and >> gave >> a few light coats of enamel for UV protection. >> >> Do us a favor. Before you install, do a few altitude stalls and see if >> you >> can nail a number. After installation, repeat and see what difference, >> if >> any, you note. Maybe you already have a hard number for touchdown IAS >> that >> you can reference---that would make a before/after comparison even >> simpler. >> Most seem to think it reduces touchdown by 5 to 7 kts. >> >> Chuck Jensen >> >> -----Original Message----- >> From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >> Behalf Of Jack Sheehan >> Sent: Tuesday, December 02, 2003 9:51 AM >> To: reflector@tvbf.org >> Subject: RE: REFLECTOR:Vortex Generators on XL >> >> >> Chuck, >> Do you have them on both the canard and the wing? Did Velocity >> provide installation pattern or was it trial and error eyeball >> Jack >> _______________________________________________ >> To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! www.tvbf.org/gallery >> user:pw = tvbf:jamaicangoose >> Check new archives: www.tvbf.org/pipermail >> Check old archives: http://www.tvbf.org/archives/velocity/maillist.html >> _______________________________________________ >> To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! www.tvbf.org/gallery >> user:pw = tvbf:jamaicangoose >> Check new archives: www.tvbf.org/pipermail >> Check old archives: http://www.tvbf.org/archives/velocity/maillist.html >> > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Tue Dec 2 17:20:23 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Tue, 2 Dec 2003 12:20:23 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <.192.153.24.146.1070381975.squirrel@www.tnstaafl.net> Message-ID: <00be01c3b8f8$92637e60$9964ab44@atlaga.adelphia.net> Here's the web site for CCI http://www.mywebco.com/cci/ As Scott says, they are tough, UV resistant, clear, and were $85 for 100 which includes shipping as I recall (web site price needs to be updated). Ronnie ----- Original Message ----- From: To: Sent: Tuesday, December 02, 2003 11:19 AM Subject: RE: REFLECTOR:Vortex Generators on XL | CCI sells VG's that do not need to be painted, UV will not effect them | like the factory ones. | | I bought the clear ones. I think they sell white ones too, they are a | solid polycarbonate and virtually unbreakable. I think you can order any | color but there is a minimum quanity which I don't know. The color all the | way through the VG, not painted. | | I couldn't see any difference in my top airspeed after installing them on | a Standard RG. | | I had thought the factory was going to change over to CCI's VG's but maybe | they have to sell all the current stock first or they changed their minds. | | Being unbreakable and not effected by UV makes them a winner in my book. | | Scott | | > Jack, | > | > Everything I do is trial and error.....though I did use the patterns | > provided by Velocity. They are installed on both the canard and wing (and | > both sides, naturally). I don't remember the exact count but buy a 100 | > (they're cheap) and use the extra for replacements. To paint them, after | > scuffing the bottom on sandpaper, I just stuck them on packing tape and | > gave | > a few light coats of enamel for UV protection. | > | > Do us a favor. Before you install, do a few altitude stalls and see if | > you | > can nail a number. After installation, repeat and see what difference, if | > any, you note. Maybe you already have a hard number for touchdown IAS | > that | > you can reference---that would make a before/after comparison even | > simpler. | > Most seem to think it reduces touchdown by 5 to 7 kts. | > | > Chuck Jensen | > | > -----Original Message----- | > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On | > Behalf Of Jack Sheehan | > Sent: Tuesday, December 02, 2003 9:51 AM | > To: reflector@tvbf.org | > Subject: RE: REFLECTOR:Vortex Generators on XL | > | > | > Chuck, | > Do you have them on both the canard and the wing? Did Velocity | > provide installation pattern or was it trial and error eyeball | > Jack | > _______________________________________________ | > To change your email address, visit | > http://www.tvbf.org/mailman/listinfo/reflector | > | > Visit the gallery! www.tvbf.org/gallery | > user:pw = tvbf:jamaicangoose | > Check new archives: www.tvbf.org/pipermail | > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > _______________________________________________ | > To change your email address, visit | > http://www.tvbf.org/mailman/listinfo/reflector | > | > Visit the gallery! www.tvbf.org/gallery | > user:pw = tvbf:jamaicangoose | > Check new archives: www.tvbf.org/pipermail | > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 17:25:09 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Tue, 2 Dec 2003 12:25:09 -0500 Subject: REFLECTOR:Fiberglass Instrument Panel Backing References: Message-ID: <00d401c3b8f9$3c987de0$9964ab44@atlaga.adelphia.net> I believe your avionics shop just doesn't want to mess with fiberglass. I sent a sample to a panel cutter and he said the fiberglass destroyed his high speed, computerized cutting bit. I would think our fiberglass is as tough as aluminum panels. (perhaps tougher?) Ronnie ----- Original Message ----- From: "Bob Jackson" To: "Reflector" Cc: "Bob Jackson (Home)" Sent: Tuesday, December 02, 2003 10:35 AM Subject: REFLECTOR:Fiberglass Instrument Panel Backing | I heard from one of the avionics vendors that there are problems with using | fiberglass instrument panels like we use in the Velocity because some of the | bigger, heavier instruments widen out the fiberglass holes over time with | airframe vibration, hard landings, etc. | | Have people flying had this problem? Are you using metal insert panels, | metal backing plates, carbon fiber backing, or other similar methods to | prevent the problem? | | Thanks, | Bob Jackson | Velocity XL (not flying yet) | N2XF | | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 2 17:30:26 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Tue, 2 Dec 2003 12:30:26 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <19e.1da6e190.2cfe2039@aol.com> References: <19e.1da6e190.2cfe2039@aol.com> Message-ID: --============_-1141736268==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Mack, I sort of just get it to the runway and it touches down when it is good and ready. Sometimes nice and easy and sometimes not so easy. Seem that if I try and slow it up the nose rotates down a little too fast where if the speed is up I can carry the nose gear up half way down the runway and touch it down when I want. You are right I don't know what speed that is. Too busy enjoying the ride Jack --============_-1141736268==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Vortex Generators on XL
Mack,
I sort of just get it to the runway and it touches down when it is good and ready. Sometimes nice and easy and sometimes not so easy. Seem that if I try and slow it up the nose rotates down a little too fast where if the speed is up I can carry the nose gear up half way down the runway and touch it down when I want.
You are right I don't know what speed that is. Too busy enjoying the ride
Jack
--============_-1141736268==_ma============-- From reflector@tvbf.org Tue Dec 2 17:53:24 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Tue, 2 Dec 2003 12:53:24 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <19e.1da6e190.2cfe2039@aol.com> Message-ID: <010701c3b8fd$2f639d40$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0104_01C3B8D3.46074E40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:Vortex Generators on XLThat is another nice thing about = the VG's They help keep the air attached to the top of the canard at = low speed which also improves the airflow through the elevator slot. =20 Jim White used to cuss cause he had a hard time controlling the nose = gear "crash". After the VG's he says it is much easier to put the nose = down softly. Same here with my 173. Ronnie ----- Original Message -----=20 From: Jack Sheehan=20 To: reflector@tvbf.org=20 Sent: Tuesday, December 02, 2003 12:30 PM Subject: Re: REFLECTOR:Vortex Generators on XL Mack, I sort of just get it to the runway and it touches down when it is = good and ready. Sometimes nice and easy and sometimes not so easy. Seem = that if I try and slow it up the nose rotates down a little too fast = where if the speed is up I can carry the nose gear up half way down the = runway and touch it down when I want. You are right I don't know what speed that is. Too busy enjoying the = ride Jack ------=_NextPart_000_0104_01C3B8D3.46074E40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:Vortex Generators on XL
That is another nice thing about the VG's  They = help keep=20 the air attached to the top of the canard at low speed which also = improves the=20 airflow through the elevator slot. 
 
Jim White used to cuss cause he had a hard time = controlling=20 the nose gear "crash".  After the VG's he says it is much easier to = put the=20 nose down softly.  Same here with my 173.
 
Ronnie
 
 
 
----- Original Message -----
From:=20 Jack Sheehan
Sent: Tuesday, December 02, = 2003 12:30=20 PM
Subject: Re: REFLECTOR:Vortex = Generators=20 on XL

Mack,
I sort of just get it to the runway and = it touches=20 down when it is good and ready. Sometimes nice and easy and sometimes = not so=20 easy. Seem that if I try and slow it up the nose rotates down a little = too=20 fast where if the speed is up I can carry the nose gear up half way = down the=20 runway and touch it down when I want.
You are right I don't know what speed = that is. Too=20 busy enjoying the ride
Jack
------=_NextPart_000_0104_01C3B8D3.46074E40-- From reflector@tvbf.org Tue Dec 2 19:26:11 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 2 Dec 2003 14:26:11 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3B90A.25346790 Content-Type: text/plain My passengers don't know either the exact touchdown speed either.. When I land, my eyes are looking down the runway and they have their's covered. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MMurp16900@aol.com Sent: Tuesday, December 02, 2003 12:05 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Hello Jack I don't think any pilot flying solo could tell you touch down speed. Your eyes are looking down the runway and horizon. Perhaps an observer could help. What to you think. Mack ------_=_NextPart_001_01C3B90A.25346790 Content-Type: text/html
My passengers don't know either the exact touchdown speed either..  When I land, my eyes are looking down the runway and they have their's covered.
 
Chuck Jensen 
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MMurp16900@aol.com
Sent: Tuesday, December 02, 2003 12:05 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Hello Jack
I don't think any pilot flying solo could tell you touch down speed. Your eyes are looking down the runway and horizon. Perhaps an observer could help. What to you think.
Mack
------_=_NextPart_001_01C3B90A.25346790-- From reflector@tvbf.org Tue Dec 2 20:04:51 2003 From: reflector@tvbf.org (Jim Agnew) Date: Tue, 2 Dec 2003 12:04:51 -0800 (PST) Subject: REFLECTOR:Fiberglass Instrument Panel Backing In-Reply-To: <00d401c3b8f9$3c987de0$9964ab44@atlaga.adelphia.net> Message-ID: <20031202200451.21829.qmail@web41315.mail.yahoo.com> I backed my panel with 3/16" Plexiglas so I could use LEDs to edge light the instruments. I cut the panel with heavy duty hole saws using a 5HP Bridgeport precision milling machine with digital positioning. It destroyed the hole saws and pulled the chucks of two spindles in the process so I can tell you that the panel is hard on tools. Have any need for toothless proper size hole saws and two worthless chucks? Jim --- Ronnie Brown wrote: > I believe your avionics shop just doesn't want to mess > with fiberglass. > > I sent a sample to a panel cutter and he said the > fiberglass destroyed his > high speed, computerized cutting bit. I would think our > fiberglass is as > tough as aluminum panels. (perhaps tougher?) > > Ronnie > > > > ----- Original Message ----- > From: "Bob Jackson" > To: "Reflector" > Cc: "Bob Jackson (Home)" > Sent: Tuesday, December 02, 2003 10:35 AM > Subject: REFLECTOR:Fiberglass Instrument Panel Backing > > > | I heard from one of the avionics vendors that there are > problems with > using > | fiberglass instrument panels like we use in the > Velocity because some of > the > | bigger, heavier instruments widen out the fiberglass > holes over time with > | airframe vibration, hard landings, etc. > | > | Have people flying had this problem? Are you using > metal insert panels, > | metal backing plates, carbon fiber backing, or other > similar methods to > | prevent the problem? > | > | Thanks, > | Bob Jackson > | Velocity XL (not flying yet) > | N2XF > | > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed & Flying From reflector@tvbf.org Tue Dec 2 20:08:39 2003 From: reflector@tvbf.org (John Dibble) Date: Tue, 02 Dec 2003 14:08:39 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: <19e.1da6e190.2cfe2039@aol.com> Message-ID: <3FCCF147.5080201@bluefrog.com> This is a multi-part message in MIME format. --------------080105050601030800020000 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit When I learned to fly my SRG Velocity my approach would be 80 kn at or above the glideslope. After rounding out I would try to set it down promptly before the canard could stall. It was difficult to touch lightly with this technique. Now I fly a low approach at 70-75 kn and it's much easier to touch down lightly without the nose rotating down too fast. I should point out that I believe my Velocity is more aft cg than most, so that may help my nose from rotating down too fast. I've heard that the xl's are more forward cg so maybe the nose tends to rotate down faster. I think the variable front seat weight with a passenger changes the "feel" and makes it difficult to get in the groove. I do my best landings when solo, but I guess that's like a tree falling in a forest when no one is there to hear it. John Jack Sheehan wrote: > Mack, > I sort of just get it to the runway and it touches down when it is > good and ready. Sometimes nice and easy and sometimes not so easy. > Seem that if I try and slow it up the nose rotates down a little too > fast where if the speed is up I can carry the nose gear up half way > down the runway and touch it down when I want. > You are right I don't know what speed that is. Too busy enjoying the ride > Jack --------------080105050601030800020000 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit When I learned to fly my SRG Velocity my approach would be 80 kn at or above the glideslope.  After rounding out I would try to set it down promptly before the canard could stall.  It was difficult to touch lightly with this technique.  Now I fly a low approach at 70-75 kn and it's much easier to touch down lightly without the nose rotating down too fast.  I should point out that I believe my Velocity is more aft cg than most, so that may help my nose from rotating down too fast.  I've heard that the xl's are more forward cg so maybe the nose tends to rotate down faster.  I think the variable front seat weight with a passenger changes the "feel" and makes it difficult to get in the groove.  I do my best landings when solo, but I guess that's like a tree falling in a forest when no one is there to hear it.

John

Jack Sheehan wrote:
Re: REFLECTOR:Vortex Generators on XL
Mack,
I sort of just get it to the runway and it touches down when it is good and ready. Sometimes nice and easy and sometimes not so easy. Seem that if I try and slow it up the nose rotates down a little too fast where if the speed is up I can carry the nose gear up half way down the runway and touch it down when I want.
You are right I don't know what speed that is. Too busy enjoying the ride
Jack
--------------080105050601030800020000-- From reflector@tvbf.org Tue Dec 2 21:42:01 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 16:42:01 EST Subject: REFLECTOR:Fiberglass Instrument Panel Backing Message-ID: <16f.2738db01.2cfe6129@aol.com> --part1_16f.2738db01.2cfe6129_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I added one layup of carbon on the back of the panel. Lots stiffer and I suspect a lot stronger. Bob Wood --part1_16f.2738db01.2cfe6129_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I added one layup of carbon on the back of the panel.=20= Lots stiffer and I suspect a lot stronger.

Bob Wood --part1_16f.2738db01.2cfe6129_boundary-- From reflector@tvbf.org Tue Dec 2 23:30:19 2003 From: reflector@tvbf.org (Rene Dugas) Date: Tue, 2 Dec 2003 17:30:19 -0600 Subject: REFLECTOR:Fiberglass Instrument Panel Backing In-Reply-To: <000401c3b8ee$b313c390$6400a8c0@BigAl> Message-ID: <001601c3b92c$43216ef0$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0017_01C3B8F9.F886FEF0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Aerotronics did exactly that to mine because with the large cut outs it was quite flexible and vibration was a concern. There was also so little glass left around the edges that I agreed that strength was an issue. I braced mine to the keel at the base of the radios and moved the radios to the middle and the Vision engine panel to the canted part of the panel. I can reach the radios much better here but disconnecting the elevator push -pull is more difficult. The bonding shows no sign of separation and the panel shows no sign of cracks. The Quality of Aerotronics, Inc.'s work was first rate and the two small errors were admitted and fixed with phone support with Jason or Gary. Mine was shipped near the promised date and was plug and play. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Al Gietzen Sent: Tuesday, December 02, 2003 10:10 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Fiberglass Instrument Panel Backing I heard from one of the avionics vendors that there are problems with using fiberglass instrument panels like we use in the Velocity because some of the bigger, heavier instruments widen out the fiberglass holes over time with airframe vibration, hard landings, etc. Have people flying had this problem? Are you using metal insert panels, metal backing plates, carbon fiber backing, or other similar methods to prevent the problem? Aerotronics bonds aluminum sheet (I think .035) to the back of Velocity panels on the custom panels; to add strength and to make them flat for good alignment of the instruments. I block sanded the back of my panel to get it flat and applied 3 ply of fine BID which gave a nice flat surface and should have more strength (particularly fatigue resistance) than aluminum. Al ------=_NextPart_000_0017_01C3B8F9.F886FEF0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Aerotronics did exactly that to = mine because with the large cut outs it was quite flexible and = vibration  was a concern.  There was also so little glass left around the edges that = I agreed that strength was an issue.  I braced mine to the keel at = the base of the radios and moved the radios to the middle and the Vision engine = panel to the canted part of the panel.  I can reach the radios much better = here but disconnecting the elevator push –pull is more difficult.  The bonding shows no sign of separation and the panel shows no sign of cracks.  The Quality of Aerotronics, Inc.’s work was first = rate and the two small errors were admitted and fixed with phone support with = Jason or Gary.  Mine was shipped near the promised date and was plug and = play.

Rene’

 

-----Original = Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Al Gietzen
Sent: Tuesday, December = 02, 2003 10:10 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Fiberglass Instrument Panel Backing

 

 

 

I heard from one of the avionics vendors that = there are problems with using

fiberglass instrument panels like we use in = the Velocity because some of the

bigger, heavier instruments widen out the = fiberglass holes over time with

airframe vibration, hard landings, = etc.

 

Have people flying had this problem?  = Are you using metal insert panels,

metal backing plates, carbon fiber backing, = or other similar methods to

prevent the problem?

 

Aerotronics bonds = aluminum sheet (I think .035) to the back of Velocity panels on the custom panels; to = add strength and to make them flat for good alignment of the = instruments.  I block sanded the back of my panel to get it flat and applied 3 ply of = fine BID which gave a nice flat surface and should have more strength = (particularly fatigue resistance) than aluminum.

 <= /font>

Al

------=_NextPart_000_0017_01C3B8F9.F886FEF0-- From reflector@tvbf.org Wed Dec 3 00:12:19 2003 From: reflector@tvbf.org (dalexan48) Date: Tue, 2 Dec 2003 16:12:19 -0800 Subject: Reflector: RE landing lights References: <20031202122658.5005.65864.Mailman@dax.awpi.com> Message-ID: <001401c3b932$1faadaa0$286cfea9@net.pacbell.net> Speaking of landing lights, does anyone know where Vlad went with his canard mounted landing lights? No one answers the phone number or E-mail address listed on his web site. Has anyone used his system and how well does it seem to work? Dale Alexander > Message: 4 > Date: Sat, 29 Nov 2003 21:15:09 -0600 > From: John Dibble > To: reflector@tvbf.org > Subject: REFLECTOR:Landing Light > Reply-To: reflector@tvbf.org > > With the days getting short and the bug population down, I decided this > is the right time to do my first night landings in my SRG Velocity. I > have a single 100 watt light in the nose and I'm satisfied with the > lighting at 100 ft AGL to touchdown. However there is no peripheral > light for taxiing in unlit areas. Having had the experience a few years > ago of having to land with a blown landing light and not being able to > see the runway before I felt it, I still want to add a second landing > light as a backup. I'm looking for a simple way to add a light without > major surgery on the panel. I plan on using the second light only when > the nose light is blown. How about if I use a mercury switch, mounted > on the nose gear for the primary light and use my existing panel switch > for the backup light? > > John From reflector@tvbf.org Wed Dec 3 01:25:35 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Tue, 2 Dec 2003 20:25:35 -0500 Subject: REFLECTOR:Fiberglass Panel Backing In-Reply-To: Message-ID: <9869F8FA-252F-11D8-A999-000393BC26D4@bellsouth.net> Hi Guys, I have built about 30 Velocity panels over the past four years. As far as the holes getting enlarged with time and vibration, well let's just say that's pure B.S. I have also worked on some older panels and will say that I have seen some cracking due to flex. Most of the panels that exhibited the cracks were not braced at the top center and none had any type of stiffener added. The flex issue is even more prevalent in the older non- molded panels. To address the flex issues simply add a fiberglass lip across the top edge of your panel about 1" wide, 3-4 plys of bid will suffice. In addition, if your panel is going to be heavily loaded, you can add 1/4" x 1/2" aluminum bar stock across the panel in the major cut out areas. Glue the bar on edge to the back of the panel and secure with 4-40 or 6-32 flathead screws. Counter sink the screws so that you can fill over them and paint... Adding the bars is common when there are more than 3 large instrument holes (wide) across or when there is an EFIS involved. Adding carbon to the back of the panel (2 plys max) will help to stiffen but adds weight. Understandably, an XL will require more consideration in this area that will a Standard. The big name panel shops like to bond metal to the panels because they don't like to work with fiberglass. It takes a lot of effort to get a nice smooth finish & clean edges around cut outs and holes. They would rather charge you double and crank out the job... In some cases a metal sub panel is a practical alternative of you intend to do a major upgrade as funds permit. This is a great idea, I have done this using either 0.062" or 0.090" aluminum. The sub panel is fitted over a large cut out in the panel, machined & painted to match. Another important place to add an aluminum bar is all the way across the bottom of the panel. Glue this down to the bottom molded lip and again secure with screws. It's purpose in life is to reinforce the bottom of the panel so that some 'heavy' doesn't break the panel in half when trying to pull their seat forward... This will really cause a "crack"!. Hope this helps & Fly Safe, Wayne Lanza (Velocity Contractor) Composite Design, Inc. _______________________________________________________________________ On Tuesday, December 2, 2003, at 10:35 AM, Bob Jackson wrote: > I heard from one of the avionics vendors that there are problems with > using > fiberglass instrument panels like we use in the Velocity because some > of the > bigger, heavier instruments widen out the fiberglass holes over time > with > airframe vibration, hard landings, etc. > > Have people flying had this problem? Are you using metal insert > panels, > metal backing plates, carbon fiber backing, or other similar methods to > prevent the problem? > > Thanks, > Bob Jackson From reflector@tvbf.org Wed Dec 3 02:04:45 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 21:04:45 EST Subject: REFLECTOR:IVO Prop Motor Message-ID: <25.41a231e3.2cfe9ebd@cs.com> --part1_25.41a231e3.2cfe9ebd_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Brian, That's exactly what I use to do to try and reduce the pitch. If I pull the MP back to 18 in Hg, I could get the rpm down to 2500, them bring the MP back up to 22 in Hg. Unfortunately, after I replaced the motor, the weather got louse, so I haven't flown with the new motor yet. I will give a full report after flying. before this problem started, I was able to get the RPM down to 2400 at 23 in Hg, so I believe it will be able to do that again. Regards, Mike W. --part1_25.41a231e3.2cfe9ebd_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Brian,

That's exactly what I use to do to try and reduce the pitch. If I pull the M= P back to 18 in Hg,
I could get the rpm down to 2500, them bring the MP back up to 22 in Hg.

Unfortunately, after I replaced the motor, the weather got louse, so I haven= 't flown with the
new motor yet.  I will give a full report after flying.

before this problem started, I was able to get the RPM down to 2400 at 23 in= Hg, so I believe
it will be able to do that again.

Regards,

Mike W.  --part1_25.41a231e3.2cfe9ebd_boundary-- From reflector@tvbf.org Wed Dec 3 02:13:29 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 2 Dec 2003 21:13:29 EST Subject: REFLECTOR:IVO Prop Motor Message-ID: <51.3824a0c5.2cfea0c9@cs.com> --part1_51.3824a0c5.2cfea0c9_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit John, Thanks for the letter sent to IVO from Tim. It seems to be the same problem I had. However, keep in mind that my motor lasted 6 years. I agree that IVO needs to design a better brush assemble with thicker brushes to handle more current. I believe someone already did that, maybe they can chime in. Mike W. --part1_51.3824a0c5.2cfea0c9_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable John,

Thanks for the letter sent to IVO from Tim.
It seems to be the same problem I had. However, keep in mind that my
motor lasted 6 years.

I agree that IVO needs to design a better brush assemble with thicker
brushes to handle more current. I believe someone already did that,
maybe they can chime in.

Mike W. --part1_51.3824a0c5.2cfea0c9_boundary-- From reflector@tvbf.org Wed Dec 3 02:29:49 2003 From: reflector@tvbf.org (Robin Ream) Date: Tue, 2 Dec 2003 20:29:49 -0600 Subject: REFLECTOR:IVO Prop Motor References: <25.41a231e3.2cfe9ebd@cs.com> Message-ID: <001b01c3b945$53678100$6400a8c0@robin> This is a multi-part message in MIME format. ------=_NextPart_000_0018_01C3B913.085D1120 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Somehow I missed the beginning of this thread. Is the IVO pitch control = motor too weak to control the prop? - That would suck... Robin ----- Original Message -----=20 From: MikeWatsonSpg@cs.com=20 To: reflector@tvbf.org=20 Sent: Tuesday, December 02, 2003 8:04 PM Subject: Re: REFLECTOR:IVO Prop Motor Brian, That's exactly what I use to do to try and reduce the pitch. If I pull = the MP back to 18 in Hg, I could get the rpm down to 2500, them bring the MP back up to 22 in = Hg. Unfortunately, after I replaced the motor, the weather got louse, so I = haven't flown with the=20 new motor yet. I will give a full report after flying. before this problem started, I was able to get the RPM down to 2400 at = 23 in Hg, so I believe it will be able to do that again. Regards, Mike W. ------=_NextPart_000_0018_01C3B913.085D1120 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Somehow I missed the beginning of this thread.  Is the IVO = pitch=20 control motor too weak to control the prop?  -  That would=20 suck...
 
Robin
----- Original Message -----
From:=20 MikeWatsonSpg@cs.com
Sent: Tuesday, December 02, = 2003 8:04=20 PM
Subject: Re: REFLECTOR:IVO Prop = Motor

Brian,

That's exactly what I use to do to = try and=20 reduce the pitch. If I pull the MP back to 18 in Hg,
I could get = the rpm=20 down to 2500, them bring the MP back up to 22 in = Hg.

Unfortunately,=20 after I replaced the motor, the weather got louse, so I haven't flown = with the=20
new motor yet.  I will give a full report after = flying.

before=20 this problem started, I was able to get the RPM down to 2400 at 23 in = Hg, so I=20 believe
it will be able to do that = again.

Regards,

Mike=20 W.  ------=_NextPart_000_0018_01C3B913.085D1120-- From reflector@tvbf.org Wed Dec 3 03:08:28 2003 From: reflector@tvbf.org (Alex Balic) Date: Tue, 02 Dec 2003 21:08:28 -0600 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: <3FCCBC0E.6050501@bluefrog.com> Message-ID: JC Whitney sells Stainless steel "tape" it is probably about 0.003 or so, it is used for covering the rocker panels on cars for aesthetic purposes- not expensive either, but it is about 6" wide as I recall......the adhesive is pretty good... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Tuesday, December 02, 2003 10:22 AM To: reflector@tvbf.org Subject: REFLECTOR:Leading Edge Tape I recently replaced the stainless steel tape on the leading edges of my IVO prop. The old tape was 0.003" thick (does not include thickness of the glue). The new tape is only 0.0015" thick and does not hold up well. The manufacturer of the old tape went out of business. Anyone know where I can get thicker stainless steel tape or something else that works well on a propeller leading edge? As a second point, IVO uses the same tape across the joints of the blades and claims that the thinner tape is better for this use because the thicker tape is too strong and does not give as good an indication of blade movement. John _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 3 03:11:46 2003 From: reflector@tvbf.org (Scott) Date: Tue, 02 Dec 2003 20:11:46 -0700 Subject: REFLECTOR:Manifold Pressure In-Reply-To: <148.1dbe4d4f.2cfd3c57@cs.com> References: <148.1dbe4d4f.2cfd3c57@cs.com> Message-ID: <6.0.0.22.0.20031202201034.0361a488@mail.tnstaafl.net> At 05:52 PM 12/1/2003, you wrote: >John, > >For the last six years, I have been getting 29Hg/2800rpm on takeoff with >my Franklin IVO prop setup. > >I would adjust the MAP alarm to 30 Hg. > >Steve, >My oil pressure runs 220 on climb out and 190 ~ 205 in cruise, if I lean a >little, it runs 210. Hmm.. Yo must be running ROP!!! My oil temps are 10 degrees cooler running LOP at the same power setting as running ROP. Scott From reflector@tvbf.org Wed Dec 3 03:31:41 2003 From: reflector@tvbf.org (Scott) Date: Tue, 02 Dec 2003 20:31:41 -0700 Subject: REFLECTOR:RE: Vernitherm as a Bypass Valve In-Reply-To: References: <6.0.0.22.0.20031130203103.03583950@mail.tnstaafl.net> Message-ID: <6.0.0.22.0.20031202201448.0362ae58@mail.tnstaafl.net> Bob, As I understand it, I've never cut one apart, a non-congealing oil cooler has a large orifice running through some portion of the cooler that allows the cold congealed oil to flow through it. The veritherm/bypass valve that's on your accessary case allows a very small amount of oil to flow all the time(when its closed its not totally closed) . This small amount of oil flows all the time, as it warms up it slowly warms up the cooler. If the cooler is really really cold then when the veritherm valve opens the oil will only flow though the "wee-wee" hole in the cooler at first, slowly warming up the smaller cooling orifices right next to the flow and spreading out from there. Thats how I understand it. Some oil coolers have there own veritherm valve built in so you can run multiple coolers but only the ones that see hot oil will open up and cool the oil. Is that what your talking about? I've only seen these on automotive coolers. The veritherm valve that is also a bypass valve that I am talking about is built into a housing that bolts to the accessary case and that's where you hook up your external filter/cooler lines. Scott At 06:30 PM 12/1/2003, you wrote: >Scott, > >Can you please explain what a "congealing oil cooler is" and what was done >to make them "non-congealing" in "modern" times? Do the newer Vernitherms >also function to bypass oil when the pressure is too high, as well as when >the oil temperature is too cold? > >We have a Vernitherm in our engine oil cooler, but as far as I know, there >is not one in the forward oil cooler or the "sandwich" that sends the oil to >the forward cooler. Therefore, you would think that oil congealing in the >forward oil cooler could still obstruct normal engine oil flow, since the >forward oil cooler is a part of a "serial" path coming out of the engine oil >filter via the sandwich. > >A related point -- if it's the Vernitherm's additional bypass function that >protects the normal engine cooler against congealing, although it would then >allow oil to bypass the cooler, oil would no longer be cooling in the cooler >and also the oil congealed in the cooler would be "out of service" and the >effective oil circulating in the engine would be reduced by the amount still >congealed in the cooler. > >I appreciate your insights -- sorry to bore everyone else to death on this >subject, >Bob > > > >-----Original Message----- > >"...No modern(later than 1965?) airplane has a congealing oil cooler on it, >or >maybe I should say, can't imagine any one actually installing one on a new >airplane such as our homebuilts..." > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 3 03:53:40 2003 From: reflector@tvbf.org (Wayne) Date: Tue, 2 Dec 2003 22:53:40 -0500 Subject: REFLECTOR:IVO Prop Motor References: <51.3824a0c5.2cfea0c9@cs.com> Message-ID: <002f01c3b951$09f449c0$6500a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_002C_01C3B927.20F38840 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I made my brush rigging from part of a Delco reamy alternator. So far = they don't show any wear at all. Wayne ----- Original Message -----=20 From: MikeWatsonSpg@cs.com=20 To: reflector@tvbf.org=20 Sent: Tuesday, December 02, 2003 9:13 PM Subject: REFLECTOR:IVO Prop Motor John, Thanks for the letter sent to IVO from Tim. It seems to be the same problem I had. However, keep in mind that my=20 motor lasted 6 years. I agree that IVO needs to design a better brush assemble with thicker brushes to handle more current. I believe someone already did that, maybe they can chime in. Mike W. ------=_NextPart_000_002C_01C3B927.20F38840 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I made my brush rigging from part of a = Delco reamy=20 alternator.  So far they don't show any wear at all.
Wayne
----- Original Message -----
From:=20 MikeWatsonSpg@cs.com
Sent: Tuesday, December 02, = 2003 9:13=20 PM
Subject: REFLECTOR:IVO Prop = Motor

John,

Thanks for the letter sent to IVO = from=20 Tim.
It seems to be the same problem I had. However, keep in mind = that my=20
motor lasted 6 years.

I agree that IVO needs to design a = better=20 brush assemble with thicker
brushes to handle more current. I = believe=20 someone already did that,
maybe they can chime in.

Mike = W.=20 ------=_NextPart_000_002C_01C3B927.20F38840-- From reflector@tvbf.org Wed Dec 3 05:41:35 2003 From: reflector@tvbf.org (Greg Poole) Date: Wed, 3 Dec 2003 16:41:35 +1100 Subject: REFLECTOR:220kts?? Message-ID: <009c01c3b960$1de6cd90$4deb64cb@CPQ15218298181> This is a multi-part message in MIME format. ------=_NextPart_000_0099_01C3B9BC.50D0B070 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Am I seeing things? it's not April 1 is it? ...Steve, tell me you are = reading your oil pressure guage instead of your ASI! - just that 220kts seems an unbelievable speed (my mates Lancair 360 = only makes 202kts tops) and am I right in believing you have the large = wing on your STD RG? ...I'd be interested in what speed mods have been performed if indeed = you can verify this! Sorry to be a doubting Thomas but this reads too = good to be true. Seasons Greetings (ugh!) All! Greg, Down Under in warm Sydney > From: "steve korney" > To: > Sent: Tuesday, December 02, 2003 12:49 PM > Subject: Re: REFLECTOR:Manifold Pressure > > > > I can get almost 32 inches of mp at sea level here in Calif. on a > standard > > day at 220 knots...I have 10.5 compression and fuel injection... > > > > > > > > Best... Steve =20 =20 Greg Poole Principal POOLED RESOURCES PTY LTD 3 Cheltenham Close Castle Hill NSW 2154 =20 gregpoole@pacific.net.au tel:=20 fax:=20 mobile: (612) 9899 2737 (612) 9899 2726 0414 273199 =20 =20 =20 =20 =20 Powered by Plaxo Want a signature like this?=20 =20 ------=_NextPart_000_0099_01C3B9BC.50D0B070 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Am I seeing things?  it's not April 1 is it? = ...Steve, tell me=20 you are reading your oil pressure guage instead of your ASI!
 
- just that 220kts seems an unbelievable speed (my mates Lancair = 360 only=20 makes 202kts tops) and am I right in believing you have the large wing = on your=20 STD RG?
 
...I'd be interested in what speed mods have been performed if = indeed you=20 can verify this! Sorry to be a doubting Thomas but this reads too good = to be=20 true.
 
Seasons Greetings (ugh!) All!
 
Greg,  Down Under in warm Sydney
 
> From: "steve korney" <s_korney@hotmail.com>
>= To:=20 <reflector@tvbf.org>
> = Sent:=20 Tuesday, December 02, 2003 12:49 PM
> Subject: Re: = REFLECTOR:Manifold=20 Pressure
>
>
> > I can get almost 32 inches of mp = at sea=20 level here in Calif.  on a
> standard
> > day at 220 = knots...I have 10.5 compression and fuel injection...
> = >
>=20 >
> >
> > Best... Steve
Greg = Poole
Principal 		POOLED RESOURCES PTY = LTD
3 Cheltenham Close
Castle = Hill NSW=20 2154
gregpoole@pacific.net.au =
tel: =
fax:=20
mobile: 		(612) 9899 2737
(612) 9899=20 2726
0414 273199=20 =
Powered by Plaxo Want a=20 signature like=20 this?
------=_NextPart_000_0099_01C3B9BC.50D0B070-- From reflector@tvbf.org Wed Dec 3 05:56:19 2003 From: reflector@tvbf.org (steve korney) Date: Wed, 03 Dec 2003 05:56:19 +0000 Subject: REFLECTOR:220kts?? Message-ID: Greg... Its not in my Velocity... That's in my Glasair 1 RG at sea level...I was commenting on ram air pressure that I get at that speed. Aimed at saying that you won't over boost your normally aspirated engine on a cold day even at a few hundred feet below sea level...And Yes, it does go 220 kts. Best... Steve _________________________________________________________________ Get holiday tips for festive fun. http://special.msn.com/network/happyholidays.armx From reflector@tvbf.org Wed Dec 3 06:24:45 2003 From: reflector@tvbf.org (Greg Poole) Date: Wed, 3 Dec 2003 17:24:45 +1100 Subject: REFLECTOR:220kts?? References: Message-ID: <00b001c3b966$2566c240$4deb64cb@CPQ15218298181> That's one fast bird Steve - thanks for shattering my thin hope! 8^) Best, Greg in Sydney. ----- Original Message ----- From: "steve korney" To: Sent: Wednesday, December 03, 2003 4:56 PM Subject: RE: REFLECTOR:220kts?? > Greg... > > Its not in my Velocity... > > That's in my Glasair 1 RG at sea level...I was commenting on ram air > pressure that I get at that speed. Aimed at saying that you won't over > boost your normally aspirated engine on a cold day even at a few hundred > feet below sea level...And Yes, it does go 220 kts. > > > > Best... Steve > > _________________________________________________________________ > Get holiday tips for festive fun. > http://special.msn.com/network/happyholidays.armx > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 3 15:52:46 2003 From: reflector@tvbf.org (Scott) Date: Wed, 03 Dec 2003 08:52:46 -0700 Subject: REFLECTOR:Canard's Float In-Reply-To: <00b001c3b966$2566c240$4deb64cb@CPQ15218298181> References: <00b001c3b966$2566c240$4deb64cb@CPQ15218298181> Message-ID: <6.0.0.22.0.20031203085211.0362bfb8@mail.tnstaafl.net> http://starbulletin.com/2003/11/28/news/story6.html From reflector@tvbf.org Wed Dec 3 16:14:50 2003 From: reflector@tvbf.org (Alex Balic) Date: Wed, 03 Dec 2003 10:14:50 -0600 Subject: REFLECTOR:Canard's Float In-Reply-To: <6.0.0.22.0.20031203085211.0362bfb8@mail.tnstaafl.net> Message-ID: They are also pretty strong, as evidenced by the article......... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Sent: Wednesday, December 03, 2003 9:53 AM To: reflector@tvbf.org Subject: REFLECTOR:Canard's Float http://starbulletin.com/2003/11/28/news/story6.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 3 16:26:24 2003 From: reflector@tvbf.org (Scott) Date: Wed, 03 Dec 2003 09:26:24 -0700 Subject: REFLECTOR:Canard's Float In-Reply-To: References: <6.0.0.22.0.20031203085211.0362bfb8@mail.tnstaafl.net> Message-ID: <6.0.0.22.0.20031203092535.0362e520@mail.tnstaafl.net> I liked the reference to the missing tail! :-) Scott From reflector@tvbf.org Wed Dec 3 16:43:11 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 3 Dec 2003 11:43:11 -0500 Subject: Reflector: RE landing lights References: <20031202122658.5005.65864.Mailman@dax.awpi.com> <001401c3b932$1faadaa0$286cfea9@net.pacbell.net> Message-ID: <011f01c3b9bc$8a319000$9964ab44@atlaga.adelphia.net> Try (919)545-2141. He moved and has been busy with his new home and hanger. ----- Original Message ----- From: "dalexan48" To: Sent: Tuesday, December 02, 2003 7:12 PM Subject: Reflector: RE landing lights | Speaking of landing lights, does anyone know where Vlad went with his canard | mounted landing lights? No one answers the phone number or E-mail address | listed on his web site. Has anyone used his system and how well does it seem | to work? | | Dale Alexander | | > Message: 4 | > Date: Sat, 29 Nov 2003 21:15:09 -0600 | > From: John Dibble | > To: reflector@tvbf.org | > Subject: REFLECTOR:Landing Light | > Reply-To: reflector@tvbf.org | > | > With the days getting short and the bug population down, I decided this | > is the right time to do my first night landings in my SRG Velocity. I | > have a single 100 watt light in the nose and I'm satisfied with the | > lighting at 100 ft AGL to touchdown. However there is no peripheral | > light for taxiing in unlit areas. Having had the experience a few years | > ago of having to land with a blown landing light and not being able to | > see the runway before I felt it, I still want to add a second landing | > light as a backup. I'm looking for a simple way to add a light without | > major surgery on the panel. I plan on using the second light only when | > the nose light is blown. How about if I use a mercury switch, mounted | > on the nose gear for the primary light and use my existing panel switch | > for the backup light? | > | > John | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 3 17:48:52 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 03 Dec 2003 11:48:52 -0600 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: References: Message-ID: <3FCE2204.6050403@bluefrog.com> Thanks, Alex, I've ordered a 2" roll. The people at IVO say they have tried this and the adhesive doesn't hold well. Any ideas on how to get better adhesion. It needs to be removable. John Alex Balic wrote: >JC Whitney sells Stainless steel "tape" it is probably about 0.003 or so, it >is used for covering the rocker panels on cars for aesthetic purposes- not >expensive either, but it is about 6" wide as I recall......the adhesive is >pretty good... > > > > From reflector@tvbf.org Wed Dec 3 18:13:16 2003 From: reflector@tvbf.org (Scott) Date: Wed, 03 Dec 2003 11:13:16 -0700 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: <3FCE2204.6050403@bluefrog.com> References: <3FCE2204.6050403@bluefrog.com> Message-ID: <6.0.0.22.0.20031203105650.03629a58@mail.tnstaafl.net> Here's some tape, you might already have these links. http://steinair.com/tape.htm http://www.powerchutes.com/shopping/prairieskyhook-001.htm http://www.import-performance-parts.com/stainless_steel_tape.html http://www.novafilmsusa.com/foil_tapes.php http://www.tapes-ez.com/tapes/0056096_0001454_1.html and what about Prop-Guard? https://www.sentinelfunds.com/propguard/flying.html Scott At 10:48 AM 12/3/2003, you wrote: >Thanks, Alex, > >I've ordered a 2" roll. The people at IVO say they have tried this and >the adhesive doesn't hold well. Any ideas on how to get better >adhesion. It needs to be removable. > >John > >Alex Balic wrote: > >>JC Whitney sells Stainless steel "tape" it is probably about 0.003 or so, it >>is used for covering the rocker panels on cars for aesthetic purposes- not >>expensive either, but it is about 6" wide as I recall......the adhesive is >>pretty good... >> >> >> > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 3 18:28:00 2003 From: reflector@tvbf.org (Bob Kuc) Date: Wed, 3 Dec 2003 13:28:00 -0500 Subject: REFLECTOR:Leading Edge Tape References: <3FCE2204.6050403@bluefrog.com> Message-ID: <026301c3b9cb$314f3500$0301a8c0@win2k> You could try the tape they use for HVAC duct. I do not know if it is stainless or what but it will definitely give you a mean "paper" cut. ----- Original Message ----- From: "John Dibble" To: Sent: Wednesday, December 03, 2003 12:48 PM Subject: Re: REFLECTOR:Leading Edge Tape > Thanks, Alex, > > I've ordered a 2" roll. The people at IVO say they have tried this > and the adhesive doesn't hold well. Any ideas on how to get better > adhesion. It needs to be removable. > > John > > Alex Balic wrote: > > >JC Whitney sells Stainless steel "tape" it is probably about 0.003 or so, it > >is used for covering the rocker panels on cars for aesthetic purposes- not > >expensive either, but it is about 6" wide as I recall......the adhesive is > >pretty good... > > > > > > > > From reflector@tvbf.org Wed Dec 3 19:21:56 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 3 Dec 2003 14:21:56 EST Subject: REFLECTOR: Ordering an MT Prop Message-ID: <11e.2853f4ad.2cff91d4@aol.com> -------------------------------1070479316 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I'm looking at this MT order form and there are a lot of things they want to know that I don't know, or necessarily even know where to look. I suppose Velocity would know a lot of it, but I'm pricing one through my engine provider. Has anyone filled this thing out recently who wants to help me? I won't bore everyone with a list of questions until I get a taker. Failing that, maybe I'll just price one through Velocity too. Doug Hayes Boulder, CO Velocity 173FG -------------------------------1070479316 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
I'm looking at this MT order form and there are a lot of things they wa= nt to know that I don't know, or necessarily even know where to look. I supp= ose Velocity would know a lot of it, but I'm pricing one through my engine p= rovider.
 
Has anyone filled this thing out recently who wants to help me? I won't= bore everyone with a list of questions until I get a taker. Failing that, m= aybe I'll just price one through Velocity too.
 
Doug Hayes
Boulder, CO
Velocity 173FG
-------------------------------1070479316-- From reflector@tvbf.org Wed Dec 3 20:44:38 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Wed, 3 Dec 2003 15:44:38 -0500 Subject: REFLECTOR: Ordering an MT Prop Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3B9DE.44E2C5D0 Content-Type: text/plain Doug, I'll email you specs for my MT off line the, but it may be of limited value since they are for an XL RG IO-540 w/300hp. I suspect if you talk to MT directly, they probably have a pretty standard recommendation given the number of MTs they've supplied for Velos.. If you go the Velo factory route, they can probably do the same Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of DOHAYES@aol.com Sent: Wednesday, December 03, 2003 2:22 PM To: reflector@tvbf.org Subject: REFLECTOR: Ordering an MT Prop I'm looking at this MT order form and there are a lot of things they want to know that I don't know, or necessarily even know where to look. I suppose Velocity would know a lot of it, but I'm pricing one through my engine provider. Has anyone filled this thing out recently who wants to help me? I won't bore everyone with a list of questions until I get a taker. Failing that, maybe I'll just price one through Velocity too. Doug Hayes Boulder, CO Velocity 173FG ------_=_NextPart_001_01C3B9DE.44E2C5D0 Content-Type: text/html
Doug,
 
I'll email you specs for my MT off line the, but it may be of limited value since they are for an XL RG IO-540 w/300hp.  I suspect if you talk to MT directly, they probably have a pretty standard recommendation given the number of MTs they've supplied for Velos..  If you go the Velo factory route, they can probably do the same
 
Chuck Jensen 
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of DOHAYES@aol.com
Sent: Wednesday, December 03, 2003 2:22 PM
To: reflector@tvbf.org
Subject: REFLECTOR: Ordering an MT Prop

I'm looking at this MT order form and there are a lot of things they want to know that I don't know, or necessarily even know where to look. I suppose Velocity would know a lot of it, but I'm pricing one through my engine provider.
 
Has anyone filled this thing out recently who wants to help me? I won't bore everyone with a list of questions until I get a taker. Failing that, maybe I'll just price one through Velocity too.
 
Doug Hayes
Boulder, CO
Velocity 173FG
------_=_NextPart_001_01C3B9DE.44E2C5D0-- From reflector@tvbf.org Wed Dec 3 20:20:53 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Wed, 3 Dec 2003 15:20:53 -0500 Subject: REFLECTOR: Ordering an MT Prop In-Reply-To: <11e.2853f4ad.2cff91d4@aol.com> References: <11e.2853f4ad.2cff91d4@aol.com> Message-ID: I can't imagine an engine overhaul guy being able to give you a better price than the factory as an OEM dealer.Also the relationship they have with MT will be invaluable should there be a problem. Jack From reflector@tvbf.org Wed Dec 3 22:29:36 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 3 Dec 2003 17:29:36 EST Subject: REFLECTOR:IVO Prop Motor Message-ID: <158.28f046bb.2cffbdd0@cs.com> --part1_158.28f046bb.2cffbdd0_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I have a couple of old BMW Bosch 90 Amp alternators, maybe I'll use the removable brush assemble to fabricate a new brush holder. Thanks. Mike W. --part1_158.28f046bb.2cffbdd0_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I have a couple of old BMW Bosch 90 Amp alternators, m= aybe I'll
use the removable brush assemble to fabricate a new brush holder.

Thanks.

Mike W. --part1_158.28f046bb.2cffbdd0_boundary-- From reflector@tvbf.org Wed Dec 3 22:50:22 2003 From: reflector@tvbf.org (Scott Baker) Date: Wed, 3 Dec 2003 17:50:22 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <11e.2853f4ad.2cff91d4@aol.com> Message-ID: <001a01c3b9ef$d89e6f50$0200a8c0@DAD> I agree with Jack. It sounds like both you and your engine supplier aren't quite sure what to order - which could lead to possible problems. Call me at the Velocity factory on Thursday and I will give you the exact Mt- model number to order. I would be very, very surprised if your engine supplier offers a price that is lower than that which is offered by Velocity, Inc. Please be advised that MT-Propeller's list price does not include shipping (from Germany), which adds several hundred dollars to the overall cost. Scott Baker ----- Original Message ----- From: "Jack Sheehan" To: Sent: Wednesday, December 03, 2003 3:20 PM Subject: Re: REFLECTOR: Ordering an MT Prop > I can't imagine an engine overhaul guy being able to give you a > better price than the factory as an OEM dealer.Also the relationship > they have with MT will be invaluable should there be a problem. > Jack I'm looking at this MT order form and there are a lot of things they want to know that I don't know, or necessarily even know where to look. I suppose Velocity would know a lot of it, but I'm pricing one through my engine provider. Has anyone filled this thing out recently who wants to help me? I won't bore everyone with a list of questions until I get a taker. Failing that, maybe I'll just price one through Velocity too. Doug Hayes Boulder, CO Velocity 173FG From reflector@tvbf.org Wed Dec 3 22:59:33 2003 From: reflector@tvbf.org (Scott Baker) Date: Wed, 3 Dec 2003 17:59:33 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <11e.2853f4ad.2cff91d4@aol.com> Message-ID: <002201c3b9f1$1de6d5b0$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_001F_01C3B9C7.34CA9CF0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Doug, Before I forget, if you are operating a Lycoming IO-360C1C or other = Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for = this application have certain operational rpm restrictions that need to = be followed. Also - be sure that your engine has a governor pad = situated on the side of the engine (near the propeller) instead of a = governor pad near the accessory pad. There are clearance issues that = affect whether a hydraulic or electric governor is more appropriate. = Also, be advised that the spinner is purchased as a separate "line item" = in addition to the propeller. And ... don't forget the hydraulic = governor (if your choice is a hydraulic hub). The MT-propeller requires = a specific governor - not just "any" governor model will do. Scott Baker ----- Original Message -----=20 From: DOHAYES@aol.com=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 03, 2003 2:21 PM Subject: REFLECTOR: Ordering an MT Prop I'm looking at this MT order form and there are a lot of things they = want to know that I don't know, or necessarily even know where to look. = I suppose Velocity would know a lot of it, but I'm pricing one through = my engine provider. Has anyone filled this thing out recently who wants to help me? I = won't bore everyone with a list of questions until I get a taker. = Failing that, maybe I'll just price one through Velocity too. Doug Hayes Boulder, CO Velocity 173FG ------=_NextPart_000_001F_01C3B9C7.34CA9CF0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Doug,
Before I forget, if you are operating a Lycoming IO-360C1C or other = Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for = this=20 application have certain operational rpm restrictions that need to be=20 followed.  Also - be sure that your engine has a governor pad = situated on=20 the side of the engine (near the propeller) instead of a governor pad = near the=20 accessory pad.  There are clearance issues that affect whether a = hydraulic=20 or electric governor is more appropriate.  Also, be advised that = the=20 spinner is purchased as a separate "line item" in addition to the=20 propeller.  And ... don't forget the hydraulic governor (if your = choice is=20 a hydraulic hub).  The MT-propeller requires a specific governor - = not just=20 "any" governor model will do.
Scott Baker
----- Original Message -----
From:=20 DOHAYES@aol.com=20
Sent: Wednesday, December 03, = 2003 2:21=20 PM
Subject: REFLECTOR: Ordering an = MT=20 Prop

I'm looking at this MT order form and there are a lot of things = they want=20 to know that I don't know, or necessarily even know where to look. I = suppose=20 Velocity would know a lot of it, but I'm pricing one through my engine = provider.
 
Has anyone filled this thing out recently who wants to help me? I = won't=20 bore everyone with a list of questions until I get a taker. Failing = that,=20 maybe I'll just price one through Velocity too.
 
Doug Hayes
Boulder, CO
Velocity 173FG
------=_NextPart_000_001F_01C3B9C7.34CA9CF0-- From reflector@tvbf.org Wed Dec 3 23:04:34 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 3 Dec 2003 17:04:34 -0600 Subject: REFLECTOR:IVO Prop Motor In-Reply-To: <158.28f046bb.2cffbdd0@cs.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C3B9BF.868A2B80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Are you talking about the motor brushes or the slip ring brushes? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MikeWatsonSpg@cs.com Sent: Wednesday, December 03, 2003 4:30 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:IVO Prop Motor I have a couple of old BMW Bosch 90 Amp alternators, maybe I'll use the removable brush assemble to fabricate a new brush holder. Thanks. Mike W. ------=_NextPart_000_0043_01C3B9BF.868A2B80 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Are=20 you talking about the motor brushes or the slip ring=20 brushes?
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 MikeWatsonSpg@cs.com
Sent: Wednesday, December 03, 2003 = 4:30=20 PM
To: reflector@tvbf.org
Subject: Re: = REFLECTOR:IVO Prop=20 Motor

I have a couple of old BMW Bosch 90 Amp = alternators,=20 maybe I'll
use the removable brush assemble to fabricate a new = brush=20 holder.

Thanks.

Mike W. = ------=_NextPart_000_0043_01C3B9BF.868A2B80-- From reflector@tvbf.org Wed Dec 3 23:43:48 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 03 Dec 2003 18:43:48 -0500 Subject: Reflector: RE landing lights Message-ID: <7BF00100.3FDDD6EA.0BE7D1EB@aol.com> Vlad and I are personal freinds so I forwarded your note to his private email account. Rob In a message dated 12/2/2003 7:12:19 PM Eastern Standard Time, dalexan48@pacbell.net writes: > > Speaking of landing lights, does anyone know where Vlad went with his canard > mounted landing lights? No one answers the phone number or E-mail address > listed on his web site. Has anyone used his system and how > well does it seem > to work? > > Dale Alexander From reflector@tvbf.org Thu Dec 4 00:33:22 2003 From: reflector@tvbf.org (Alex Balic) Date: Wed, 03 Dec 2003 18:33:22 -0600 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: <3FCE2204.6050403@bluefrog.com> Message-ID: John, I didn't have any problems with the adhesive at all, but I cleaned the paint with some acetone first, which softened it just a little and promoted adhesion. It can be removed with some effort once you start peeling it, and can be assisted with careful application of a heat gun. The only other thing I can suggest to promote adhesion, is to mask the prop, and spray on a good contact adhesive first (lightly) the solvent in the adhesive will make it stick to the paint on the prop, and then the tape will stick to the cured contact adhesive very well also, but really, try the tape alone on a clean surface first, I don't think you will have any problems with it as long as it is clean. As far as the tape for duct, it is aluminum, so won't have the level of abrasion resistance that you want. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Wednesday, December 03, 2003 11:49 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Leading Edge Tape Thanks, Alex, I've ordered a 2" roll. The people at IVO say they have tried this and the adhesive doesn't hold well. Any ideas on how to get better adhesion. It needs to be removable. John Alex Balic wrote: >JC Whitney sells Stainless steel "tape" it is probably about 0.003 or so, it >is used for covering the rocker panels on cars for aesthetic purposes- not >expensive either, but it is about 6" wide as I recall......the adhesive is >pretty good... > > > > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 4 01:08:04 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 03 Dec 2003 20:08:04 -0500 Subject: REFLECTOR: Ordering an MT Prop Message-ID: <5F537560.7444A3CA.0BE7D1EB@aol.com> In a message dated 12/3/2003 5:50:22 PM Eastern Standard Time, sbakr@comcast.net writes: > Please be advised that MT-Propeller's list price does not include shipping > (from Germany), which adds several hundred dollars to the > overall cost. Yep, and then don't forget that you have to hire a customs agent to get it into the country and then you have to pay shipping again to get it from the US port of entry to your house. It ended up costing me close to $1,000 more than the quoted price to actually lay hands on it. Then hassle of trying to hire a customs agent in Carolina when I live in Texas. Then I got to spend hours of extra hassle time and long distance charges calling and faxing and fed ex'ing customs forms back and forth. Great fun! Rob From reflector@tvbf.org Thu Dec 4 01:26:02 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 03 Dec 2003 19:26:02 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> Message-ID: <3FCE8D2A.45A6D3D6@frontiernet.net> The short answer is no. There will be a decrease in cruise speed (they do after all undeniably have drag) but my best information is that it's not detectable with the naked eye. I observed none on my plane. All of my VG info comes from Jim Price who in addition to impressive academic credentials in Aero Engineering holds a world altitude record (35000'+ in a NA O-320 Long-EZ). He encouraged me to change mine from wedge shaped to rectangular, and to move them from the 25% chord line to 20%. I did so just for the hell of it - it seemed a couple of truly trivial changes, but the little buggers only cost two cents each - and was surprised at the amount of improvement that seemed way out of proportion to what I actually changed. That's how it works for me ... Jim S. John Dibble wrote: > Do vg's affect cruise speed? > > John > > Chuck Jensen wrote: > > >Jack, > > > >Everything I do is trial and error.....though I did use the patterns > >provided by Velocity. They are installed on both the canard and wing (and > >both sides, naturally). I don't remember the exact count but buy a 100 > >(they're cheap) and use the extra for replacements. To paint them, after > >scuffing the bottom on sandpaper, I just stuck them on packing tape and gave > >a few light coats of enamel for UV protection. > > > >Do us a favor. Before you install, do a few altitude stalls and see if you > >can nail a number. After installation, repeat and see what difference, if > >any, you note. Maybe you already have a hard number for touchdown IAS that > >you can reference---that would make a before/after comparison even simpler. > >Most seem to think it reduces touchdown by 5 to 7 kts. > > > >Chuck Jensen > > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Thu Dec 4 02:11:04 2003 From: reflector@tvbf.org (Pat Shea) Date: Wed, 3 Dec 2003 18:11:04 -0800 (PST) Subject: REFLECTOR: Ordering an MT Prop In-Reply-To: <5F537560.7444A3CA.0BE7D1EB@aol.com> Message-ID: <20031204021104.57676.qmail@web13708.mail.yahoo.com> Damn Rob, you sure know how to bring back the memories:) Best, Pat --- RJohn15183@aol.com wrote: > > Yep, and then don't forget that you have to hire a > customs agent to get it into the country and then > you have to pay shipping again to get it from the US > port of entry to your house. > > It ended up costing me close to $1,000 more than the > quoted price to actually lay hands on it. Then > hassle of trying to hire a customs agent in > Carolina when I live in Texas. Then I got to spend > hours of extra hassle time and long distance charges > calling and faxing and fed ex'ing customs forms back > and forth. > > Great fun! > > Rob __________________________________ Do you Yahoo!? Free Pop-Up Blocker - Get it now http://companion.yahoo.com/ From reflector@tvbf.org Thu Dec 4 02:31:26 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 3 Dec 2003 21:31:26 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <107.29810ed3.2cfff67e@aol.com> -------------------------------1070505086 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Yes Jack That is the way we land the XL. The first landing is the mains the second a very gentle nose wheel landing. Just like the B747 I flew before retirement. regards Mack -------------------------------1070505086 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Yes Jack
 That is the way we land the XL. The fir= st landing is the mains the second a very gentle nose wheel landin= g. Just like the B747 I flew before retirement.
regards Mack
-------------------------------1070505086-- From reflector@tvbf.org Thu Dec 4 02:45:23 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 3 Dec 2003 21:45:23 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <1e3.14d18b33.2cfff9c3@aol.com> -------------------------------1070505923 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hi Ronnie My Xl is. Down for revisions. We are Installing the new rudder / toe brake system, Cleveland brakes, V.G's and approach system hub and spoke wiring. I have a set of Matco brakes and wheels for sale cheep. Mack -------------------------------1070505923 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hi Ronnie
  My Xl  is. Down for revisions. We= are Installing the new rudder / toe brake system, Cleveland brakes, V.G's a= nd approach system hub and spoke wiring.
 I have a set of Matco brakes and wheels= for sale cheep.
Mack
-------------------------------1070505923-- From reflector@tvbf.org Thu Dec 4 02:46:04 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 3 Dec 2003 21:46:04 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <50.258f0b07.2cfff9ec@aol.com> -------------------------------1070505964 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Amen -------------------------------1070505964 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Amen -------------------------------1070505964-- From reflector@tvbf.org Thu Dec 4 03:03:22 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 03 Dec 2003 21:03:22 -0600 Subject: REFLECTOR:Leading Edge Tape In-Reply-To: References: Message-ID: <3FCEA3FA.8010206@bluefrog.com> Thanks Alex, My IVO prop has a gel coat finish. Is that what you refer to as paint? IVO recommends using MEK solvent, or acetone followed by alcohol. I think PVC cleaner works best. After a few more phone calls I learned that Valley Industrial Products, who makes the ss tape sold by JC Whitney, has changed adhesives a month ago. I'm not sure if my current order will be the new or old adhesive. IVO plans to evaluate the new tape. In the meantime I will try the JC Whitney tape as the 1.5 mil tape is tearing off in spots. I asked IVO about "Prop-Guard", a poylurethane tape (from one of the links Scott sent). IVO is concerned about water getting under this tape, but said I could use it over the ss tape. The Prop-Guard rep says it's only used on aluminum props, but there is one IVO/Rotax user. John Alex Balic wrote: >John, >I didn't have any problems with the adhesive at all, but I cleaned the >paint with some acetone first, which softened it just a little and promoted >adhesion. It can be removed with some effort once you start peeling it, and >can be assisted with careful application of a heat gun. The only other thing >I can suggest to promote adhesion, is to mask the prop, and spray on a good >contact adhesive first (lightly) the solvent in the adhesive will make it >stick to the paint on the prop, and then the tape will stick to the cured >contact adhesive very well also, but really, try the tape alone on a clean >surface first, I don't think you will have any problems with it as long as >it is clean. >As far as the tape for duct, it is aluminum, so won't have the level of >abrasion resistance that you want. > >Alex > > From reflector@tvbf.org Thu Dec 4 04:43:09 2003 From: reflector@tvbf.org (Wayne) Date: Wed, 3 Dec 2003 23:43:09 -0500 Subject: REFLECTOR:IVO Prop Motor References: Message-ID: <007401c3ba21$1dd39b00$6500a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0071_01C3B9F7.34CB3860 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Wayne was speaking of slipring brushes instead of the slot car brushes = IVO provides. Wayne ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 03, 2003 6:04 PM Subject: RE: REFLECTOR:IVO Prop Motor Are you talking about the motor brushes or the slip ring brushes? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of MikeWatsonSpg@cs.com Sent: Wednesday, December 03, 2003 4:30 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:IVO Prop Motor I have a couple of old BMW Bosch 90 Amp alternators, maybe I'll use the removable brush assemble to fabricate a new brush holder. Thanks. Mike W. ------=_NextPart_000_0071_01C3B9F7.34CB3860 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Wayne was speaking of slipring brushes = instead of=20 the slot car brushes IVO provides.
Wayne
----- Original Message -----
From:=20 Brian = Michalk=20
Sent: Wednesday, December 03, = 2003 6:04=20 PM
Subject: RE: REFLECTOR:IVO Prop = Motor

Are=20 you talking about the motor brushes or the slip ring=20 brushes?
-----Original Message-----
From: reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of MikeWatsonSpg@cs.com
Sent:= =20 Wednesday, December 03, 2003 4:30 PM
To: reflector@tvbf.org
Subject:<= /B>=20 Re: REFLECTOR:IVO Prop Motor

I=20 have a couple of old BMW Bosch 90 Amp alternators, maybe I'll
use = the=20 removable brush assemble to fabricate a new brush=20 holder.

Thanks.

Mike W.=20
------=_NextPart_000_0071_01C3B9F7.34CB3860-- From reflector@tvbf.org Thu Dec 4 13:09:26 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Thu, 4 Dec 2003 08:09:26 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <1e3.14d18b33.2cfff9c3@aol.com> Message-ID: <008f01c3ba67$d835fb00$0100a8c0@micron> This is a multi-part message in MIME format. ------=_NextPart_000_008C_01C3BA3D.EEF4FC30 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable How cheap, Mack, I *might* be interested in the brakes just as = spares...? ----- Original Message -----=20 From: MMurp16900@aol.com=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 03, 2003 9:45 PM Subject: Re: REFLECTOR:Vortex Generators on XL Hi Ronnie My Xl is. Down for revisions. We are Installing the new rudder / = toe brake system, Cleveland brakes, V.G's and approach system hub and = spoke wiring. I have a set of Matco brakes and wheels for sale cheep. Mack ------=_NextPart_000_008C_01C3BA3D.EEF4FC30 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
How cheap, Mack, I *might* be interested in the brakes just as=20 spares...?
----- Original Message -----
From:=20 MMurp16900@aol.com
Sent: Wednesday, December 03, = 2003 9:45=20 PM
Subject: Re: REFLECTOR:Vortex = Generators=20 on XL

Hi Ronnie
  My Xl  is. Down for = revisions. We are=20 Installing the new rudder / toe brake system, Cleveland brakes, V.G's = and=20 approach system hub and spoke wiring.
 I have a set of Matco brakes and = wheels for=20 sale cheep.
Mack
------=_NextPart_000_008C_01C3BA3D.EEF4FC30-- From reflector@tvbf.org Thu Dec 4 03:01:28 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 3 Dec 2003 22:01:28 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <1e3.14d18b33.2cfff9c3@aol.com> Message-ID: <000e01c3ba72$45e24280$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0010_01C3B9E9.0088F500 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Mack! Sounds like you are into some major revisions!!! Ah, its winter so you = might as well make hay while the weather sux. Did you get your altitude = hold working better? Have fun, Ronnie ----- Original Message -----=20 From: MMurp16900@aol.com=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 03, 2003 9:45 PM Subject: Re: REFLECTOR:Vortex Generators on XL Hi Ronnie My Xl is. Down for revisions. We are Installing the new rudder / = toe brake system, Cleveland brakes, V.G's and approach system hub and = spoke wiring. I have a set of Matco brakes and wheels for sale cheep. Mack ------=_NextPart_000_0010_01C3B9E9.0088F500 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Mack!
 
Sounds like you are into some major revisions!!!  Ah, its = winter so=20 you might as well make hay while the weather sux.  Did you get your = altitude hold working better?
 
Have fun,
Ronnie
----- Original Message -----
From:=20 MMurp16900@aol.com
Sent: Wednesday, December 03, = 2003 9:45=20 PM
Subject: Re: REFLECTOR:Vortex = Generators=20 on XL

Hi Ronnie
  My Xl  is. Down for = revisions. We are=20 Installing the new rudder / toe brake system, Cleveland brakes, V.G's = and=20 approach system hub and spoke wiring.
 I have a set of Matco brakes and = wheels for=20 sale cheep.
Mack
------=_NextPart_000_0010_01C3B9E9.0088F500-- From reflector@tvbf.org Thu Dec 4 15:01:34 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 04 Dec 2003 10:01:34 -0500 Subject: REFLECTOR:IVO Prop Motor Message-ID: <48BA7A09.3D1D75BF.DEBD5EBC@cs.com> I was referring to the slip ring brushes. Mike W. "Brian Michalk" wrote: >Are you talking about the motor brushes or the slip ring brushes? >  -----Original Message----- >  From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf >Of MikeWatsonSpg@cs.com >  Sent: Wednesday, December 03, 2003 4:30 PM >  To: reflector@tvbf.org >  Subject: Re: REFLECTOR:IVO Prop Motor > > >  I have a couple of old BMW Bosch 90 Amp alternators, maybe I'll >  use the removable brush assemble to fabricate a new brush holder. > >  Thanks. > >  Mike W. > From reflector@tvbf.org Thu Dec 4 15:57:27 2003 From: reflector@tvbf.org (Scott) Date: Thu, 04 Dec 2003 08:57:27 -0700 Subject: What?? : Re: REFLECTOR:Vortex Generators on XL In-Reply-To: <50.258f0b07.2cfff9ec@aol.com> References: <50.258f0b07.2cfff9ec@aol.com> Message-ID: <6.0.0.22.0.20031204085622.03691430@mail.tnstaafl.net> At 07:46 PM 12/3/2003, you wrote: >Amen And this has to do with Vortex Generators on XL??? Its not even Sunday! Scott From reflector@tvbf.org Thu Dec 4 16:07:14 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 04 Dec 2003 11:07:14 -0500 Subject: REFLECTOR:Leading Edge Tape Message-ID: <43BFACD3.482D91C1.0BE7D1EB@aol.com> In a message dated 12/3/2003 10:03:22 PM Eastern Standard Time, aminetech@bluefrog.com writes: > IVO is concerned about water getting under this > tape, 4 years experience with Prop guard on metal props and I have never seen water get under the teflon. But even if it did what's IVO worried about? Corroding the fiberglass blades? :-) Rob From reflector@tvbf.org Thu Dec 4 16:13:50 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 4 Dec 2003 11:13:50 EST Subject: REFLECTOR: Ordering an MT Prop Message-ID: -------------------------------1070554430 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, sbakr@comcast.net writes: Doug, Before I forget, if you are operating a Lycoming IO-360C1C or other Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for this application have certain operational rpm restrictions that need to be followed. Being the one who brought this RPM restriction range for non-counterweighted engines "out of the closet," I have had first hand experience with the blade cracking, and open to options. My hanger neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He had an mt ordered through Velocity. Yes, he checked and Velocity was the best provider he could find. However, when he learned of the restricted range, he investigated other options. A fellow at our airport has a Defiant, with Hoffmans on it. Don contacted Hoffman who said they could provide a propeller without a restricted range for the non-counterweighted engines, so he ordered one. He said Velocity was very accommodating on canceling the mt order. However, the cost is going to be about $2,000 more than the mt from Velocity. I don't really think this is the direction we want to go. Maybe Scott Baker has some info regarding pros & cons of the Hoffman, other than the price. TEC -------------------------------1070554430 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, sbakr@co= mcast.net writes:
Doug,
Before I forget, if you are operating a Lyc= oming IO-360C1C or other Lycoming non-counterweighted crank shaft engine, th= e MT-Propeller(s) for this application have certain operational rpm restrict= ions that need to be followed.
Being the one who brought this RPM restriction range for non-counterwei= ghted engines "out of the closet," I have had first hand experience with the= blade cracking, and open to options.  My hanger neighbor (Don) is buil= ding a Cozy 4, with a non-counterweighted Lyc. He had an mt ordered thr= ough Velocity.  Yes, he checked and Velocity was the best provider he c= ould find.  However, when he learned of the restricted range, he invest= igated other options.  A fellow at our airport has a Defiant, with Hoff= mans on it.  Don contacted Hoffman who said they could provid= e a propeller without a restricted range for the non-counterweighted engines= , so he ordered one.  He said Velocity was very accommodating on cancel= ing the mt order.  However, the cost is going to be about $2,000 more t= han the mt from Velocity.  I don't really think this is the direction w= e want to go.
 
Maybe Scott Baker has some info regarding pros & cons of the Hoffma= n, other than the price.
 
TEC 
-------------------------------1070554430-- From reflector@tvbf.org Thu Dec 4 16:57:08 2003 From: reflector@tvbf.org (Scott) Date: Thu, 04 Dec 2003 09:57:08 -0700 Subject: REFLECTOR: Ordering an MT Prop In-Reply-To: References: Message-ID: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> Its interesting that there are many aluminum props made for the 200 HP Lycomings that have no problems of this sort. I would think a composite prop would be even more resilient? Scott At 09:13 AM 12/4/2003, you wrote: >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, >sbakr@comcast.net writes: >Doug, >Before I forget, if you are operating a Lycoming IO-360C1C or other >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for >this application have certain operational rpm restrictions that need to be >followed. > >Being the one who brought this RPM restriction range for >non-counterweighted engines "out of the closet," I have had first hand >experience with the blade cracking, and open to options. My hanger >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He >had an mt ordered through Velocity. Yes, he checked and Velocity was the >best provider he could find. However, when he learned of the restricted >range, he investigated other options. A fellow at our airport has a >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could >provide a propeller without a restricted range for the non-counterweighted >engines, so he ordered one. He said Velocity was very accommodating on >canceling the mt order. However, the cost is going to be about $2,000 >more than the mt from Velocity. I don't really think this is the >direction we want to go. > >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, >other than the price. > >TEC From reflector@tvbf.org Thu Dec 4 17:16:46 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Thu, 4 Dec 2003 12:16:46 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> Message-ID: <000b01c3ba8a$acb67e00$9964ab44@atlaga.adelphia.net> I had planned to buy an M/T for my IO360 but now I am SO glad I didn't waste my money! Yes, I lost bit of cruise (170 down to 160 kts when I had to change from a 72 pitch to 70" pitch) but I can buy 6 Catto props for the price of one dubious M/T. Ronnie ----- Original Message ----- From: "Scott" To: Sent: Thursday, December 04, 2003 11:57 AM Subject: Re: REFLECTOR: Ordering an MT Prop | Its interesting that there are many aluminum props made for the 200 HP | Lycomings that have no problems of this sort. | | I would think a composite prop would be even more resilient? | | Scott | | At 09:13 AM 12/4/2003, you wrote: | >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, | >sbakr@comcast.net writes: | >Doug, | >Before I forget, if you are operating a Lycoming IO-360C1C or other | >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for | >this application have certain operational rpm restrictions that need to be | >followed. | > | >Being the one who brought this RPM restriction range for | >non-counterweighted engines "out of the closet," I have had first hand | >experience with the blade cracking, and open to options. My hanger | >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He | >had an mt ordered through Velocity. Yes, he checked and Velocity was the | >best provider he could find. However, when he learned of the restricted | >range, he investigated other options. A fellow at our airport has a | >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could | >provide a propeller without a restricted range for the non-counterweighted | >engines, so he ordered one. He said Velocity was very accommodating on | >canceling the mt order. However, the cost is going to be about $2,000 | >more than the mt from Velocity. I don't really think this is the | >direction we want to go. | > | >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, | >other than the price. | > | >TEC | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 4 17:56:25 2003 From: reflector@tvbf.org (velocityxlfg) Date: Thu, 4 Dec 2003 11:56:25 -0600 Subject: REFLECTOR: Ordering an MT Prop References: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> <000b01c3ba8a$acb67e00$9964ab44@atlaga.adelphia.net> Message-ID: <001301c3ba8f$f00fc1c0$9865fea9@tungsten.com> Or even build 50+ Props for the cost of 1 MT. ----- Original Message ----- From: "Ronnie Brown" To: Sent: Thursday, December 04, 2003 11:16 AM Subject: Re: REFLECTOR: Ordering an MT Prop > I had planned to buy an M/T for my IO360 but now I am SO glad I didn't waste > my money! > > Yes, I lost bit of cruise (170 down to 160 kts when I had to change from a > 72 pitch to 70" pitch) but I can buy 6 Catto props for the price of one > dubious M/T. > > Ronnie > > > ----- Original Message ----- > From: "Scott" > To: > Sent: Thursday, December 04, 2003 11:57 AM > Subject: Re: REFLECTOR: Ordering an MT Prop > > > | Its interesting that there are many aluminum props made for the 200 HP > | Lycomings that have no problems of this sort. > | > | I would think a composite prop would be even more resilient? > | > | Scott > | > | At 09:13 AM 12/4/2003, you wrote: > | >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, > | >sbakr@comcast.net writes: > | >Doug, > | >Before I forget, if you are operating a Lycoming IO-360C1C or other > | >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for > | >this application have certain operational rpm restrictions that need to > be > | >followed. > | > > | >Being the one who brought this RPM restriction range for > | >non-counterweighted engines "out of the closet," I have had first hand > | >experience with the blade cracking, and open to options. My hanger > | >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He > | >had an mt ordered through Velocity. Yes, he checked and Velocity was the > | >best provider he could find. However, when he learned of the restricted > | >range, he investigated other options. A fellow at our airport has a > | >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could > | >provide a propeller without a restricted range for the > non-counterweighted > | >engines, so he ordered one. He said Velocity was very accommodating on > | >canceling the mt order. However, the cost is going to be about $2,000 > | >more than the mt from Velocity. I don't really think this is the > | >direction we want to go. > | > > | >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, > | >other than the price. > | > > | >TEC > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Thu Dec 4 18:49:22 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 4 Dec 2003 13:49:22 EST Subject: REFLECTOR: Ordering an MT Prop Message-ID: <136.2805b51a.2d00dbb2@aol.com> -------------------------------1070563762 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/4/2003 9:54:32 AM Pacific Standard Time, romott@adelphia.net writes: I had planned to buy an M/T for my IO360 but now I am SO glad I didn't waste my money! I have had many problems with my electric mt, however, most all were related to the electric system. I have been so pissed off at it from time to time regarding maintenance issues, and have told it "I hate you M*%&#@ F(#%^!" More than once. The hydraulic is the way to go. That being said, and being one who flew many years with a fixed pitch, then switched to the mt constant speed a few years ago, I can say that is a ludicrous statements (IMHO). There is no comparison between the two regarding takeoff. If you have done any flying with your "catto" prop around the country, in and out of hot summer days, at gross, with a little altitude, I will bet you have puckered your A-Hole a couple times wondering if you were going to clear the obstacles at the end of the runway. I know I have. I figured the added expense was insurance for my Son and I. The basic rule of horsepower is "horsepower is directly related to RPM." If you cant turn 2700, you don't have 200hp. True, at cruise (and above 120kt.) I would rather have the fixed pitch Performance propeller on as it cruised a couple kts. faster, but if you can't make it off the runway without hitting something at the end, you can't curies. I'll put up with the restricted RPM range, and I think mt has addressed a lot of the electric and seal issues. Sure it's expensive, but I'll keep flying it until something better comes down the pike. TEC -------------------------------1070563762 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 12/4/2003 9:54:32 AM Pacific Standard Time, romott@a= delphia.net writes:
I had planned to buy an M/T for my IO360 but n= ow I am SO glad I didn't waste
my money!
I have had many problems with my electric mt, however, most all we= re related to the electric system.  I have been so pissed off at it fro= m time to time regarding maintenance issues, and have told it "I hate you M*= %&#@ F(#%^!" More than once.  The hydraulic is the way to go. = That being said, and being one who flew many years with a fixed p= itch, then switched to the mt constant speed a few years ago, I can say that= is a ludicrous statements (IMHO).  There is no comparison between the=20= two regarding takeoff.  If you have done any flying with your "cat= to" prop around the country, in and out of hot summer days, at gross, with a= little altitude, I will bet you have puckered your A-Hole a couple tim= es wondering if you were going to clear the obstacles at the end of the runw= ay.  I know I have.  I figured the added expense was insurance for= my Son and I.  The basic rule of horsepower is "horsepower is directly= related to RPM."   If you cant turn 2700, you don't have 200hp.&n= bsp; True, at cruise (and above 120kt.) I would rather have the fixed pitch=20= Performance propeller on as it cruised a couple kts. faster, but if you can'= t make it off the runway without hitting something at the end, you can'= t curies.  I'll put up with the restricted RPM range, and I think mt ha= s addressed a lot of the electric and seal issues.  Sure it's expe= nsive, but I'll keep flying it until something better comes down the pike.
 
TEC
-------------------------------1070563762-- From reflector@tvbf.org Thu Dec 4 19:02:54 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Thu, 4 Dec 2003 14:02:54 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <136.2805b51a.2d00dbb2@aol.com> Message-ID: <001101c3ba99$5281b260$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0008_01C3BA6F.501B2BC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I understand what you are saying. I did have to get the Catto repitched = so I could get out of Lake Norman's 3000' runway on hot days.=20 I can and I don't even pucker. But I do smile that I didn't piss away = $10K. ----- Original Message -----=20 From: HYTEC45@aol.com=20 To: reflector@tvbf.org=20 Sent: Thursday, December 04, 2003 1:49 PM Subject: Re: REFLECTOR: Ordering an MT Prop In a message dated 12/4/2003 9:54:32 AM Pacific Standard Time, = romott@adelphia.net writes: I had planned to buy an M/T for my IO360 but now I am SO glad I = didn't waste my money! I have had many problems with my electric mt, however, most all were = related to the electric system. I have been so pissed off at it from = time to time regarding maintenance issues, and have told it "I hate you = M*%&#@ F(#%^!" More than once. The hydraulic is the way to go. That = being said, and being one who flew many years with a fixed pitch, then = switched to the mt constant speed a few years ago, I can say that is a = ludicrous statements (IMHO). There is no comparison between the two = regarding takeoff. If you have done any flying with your "catto" prop = around the country, in and out of hot summer days, at gross, with a = little altitude, I will bet you have puckered your A-Hole a couple times = wondering if you were going to clear the obstacles at the end of the = runway. I know I have. I figured the added expense was insurance for = my Son and I. The basic rule of horsepower is "horsepower is directly = related to RPM." If you cant turn 2700, you don't have 200hp. True, = at cruise (and above 120kt.) I would rather have the fixed pitch = Performance propeller on as it cruised a couple kts. faster, but if you = can't make it off the runway without hitting something at the end, you = can't curies. I'll put up with the restricted RPM range, and I think mt = has addressed a lot of the electric and seal issues. Sure it's = expensive, but I'll keep flying it until something better comes down the = pike. TEC ------=_NextPart_000_0008_01C3BA6F.501B2BC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I understand what you are saying.  I did have to get the Catto = repitched so I could get out of Lake Norman's 3000' runway on hot=20 days. 
 
I can and I don't even pucker.  But I do smile that I didn't = piss away=20 $10K.
----- Original Message -----
From:=20 HYTEC45@aol.com=20
Sent: Thursday, December 04, = 2003 1:49=20 PM
Subject: Re: REFLECTOR: = Ordering an MT=20 Prop
I have had many problems with my electric mt, however, most = all were=20 related to the electric system.  I have been so pissed off at it = from=20 time to time regarding maintenance issues, and have told it "I hate = you=20 M*%&#@ F(#%^!" More than once.  The hydraulic is the way to = go. =20 That being said, and being one who flew many years with a = fixed=20 pitch, then switched to the mt constant speed a few years ago, I can = say that=20 is a ludicrous statements (IMHO).  There is no comparison between = the two=20 regarding takeoff.  If you have done any flying with your = "catto"=20 prop around the country, in and out of hot summer days, at gross, with = a=20 little altitude, I will bet you have puckered your A-Hole a = couple times=20 wondering if you were going to clear the obstacles at the end of the=20 runway.  I know I have.  I figured the added expense was = insurance=20 for my Son and I.  The basic rule of horsepower is "horsepower is = directly related to RPM."   If you cant turn 2700, you don't = have=20 200hp.  True, at cruise (and above 120kt.) I would rather have = the fixed=20 pitch Performance propeller on as it cruised a couple kts. faster, but = if you=20 can't make it off the runway without hitting something at the = end, you=20 can't curies.  I'll put up with the restricted RPM range, and I = think mt=20 has addressed a lot of the electric and seal issues.  Sure = it's=20 expensive, but I'll keep flying it until something better comes down = the=20 pike.
 
TEC
------=_NextPart_000_0008_01C3BA6F.501B2BC0-- From reflector@tvbf.org Thu Dec 4 22:42:25 2003 From: reflector@tvbf.org (Rene Dugas) Date: Thu, 4 Dec 2003 16:42:25 -0600 Subject: REFLECTOR:RE: Vernitherm as a Bypass Valve In-Reply-To: <6.0.0.22.0.20031202201448.0362ae58@mail.tnstaafl.net> Message-ID: <000401c3bab7$e70371d0$0a01a8c0@ent2.local> How cold does modern oil have to get to "congeal"? I've never seen it but I live, love and fly in Louisiana. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Scott Sent: Tuesday, December 02, 2003 9:32 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:RE: Vernitherm as a Bypass Valve Bob, As I understand it, I've never cut one apart, a non-congealing oil cooler has a large orifice running through some portion of the cooler that allows the cold congealed oil to flow through it. The veritherm/bypass valve that's on your accessary case allows a very small amount of oil to flow all the time(when its closed its not totally closed) . This small amount of oil flows all the time, as it warms up it slowly warms up the cooler. If the cooler is really really cold then when the veritherm valve opens the oil will only flow though the "wee-wee" hole in the cooler at first, slowly warming up the smaller cooling orifices right next to the flow and spreading out from there. Thats how I understand it. Some oil coolers have there own veritherm valve built in so you can run multiple coolers but only the ones that see hot oil will open up and cool the oil. Is that what your talking about? I've only seen these on automotive coolers. The veritherm valve that is also a bypass valve that I am talking about is built into a housing that bolts to the accessary case and that's where you hook up your external filter/cooler lines. Scott At 06:30 PM 12/1/2003, you wrote: >Scott, > >Can you please explain what a "congealing oil cooler is" and what was done >to make them "non-congealing" in "modern" times? Do the newer Vernitherms >also function to bypass oil when the pressure is too high, as well as when >the oil temperature is too cold? > >We have a Vernitherm in our engine oil cooler, but as far as I know, there >is not one in the forward oil cooler or the "sandwich" that sends the oil to >the forward cooler. Therefore, you would think that oil congealing in the >forward oil cooler could still obstruct normal engine oil flow, since the >forward oil cooler is a part of a "serial" path coming out of the engine oil >filter via the sandwich. > >A related point -- if it's the Vernitherm's additional bypass function that >protects the normal engine cooler against congealing, although it would then >allow oil to bypass the cooler, oil would no longer be cooling in the cooler >and also the oil congealed in the cooler would be "out of service" and the >effective oil circulating in the engine would be reduced by the amount still >congealed in the cooler. > >I appreciate your insights -- sorry to bore everyone else to death on this >subject, >Bob > > > >-----Original Message----- > >"...No modern(later than 1965?) airplane has a congealing oil cooler on it, >or >maybe I should say, can't imagine any one actually installing one on a new >airplane such as our homebuilts..." > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 4 22:47:14 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 4 Dec 2003 17:47:14 -0500 Subject: REFLECTOR: Ordering an MT Prop References: Message-ID: <001501c3bab8$91d6fb40$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_0012_01C3BA8E.A6F7DCD0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable TEC, Thanks for the introduction! I do have a few comments and news to share along the MT versus = non-counterweighted, 4-cylinder, Lycoming front ... The latest info from MT (love em or hate em) is that they are working on = a solution. As we speak, engineers from the Mt factory are visiting = Mt-USA in Florida and are in the process of performing vibration tests = and analysis on an unaltered MTV-12, hydraulic propeller installation on = a Velocity. Following this, they plan to install a new propeller model = (with thicker blades) on the Velocity - and repeat the vibration = analysis to determine if the vibration goes away (best case) or if the = "bad" vibration range shifts either higher or lower than the 2200-2550 = rpm range that is typically used during cruise (second best case). They = hope to have meaningful data within the next 10-days. If this works - = and I hope that it does - it is unclear what it will mean for existing = owners who are presently operating MTV-12 and MTV-18 propellers on = non-counterweighted Lycoming engines. I hope that Don H. (the Cozy builder) receives good performance from his = Hoffman. I had many conversations with Mt about Don's application - = hoping that we could find a solution that would allow him to operate an = Mt propeller on his Cozy. When I mentioned to Mt that Don was going to = Hoffman because Hoffman did not apply rpm limitations on their = propellers - the folks at Mt voice strong skepticism that the Hoffman = would perform any better than the Mt. Paraphrasing their words ... the = Lycoming 4-cylinder engine poses extreme challenges to propeller = designers because of the harsh pounding (my word) that this engine = imposes on propellers. Mark my words (they said) ... the Hoffman will = fail. We (Mt) are quite familiar with the Hoffman design - and their = product offers no special advantages in this area. If Hoffman is saying = their propeller will work, where ours will not - the statement is simply = not true. I am not an expert on Hoffman's design, however I hope for Hoffman's = sake that their propeller works as they say it will, because if it = doesn't ... Don's going to be one very angry person. Best regards, Scott B. ----- Original Message -----=20 From: HYTEC45@aol.com=20 To: reflector@tvbf.org=20 Sent: Thursday, December 04, 2003 11:13 AM Subject: Re: REFLECTOR: Ordering an MT Prop In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, = sbakr@comcast.net writes: Doug, Before I forget, if you are operating a Lycoming IO-360C1C or other = Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for = this application have certain operational rpm restrictions that need to = be followed. Being the one who brought this RPM restriction range for = non-counterweighted engines "out of the closet," I have had first hand = experience with the blade cracking, and open to options. My hanger = neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He = had an mt ordered through Velocity. Yes, he checked and Velocity was = the best provider he could find. However, when he learned of the = restricted range, he investigated other options. A fellow at our = airport has a Defiant, with Hoffmans on it. Don contacted Hoffman who = said they could provide a propeller without a restricted range for the = non-counterweighted engines, so he ordered one. He said Velocity was = very accommodating on canceling the mt order. However, the cost is = going to be about $2,000 more than the mt from Velocity. I don't really = think this is the direction we want to go. Maybe Scott Baker has some info regarding pros & cons of the Hoffman, = other than the price. TEC ------=_NextPart_000_0012_01C3BA8E.A6F7DCD0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
TEC,
Thanks for the introduction!
I do have a few comments and news to share along the MT versus=20 non-counterweighted, 4-cylinder, Lycoming front ...
The latest info from MT (love em or hate em) is that they are = working on a=20 solution.  As we speak, engineers from the Mt factory are visiting = Mt-USA=20 in Florida and are in the process of performing vibration tests and = analysis on=20 an unaltered MTV-12, hydraulic propeller installation on a = Velocity. =20 Following this, they plan to install a new propeller model (with thicker = blades)=20 on the Velocity - and repeat the vibration analysis to determine if the=20 vibration goes away (best case) or if the "bad" vibration range shifts = either=20 higher or lower than the 2200-2550 rpm range that is typically used = during=20 cruise (second best case).  They hope to have meaningful data = within the=20 next 10-days.  If this works - and I hope that it does - it is = unclear what=20 it will mean for existing owners who are presently operating MTV-12 and = MTV-18=20 propellers on non-counterweighted Lycoming engines.
I hope that Don H. (the Cozy builder) receives good performance = from his=20 Hoffman.  I had many conversations with Mt about Don's application = - hoping=20 that we could find a solution that would allow him to operate an Mt = propeller on=20 his Cozy.  When I mentioned to Mt that Don was going to Hoffman = because=20 Hoffman did not apply rpm limitations on their propellers - the folks at = Mt=20 voice strong skepticism that the Hoffman would perform any better than = the=20 Mt.  Paraphrasing their words ... the Lycoming 4-cylinder engine = poses=20 extreme challenges to propeller designers because of the harsh pounding = (my=20 word) that this engine imposes on propellers.  Mark my words (they = said)=20 ... the Hoffman will fail.  We (Mt) are quite familiar with the = Hoffman=20 design - and their product offers no special advantages in this = area.  If=20 Hoffman is saying their propeller will work, where ours will not - the = statement=20 is simply not true.
I am not an expert on Hoffman's design, however I hope for = Hoffman's sake=20 that their propeller works as they say it will, because if it doesn't = ... Don's=20 going to be one very angry person.
Best regards,
Scott B.
 
----- Original Message -----
From:=20 HYTEC45@aol.com=20
Sent: Thursday, December 04, = 2003 11:13=20 AM
Subject: Re: REFLECTOR: = Ordering an MT=20 Prop

In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, sbakr@comcast.net writes:
Doug,
Before I forget, if you are = operating a=20 Lycoming IO-360C1C or other Lycoming non-counterweighted crank shaft = engine,=20 the MT-Propeller(s) for this application have certain operational = rpm=20 restrictions that need to be = followed.
Being the one who brought this RPM restriction range for=20 non-counterweighted engines "out of the closet," I have had first hand = experience with the blade cracking, and open to options.  My = hanger=20 neighbor (Don) is building a Cozy 4, with a non-counterweighted = Lyc. He=20 had an mt ordered through Velocity.  Yes, he checked and Velocity = was the=20 best provider he could find.  However, when he learned of the = restricted=20 range, he investigated other options.  A fellow at our airport = has a=20 Defiant, with Hoffmans on it.  Don contacted Hoffman = who said=20 they could provide a propeller without a restricted range for the=20 non-counterweighted engines, so he ordered one.  He said Velocity = was=20 very accommodating on canceling the mt order.  However, the cost = is going=20 to be about $2,000 more than the mt from Velocity.  I don't = really think=20 this is the direction we want to go.
 
Maybe Scott Baker has some info regarding pros & cons of the = Hoffman,=20 other than the price.
 
TEC 
------=_NextPart_000_0012_01C3BA8E.A6F7DCD0-- From reflector@tvbf.org Thu Dec 4 23:07:23 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 4 Dec 2003 18:07:23 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> <000b01c3ba8a$acb67e00$9964ab44@atlaga.adelphia.net> Message-ID: <001d01c3babb$63bb0f00$0200a8c0@DAD> Ronnie, I understand your sentiment - however even with the rpm restrictions, I would not call the Mt-constant speed propeller a "waste". Sure it's expensive - too expensive in my book - but we all know about the high cost. As TEC just pointed out, the Hoffman is $2,000 more than the Mt - and the Aero Composite pusher propeller (when and if it becomes available) is likely to cost $3,000 to $4,000 more than the Mt. Those of us on a budget agonize about this - it is bound to affect our buying decision. For those on a tight budget the choice is clear - purchase a fixed pitch propeller. This easily saves close to $7,000 compared to a Mt constant speed. But ... While you can buy 6-Catto's for the price of 1-Mt, you are hard pressed to change a Catto from a climb pitch to a cruise pitch while the aircraft is in flight. If I were operating from a shorter field, or from airports with high density altitude, I would definitely consider the Mt - rpm restrictions and all. Best regards, Scott B. ----- Original Message ----- From: "Ronnie Brown" To: Sent: Thursday, December 04, 2003 12:16 PM Subject: Re: REFLECTOR: Ordering an MT Prop > I had planned to buy an M/T for my IO360 but now I am SO glad I didn't waste > my money! > > Yes, I lost bit of cruise (170 down to 160 kts when I had to change from a > 72 pitch to 70" pitch) but I can buy 6 Catto props for the price of one > dubious M/T. > > Ronnie > > > ----- Original Message ----- > From: "Scott" > To: > Sent: Thursday, December 04, 2003 11:57 AM > Subject: Re: REFLECTOR: Ordering an MT Prop > > > | Its interesting that there are many aluminum props made for the 200 HP > | Lycomings that have no problems of this sort. > | > | I would think a composite prop would be even more resilient? > | > | Scott > | > | At 09:13 AM 12/4/2003, you wrote: > | >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, > | >sbakr@comcast.net writes: > | >Doug, > | >Before I forget, if you are operating a Lycoming IO-360C1C or other > | >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for > | >this application have certain operational rpm restrictions that need to > be > | >followed. > | > > | >Being the one who brought this RPM restriction range for > | >non-counterweighted engines "out of the closet," I have had first hand > | >experience with the blade cracking, and open to options. My hanger > | >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He > | >had an mt ordered through Velocity. Yes, he checked and Velocity was the > | >best provider he could find. However, when he learned of the restricted > | >range, he investigated other options. A fellow at our airport has a > | >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could > | >provide a propeller without a restricted range for the > non-counterweighted > | >engines, so he ordered one. He said Velocity was very accommodating on > | >canceling the mt order. However, the cost is going to be about $2,000 > | >more than the mt from Velocity. I don't really think this is the > | >direction we want to go. > | > > | >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, > | >other than the price. > | > > | >TEC > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Thu Dec 4 23:35:25 2003 From: reflector@tvbf.org (Scott) Date: Thu, 04 Dec 2003 16:35:25 -0700 Subject: REFLECTOR:RE: Vernitherm as a Bypass Valve In-Reply-To: <000401c3bab7$e70371d0$0a01a8c0@ent2.local> References: <6.0.0.22.0.20031202201448.0362ae58@mail.tnstaafl.net> <000401c3bab7$e70371d0$0a01a8c0@ent2.local> Message-ID: <6.0.0.22.0.20031204163003.036cb478@mail.tnstaafl.net> Congeal is a slippery word. :-) It means it stops flowing. So it depends on the size of the hole its trying to flow through. I've seen 100 weight at -10, it flowed like corn syrup. With multi grades like 10-50, etc.. it has to get mighty cold to not flow through a 1/2 inch line. Maybe in the Artic or Antartica? Do we have any Alaskans or Canadians or this list who live in the far north? How say you hosers? Scott At 03:42 PM 12/4/2003, you wrote: >How cold does modern oil have to get to "congeal"? I've never seen it >but I live, love and fly in Louisiana. >Rene' > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On >Behalf Of Scott >Sent: Tuesday, December 02, 2003 9:32 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:RE: Vernitherm as a Bypass Valve > >Bob, > >As I understand it, I've never cut one apart, a non-congealing oil >cooler >has a large orifice running through some portion of the cooler that >allows >the cold congealed oil to flow through it. The veritherm/bypass valve >that's on your accessary case allows a very small amount of oil to flow >all >the time(when its closed its not totally closed) . This small amount of > >oil flows all the time, as it warms up it slowly warms up the cooler. >If >the cooler is really really cold then when the veritherm valve opens the > >oil will only flow though the "wee-wee" hole in the cooler at first, >slowly >warming up the smaller cooling orifices right next to the flow and >spreading out from there. > >Thats how I understand it. > >Some oil coolers have there own veritherm valve built in so you can run >multiple coolers but only the ones that see hot oil will open up and >cool >the oil. Is that what your talking about? I've only seen these on >automotive coolers. > >The veritherm valve that is also a bypass valve that I am talking about >is >built into a housing that bolts to the accessary case and that's where >you >hook up your external filter/cooler lines. > >Scott > >At 06:30 PM 12/1/2003, you wrote: > >Scott, > > > >Can you please explain what a "congealing oil cooler is" and what was >done > >to make them "non-congealing" in "modern" times? Do the newer >Vernitherms > >also function to bypass oil when the pressure is too high, as well as >when > >the oil temperature is too cold? > > > >We have a Vernitherm in our engine oil cooler, but as far as I know, >there > >is not one in the forward oil cooler or the "sandwich" that sends the >oil to > >the forward cooler. Therefore, you would think that oil congealing in >the > >forward oil cooler could still obstruct normal engine oil flow, since >the > >forward oil cooler is a part of a "serial" path coming out of the >engine oil > >filter via the sandwich. > > > >A related point -- if it's the Vernitherm's additional bypass function >that > >protects the normal engine cooler against congealing, although it would >then > >allow oil to bypass the cooler, oil would no longer be cooling in the >cooler > >and also the oil congealed in the cooler would be "out of service" and >the > >effective oil circulating in the engine would be reduced by the amount >still > >congealed in the cooler. > > > >I appreciate your insights -- sorry to bore everyone else to death on >this > >subject, > >Bob > > > > > > > >-----Original Message----- > > > >"...No modern(later than 1965?) airplane has a congealing oil cooler on >it, > >or > >maybe I should say, can't imagine any one actually installing one on a >new > >airplane such as our homebuilts..." > > > > > > > >_______________________________________________ > >To change your email address, visit > >http://www.tvbf.org/mailman/listinfo/reflector > > > >Visit the gallery! www.tvbf.org/gallery > >user:pw = tvbf:jamaicangoose > >Check new archives: www.tvbf.org/pipermail > >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 5 00:21:15 2003 From: reflector@tvbf.org (jack davis) Date: Thu, 4 Dec 2003 19:21:15 -0500 Subject: REFLECTOR: Ordering an MT Prop References: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> <000b01c3ba8a$acb67e00$9964ab44@atlaga.adelphia.net> Message-ID: Ronnie, Although I have a counter-weighted lycoming which makes my situation different, I absolutely love my MT. I had a fixed pitched Performance Prop previously and was afraid to operate at gross on a hot day on anything less than 4000 feet. It is not a waste of money to purchase an MT; you would be amazed at the difference in performance that your airplane would have if you switched to a constant speed prop. What good is your cruise speed if you can't get full utility out of your airplane? Jack ----- Original Message ----- From: "Ronnie Brown" To: Sent: Thursday, December 04, 2003 12:16 PM Subject: Re: REFLECTOR: Ordering an MT Prop > I had planned to buy an M/T for my IO360 but now I am SO glad I didn't waste > my money! > > Yes, I lost bit of cruise (170 down to 160 kts when I had to change from a > 72 pitch to 70" pitch) but I can buy 6 Catto props for the price of one > dubious M/T. > > Ronnie > > > ----- Original Message ----- > From: "Scott" > To: > Sent: Thursday, December 04, 2003 11:57 AM > Subject: Re: REFLECTOR: Ordering an MT Prop > > > | Its interesting that there are many aluminum props made for the 200 HP > | Lycomings that have no problems of this sort. > | > | I would think a composite prop would be even more resilient? > | > | Scott > | > | At 09:13 AM 12/4/2003, you wrote: > | >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, > | >sbakr@comcast.net writes: > | >Doug, > | >Before I forget, if you are operating a Lycoming IO-360C1C or other > | >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for > | >this application have certain operational rpm restrictions that need to > be > | >followed. > | > > | >Being the one who brought this RPM restriction range for > | >non-counterweighted engines "out of the closet," I have had first hand > | >experience with the blade cracking, and open to options. My hanger > | >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He > | >had an mt ordered through Velocity. Yes, he checked and Velocity was the > | >best provider he could find. However, when he learned of the restricted > | >range, he investigated other options. A fellow at our airport has a > | >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could > | >provide a propeller without a restricted range for the > non-counterweighted > | >engines, so he ordered one. He said Velocity was very accommodating on > | >canceling the mt order. However, the cost is going to be about $2,000 > | >more than the mt from Velocity. I don't really think this is the > | >direction we want to go. > | > > | >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, > | >other than the price. > | > > | >TEC > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Fri Dec 5 02:53:23 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 4 Dec 2003 21:53:23 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: -------------------------------1070592803 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hi Ronnie. Yes, we be installing the V.G. and will give you a report. STEC. did install a 15 turn pot. On the alt. controller. We have it set two turns up from minimum sure works great. Regards Mack -------------------------------1070592803 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hi Ronnie. Yes, we be installing the V.G. and= will give you a report. STEC. did install a 15 turn pot. On the alt. c= ontroller. We have it set two turns up from minimum sure works great.=
Regards Mack
-------------------------------1070592803-- From reflector@tvbf.org Fri Dec 5 06:30:04 2003 From: reflector@tvbf.org (KeithHallsten) Date: Thu, 4 Dec 2003 22:30:04 -0800 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> Message-ID: <000701c3baf9$381f3c20$72a83c42@quiknet.com> Jim, 20% chord is pretty clear on the canard, but since the wing is tapered the chord is different at every station along the wing. Did you place the VGs at an ever-decreasing distance from the leading edge as you move outboard on the wing to maintain true 20% chord at each VG location, or use 20% of an average chord for the group of VGs on the wing? Where are you getting rectangular VG's for $0.02 each? Keith ----- Original Message ----- From: "Jim Sower" To: Sent: Wednesday, December 03, 2003 5:26 PM Subject: Re: REFLECTOR:Vortex Generators on XL > The short answer is no. There will be a decrease in cruise speed (they do after all > undeniably have drag) but my best information is that it's not detectable with the > naked eye. I observed none on my plane. All of my VG info comes from Jim Price who > in addition to impressive academic credentials in Aero Engineering holds a world > altitude record (35000'+ in a NA O-320 Long-EZ). He encouraged me to change mine from > wedge shaped to rectangular, and to move them from the 25% chord line to 20%. I did > so just for the hell of it - it seemed a couple of truly trivial changes, but the > little buggers only cost two cents each - and was surprised at the amount of > improvement that seemed way out of proportion to what I actually changed. > That's how it works for me ... Jim S. > > John Dibble wrote: > > > Do vg's affect cruise speed? > > > > John > > > > Chuck Jensen wrote: > > > > >Jack, > > > > > >Everything I do is trial and error.....though I did use the patterns > > >provided by Velocity. They are installed on both the canard and wing (and > > >both sides, naturally). I don't remember the exact count but buy a 100 > > >(they're cheap) and use the extra for replacements. To paint them, after > > >scuffing the bottom on sandpaper, I just stuck them on packing tape and gave > > >a few light coats of enamel for UV protection. > > > > > >Do us a favor. Before you install, do a few altitude stalls and see if you > > >can nail a number. After installation, repeat and see what difference, if > > >any, you note. Maybe you already have a hard number for touchdown IAS that > > >you can reference---that would make a before/after comparison even simpler. > > >Most seem to think it reduces touchdown by 5 to 7 kts. > > > > > >Chuck Jensen > > > > > > > > > > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Fri Dec 5 14:42:53 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Fri, 5 Dec 2003 09:42:53 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: --============_-1141487120==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Mack What was the issue with STEC ( which model?). I still have not had the time to do anything about my STEC 30 I am having the roll occilation problem to which different solutions from springs to resistors have been suggested. STEC when I spoke with them did not seem to want any part of the problem. I would not suggest anyone buy an STEC for the velocity. The folks with trutrack and century don't seem to have any of these problems. Jack --============_-1141487120==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Vortex Generators on XL
Mack
What was the issue with STEC ( which model?). I still have not had the time to do anything about my STEC 30 I am having the roll occilation problem to which different solutions from springs to resistors have been suggested. STEC when I spoke with them did not seem to want any part of the problem. I would not suggest anyone buy an STEC for the velocity. The folks with trutrack and century don't seem to have any of these problems.
Jack
--============_-1141487120==_ma============-- From reflector@tvbf.org Fri Dec 5 15:18:56 2003 From: reflector@tvbf.org (Jim Sower) Date: Fri, 05 Dec 2003 09:18:56 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> Message-ID: <3FD0A1E0.9A8A6634@frontiernet.net> Keith, On the wing, I measured the chord at root (strake mating seam) and near the tip, computed and marked the 20% chord and popped a chalk line for reference. I marked off points along that line at 6" or 7" intervals, fashioned a template from construction paper that would lay along the chalk line with a hole to locate the point and a guide to place a pair of VGs splayed 10-15 deg each side of the direction of air flow (same on the canard, but template for straight v. swept reference line). VGs came from Home Depot or Lowe's. Got 8' of plastic weather stripping for about $1.78. It comes as an asymmetric channel with one side 3/8" wall, one 1/4" wall and a 1/8" bottom. I cut off the 3/8" wall (except if I needed an oversize VG for something), cut 1" segments off the strip and voila' - 96 perfectly serviceable VGs. The first set (which I intuitively put at 25%) I snipped the vertical member wedge shaped. The second, after I got straightened out at Rough River I just trimmed the points off the corners. Mounted them with white silicone RTV (which is readily available at my house) let it cure overnight and went flying. The whole operation took the wife and I a couple of hours - me cutting, her installing. On the second set I fashioned a jig to make the removal of the superfluous wall quicker and more precise and it went somewhat faster. Wife informs me that we have 14 pairs on each wing and 10 pairs on each side of the canard. Whoever thinks the dollar a pop someone was paying is too steep, I'll be glad to provide all you want for HALF that :o) Hope this helps .... Jim S. KeithHallsten wrote: > Jim, > > 20% chord is pretty clear on the canard, but since the wing is tapered the > chord is different at every station along the wing. Did you place the VGs > at an ever-decreasing distance from the leading edge as you move outboard on > the wing to maintain true 20% chord at each VG location, or use 20% of an > average chord for the group of VGs on the wing? > > Where are you getting rectangular VG's for $0.02 each? > > Keith > From reflector@tvbf.org Fri Dec 5 16:05:13 2003 From: reflector@tvbf.org (John Dibble) Date: Fri, 05 Dec 2003 10:05:13 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: <3FD0ACB9.1090701@bluefrog.com> This is a multi-part message in MIME format. --------------040809060504040007070407 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Jack, According to my maintaince records, the previous owner of my SRG changed the roll gain on the STEC 50 from 15k to 9.2k and that eliminated whatever the problem was. John Jack Sheehan wrote: > Mack > What was the issue with STEC ( which model?). I still have not had the > time to do anything about my STEC 30 I am having the roll occilation > problem to which different solutions from springs to resistors have > been suggested. STEC when I spoke with them did not seem to want any > part of the problem. I would not suggest anyone buy an STEC for the > velocity. The folks with trutrack and century don't seem to have any > of these problems. > Jack --------------040809060504040007070407 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Jack,
According to my maintaince records, the previous owner of my SRG changed the roll gain on the STEC 50 from 15k to 9.2k and that eliminated whatever the problem was.
John

Jack Sheehan wrote:
Re: REFLECTOR:Vortex Generators on XL
Mack
What was the issue with STEC ( which model?). I still have not had the time to do anything about my STEC 30 I am having the roll occilation problem to which different solutions from springs to resistors have been suggested. STEC when I spoke with them did not seem to want any part of the problem. I would not suggest anyone buy an STEC for the velocity. The folks with trutrack and century don't seem to have any of these problems.
Jack
--------------040809060504040007070407-- From reflector@tvbf.org Fri Dec 5 16:09:01 2003 From: reflector@tvbf.org (Scott) Date: Fri, 05 Dec 2003 09:09:01 -0700 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD0A1E0.9A8A6634@frontiernet.net> References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> Message-ID: <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> Jim, These are installed on an XL right? How did you establish that you haven't messed up the lift ratio between the canard and the main wing? Have you done stall testing in it since you installed the VG's in an aft limit CG loading? If you've added more proportional lift capability to the canard than to the main wings you have set your self up for a deep stall scenario. Though because the increased lift is generated by forward flow over the wings, I think it would drop right out of it. The price of your VG's is certainly good, they are UV resistant? How breakable are they? Most of the VG kits I've seen recommend GE 50 year number II silicone. Scott At 08:18 AM 12/5/2003, you wrote: >Keith, >On the wing, I measured the chord at root (strake mating seam) and near >the tip, >computed and marked the 20% chord and popped a chalk line for >reference. I marked off >points along that line at 6" or 7" intervals, fashioned a template from >construction >paper that would lay along the chalk line with a hole to locate the point >and a guide >to place a pair of VGs splayed 10-15 deg each side of the direction of air >flow (same >on the canard, but template for straight v. swept reference line). > >VGs came from Home Depot or Lowe's. Got 8' of plastic weather stripping >for about >$1.78. It comes as an asymmetric channel with one side 3/8" wall, one >1/4" wall and a >1/8" bottom. I cut off the 3/8" wall (except if I needed an oversize VG for >something), cut 1" segments off the strip and voila' - 96 perfectly >serviceable VGs. >The first set (which I intuitively put at 25%) I snipped the vertical >member wedge >shaped. The second, after I got straightened out at Rough River I just >trimmed the >points off the corners. Mounted them with white silicone RTV (which is >readily >available at my house) let it cure overnight and went flying. The whole >operation >took the wife and I a couple of hours - me cutting, her installing. On >the second set >I fashioned a jig to make the removal of the superfluous wall quicker and >more precise >and it went somewhat faster. Wife informs me that we have 14 pairs on >each wing and >10 pairs on each side of the canard. > >Whoever thinks the dollar a pop someone was paying is too steep, I'll be >glad to >provide all you want for HALF that :o) > >Hope this helps .... Jim S. > >KeithHallsten wrote: > > > Jim, > > > > 20% chord is pretty clear on the canard, but since the wing is tapered the > > chord is different at every station along the wing. Did you place the VGs > > at an ever-decreasing distance from the leading edge as you move > outboard on > > the wing to maintain true 20% chord at each VG location, or use 20% of an > > average chord for the group of VGs on the wing? > > > > Where are you getting rectangular VG's for $0.02 each? > > > > Keith > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 5 20:33:53 2003 From: reflector@tvbf.org (Jim Sower) Date: Fri, 05 Dec 2003 14:33:53 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> Message-ID: <3FD0EBB1.965158EA@frontiernet.net> Was said .... > These are installed on an XL right? No. It's a 173 FG retrofitted with gull wing doors. > How did you establish that you haven't messed up the lift ratio between the > canard and the main wing? Not sure what you mean by "messed up". I did not alter either the main wing or the canard other than to install VGs. Jim Price (who is the best authority available to us on the matter) discussed with me how he did his, and why he did them the way he did. I followed his lead. If one were to install VGs on the wing or canard and not the other, it might "mess up" the "lift ratio". I used the same VGs in the same pattern and location on both surfaces. No reason to believe that would "mess up" anything. BTW, do you know how the guys selling them for a buck a pop "establish" that they aren't "messing up" anything? I'd bet dollars to doughnuts they don't have *near* as good science *or* experience in the matter as Mr. Price. > Have you done stall testing in it since you installed the VG's in an aft limit CG > loading? No. I weigh 250 lbs. I can't MAKE an aft CG loading. Traveling with a passenger, there's over 400# and often closer to 450# in the front seat. If I had installed VGs only on the canard , that might be an issue but I did not for that obvious reason. > If you've added more proportional lift capability to the canard than to the > main wings you have set your self up for a deep stall scenario. And, of course if I have NOT added more proportional ..... than .... I have NOT set myself up for a damned thing. Price said *nothing* that might indicate that VGs on both surfaces shift the Aerodynamic Center forward. I'll have to go with his analysis unless you have something compelling and credible. > Though because the increased lift is generated by forward flow over the wings, I > think it would drop right out of it. I've no idea what you're talking about here. Is "forward flow" from trailing edge toward leading edge? > The price of your VG's is certainly good, Agreed. > they are UV resistant? I've no idea. They're made out of door/window molding for your house. Should that be UV resistant? I'm confident that it is. And in any event, why should I worry about that or even care? > How breakable are they? Hard to cut with household scissors, or razor blade. Had to use snips/heavy scissors. Not brittle at all. > Most of the VG kits I've seen recommend GE 50 year number II silicone. Actually, Scott, I don't expect to own this airplane much over 35 or 40 years. If some fall off before my thirty years are up, I guess I'll have to just spring another two freaking cents (adjusted for inflation of course) and replace them. And of course, if I want to move them I just do - I don't have to employ destructive disassembly of my wing ... I think once again we find ourselves P-V-O-R-T. Like the proverbial ten-cent tail wagging the forty-dollar dog. For all their obvious shortcomings, they seem to be working OK (so far) ... Jim S. From reflector@tvbf.org Fri Dec 5 20:36:32 2003 From: reflector@tvbf.org (Rene Dugas) Date: Fri, 5 Dec 2003 14:36:32 -0600 Subject: REFLECTOR:IVO Prop Motor In-Reply-To: Message-ID: <000001c3bb6f$77ee3650$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3BB3D.2D561040 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Dear Brian, I met a velocity owner Les Shockley last weekend and invited him to join the reflector. He owns a Velo that is being repaired and is building an aerobatic Long-EZ (34G wings) with twin jets. He own the Shockwave jet truck some may have seen at airshows. To get him connected, what do I do? les@shockwavejets.com Thanks, Rene' Dugas ------=_NextPart_000_0001_01C3BB3D.2D561040 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

 

Dear Brian,

I met a velocity owner Les Shockley last weekend and invited him to join the = reflector.  He owns a Velo that is being repaired and is building an aerobatic = Long-EZ (34G wings) with twin jets.  He own the = Shockwave jet truck some may have seen at airshows.  To get him connected, =  what do I do?

 

les@shockwavejets.com<= /p>

 

Thanks,

 

Rene’ Dugas

------=_NextPart_000_0001_01C3BB3D.2D561040-- From reflector@tvbf.org Fri Dec 5 21:15:17 2003 From: reflector@tvbf.org (Scott) Date: Fri, 05 Dec 2003 14:15:17 -0700 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD0EBB1.965158EA@frontiernet.net> References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> Message-ID: <6.0.0.22.0.20031205134511.036cbc80@mail.tnstaafl.net> >Not sure what you mean by "messed up". I did not alter either the main >wing or the >canard other than to install VGs. Jim Price (who is the best authority >available to >us on the matter) discussed with me how he did his, and why he did them >the way he >did. I followed his lead. There is a ratio of lift between the main wings and the canard. Say 20/80 respectively just for grins. Now the placement of the VG's will effect how much "extra" lift they will impart to the flying surface. Some places will give no extra lift, as the placement for the GU canard to cure the loss of lift in visible moisture does. This is not the same placement that the factory established for generating extra lift from both wings for the standard velocity. Just sticking um anywhere won;t work right? Thats why you followed Jim P's lead. So it would be possible to install the VG's on the Canard as to impart maximum lift, and then install them on the Main wings and not get the same ratio of lift as you got on the canard. This would change the designed lift ration and possibly allow a person to deep stall his airplane. I really don't know if this would do it, cause I don't know how sensitive the center of lift is and how much the VGs could change it. But we all know the possibility is there, until someone proves otherwise. >If one were to install VGs on the wing or canard and not the other, it >might "mess up" >the "lift ratio". I used the same VGs in the same pattern and location on >both >surfaces. No reason to believe that would "mess up" anything. I installed my VG's on my canard and main wings using the Factory templates. These came about by some engineering and rail an error on the factory prototype, until they felt they had achieved a lift that maintained the design ration. The spacing, placement and pattern are not the same on my canard and main wings per the factory templates. So I wonder what if your placement is doing the same thing(lift ratio) mine is? >BTW, do you know how the guys selling them for a buck a pop "establish" >that they >aren't "messing up" anything? I'd bet dollars to doughnuts they don't >have *near* as >good science *or* experience in the matter as Mr. Price. I don't know where you can get the Buck a Pop VG's. I paid $.050 a piece and glued them on right out of the bag. Certainly more than you paid for yours, but They are proven, and most likely will out last the airplane. I also didn't need to make them, time is money. I appreciate a savings though and will certainly consider your HomeDepot VG's when I need to do another airplane. CCI doesn't supply a template for the Velocty, they do supply one for the GU Canard for the loss of lift problem. I don;t think they supply any templates but that one which was released by Rutan in the public domain. >And, of course if I have NOT added more proportional ..... than .... I >have NOT set >myself up for a damned thing. Price said *nothing* that might indicate >that VGs on >both surfaces shift the Aerodynamic Center forward. I'll have to go with >his analysis >unless you have something compelling and credible. I wasn't trying to piss you off but it appears I did. Sorry. Moving the aerodynamic center is what you are trying to minimize. Moving it forward is the worst direction I think? Moving it back would make takeoffs longer and the canard would stall at a lower speed, right?. Moving it forward would allow much easier rotation and possibly allow a main wing stall. Though as I said above it would recover naturally so its not a deep stall as I said on my first email. >I've no idea what you're talking about here. Is "forward flow" from >trailing edge >toward leading edge? I wasn't clear, I meant air flow generated by forward speed, so when the speed dropped below a certain point the VG's would become ineffective thus restoring the No-VG type airflow. I think once again we find ourselves P-V-O-R-T. Like the proverbial ten-cent tail >wagging the forty-dollar dog. PVORT?? Jim I wasn't trying to rag on your parade. I initially thought you were installing these on an XL, so I wondered how you came up with the placement to maintain the lift ration? Scott From reflector@tvbf.org Fri Dec 5 21:49:41 2003 From: reflector@tvbf.org (John Dibble) Date: Fri, 05 Dec 2003 15:49:41 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD0EBB1.965158EA@frontiernet.net> References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> Message-ID: <3FD0FD75.50406@bluefrog.com> Jim Sower wrote: > >If one were to install VGs on the wing or canard and not the other, it might "mess up" >the "lift ratio". I used the same VGs in the same pattern and location on both >surfaces. No reason to believe that would "mess up" anything. > My SRG is aft cg when I fly solo. Could I install vgs on the main wing only to reduce the aft cg situation? John From reflector@tvbf.org Fri Dec 5 23:21:22 2003 From: reflector@tvbf.org (Alex Balic) Date: Fri, 05 Dec 2003 17:21:22 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD0FD75.50406@bluefrog.com> Message-ID: You shouldn't assume that, because the airfoils are different. What you want to avoid is sticking the flow to the top of the canard more than it was designed to since the canard is supposed to stall before the main wing. If the canard becomes more stall resistant (better flow adhesion due to well placed VG's), you will have a big problem unless the wing has the same or better improvement, since there is some leeway built into the design, you hopefully won't have a problem, but really, you should get the situation analyzed professionally before venturing out, otherwise, stick to VG's on the mains only......... The VG's will not change the center of lift appreciably, just move the point of flow separation further back, and allow the airfoil to fly at a higher angle of attack. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Friday, December 05, 2003 3:50 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Jim Sower wrote: > >If one were to install VGs on the wing or canard and not the other, it might "mess up" >the "lift ratio". I used the same VGs in the same pattern and location on both >surfaces. No reason to believe that would "mess up" anything. > My SRG is aft cg when I fly solo. Could I install vgs on the main wing only to reduce the aft cg situation? John _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sat Dec 6 05:08:43 2003 From: reflector@tvbf.org (Jim Sower) Date: Fri, 05 Dec 2003 23:08:43 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> <3FD0FD75.50406@bluefrog.com> Message-ID: <3FD1645B.5C62C547@frontiernet.net> Probably. That'd be my guess anyway. Is your battery in the nose? John Dibble wrote: > Jim Sower wrote: > > > > >If one were to install VGs on the wing or canard and not the other, it might "mess up" > >the "lift ratio". I used the same VGs in the same pattern and location on both > >surfaces. No reason to believe that would "mess up" anything. > > > My SRG is aft cg when I fly solo. Could I install vgs on the main wing > only to reduce the aft cg situation? > > John > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Sat Dec 6 06:35:15 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 06 Dec 2003 00:35:15 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> <6.0.0.22.0.20031205134511.036cbc80@mail.tnstaafl.net> Message-ID: <3FD178A3.7FFD3CF8@frontiernet.net> Was said: > There is a ratio of lift between the main wings and the canard. Say 20/80 > respectively just for grins. > Now the placement of the VG's will effect how much "extra" lift they will > impart to the flying surface. Some places will give no extra lift, as the > placement for the GU canard to cure the loss of lift in visible moisture > does. GU canard moisture curing VGs are IIRC waaay aft, at maybe 50% or 60% of chord. My VGs are placed to ensure they are forward of where the flow separates so as to best energize it. > This is not the same placement that the factory established for > generating extra lift from both wings for the standard velocity. What, precisely, is the "factory established" placement? 20%? 25%? 30%? Over the years, I have heard any number of positioning schemes. Most folks had some anecdotal evidence justifying their particular scheme. Some had some science. Some had nothing much at all. Often it was difficult to tell who had what so I decided to go with what made the most sense to me. The first time out, I made mine wedge shaped (for no other reason in the world than that's what everyone seemed to be doing) and positioned them at 25% chord since that's where convention puts the Aerodynamic Center. Made sense to me and satisfied my level of aeronautical engineering background. I have no clue as to the quantity or quality of engineering that went into the "factory" setup. Can anyone help me out on that? My placement seemed to work. I was satisfied, particularly since I didn't have a lot of resources invested in it and could change it any time I wanted at very little cost. > Just sticking um anywhere won;t work right? Sort of. Anywhere within reason will work. I regard "within reason" as 20% - 30% MAC > Thats why you followed Jim P's lead. Sort of. As best I could discern, Jim P. was pretty much the undisputed VG champion with the best credentials and experience of anybody I've heard of. What he said made sense to me. As I said in my earlier post, I thought 20% should be only very marginally different from 25%, and square only very marginally better than round. But I'd already decided that when Jim P is talking, Jim S needs to be listening, so I did it. Not surprisingly, his stuff worked better. > So it would be possible to install the VG's on the Canard as to impart > maximum lift, and then install them on the Main wings and not get the same > ratio of lift as you got on the canard. I suppose you could say that. I would prefer something specific. Unsupported generalities are of no particular value to me. > This would change the designed > lift ration and possibly allow a person to deep stall his airplane. Under some unspecified circumstances that might well be the case. Again, unsupported generalities .... > I really don't know if this would do it, Get back to us when and if you have something to support your suspicion > cause I don't know how sensitive the > center of lift is and how much the VGs could change it. But we all know > the possibility is there, The possibility is always there. For likelihood we need supporting evidence .... > until someone proves otherwise. Am I now supposed to prove a negative?? > >If one were to install VGs on the wing or canard and not the other, it > >might "mess up" > >the "lift ratio". I used the same VGs in the same pattern and location on > >both > >surfaces. No reason to believe that would "mess up" anything. > > I installed my VG's on my canard and main wings using the Factory > templates. These came about by some engineering and rail an error on the > factory prototype, How much and by whom? > until they felt they had achieved a lift that maintained > the design ration. The spacing, placement and pattern are not the same on > my canard and main wings per the factory templates. So I wonder what if > your placement is doing the same thing(lift ratio) mine is? If there is a report somewhere detailing their tests and analysis, and outlining precisely why they adopted this placement scheme and rejected that one and that one and that one I would be very interested in reading up on the subject. > >BTW, do you know how the guys selling them for a buck a pop "establish" > >that they > >aren't "messing up" anything? I'd bet dollars to doughnuts they don't > >have *near* as > >good science *or* experience in the matter as Mr. Price. > > I don't know where you can get the Buck a Pop VG's. >From some post on this thread. I carefully selected the most outrageous price :o)) > I paid $.050 a piece > and glued them on right out of the bag. Certainly more than you paid for > yours, but They are proven, and most likely will out last the airplane. Mine are also proven (to my satisfaction). Outlasting the airplane was not a design criteria. > I also didn't need to make them, time is money. I appreciate a savings > though and will certainly consider your HomeDepot VG's when I need to do > another airplane. Agreed. I spent a lot less time making mine than I would have spent finding out where to get yours > CCI doesn't supply a template for the Velocty, they do supply one for the > GU Canard for the loss of lift problem. I don;t think they supply any > templates but that one which was released by Rutan in the public domain. > > >And, of course if I have NOT added more proportional ..... than .... I > >have NOT set > >myself up for a damned thing. Price said *nothing* that might indicate > >that VGs on > >both surfaces shift the Aerodynamic Center forward. I'll have to go with > >his analysis > >unless you have something compelling and credible. > > I wasn't trying to piss you off but it appears I did. Sorry. You didn't. I felt you were coming at me with a bunch "suppose this" and "suppose that" that was not backed up by much that I could determine in the way of science. So I yanked your chain a little. Hope I didn't piss you off :o) > Moving the aerodynamic center is what you are trying to minimize. Moving it forward > is > the worst direction I think? True Moving it back would make takeoffs longer and the canard would stall at a lower speed, right? It would make takeoffs longer, landings faster because the canard would stall at a *higher* speed. Moving it forward would allow much easier rotation and possibly allow a main wing stall. Agreed. Though as I said above it would recover naturally so its not a deep stall as I said on my first email. I'll need some help on this one. > >I've no idea what you're talking about here. Is "forward flow" from > >trailing edge > >toward leading edge? > > I wasn't clear, I meant air flow generated by forward speed, so when the > speed dropped below a certain point the VG's would become ineffective thus > restoring the No-VG type airflow. Are you sure about that? > I think once again we find ourselves P-V-O-R-T. Like the proverbial > ten-cent tail > >wagging the forty-dollar dog. > > PVORT?? [P]ole [V]aulting [O]ver [R]at [T]urds > Jim I wasn't trying to rag on your parade. You didn't > I initially thought you were > installing these on an XL, so I wondered how you came up with the placement > to maintain the lift ration? I don't think the "lift ratio" is all that sensitive to VG placement schemes if you try and maintain some reasonable level of symmetry between canard and wing (like both at same chord position, both in same pattern). I would guess that VGs placed with modest attention to aerodynamic effect would have less impact on AC than non-standard pilots have on CG. Like operating manuals I've seen provide an FS at which the weight of pilot, co-pilot, etc. can be said to act. I've discovered that lighter pilots actually do fit that "standard" pretty well, but with the heavier folks (like moi :o) the pilot weight acts at a FS quite different (like a couple of inches forward) of what the manual suggests. When computing CG, I've got to where I ignore the "school solution" FS of pilot weight and climb into the airplane, weigh it with ME in it, dressed like I do when I fly and compute what the moment arm is. > Scott Actually, as much fun as this back-and-forth is, we might best take it off line and not clutter up the list any more with stuff that's pretty much all been said ... Jim S > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Sat Dec 6 06:41:07 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 05 Dec 2003 22:41:07 -0800 Subject: REFLECTOR:Apollo stuff - last chance In-Reply-To: References: <6.0.0.22.0.20031203085211.0362bfb8@mail.tnstaafl.net> Message-ID: <5.2.0.9.2.20031205224007.0439fce0@mail.adelphia.net> My account with Apollo absolutely, positively closes Christmas day. Last chance. About 3k off a CNX 80, $900 off an SL30. From reflector@tvbf.org Sat Dec 6 13:34:04 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sat, 6 Dec 2003 08:34:04 -0500 Subject: REFLECTOR:Determining AFT CG Limit Message-ID: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_001D_01C3BBD3.B5280BE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable There's been a lot of discussion the last couple of months about flat = stall on Velocities and it has even come up in the more recent VG = conversations. But I don't recall any discussions on how to determine where the aft CG = limit is. Just what phenomenon are we looking for when we are on the = ragged edge of AFT CG other than the dreaded Flat Stall??? On a conventional airplane, the aft CG is determined by the lack of = pitch stability as the CG is moved rearward.=20 Danny Maher ran a bunch of "trailer" tests and there were accidents but = beyond that, just how do you determine what the aft CG is (other than = use the numbers the factory provides). Ronnie Brown=20 ------=_NextPart_000_001D_01C3BBD3.B5280BE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
There's been a lot of discussion the last couple of = months=20 about flat stall on Velocities and it has even come up in the more = recent VG=20 conversations.
 
But I don't recall any discussions on how to = determine where=20 the aft CG limit is.  Just what phenomenon are we looking for when = we are=20 on the ragged edge of AFT CG other than the dreaded Flat = Stall???
 
On a conventional airplane, the aft CG is determined = by the=20 lack of pitch stability as the CG is moved rearward. 
 
Danny Maher ran a bunch of "trailer" tests and there = were=20 accidents but beyond that, just how do you determine what the = aft CG=20 is (other than use the numbers the factory provides).
 
Ronnie Brown 
------=_NextPart_000_001D_01C3BBD3.B5280BE0-- From reflector@tvbf.org Thu Dec 4 05:09:38 2003 From: reflector@tvbf.org (PSI) Date: Thu, 04 Dec 2003 00:09:38 -0500 Subject: Fwd: Reflector: RE landing lights In-Reply-To: <60796686.4B1C74F8.0BE7D1EB@aol.com> Message-ID: <5.1.0.14.2.20031204000045.00abc868@pop.hillweb.com> Dale, I'm here and still working on dozen projects. Landing light was great product, but I do not have marketing/sales force in place. All system was designed, tested, and even we produce small batch of electronic module. Couple of modules I have ready to ship at this time and if any demand could be created, my company could start producing them in 10 business days period. Also I have fully developed mold to produce cover lenses and I keep on stock about 100 assembled lights. Any one interested to help established marketing/sales side of this business on commission or partners base? Please advise. Thanks, Vlad >Speaking of landing lights, does anyone know where Vlad went with his canard >mounted landing lights? No one answers the phone number or E-mail address >listed on his web site. Has anyone used his system and how well does it seem >to work? > >Dale Alexander > > > Message: 4 > > Date: Sat, 29 Nov 2003 21:15:09 -0600 > > From: John Dibble > > To: reflector@tvbf.org > > Subject: REFLECTOR:Landing Light > > Reply-To: reflector@tvbf.org > > > > With the days getting short and the bug population down, I decided this > > is the right time to do my first night landings in my SRG Velocity. I > > have a single 100 watt light in the nose and I'm satisfied with the > > lighting at 100 ft AGL to touchdown. However there is no peripheral > > light for taxiing in unlit areas. Having had the experience a few years > > ago of having to land with a blown landing light and not being able to > > see the runway before I felt it, I still want to add a second landing > > light as a backup. I'm looking for a simple way to add a light without > > major surgery on the panel. I plan on using the second light only when > > the nose light is blown. How about if I use a mercury switch, mounted > > on the nose gear for the primary light and use my existing panel switch > > for the backup light? > > > > John > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sat Dec 6 16:51:17 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 06 Dec 2003 10:51:17 -0600 Subject: REFLECTOR:Vortex Generators on XL References: Message-ID: <3FD20905.FB2D2C5A@frontiernet.net> --------------E7950C896419CD7AB514D84D Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Alex Balic wrote: Was said" > You shouldn't assume that, because the airfoils are different. The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). > What you want > to avoid is sticking the flow to the top of the canard more than it was > designed to since the canard is supposed to stall before the main wing. .... sticking ... more than it was designed to ... What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate? Is there a report somewhere in the Velocity archives that you can quote or I can read? The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing. I don't believe VGs alter that. > If the canard becomes more stall resistant (better flow adhesion due to well > placed VG's), you will have a big problem unless the wing has the same or > better improvement, Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other. > since there is some leeway built into the design, you > hopefully won't have a problem, but really, you should get the situation > analyzed professionally before venturing out, That is what I thought I was doing when I consulted with Dr. Price > otherwise, stick to VG's on > the mains only......... The VG's will not change the center of lift > appreciably, I disagree. It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs > just move the point of flow separation further back, and allow > the airfoil to fly at a higher angle of attack. If you move the point of separation further back, doesn't that cause the CP to move back? What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science. A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs. I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs. We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane. I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach. I can't make specific comparisons, and until now, for some reason you folks won't. I feel that further discussion, if it is to be rational and useful, must involve specifics. Absent details and some engineering principles applied to them, it's all bullshit and black magic. I can't learn much from unsupported generalities. That's why I went to Jim Price .... Jim S. > > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of John Dibble > Sent: Friday, December 05, 2003 3:50 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Vortex Generators on XL > > Jim Sower wrote: > > > > >If one were to install VGs on the wing or canard and not the other, it > might "mess up" > >the "lift ratio". I used the same VGs in the same pattern and location on > both > >surfaces. No reason to believe that would "mess up" anything. > > > My SRG is aft cg when I fly solo. Could I install vgs on the main wing > only to reduce the aft cg situation? > > John > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --------------E7950C896419CD7AB514D84D Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Alex Balic wrote:
Was said"
You shouldn't assume that, because the airfoils are different.
The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). 
What you want
to avoid is sticking the flow to the top of the canard more than it was
designed to since the canard is supposed to stall before the main wing.
.... sticking ... more than it was designed to ...
What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate?  Is there a report somewhere in the Velocity archives that you can quote or I can read?
The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing.  I don't believe VGs alter that.
If the canard becomes more stall resistant (better flow adhesion due to well
placed VG's), you will have a big problem unless the wing has the same or
better improvement,
Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other.
since there is some leeway built into the design, you
hopefully won't have a problem, but really, you should get the situation
analyzed professionally before venturing out,
That is what I thought I was doing when I consulted with Dr. Price
otherwise, stick to VG's on
the mains only.........  The VG's will not change the center of lift
appreciably,
I disagree.  It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs
just move the point of flow separation further back, and allow
the airfoil to fly at a higher angle of attack.
If you move the point of separation further back, doesn't that cause the CP to move back?
What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science.

A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs.  I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs.  We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane.  I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach.  I can't make specific comparisons, and until now, for some reason you folks won't.  I feel that further discussion, if it is to be rational and useful, must involve specifics.  Absent details and some engineering principles applied to them, it's all bullshit and black magic.

I can't learn much from unsupported generalities.  That's why I went to Jim Price .... Jim S.

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
Behalf Of John Dibble
Sent: Friday, December 05, 2003 3:50 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Jim Sower wrote:

>
>If one were to install VGs on the wing or canard and not the other, it
might "mess up"
>the "lift ratio".  I used the same VGs in the same pattern and location on
both
>surfaces.  No reason to believe that would "mess up" anything.
>
My SRG is aft cg when I fly solo.  Could I install vgs on the main wing
only to reduce the aft cg situation?

John

_______________________________________________
To change your email address, visit
http://www.tvbf.org/mailman/listinfo/reflector

Visit the gallery!  www.tvbf.org/gallery
user:pw = tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Check old archives: http://www.tvbf.org/archives/velocity/maillist.html

_______________________________________________
To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector

Visit the gallery!  www.tvbf.org/gallery
user:pw = tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Check old archives: http://www.tvbf.org/archives/velocity/maillist.html

--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
  --------------E7950C896419CD7AB514D84D-- From reflector@tvbf.org Sat Dec 6 17:53:32 2003 From: reflector@tvbf.org (Scott Baker) Date: Sat, 6 Dec 2003 12:53:32 -0500 Subject: REFLECTOR:Determining AFT CG Limit References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> Message-ID: <001201c3bc21$e05315f0$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_000F_01C3BBF7.F41774C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Lack of pitch stability is certainly a clue. Set out a detailed, conservative flight test program to determine the = aft cg limit of your aircraft. Step 1. would be to calculate the loading conditions to achieve a = rear-most cg (as shown in the POH). Step 2. would be to load the aircraft so that the cg of the aircraft is = ... say 2" forward of the rear most suggested limit and go fly the = aircraft. At a safe altitude and at a safe location - enter slow flight = (75-80 knots) and raise the nose (about 7-10 degrees pitch up attitude) = into a low power climb (about 16" map or around 1800 rpm) and wait for = the onset of the canard stall. Try to hold the pitch attitude during = the stall. If the nose is dropping and (in order to maintain the = constant climb attitude) you are pulling "nose up" stick force, this is = good. Land, calculate what it will take to shift the cg aft another = 0.5" and go do it again. VERY IMPORTANT NOTE> If, on the other hand, at the onset of the stall = you find the canard rising - and you are pushing on the stick to = maintain the constant climb attitude - you are in the dreaded "too far = aft" cg range ... immediately apply full forward elevator and full = power, lean forward, and take thyself back to the airport and (while = adding 5 knots to your normal approach speed) ... land and shift some = weight forward ... and then go do it again. SB ----- Original Message -----=20 From: Ronnie Brown=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 8:34 AM Subject: REFLECTOR:Determining AFT CG Limit There's been a lot of discussion the last couple of months about flat = stall on Velocities and it has even come up in the more recent VG = conversations. But I don't recall any discussions on how to determine where the aft = CG limit is. Just what phenomenon are we looking for when we are on the = ragged edge of AFT CG other than the dreaded Flat Stall??? On a conventional airplane, the aft CG is determined by the lack of = pitch stability as the CG is moved rearward.=20 Danny Maher ran a bunch of "trailer" tests and there were accidents = but beyond that, just how do you determine what the aft CG is (other = than use the numbers the factory provides). Ronnie Brown ------=_NextPart_000_000F_01C3BBF7.F41774C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Lack of pitch stability is certainly a=20 clue.
Set out a detailed, conservative flight = test=20 program to determine the aft cg limit of your aircraft.
Step 1. would be to calculate the = loading=20 conditions to achieve a rear-most cg (as shown in the POH).
Step 2. would be to load the aircraft = so that the=20 cg of the aircraft is ... say 2" forward of the rear most suggested = limit and go=20 fly the aircraft.  At a safe altitude and at a safe location - = enter slow=20 flight (75-80 knots) and raise the nose (about 7-10 degrees pitch up = attitude)=20 into a low power climb (about 16" map or around 1800 rpm) and wait = for the=20 onset of the canard stall.  Try to hold the pitch attitude during = the=20 stall.  If the nose is dropping and (in order to maintain the = constant=20 climb attitude) you are pulling "nose up" stick force, this is = good.  Land,=20 calculate what it will take to shift the cg aft another 0.5" = and go do=20 it again.
VERY IMPORTANT NOTE>  If, on = the other=20 hand, at the onset of the stall you find the canard rising - = and you=20 are pushing on the stick to maintain the constant climb attitude - you = are in=20 the dreaded "too far aft" cg range ... immediately apply full forward = elevator=20 and full power, lean forward, and take thyself back to the airport = and=20 (while adding 5 knots to your normal approach speed) ... land and shift = some=20 weight forward ... and then go do it again.
SB
----- Original Message -----
From:=20 Ronnie=20 Brown
Sent: Saturday, December 06, = 2003 8:34=20 AM
Subject: REFLECTOR:Determining = AFT CG=20 Limit

There's been a lot of discussion the last couple = of months=20 about flat stall on Velocities and it has even come up in the more = recent VG=20 conversations.
 
But I don't recall any discussions on how to = determine where=20 the aft CG limit is.  Just what phenomenon are we looking for = when we are=20 on the ragged edge of AFT CG other than the dreaded Flat = Stall???
 
On a conventional airplane, the aft CG is = determined by the=20 lack of pitch stability as the CG is moved = rearward. 
 
Danny Maher ran a bunch of "trailer" tests and = there were=20 accidents but beyond that, just how do you determine what = the aft CG=20 is (other than use the numbers the = factory provides).
 
Ronnie = Brown 
------=_NextPart_000_000F_01C3BBF7.F41774C0-- From reflector@tvbf.org Sat Dec 6 18:15:04 2003 From: reflector@tvbf.org (Alex Balic) Date: Sat, 06 Dec 2003 12:15:04 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD20905.FB2D2C5A@frontiernet.net> Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_LNTUdU5skoX1dzhyX/X9Eg) Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7BIT Jim, I used the more simple term of "sticking" instead of "delayed separation of laminar flow" because I don't want to write a thesis on laminar flow properties on the reflector, and a lot of the readers here may no be familiar with some of the the technical terms of fluid dynamics. I agree, the decision to install or not to install VGs should be thoroughly simulated and tested before installation. It appears that you have done that. Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack. This is precisely the effect that allows for a lowered stall speed, because the wing can fly at a higher angle of attack. I personally do not know how much laminar flow the canard is designed to "tolerate", (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow there withought a through simulation of the modification. During my undergraduate studies of this subject, we tested several laminar flow promoting techniques, most notably vortex generating devises, both passive and active. Sometimes the flow modifications that resulted from these modifications were unexpected, including some premature separation of flow in some airfoils at various angles of attack. There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow. For all I know, the Swings just started adding and moving VGs around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures. I am not saying that you did anything wrong by installing VG's to your canard, as you probably know, the Starship uses them, but I am certain that the airfoil design on that aircraft was computer simulated before any actual flight testing, and that you should not assume that they will have an identical effect on both the main wing and the canard without such testing. Maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed of the Velocity, I hope it does, please keep us informed. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jim Sower Sent: Saturday, December 06, 2003 10:51 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Alex Balic wrote: Was said" You shouldn't assume that, because the airfoils are different. The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). What you want to avoid is sticking the flow to the top of the canard more than it was designed to since the canard is supposed to stall before the main wing. .... sticking ... more than it was designed to ... What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate? Is there a report somewhere in the Velocity archives that you can quote or I can read? The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing. I don't believe VGs alter that. If the canard becomes more stall resistant (better flow adhesion due to well placed VG's), you will have a big problem unless the wing has the same or better improvement, Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other. since there is some leeway built into the design, you hopefully won't have a problem, but really, you should get the situation analyzed professionally before venturing out, That is what I thought I was doing when I consulted with Dr. Price otherwise, stick to VG's on the mains only......... The VG's will not change the center of lift appreciably, I disagree. It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs just move the point of flow separation further back, and allow the airfoil to fly at a higher angle of attack. If you move the point of separation further back, doesn't that cause the CP to move back? What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science. A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs. I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs. We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane. I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach. I can't make specific comparisons, and until now, for some reason you folks won't. I feel that further discussion, if it is to be rational and useful, must involve specifics. Absent details and some engineering principles applied to them, it's all bullshit and black magic. I can't learn much from unsupported generalities. That's why I went to Jim Price .... Jim S. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Friday, December 05, 2003 3:50 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Jim Sower wrote: > >If one were to install VGs on the wing or canard and not the other, it might "mess up" >the "lift ratio". I used the same VGs in the same pattern and location on both >surfaces. No reason to believe that would "mess up" anything. > My SRG is aft cg when I fly solo. Could I install vgs on the main wing only to reduce the aft cg situation? John _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --Boundary_(ID_LNTUdU5skoX1dzhyX/X9Eg) Content-type: text/html; charset=US-ASCII Content-transfer-encoding: 7BIT
Jim,
I used the more simple term of "sticking" instead of "delayed separation of laminar flow" because I don't want to write a thesis on laminar flow properties on the reflector, and a lot of the readers here may no be familiar with some of  the the technical terms of fluid dynamics. I agree, the decision to install or not to install VGs should be thoroughly simulated and tested before installation. It appears that you have done that. Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack. This is precisely the effect that allows for a lowered stall speed, because the wing can fly at a higher angle of attack.  I personally do not know how much laminar flow the canard is designed to "tolerate", (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow  there withought a through simulation of the modification.  During my undergraduate studies of this subject, we tested several laminar flow promoting techniques, most notably vortex generating devises, both passive and active. Sometimes the flow modifications that resulted from these modifications were unexpected, including some premature separation of flow in some airfoils at various angles of attack.  There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow. For all I know, the Swings just started adding and moving VGs  around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures.  I am not saying that you did anything wrong by installing VG's to your canard,  as you probably know, the Starship uses them, but I am certain that the airfoil design on that aircraft was computer simulated before any actual flight testing, and that you should not assume that they will have an identical effect on both the main wing and the canard without such testing. Maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed of the Velocity, I hope it does, please keep us informed.
Alex
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jim Sower
Sent: Saturday, December 06, 2003 10:51 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Alex Balic wrote:
Was said"
You shouldn't assume that, because the airfoils are different.
The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). 
What you want
to avoid is sticking the flow to the top of the canard more than it was
designed to since the canard is supposed to stall before the main wing.
.... sticking ... more than it was designed to ...
What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate?  Is there a report somewhere in the Velocity archives that you can quote or I can read?
The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing.  I don't believe VGs alter that.
If the canard becomes more stall resistant (better flow adhesion due to well
placed VG's), you will have a big problem unless the wing has the same or
better improvement,
Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other.
since there is some leeway built into the design, you
hopefully won't have a problem, but really, you should get the situation
analyzed professionally before venturing out,
That is what I thought I was doing when I consulted with Dr. Price
otherwise, stick to VG's on
the mains only.........  The VG's will not change the center of lift
appreciably,
I disagree.  It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs
just move the point of flow separation further back, and allow
the airfoil to fly at a higher angle of attack.
If you move the point of separation further back, doesn't that cause the CP to move back?
What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science.

A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs.  I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs.  We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane.  I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach.  I can't make specific comparisons, and until now, for some reason you folks won't.  I feel that further discussion, if it is to be rational and useful, must involve specifics.  Absent details and some engineering principles applied to them, it's all bullshit and black magic.

I can't learn much from unsupported generalities.  That's why I went to Jim Price .... Jim S.

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
Behalf Of John Dibble
Sent: Friday, December 05, 2003 3:50 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Jim Sower wrote:

>
>If one were to install VGs on the wing or canard and not the other, it
might "mess up"
>the "lift ratio".  I used the same VGs in the same pattern and location on
both
>surfaces.  No reason to believe that would "mess up" anything.
>
My SRG is aft cg when I fly solo.  Could I install vgs on the main wing
only to reduce the aft cg situation?

John

_______________________________________________
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--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
 

--Boundary_(ID_LNTUdU5skoX1dzhyX/X9Eg)-- From reflector@tvbf.org Sat Dec 6 19:39:01 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 06 Dec 2003 13:39:01 -0600 Subject: REFLECTOR:Vortex Generators on XL References: Message-ID: <3FD23055.13F3D3F0@frontiernet.net> --------------2CA34EABBC46A46474987BAD Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit OK. This is much better. We find ourselves, I think, in violent agreement. <... Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack ...> I had thought they were to prolong attached (but not necessarily "laminar") flow, and delay separation thereby allowing ... But for our purposes here that would be nit picking anyway. Jim P left me with the belief that turbulent flow that stays attached to maybe 80% MAC is better than laminar flow that detaches at 40% and that's what VGs do - keep the flow attached longer. <... I personally do not know how much laminar flow the canard is designed to "tolerate" ...> Nor do I. What I have done does not depart that much from what I've seen on other Velocitys that as far as I know were done with the "approved kit" whatever that might be. <... (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow there without a through simulation of the modification ....> As I said, I believe my excursions from the standard are minor <... There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow ...> Agreed (except that I would substitute "attached" for "laminar" <... For all I know, the Swings just started adding and moving VGs around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures ...> Exactly. Absent specific information on why they did what they did (and just as important, why they didn't do what they didn't do) I have no way to evaluate their result or compare it in any meaningful way to my own. <... I am not saying that you did anything wrong by installing VG's to your canard ... maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed ....> Like I said, I talked rather extensively with the champion. He went to a lot of trouble designing and testing the setup he used on his record setting flight(s) - he had to in order to get the results he did - and I used what he told me. I am completely confident that within the envelope I am operating, his stuff is quite transferable from his Long-EZ to my Velocity. Absent compelling information to the contrary, I am assuming that he put a lot more quality engineering effort into his scheme than the Swings or Danny or whoever did to theirs. This is not meant as a slam at anybody's research efforts, but just an observation (and an undocumented one at that). The fact that my scheme is as effective as it seems to be validates to me Price's efforts. I wish I had better "before - during - after" data than I do, but conditions and situations didn't lend themselves to extensive testing and documentation of results. I am very pleased. I truly believe I got an honest 10 kts reduction in landing speed, and at least 5 kts reduction in takeoff/rotation speed. <... please keep us informed ...> You will be the first to know :o) I'm always looking for more and better information. The minute I find a better reason to change my setup than I had to adopt it in the first place, I will adopt the new scheme. Any and all useful input is welcome ... Jim S. > Jim,I used the more simple term of "sticking" instead of > "delayed separation of laminar flow" because I don't want to > write a thesis on laminar flow properties on the reflector, > and a lot of the readers here may no be familiar with some of > the the technical terms of fluid dynamics. I agree, the > decision to install or not to install VGs should be thoroughly > simulated and tested before installation. It appears that you > have done that. Just FYI, vortex generators are installed to > promote laminar flow, and thereby DO generally allow a given > airfoil section to operate at a higher angle of attack. This > is precisely the effect that allows for a lowered stall speed, > because the wing can fly at a higher angle of attack. I > personally do not know how much laminar flow the canard is > designed to "tolerate", (although I would assume that it is > published under the airfoil number) and that is why I > personally would not alter the flow there withought a through > simulation of the modification. During my undergraduate > studies of this subject, we tested several laminar flow > promoting techniques, most notably vortex generating devises, > both passive and active. Sometimes the flow modifications that > resulted from these modifications were unexpected, including > some premature separation of flow in some airfoils at various > angles of attack. There are so many variables involved in the > design of VG's that make their effects extremely difficult to > quantify in terms of generalities except to say that generally > they promote laminar flow. For all I know, the Swings just > started adding and moving VGs around until the aircraft flew > the way they wanted, I can not answer that question, like you, > I am not informed on their testing procedures. I am not > saying that you did anything wrong by installing VG's to your > canard, as you probably know, the Starship uses them, but I > am certain that the airfoil design on that aircraft was > computer simulated before any actual flight testing, and that > you should not assume that they will have an identical effect > on both the main wing and the canard without such testing. > Maybe your particular arrangement will greatly enhance the low > speed handling and lower the stall speed of the Velocity, I > hope it does, please keep us informed.Alex- --------------2CA34EABBC46A46474987BAD Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit OK.  This is much better.  We find ourselves, I think, in violent agreement.
<... Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack ...>
I had thought they were to prolong attached (but not necessarily "laminar") flow, and delay separation thereby allowing ...  But for our purposes here that would be nit picking anyway.  Jim P left me with the belief that turbulent flow that stays attached to maybe 80% MAC is better than laminar flow that detaches at 40% and that's what VGs do - keep the flow attached longer.
<... I personally do not know how much laminar flow the canard is designed to "tolerate" ....>
Nor do I.  What I have done does not depart that much from what I've seen on other Velocitys that as far as I know were done with the "approved kit" whatever that might be.

<... (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow  there without a through simulation of the modification ...>
As I said, I believe my excursions from the standard are minor

<... There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow ...>
Agreed (except that I would substitute "attached" for "laminar"

<... For all I know, the Swings just started adding and moving VGs  around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures ...>
Exactly.  Absent specific information on why they did what they did (and just as important, why they didn't do what they didn't do) I have no way to evaluate their result or compare it in any meaningful way to my own.

<... I am not saying that you did anything wrong by installing VG's to your canard .... maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed ...>
Like I said, I talked rather extensively with the champion.  He went to a lot of trouble designing and testing the setup he used on his record setting flight(s) - he had to in order to get the results he did - and I used what he told me.  I am completely confident that within the envelope I am operating, his stuff is quite transferable from his Long-EZ to my Velocity.  Absent compelling information to the contrary, I am assuming that he put a lot more quality engineering effort into his scheme than the Swings or Danny or whoever did to theirs.  This is not meant as a slam at anybody's research efforts, but just an observation (and an undocumented one at that).  The fact that my scheme is as effective as it seems to be validates to me Price's efforts.  I wish I had better "before - during - after" data than I do, but conditions and situations didn't lend themselves to extensive testing and documentation of results.  I am very pleased.  I truly believe I got an honest 10 kts reduction in landing speed, and at least 5 kts reduction in takeoff/rotation speed.

<... please keep us informed ...>
You will be the first to know :o)  I'm always looking for more and better information.  The minute I find a better reason to change my setup than I had to adopt it in the first place, I will adopt the new scheme.

Any and all useful input is welcome ... Jim S.
 
 

 Jim,I used the more simple term of "sticking" instead of "delayed separation of laminar flow" because I don't want to write a thesis on laminar flow properties on the reflector, and a lot of the readers here may no be familiar with some of  the the technical terms of fluid dynamics. I agree, the decision to install or not to install VGs should be thoroughly simulated and tested before installation. It appears that you have done that. Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack. This is precisely the effect that allows for a lowered stall speed, because the wing can fly at a higher angle of attack.  I personally do not know how much laminar flow the canard is designed to "tolerate", (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow  there withought a through simulation of the modification.  During my undergraduate studies of this subject, we tested several laminar flow promoting techniques, most notably vortex generating devises, both passive and active. Sometimes the flow modifications that resulted from these modifications were unexpected, including some premature separation of flow in some airfoils at various angles of attack.  There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow. For all I know, the Swings just started adding and moving VGs  around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures.  I am not saying that you did anything wrong by installing VG's to your canard,  as you probably know, the Starship uses them, but I am certain that the airfoil design on that aircraft was computer simulated before any actual flight testing, and that you should not assume that they will have an identical effect on both the main wing and the canard without such testing. Maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed of the Velocity, I hope it does, please keep us informed.Alex-
--------------2CA34EABBC46A46474987BAD-- From reflector@tvbf.org Sat Dec 6 20:42:15 2003 From: reflector@tvbf.org (Scott Baker) Date: Sat, 6 Dec 2003 15:42:15 -0500 Subject: REFLECTOR:Vortex Generators on XL References: <3FD23055.13F3D3F0@frontiernet.net> Message-ID: <000d01c3bc39$7216a3f0$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_000A_01C3BC0F.861091B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Those who are working on testing new VG placements ... keep up the good = work! Nothing about the Velocity placement guide is sancrosect. The company = collaborated with the VG supplier, who recommended a pattern/placement = guide based on (I think I'm correct on this) 20% MAC. There have been = no wind tunnel or computer model tests to verify if the VG's are in the = best/most efficient location - or not. So we are all giving it our best = guess. The VG placements on the standard wing resulted in excellent benefits - = the stall speed was lowered a good 5-knots, with very little (no = noticable) penalty on the top end. The VG's on the big wing (XL and = 173's) help some - but their effectiveness does not stand out as good as = on the standard wing. I personally don't care for the performance of = the VG's on the big wing (based on the present template). Is there room for improvement? I'm sure of it! Lon Arnold, pilot of = the Becker Avionic Systems aerobatic Long EZ has done a lot of field = testing of VG's on canard aircraft - which differ from conventional = wisdom - and he is obtaining excellent success. Ask him about this when = you say "Hello" at some future air show. I am really, really, really hoping that Jack Sheehan will team his = Velocity XL up with Old Dominion University, who runs the full scale = wind tunnel at the Langley Research Laboratory in Hampton, Virginia. = The folks at ODU have introduced the idea to do this for free (that's a = good price) - and it's just a matter of working out the timing and the = details. It would be great to do actual wind tunnel testing to = determine the best VG placements for the XL. Scott B. ------=_NextPart_000_000A_01C3BC0F.861091B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Those who are working on testing new VG = placements=20 ... keep up the good work!
 
Nothing about the Velocity placement = guide is=20 sancrosect.  The company collaborated with the VG supplier, who = recommended=20 a pattern/placement guide based on (I think I'm correct on this) 20% = MAC. =20 There have been no wind tunnel or computer model tests to verify if the = VG's are=20 in the best/most efficient location - or not.  So we are all giving = it our=20 best guess.
 
The VG placements on the standard wing = resulted in=20 excellent benefits - the stall speed was lowered a good 5-knots, with = very=20 little (no noticable) penalty on the top end.  The VG's on the big = wing (XL=20 and 173's) help some - but their effectiveness does not stand out as = good as on=20 the standard wing.  I personally don't care for the performance of = the VG's=20 on the big wing (based on the present template).
 
Is there room for improvement?  = I'm sure of=20 it!  Lon Arnold, pilot of the = Becker Avionic=20 Systems aerobatic Long EZ has done a lot of field testing of VG's on = canard=20 aircraft - which differ from conventional wisdom - and he is obtaining = excellent=20 success.  Ask him about this when you say "Hello" at some future = air=20 show.
 
I am really, really, really hoping that = Jack=20 Sheehan will team his Velocity XL up with Old Dominion University, who = runs the=20 full scale wind tunnel at the Langley Research Laboratory in Hampton,=20 Virginia.  The folks at ODU have introduced the idea to do this for = free=20 (that's a good price) - and it's just a matter of working out the timing = and the=20 details.  It would be great to do actual wind tunnel testing to = determine=20 the best VG placements for the XL.
 
Scott B.
 
------=_NextPart_000_000A_01C3BC0F.861091B0-- From reflector@tvbf.org Sat Dec 6 20:45:57 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 6 Dec 2003 15:45:57 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: --part1_a3.4de97936.2d039a05_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Jim S., Is yours an XL? How do you rate control responsiveness at the reduced landing speeds? Bob wood XL FG --part1_a3.4de97936.2d039a05_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Jim S.,

Is yours an XL?

How do you rate control responsiveness at the reduced landing speeds?

Bob wood
XL FG --part1_a3.4de97936.2d039a05_boundary-- From reflector@tvbf.org Sat Dec 6 22:05:15 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 6 Dec 2003 14:05:15 -0800 Subject: REFLECTOR:Vortex Generators on XL References: Message-ID: <001701c3bc45$07a931c0$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C3BC01.F93B2D20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Alex, While your explanation of the effect of VGs is correct in the broad = outlines, they work by forcing the flow to be turbulent, not by = maintaining laminar flow. That is, they GENERATE VORTICIES! As it = turns out, a turbulent flow will adhere to the low-pressure side of a = wing much better, and the flow separation (stall) will be much less = abrupt than when a laminar flow jumps to turbulent flow in a = less-controlled manner. =20 I remember some photographs in my old fluid mechanics textbook showing = two bowling balls impacting water after a significant fall. One of them = was a smooth ball, and generated a huge impact crater in the water. The = other ball had sand glued to the front, and generated a wake only = slightly larger than the diameter of the ball. The rough sand had = tripped the flow to turbulent on the surface of the ball. This = illustrated the difference in flow separation from laminar flow vs. = turbulent flow. Keith =20 ----- Original Message -----=20 From: Alex Balic=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 10:15 AM Subject: RE: REFLECTOR:Vortex Generators on XL Jim, I used the more simple term of "sticking" instead of "delayed = separation of laminar flow" because I don't want to write a thesis on = laminar flow properties on the reflector, and a lot of the readers here = may no be familiar with some of the the technical terms of fluid = dynamics. I agree, the decision to install or not to install VGs should = be thoroughly simulated and tested before installation. It appears that = you have done that. Just FYI, vortex generators are installed to promote = laminar flow, and thereby DO generally allow a given airfoil section to = operate at a higher angle of attack. This is precisely the effect that = allows for a lowered stall speed, because the wing can fly at a higher = angle of attack. I personally do not know how much laminar flow the = canard is designed to "tolerate", (although I would assume that it is = published under the airfoil number) and that is why I personally would = not alter the flow there withought a through simulation of the = modification. During my undergraduate studies of this subject, we = tested several laminar flow promoting techniques, most notably vortex = generating devises, both passive and active. Sometimes the flow = modifications that resulted from these modifications were unexpected, = including some premature separation of flow in some airfoils at various = angles of attack. There are so many variables involved in the design of = VG's that make their effects extremely difficult to quantify in terms of = generalities except to say that generally they promote laminar flow. For = all I know, the Swings just started adding and moving VGs around until = the aircraft flew the way they wanted, I can not answer that question, = like you, I am not informed on their testing procedures. I am not = saying that you did anything wrong by installing VG's to your canard, = as you probably know, the Starship uses them, but I am certain that the = airfoil design on that aircraft was computer simulated before any actual = flight testing, and that you should not assume that they will have an = identical effect on both the main wing and the canard without such = testing. Maybe your particular arrangement will greatly enhance the low = speed handling and lower the stall speed of the Velocity, I hope it = does, please keep us informed. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Jim Sower Sent: Saturday, December 06, 2003 10:51 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Alex Balic wrote:=20 Was said"=20 You shouldn't assume that, because the airfoils are different. The fact that there are nearly twice as many VGs on the main wing = would tend to ensure "balance" (whatever that is). =20 What you want=20 to avoid is sticking the flow to the top of the canard more than = it was=20 designed to since the canard is supposed to stall before the main = wing. .... sticking ... more than it was designed to ...=20 What exactly does "sticking" mean and how much "sticking", = precisely, was the canard designed to tolerate? Is there a report = somewhere in the Velocity archives that you can quote or I can read?=20 The canard airfoil does have more chamber than the main wing, = precisely to make it stall at a lower AoA than the main wing. I don't = believe VGs alter that.=20 If the canard becomes more stall resistant (better flow adhesion = due to well=20 placed VG's), you will have a big problem unless the wing has the = same or=20 better improvement, Which is why I used the same placement of VGs on the canard and wing = - neither is more "well placed" than the other.=20 since there is some leeway built into the design, you=20 hopefully won't have a problem, but really, you should get the = situation=20 analyzed professionally before venturing out, That is what I thought I was doing when I consulted with Dr. Price=20 otherwise, stick to VG's on=20 the mains only......... The VG's will not change the center of = lift=20 appreciably, I disagree. It may not move the CL of the wing, but by increasing = the lift of the wing, will move the CL of the airplane aft, having the = effect of a forward CG and defeating the purpose of installing the VGs=20 just move the point of flow separation further back, and allow=20 the airfoil to fly at a higher angle of attack. If you move the point of separation further back, doesn't that cause = the CP to move back?=20 What I would appreciate hearing is less unsupported generalities and = vague terms like "sticking" and "balance" and all and more specific = engineering and hard science.=20 A lot of folks have been alluding (rather vaguely) to "factory = approved" placement of VGs. I would really appreciate someone comparing = the way I did mine and how, precisely it differs from how "the factory" = did theirs. We could then have a rational discussion as to what effect = my departures from the "gospel according to Duane" might have on the = flight characteristics of my airplane. I am at quite a disadvantage = here in that I have no specifics at all on how the factory does this, = but you folks have all the details on my approach. I can't make = specific comparisons, and until now, for some reason you folks won't. I = feel that further discussion, if it is to be rational and useful, must = involve specifics. Absent details and some engineering principles = applied to them, it's all bullshit and black magic.=20 I can't learn much from unsupported generalities. That's why I went = to Jim Price .... Jim S.=20 =20 -----Original Message-----=20 From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble=20 Sent: Friday, December 05, 2003 3:50 PM=20 To: reflector@tvbf.org=20 Subject: Re: REFLECTOR:Vortex Generators on XL=20 Jim Sower wrote:=20 >=20 >If one were to install VGs on the wing or canard and not the = other, it=20 might "mess up"=20 >the "lift ratio". I used the same VGs in the same pattern and = location on=20 both=20 >surfaces. No reason to believe that would "mess up" anything.=20 >=20 My SRG is aft cg when I fly solo. Could I install vgs on the main = wing=20 only to reduce the aft cg situation?=20 John=20 _______________________________________________=20 To change your email address, visit=20 http://www.tvbf.org/mailman/listinfo/reflector=20 Visit the gallery! www.tvbf.org/gallery=20 user:pw =3D tvbf:jamaicangoose=20 Check new archives: www.tvbf.org/pipermail=20 Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html=20 _______________________________________________=20 To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector=20 Visit the gallery! www.tvbf.org/gallery=20 user:pw =3D tvbf:jamaicangoose=20 Check new archives: www.tvbf.org/pipermail=20 Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html --=20 Jim Sower=20 Crossville, TN; Chapter 5=20 Long-EZ N83RT, Velocity N4095T=20 =20 ------=_NextPart_000_0014_01C3BC01.F93B2D20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Alex,
 
While your explanation of the effect of = VGs is=20 correct in the broad outlines, they work by forcing the flow to be = turbulent,=20 not by maintaining laminar flow.  That is, they GENERATE = VORTICIES! =20 As it turns out, a turbulent flow will adhere to the low-pressure side = of a wing=20 much better, and the flow separation (stall) will be much less abrupt = than when=20 a laminar flow jumps to turbulent flow in a less-controlled = manner. =20
 
I remember some photographs in my old = fluid=20 mechanics textbook showing two bowling balls impacting water after a = significant=20 fall.  One of them was a smooth ball, and generated a huge impact = crater in=20 the water.  The other ball had sand glued to the front, and = generated a=20 wake only slightly larger than the diameter of the ball.  The rough = sand=20 had tripped the flow to turbulent on the surface of the ball.  This = illustrated the difference in flow separation from laminar flow vs. = turbulent=20 flow.
 
Keith
    
----- Original Message -----
From:=20 Alex=20 Balic
Sent: Saturday, December 06, = 2003 10:15=20 AM
Subject: RE: REFLECTOR:Vortex = Generators=20 on XL

Jim,
I=20 used the more simple term of "sticking" instead of "delayed separation = of=20 laminar flow" because I don't want to write a thesis on laminar flow=20 properties on the reflector, and a lot of the readers here may no be = familiar=20 with some of  the the technical terms of fluid dynamics. I = agree,=20 the decision to install or not to install VGs should be thoroughly = simulated=20 and tested before installation. It appears that you have done that. = Just FYI,=20 vortex generators are installed to promote laminar flow, and thereby = DO=20 generally allow a given airfoil section to operate at a higher = angle of=20 attack. This is precisely the effect that allows for a lowered stall = speed,=20 because the wing can fly at a higher angle of attack.  I = personally=20 do not know how much laminar flow the canard is designed to = "tolerate",=20 (although I would assume that it is published under the airfoil = number) and=20 that is why I personally would not alter the flow  there = withought a=20 through simulation of the modification.  During my undergraduate = studies=20 of this subject, we tested several laminar flow promoting = techniques,=20 most notably vortex generating devises, both passive and active. = Sometimes the=20 flow modifications that resulted from these modifications were = unexpected,=20 including some premature separation of flow in some airfoils at = various=20 angles of attack.  There are so many variables involved in = the=20 design of VG's that make their effects extremely difficult to quantify = in=20 terms of generalities except to say that generally they promote = laminar flow.=20 For all I know, the Swings just started adding and moving VGs  = around=20 until the aircraft flew the way they wanted, I can not answer that = question,=20 like you, I am not informed on their testing procedures.  I am = not saying=20 that you did anything wrong by installing VG's to your canard,  = as you=20 probably know, the Starship uses them, but I am certain that the = airfoil=20 design on that aircraft was computer simulated before any actual = flight=20 testing, and that you should not assume that they will have = an=20 identical effect on both the main wing and the canard without such = testing.=20 Maybe your particular arrangement will greatly enhance the low speed = handling=20 and lower the stall speed of the Velocity, I hope it does, please keep = us=20 informed.
Alex
 
 -----Original=20 Message-----
From: reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Jim = Sower
Sent:=20 Saturday, December 06, 2003 10:51 AM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators = on=20 XL

Alex Balic wrote: =
Was=20 said"=20
You shouldn't assume that, because the = airfoils=20 are different.
The fact that there are nearly twice as = many VGs=20 on the main wing would tend to ensure "balance" (whatever that = is). =20
What you want
to avoid is sticking the = flow to=20 the top of the canard more than it was
designed to since the = canard is=20 supposed to stall before the main wing.
.... sticking = ... more=20 than it was designed to ...
What exactly does "sticking" mean = and how=20 much "sticking", precisely, was the canard designed to = tolerate?  Is=20 there a report somewhere in the Velocity archives that you can quote = or I=20 can read?
The canard airfoil does have more chamber than the = main wing,=20 precisely to make it stall at a lower AoA than the main wing.  = I don't=20 believe VGs alter that.=20
If the canard becomes more stall resistant = (better=20 flow adhesion due to well
placed VG's), you will have a big = problem=20 unless the wing has the same or
better = improvement,
Which is=20 why I used the same placement of VGs on the canard and wing - = neither is=20 more "well placed" than the other.=20
since there is some leeway built into the = design,=20 you
hopefully won't have a problem, but really, you should get = the=20 situation
analyzed professionally before venturing = out,
That=20 is what I thought I was doing when I consulted with Dr. Price=20
otherwise, stick to VG's on
the mains=20 only.........  The VG's will not change the center of lift=20
appreciably,
I disagree.  It may not move the = CL of the=20 wing, but by increasing the lift of the wing, will move the CL of = the=20 airplane aft, having the effect of a forward CG and defeating the = purpose of=20 installing the VGs=20
just move the point of flow separation = further=20 back, and allow
the airfoil to fly at a higher angle of=20 attack.
If you move the point of separation further = back,=20 doesn't that cause the CP to move back?
What I would = appreciate=20 hearing is less unsupported generalities and vague terms like = "sticking" and=20 "balance" and all and more specific engineering and hard science.=20

A lot of folks have been alluding (rather vaguely) to "factory = approved"=20 placement of VGs.  I would really appreciate someone comparing = the way=20 I did mine and how, precisely it differs from how "the factory" did=20 theirs.  We could then have a rational discussion as to what = effect my=20 departures from the "gospel according to Duane" might have on the = flight=20 characteristics of my airplane.  I am at quite a disadvantage = here in=20 that I have no specifics at all on how the factory does this, but = you folks=20 have all the details on my approach.  I can't make specific=20 comparisons, and until now, for some reason you folks won't.  I = feel=20 that further discussion, if it is to be rational and useful, must = involve=20 specifics.  Absent details and some engineering principles = applied to=20 them, it's all bullshit and black magic.=20

I can't learn much from unsupported generalities.  That's = why I went=20 to Jim Price .... Jim S.=20

 =20

-----Original Message-----
From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org<= /A>]On=20
Behalf Of John Dibble
Sent: Friday, December 05, 2003 3:50 = PM=20
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex = Generators on=20 XL=20

Jim Sower wrote:=20

>
>If one were to install VGs on the wing or canard = and not=20 the other, it
might "mess up"
>the "lift ratio".  = I used=20 the same VGs in the same pattern and location on
both=20
>surfaces.  No reason to believe that would "mess up"=20 anything.
>
My SRG is aft cg when I fly solo.  = Could I=20 install vgs on the main wing
only to reduce the aft cg = situation?=20

John=20

_______________________________________________
To change = your=20 email address, visit
http://www.tvbf.o= rg/mailman/listinfo/reflector=20

Visit the gallery!  www.tvbf.org/gallery
user:pw =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail=20
Check old archives: http://www.t= vbf.org/archives/velocity/maillist.html=20

_______________________________________________
To change = your=20 email address, visit http://www.tvbf.o= rg/mailman/listinfo/reflector=20

Visit the gallery!  www.tvbf.org/gallery
user:pw =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail=20
Check old archives: http://www.t= vbf.org/archives/velocity/maillist.html

--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, = Velocity N4095T
  =

------=_NextPart_000_0014_01C3BC01.F93B2D20-- From reflector@tvbf.org Sat Dec 6 22:31:14 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 6 Dec 2003 14:31:14 -0800 Subject: REFLECTOR:Vortex Generators on XL References: <3FD23055.13F3D3F0@frontiernet.net> <000d01c3bc39$7216a3f0$0200a8c0@DAD> Message-ID: <002301c3bc48$a8de1620$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C3BC05.9A701180 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Scott, It's good to know how the recommendations were developed. I sounds like = Jim's installation has at least as much basis in science and testing! I recall when we were talking to Lon Arnold at the Golden West Fly-In = that he recommended that the "crowfoot" pattern of VG placement be used = on the canard, since it has no sweep, and a little slip couldn't = dramatically change the effect of the VGs if each pair worked either = way. However, he suggested placing the VG's on each swept main wing all = parallel to each other in such a way as to "trip" the spanwise flow at = low airspeeds and high angles of attack, while being nearly parallel to = the flow at high airspeeds. There is, of course, much less spanwise = flow down the wing at higher airspeeds. This minimizes drag at cruise = speeds while maintaining effective VGs at low airspeeds. If you look = out the window of any Boeing (swept wing), sure enough, you see that all = the VGs are parallel to each other, with the leading edge of each VG = just a little outboard of its trailing edge. I'm not flying yet, but unless contrary wind-tunnel testing results are = available before I get there, I plan to follow Lon's recommendation! I = know that he had tried several arrangements on his Long-EZ, and that's = what he had determined worked best for him. I am just finishing up the cowl attachment flanges on the wing roots, = then I'll try hanging the "dummy" IO-540 that Ly-Con lent to me! Keith Hallsten ----- Original Message -----=20 From: Scott Baker=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 12:42 PM Subject: Re: REFLECTOR:Vortex Generators on XL Those who are working on testing new VG placements ... keep up the = good work! Nothing about the Velocity placement guide is sancrosect. The company = collaborated with the VG supplier, who recommended a pattern/placement = guide based on (I think I'm correct on this) 20% MAC. There have been = no wind tunnel or computer model tests to verify if the VG's are in the = best/most efficient location - or not. So we are all giving it our best = guess. The VG placements on the standard wing resulted in excellent benefits = - the stall speed was lowered a good 5-knots, with very little (no = noticable) penalty on the top end. The VG's on the big wing (XL and = 173's) help some - but their effectiveness does not stand out as good as = on the standard wing. I personally don't care for the performance of = the VG's on the big wing (based on the present template). Is there room for improvement? I'm sure of it! Lon Arnold, pilot of = the Becker Avionic Systems aerobatic Long EZ has done a lot of field = testing of VG's on canard aircraft - which differ from conventional = wisdom - and he is obtaining excellent success. Ask him about this when = you say "Hello" at some future air show. I am really, really, really hoping that Jack Sheehan will team his = Velocity XL up with Old Dominion University, who runs the full scale = wind tunnel at the Langley Research Laboratory in Hampton, Virginia. = The folks at ODU have introduced the idea to do this for free (that's a = good price) - and it's just a matter of working out the timing and the = details. It would be great to do actual wind tunnel testing to = determine the best VG placements for the XL. Scott B. ------=_NextPart_000_0020_01C3BC05.9A701180 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Scott,
 
It's good to know how the = recommendations were=20 developed.  I sounds like Jim's installation has at least as much = basis in=20 science and testing!
 
I recall when we were talking to Lon = Arnold at the=20 Golden West Fly-In that he recommended that the "crowfoot" pattern of VG = placement be used on the canard, since it has no sweep, and a little = slip=20 couldn't  dramatically change the effect of the VGs if each pair = worked=20 either way.  However, he suggested placing the VG's on each = swept main=20 wing all parallel to each other in such a way as to "trip" the spanwise = flow at=20 low airspeeds and high angles of attack, while being nearly parallel to = the flow=20 at high airspeeds.  There is, of course, much less spanwise flow = down the=20 wing at higher airspeeds.  This minimizes drag at cruise speeds = while=20 maintaining effective VGs at low airspeeds.  If you look out the = window of=20 any Boeing (swept wing), sure enough, you see that all the VGs are = parallel to=20 each other, with the leading edge of each VG just a little outboard = of its=20 trailing edge.
 
I'm not flying yet, but unless contrary = wind-tunnel=20 testing results are available before I get there, I plan to follow Lon's = recommendation!  I know that he had tried several arrangements on = his=20 Long-EZ, and that's what he had determined worked best for = him.
 
I am just finishing up the cowl = attachment flanges=20 on the wing roots, then I'll try hanging the "dummy" IO-540 that = Ly-Con=20 lent to me!
 
Keith Hallsten
 
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Saturday, December 06, = 2003 12:42=20 PM
Subject: Re: REFLECTOR:Vortex = Generators=20 on XL

Those who are working on testing new = VG=20 placements ... keep up the good work!
 
Nothing about the Velocity placement = guide is=20 sancrosect.  The company collaborated with the VG supplier, who=20 recommended a pattern/placement guide based on (I think I'm correct on = this)=20 20% MAC.  There have been no wind tunnel or computer model tests = to=20 verify if the VG's are in the best/most efficient location - or = not.  So=20 we are all giving it our best guess.
 
The VG placements on the standard = wing resulted=20 in excellent benefits - the stall speed was lowered a good 5-knots, = with very=20 little (no noticable) penalty on the top end.  The VG's on the = big wing=20 (XL and 173's) help some - but their effectiveness does not stand out = as good=20 as on the standard wing.  I personally don't care for the = performance of=20 the VG's on the big wing (based on the present template).
 
Is there room for improvement?  = I'm sure of=20 it!  Lon Arnold, pilot of the = Becker=20 Avionic Systems aerobatic Long EZ has done a lot of field testing of = VG's on=20 canard aircraft - which differ from conventional wisdom - and he is = obtaining=20 excellent success.  Ask him about this when you say "Hello" at = some=20 future air show.
 
I am really, really, really hoping = that Jack=20 Sheehan will team his Velocity XL up with Old Dominion University, who = runs=20 the full scale wind tunnel at the Langley Research Laboratory in = Hampton,=20 Virginia.  The folks at ODU have introduced the idea to do this = for free=20 (that's a good price) - and it's just a matter of working out the = timing and=20 the details.  It would be great to do actual wind tunnel testing = to=20 determine the best VG placements for the XL.
 
Scott B.
 
------=_NextPart_000_0020_01C3BC05.9A701180-- From reflector@tvbf.org Sat Dec 6 23:52:56 2003 From: reflector@tvbf.org (John Dibble) Date: Sat, 06 Dec 2003 17:52:56 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD1645B.5C62C547@frontiernet.net> References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> <3FD0FD75.50406@bluefrog.com> <3FD1645B.5C62C547@frontiernet.net> Message-ID: <3FD26BD8.7060009@bluefrog.com> Jim Sower wrote: >Probably. That'd be my guess anyway. Is your battery in the nose? > Yes. I want to find other things to put in the nose. I'm thinking of adding straps to hold a quart of oil on the front corners of each nose gear guide. John From reflector@tvbf.org Sun Dec 7 00:45:08 2003 From: reflector@tvbf.org (Alex Balic) Date: Sat, 06 Dec 2003 18:45:08 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <001701c3bc45$07a931c0$72a83c42@quiknet.com> Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_HYtk9MF6OnZoWbO0h6FdEw) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT Keith, You are correct about the way that VG's work for the most part, and I was hoping not to start a really big discussion about this, but I suppose that is the intent of this news group. The reason that laminar flow is lost, is because skin friction slows the airflow within about .01 or so the surface the surface of the wing. This flow, lacking kinetic energy (relative to the surface of the wing) is drawn into the negative pressure area above the wing, separates from the surface, and becomes turbulent. Vortex generators are designed to mix the air that still contains energy (which fortunately is close to the wing surface) with the low energy air at the wing surface, and thereby maintaining laminar flow further back into the negative pressure area than would be possible without this mixing. If you look at a wind tunnel test you will see the vortices moving wildly back across the wing, but upon close inspection, there is an energized layer of laminar flow against the skin. This extended laminar flow is what the vortices make possible, and what keeps the wing flying at a higher angle of attack. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of KeithHallsten Sent: Saturday, December 06, 2003 4:05 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Alex, While your explanation of the effect of VGs is correct in the broad outlines, they work by forcing the flow to be turbulent, not by maintaining laminar flow. That is, they GENERATE VORTICIES! As it turns out, a turbulent flow will adhere to the low-pressure side of a wing much better, and the flow separation (stall) will be much less abrupt than when a laminar flow jumps to turbulent flow in a less-controlled manner. I remember some photographs in my old fluid mechanics textbook showing two bowling balls impacting water after a significant fall. One of them was a smooth ball, and generated a huge impact crater in the water. The other ball had sand glued to the front, and generated a wake only slightly larger than the diameter of the ball. The rough sand had tripped the flow to turbulent on the surface of the ball. This illustrated the difference in flow separation from laminar flow vs. turbulent flow. Keith ----- Original Message ----- From: Alex Balic To: reflector@tvbf.org Sent: Saturday, December 06, 2003 10:15 AM Subject: RE: REFLECTOR:Vortex Generators on XL Jim, I used the more simple term of "sticking" instead of "delayed separation of laminar flow" because I don't want to write a thesis on laminar flow properties on the reflector, and a lot of the readers here may no be familiar with some of the the technical terms of fluid dynamics. I agree, the decision to install or not to install VGs should be thoroughly simulated and tested before installation. It appears that you have done that. Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack. This is precisely the effect that allows for a lowered stall speed, because the wing can fly at a higher angle of attack. I personally do not know how much laminar flow the canard is designed to "tolerate", (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow there withought a through simulation of the modification. During my undergraduate studies of this subject, we tested several laminar flow promoting techniques, most notably vortex generating devises, both passive and active. Sometimes the flow modifications that resulted from these modifications were unexpected, including some premature separation of flow in some airfoils at various angles of attack. There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow. For all I know, the Swings just started adding and moving VGs around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures. I am not saying that you did anything wrong by installing VG's to your canard, as you probably know, the Starship uses them, but I am certain that the airfoil design on that aircraft was computer simulated before any actual flight testing, and that you should not assume that they will have an identical effect on both the main wing and the canard without such testing. Maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed of the Velocity, I hope it does, please keep us informed. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jim Sower Sent: Saturday, December 06, 2003 10:51 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Alex Balic wrote: Was said" You shouldn't assume that, because the airfoils are different. The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). What you want to avoid is sticking the flow to the top of the canard more than it was designed to since the canard is supposed to stall before the main wing. .... sticking ... more than it was designed to ... What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate? Is there a report somewhere in the Velocity archives that you can quote or I can read? The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing. I don't believe VGs alter that. If the canard becomes more stall resistant (better flow adhesion due to well placed VG's), you will have a big problem unless the wing has the same or better improvement, Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other. since there is some leeway built into the design, you hopefully won't have a problem, but really, you should get the situation analyzed professionally before venturing out, That is what I thought I was doing when I consulted with Dr. Price otherwise, stick to VG's on the mains only......... The VG's will not change the center of lift appreciably, I disagree. It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs just move the point of flow separation further back, and allow the airfoil to fly at a higher angle of attack. If you move the point of separation further back, doesn't that cause the CP to move back? What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science. A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs. I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs. We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane. I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach. I can't make specific comparisons, and until now, for some reason you folks won't. I feel that further discussion, if it is to be rational and useful, must involve specifics. Absent details and some engineering principles applied to them, it's all bullshit and black magic. I can't learn much from unsupported generalities. That's why I went to Jim Price .... Jim S. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Friday, December 05, 2003 3:50 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Jim Sower wrote: > >If one were to install VGs on the wing or canard and not the other, it might "mess up" >the "lift ratio". I used the same VGs in the same pattern and location on both >surfaces. No reason to believe that would "mess up" anything. > My SRG is aft cg when I fly solo. Could I install vgs on the main wing only to reduce the aft cg situation? John _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --Boundary_(ID_HYtk9MF6OnZoWbO0h6FdEw) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: 7BIT
Keith,
You are correct about the way that VG's work for the most part, and I was hoping not to start a really big discussion about this, but I suppose that is the intent of this news group.  The reason that laminar flow is lost, is because skin friction slows the airflow within about .01 or so the surface the surface of the wing. This flow, lacking kinetic energy (relative to the surface of the wing) is drawn into the negative pressure area above the wing, separates from the surface, and becomes turbulent.  Vortex generators are designed to mix the air that still contains energy (which fortunately is close to the wing surface) with the low energy air at the wing surface, and thereby maintaining laminar flow further back into the negative pressure area than would be possible without this mixing.  If you look at a wind tunnel test you will see the vortices moving wildly back across the wing, but upon close inspection, there is an energized layer of laminar flow against the skin. This extended laminar flow is what the vortices make possible, and what keeps the wing flying at a higher angle of attack.
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of KeithHallsten
Sent: Saturday, December 06, 2003 4:05 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Alex,
 
While your explanation of the effect of VGs is correct in the broad outlines, they work by forcing the flow to be turbulent, not by maintaining laminar flow.  That is, they GENERATE VORTICIES!  As it turns out, a turbulent flow will adhere to the low-pressure side of a wing much better, and the flow separation (stall) will be much less abrupt than when a laminar flow jumps to turbulent flow in a less-controlled manner. 
 
I remember some photographs in my old fluid mechanics textbook showing two bowling balls impacting water after a significant fall.  One of them was a smooth ball, and generated a huge impact crater in the water.  The other ball had sand glued to the front, and generated a wake only slightly larger than the diameter of the ball.  The rough sand had tripped the flow to turbulent on the surface of the ball.  This illustrated the difference in flow separation from laminar flow vs. turbulent flow.
 
Keith
    
----- Original Message -----
From: Alex Balic
Sent: Saturday, December 06, 2003 10:15 AM
Subject: RE: REFLECTOR:Vortex Generators on XL

Jim,
I used the more simple term of "sticking" instead of "delayed separation of laminar flow" because I don't want to write a thesis on laminar flow properties on the reflector, and a lot of the readers here may no be familiar with some of  the the technical terms of fluid dynamics. I agree, the decision to install or not to install VGs should be thoroughly simulated and tested before installation. It appears that you have done that. Just FYI, vortex generators are installed to promote laminar flow, and thereby DO generally allow a given airfoil section to operate at a higher angle of attack. This is precisely the effect that allows for a lowered stall speed, because the wing can fly at a higher angle of attack.  I personally do not know how much laminar flow the canard is designed to "tolerate", (although I would assume that it is published under the airfoil number) and that is why I personally would not alter the flow  there withought a through simulation of the modification.  During my undergraduate studies of this subject, we tested several laminar flow promoting techniques, most notably vortex generating devises, both passive and active. Sometimes the flow modifications that resulted from these modifications were unexpected, including some premature separation of flow in some airfoils at various angles of attack.  There are so many variables involved in the design of VG's that make their effects extremely difficult to quantify in terms of generalities except to say that generally they promote laminar flow. For all I know, the Swings just started adding and moving VGs  around until the aircraft flew the way they wanted, I can not answer that question, like you, I am not informed on their testing procedures.  I am not saying that you did anything wrong by installing VG's to your canard,  as you probably know, the Starship uses them, but I am certain that the airfoil design on that aircraft was computer simulated before any actual flight testing, and that you should not assume that they will have an identical effect on both the main wing and the canard without such testing. Maybe your particular arrangement will greatly enhance the low speed handling and lower the stall speed of the Velocity, I hope it does, please keep us informed.
Alex
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jim Sower
Sent: Saturday, December 06, 2003 10:51 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Alex Balic wrote:
Was said"
You shouldn't assume that, because the airfoils are different.
The fact that there are nearly twice as many VGs on the main wing would tend to ensure "balance" (whatever that is). 
What you want
to avoid is sticking the flow to the top of the canard more than it was
designed to since the canard is supposed to stall before the main wing.
.... sticking ... more than it was designed to ...
What exactly does "sticking" mean and how much "sticking", precisely, was the canard designed to tolerate?  Is there a report somewhere in the Velocity archives that you can quote or I can read?
The canard airfoil does have more chamber than the main wing, precisely to make it stall at a lower AoA than the main wing.  I don't believe VGs alter that.
If the canard becomes more stall resistant (better flow adhesion due to well
placed VG's), you will have a big problem unless the wing has the same or
better improvement,
Which is why I used the same placement of VGs on the canard and wing - neither is more "well placed" than the other.
since there is some leeway built into the design, you
hopefully won't have a problem, but really, you should get the situation
analyzed professionally before venturing out,
That is what I thought I was doing when I consulted with Dr. Price
otherwise, stick to VG's on
the mains only.........  The VG's will not change the center of lift
appreciably,
I disagree.  It may not move the CL of the wing, but by increasing the lift of the wing, will move the CL of the airplane aft, having the effect of a forward CG and defeating the purpose of installing the VGs
just move the point of flow separation further back, and allow
the airfoil to fly at a higher angle of attack.
If you move the point of separation further back, doesn't that cause the CP to move back?
What I would appreciate hearing is less unsupported generalities and vague terms like "sticking" and "balance" and all and more specific engineering and hard science.

A lot of folks have been alluding (rather vaguely) to "factory approved" placement of VGs.  I would really appreciate someone comparing the way I did mine and how, precisely it differs from how "the factory" did theirs.  We could then have a rational discussion as to what effect my departures from the "gospel according to Duane" might have on the flight characteristics of my airplane.  I am at quite a disadvantage here in that I have no specifics at all on how the factory does this, but you folks have all the details on my approach.  I can't make specific comparisons, and until now, for some reason you folks won't.  I feel that further discussion, if it is to be rational and useful, must involve specifics.  Absent details and some engineering principles applied to them, it's all bullshit and black magic.

I can't learn much from unsupported generalities.  That's why I went to Jim Price .... Jim S.

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
Behalf Of John Dibble
Sent: Friday, December 05, 2003 3:50 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Vortex Generators on XL

Jim Sower wrote:

>
>If one were to install VGs on the wing or canard and not the other, it
might "mess up"
>the "lift ratio".  I used the same VGs in the same pattern and location on
both
>surfaces.  No reason to believe that would "mess up" anything.
>
My SRG is aft cg when I fly solo.  Could I install vgs on the main wing
only to reduce the aft cg situation?

John

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--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
 

--Boundary_(ID_HYtk9MF6OnZoWbO0h6FdEw)-- From reflector@tvbf.org Sun Dec 7 03:02:06 2003 From: reflector@tvbf.org (John Dibble) Date: Sat, 06 Dec 2003 21:02:06 -0600 Subject: REFLECTOR:Determining AFT CG Limit In-Reply-To: <001201c3bc21$e05315f0$0200a8c0@DAD> References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> Message-ID: <3FD2982E.3050901@bluefrog.com> This is a multi-part message in MIME format. --------------080603030501060101050806 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Scott, Are you saying that in the case of "too far aft", that, without corrective action, the canard will continue to rise and stall the main wing? John Scott Baker wrote: > VERY IMPORTANT NOTE> If, on the other hand, at the onset of the stall > you find the canard rising - and you are pushing on the stick to > maintain the constant climb attitude - you are in the dreaded "too far > aft" cg range ... immediately apply full forward elevator and full > power, lean forward, and take thyself back to the airport and (while > adding 5 knots to your normal approach speed) ... land and shift some > weight forward ... and then go do it again. > SB > --------------080603030501060101050806 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Scott, Are you saying that in the case of "too far aft", that, without corrective action, the canard will continue to rise and stall the main wing?

John

Scott Baker wrote:
VERY IMPORTANT NOTE>  If, on the other hand, at the onset of the stall you find the canard rising - and you are pushing on the stick to maintain the constant climb attitude - you are in the dreaded "too far aft" cg range ... immediately apply full forward elevator and full power, lean forward, and take thyself back to the airport and (while adding 5 knots to your normal approach speed) ... land and shift some weight forward ... and then go do it again.
SB

--------------080603030501060101050806-- From reflector@tvbf.org Sun Dec 7 03:02:15 2003 From: reflector@tvbf.org (John Dibble) Date: Sat, 06 Dec 2003 21:02:15 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD20905.FB2D2C5A@frontiernet.net> References: <3FD20905.FB2D2C5A@frontiernet.net> Message-ID: <3FD29837.3040002@bluefrog.com> So It sounds like I can reduce aft cg by installing vgs on the main wing only, instead of putting weight in the nose. I'm not concerned about defeating the purpose of vgs, because I think in my case I already have the benefit by being aft cg. For example I only need 1/2" of elevator trim for takeoff. I know I don't have any technical data to support this, but hey, I gotta start somewhere. John Jim Sower wrote: > Alex Balic wrote: > I disagree. It may not move the CL of the wing, but by increasing the > lift of the wing, will move the CL of the airplane aft, having the > effect of a forward CG and defeating the purpose of installing the VGs From reflector@tvbf.org Sun Dec 7 04:49:08 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 6 Dec 2003 23:49:08 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <157.292ae247.2d040b44@aol.com> -------------------------------1070772548 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hello Jack. I sure hope we don,t get yelled it for changing subject. My STEC auto pilot pitched violently up and down until the he factory made it less sensitive with an adjustable pot. As for roll oscillations try shorting the servo arm and eliminate any play We are satisfied with STEC 30 and it has a turn coordinator display. the true track does not. Mack -------------------------------1070772548 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hello Jack.
I sure hope we don,t get yelled it for changi= ng subject. My STEC auto pilot pitched violently up and down until the=20= he factory made it less sensitive with an adjustable pot. As for roll oscill= ations try shorting the servo arm and eliminate any play We are satisfied wi= th STEC 30 and it has a turn coordinator display. the true track does not.
Mack
-------------------------------1070772548-- From reflector@tvbf.org Sun Dec 7 05:50:02 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 06 Dec 2003 23:50:02 -0600 Subject: REFLECTOR:Vortex Generators on XL References: Message-ID: <3FD2BF8A.D55B8DFB@frontiernet.net> --------------082D07D0A24FFE633431ACB9 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit SlvEgl99@aol.com wrote: > Jim S., > > Is yours an XL? No. Started out as 1988 FG 173 and was retrofitted with gull wing doors > How do you rate control responsiveness at the reduced landing > speeds? Flying 5-10 kts slower in the groove will always degrade responsiveness. As I said earlier, I've had no problem (and no noticeable degradation) of pitch authority down to about 65 kts. I do have to carry more power in the groove (I assume that's because I'm a little on the back side of the curve). Roll authority does suffer. It's important to note that I sealed my aileron hinge gaps long before I installed VGs, so I don't have really good data on VGs alone. I would estimate that my roll authority at 70 kts with VGs and sealed gaps is close to what I used to have at 80-85 kts with no gap seals and no VGs. If I was advising anyone, I'd say seal the hinge gaps first and then do the VGs (matter of fact, I'd advise hinge gap seals even if you don't opt for VGs). As I decel to 75 kts in the groove I find myself kicking a lot of rudder to enhance roll authority, but Velocitys (at least ones anything like mine) are going to wallow a lot in the groove on a good day. > Bob wood > XL FG Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --------------082D07D0A24FFE633431ACB9 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit SlvEgl99@aol.com wrote:
Jim S.,

Is yours an XL?

No.  Started out as 1988 FG 173 and was retrofitted with gull wing doors
How do you rate control responsiveness at the reduced landing speeds?
Flying 5-10 kts slower in the groove will always degrade responsiveness.  As I said earlier, I've had no problem (and no noticeable degradation) of pitch authority down to about 65 kts.  I do have to carry more power in the groove (I assume that's because I'm a little on the back side of the curve).  Roll authority does suffer.  It's important to note that I sealed my aileron hinge gaps long before I installed VGs, so I don't have really good data on VGs alone.  I would estimate that my roll authority at 70 kts with VGs and sealed gaps is close to what I used to have at 80-85 kts with no gap seals and no VGs.

If I was advising anyone, I'd say seal the hinge gaps first and then do the VGs (matter of fact, I'd advise hinge gap seals even if you don't opt for VGs).  As I decel to 75 kts in the groove I find myself kicking a lot of rudder to enhance roll authority, but Velocitys (at least ones anything like mine) are going to wallow a lot in the groove on a good day.

Bob wood
XL FG
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
  --------------082D07D0A24FFE633431ACB9-- From reflector@tvbf.org Sun Dec 7 06:03:35 2003 From: reflector@tvbf.org (Jim Sower) Date: Sun, 07 Dec 2003 00:03:35 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FD23055.13F3D3F0@frontiernet.net> <000d01c3bc39$7216a3f0$0200a8c0@DAD> <002301c3bc48$a8de1620$72a83c42@quiknet.com> Message-ID: <3FD2C2B7.EE35F98@frontiernet.net> --------------FB45EB09DB1F9968A8B16575 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Keith, Parallel VGs on the main wing makes a lot of sense. I would intuit that a little angle (in a direction that would deflect airflow toward the root) would be nice since it would generate *something* at cruise and keep the flow attached (haven't thought it through enough to explain why this might be important :o). Closer spacing of the main wing VGs might also help. I'll run it by Jim P. I'm also toying with the idea of bracketing the ailerons with fences ala' Vari-EZ. Might help with low speed roll authority, and gawd knows we need all the help we can get in that department. Something to ponder ... Jim S. KeithHallsten wrote: > Scott,...snip ... he recommended that the "crowfoot" pattern > of VG placement be used on the canard, since it has no sweep, > and a little slip couldn't dramatically change the effect of > the VGs if each pair worked either way. However, he suggested > placing the VG's on each swept main wing all parallel to each > other in such a way as to "trip" the spanwise flow at low > airspeeds and high angles of attack, while being nearly > parallel to the flow at high airspeeds. ... snip ... Keith > Hallsten --------------FB45EB09DB1F9968A8B16575 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Keith,
Parallel VGs on the main wing makes a lot of sense.  I would intuit that a little angle (in a direction that would deflect airflow toward the root) would be nice since it would generate *something* at cruise and keep the flow attached (haven't thought it through enough to explain why this might be important :o).  Closer spacing of the main wing VGs might also help.  I'll run it by Jim P.  I'm also toying with the idea of bracketing the ailerons with fences ala' Vari-EZ.  Might help with low speed roll authority, and gawd knows we need all the help we can get in that department.
Something to ponder ... Jim S.

KeithHallsten wrote:

Scott,...snip .... he recommended that the "crowfoot" pattern of VG placement be used on the canard, since it has no sweep, and a little slip couldn't  dramatically change the effect of the VGs if each pair worked either way.  However, he suggested placing the VG's on each swept main wing all parallel to each other in such a way as to "trip" the spanwise flow at low airspeeds and high angles of attack, while being nearly parallel to the flow at high airspeeds.  ... snip ... Keith Hallsten
--------------FB45EB09DB1F9968A8B16575-- From reflector@tvbf.org Sun Dec 7 06:06:33 2003 From: reflector@tvbf.org (Jim Sower) Date: Sun, 07 Dec 2003 00:06:33 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FCCB53C.60103@bluefrog.com> <3FCE8D2A.45A6D3D6@frontiernet.net> <000701c3baf9$381f3c20$72a83c42@quiknet.com> <3FD0A1E0.9A8A6634@frontiernet.net> <6.0.0.22.0.20031205090244.036f3068@mail.tnstaafl.net> <3FD0EBB1.965158EA@frontiernet.net> <3FD0FD75.50406@bluefrog.com> <3FD1645B.5C62C547@frontiernet.net> <3FD26BD8.7060009@bluefrog.com> Message-ID: <3FD2C369.D279C7C4@frontiernet.net> I carry a tool bag with me that weighs close to 10 lb. The nose might be a helpful place to store tools. John Dibble wrote: > Jim Sower wrote: > > >Probably. That'd be my guess anyway. Is your battery in the nose? > > > Yes. I want to find other things to put in the nose. I'm thinking of > adding straps to hold a quart of oil on the front corners of each nose > gear guide. > > John > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Sun Dec 7 06:15:41 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 7 Dec 2003 01:15:41 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: <115.2c61a2e1.2d041f8d@aol.com> -------------------------------1070777741 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I plan to install a full set of V.G.s on my X.L R.G . We are using factory templates. Can I assume a slower landing speed and a higher pitch attitude at touch down? I fear a prop strike with only normal 9.5 inches ground clearance. Mack -------------------------------1070777741 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
I plan to install a full set of V.G.s on my X= .L R.G . We are using factory templates. Can I assume a slower landing speed= and a higher pitch attitude at touch down? I fear a prop strike with o= nly normal 9.5 inches ground clearance.
Mack
-------------------------------1070777741-- From reflector@tvbf.org Sun Dec 7 06:27:38 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 6 Dec 2003 22:27:38 -0800 Subject: REFLECTOR:Determining AFT CG Limit References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> Message-ID: <002301c3bc8b$35ff36a0$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C3BC48.276FA040 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Yes. That's the dreaded "Deep stall", resulting from CG too far aft. Keith ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 7:02 PM Subject: Re: REFLECTOR:Determining AFT CG Limit Scott, Are you saying that in the case of "too far aft", that, without = corrective action, the canard will continue to rise and stall the main = wing? John Scott Baker wrote: VERY IMPORTANT NOTE> If, on the other hand, at the onset of the = stall you find the canard rising - and you are pushing on the stick to = maintain the constant climb attitude - you are in the dreaded "too far = aft" cg range ... immediately apply full forward elevator and full = power, lean forward, and take thyself back to the airport and (while = adding 5 knots to your normal approach speed) ... land and shift some = weight forward ... and then go do it again. SB ------=_NextPart_000_0020_01C3BC48.276FA040 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Yes.  That's the dreaded "Deep = stall",=20 resulting from CG too far aft.
 
Keith
 
----- Original Message -----
From:=20 John=20 Dibble
Sent: Saturday, December 06, = 2003 7:02=20 PM
Subject: Re: = REFLECTOR:Determining AFT CG=20 Limit

Scott, Are you saying that in the case of "too far = aft", that,=20 without corrective action, the canard will continue to rise and stall = the main=20 wing?

John

Scott Baker wrote:
VERY IMPORTANT NOTE>  If, = on the other=20 hand, at the onset of the stall you find the canard rising = - and=20 you are pushing on the stick to maintain the constant climb attitude = - you=20 are in the dreaded "too far aft" cg range ... immediately apply full = forward=20 elevator and full power, lean forward, and take thyself back to = the=20 airport and (while adding 5 knots to your normal approach speed) ... = land=20 and shift some weight forward ... and then go do it = again.
SB

------=_NextPart_000_0020_01C3BC48.276FA040-- From reflector@tvbf.org Sun Dec 7 06:39:33 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 6 Dec 2003 22:39:33 -0800 Subject: REFLECTOR:Vortex Generators on XL References: Message-ID: <002d01c3bc8c$dfeb77e0$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_002A_01C3BC49.D19F0500 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Alex, It sounds like we are just mincing words here. "Mixing high energy flow = with the boundary layer" sounds a whole lot like turbulent flow to me!! = If there's some subtle difference, I'm afraid it's lost on me. It seems = to me that the flow layer along the skin is energized by the turbulence = imparted by the VGs! At any rate, I think we both have a fairly clear = concept of what the VGs are doing.=20 Keith ----- Original Message -----=20 From: Alex Balic=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 4:45 PM Subject: RE: REFLECTOR:Vortex Generators on XL Keith,=20 You are correct about the way that VG's work for the most part, and I = was hoping not to start a really big discussion about this, but I = suppose that is the intent of this news group. The reason that laminar = flow is lost, is because skin friction slows the airflow within about = .01 or so the surface the surface of the wing. This flow, lacking = kinetic energy (relative to the surface of the wing) is drawn into the = negative pressure area above the wing, separates from the surface, and = becomes turbulent. Vortex generators are designed to mix the air that = still contains energy (which fortunately is close to the wing surface) = with the low energy air at the wing surface, and thereby maintaining = laminar flow further back into the negative pressure area than would be = possible without this mixing. If you look at a wind tunnel test you = will see the vortices moving wildly back across the wing, but upon close = inspection, there is an energized layer of laminar flow against the = skin. This extended laminar flow is what the vortices make possible, and = what keeps the wing flying at a higher angle of attack. ------=_NextPart_000_002A_01C3BC49.D19F0500 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Alex,
 
It sounds like we are just mincing = words=20 here.  "Mixing high energy flow with the boundary layer" sounds a = whole lot=20 like turbulent flow to me!!  If there's some subtle difference, I'm = afraid=20 it's lost on me.  It seems to me that the flow layer along the skin = is=20 energized by the turbulence imparted by the VGs!  At any rate, I = think we=20 both have a fairly clear concept of what the VGs are doing. =
 
Keith
 
----- Original Message -----
From:=20 Alex=20 Balic
Sent: Saturday, December 06, = 2003 4:45=20 PM
Subject: RE: REFLECTOR:Vortex = Generators=20 on XL

Keith,
You=20 are correct about the way that VG's work for the most part, and I was = hoping=20 not to start a really big discussion about this, but I suppose that is = the=20 intent of this news group.  The reason that laminar flow is lost, = is=20 because skin friction slows the airflow within about .01 or=20 so the surface the surface of the wing. This flow, lacking = kinetic=20 energy (relative to the surface of the wing) is drawn into the = negative=20 pressure area above the wing, separates from the surface, and becomes=20 turbulent.  Vortex generators are designed to mix the air = that still=20 contains energy (which fortunately is close to the wing=20 surface) with the low energy air at the wing surface, = and thereby=20 maintaining laminar flow further back into the negative pressure area = than=20 would be possible without this mixing.  If you look at a wind = tunnel test=20 you will see the vortices moving wildly back across the wing, but upon = close=20 inspection, there is an energized layer of laminar flow against the=20 skin. This extended laminar flow is what the vortices make = possible,=20 and what keeps the wing flying at a higher angle of=20 attack.
------=_NextPart_000_002A_01C3BC49.D19F0500-- From reflector@tvbf.org Sun Dec 7 06:47:13 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 6 Dec 2003 22:47:13 -0800 Subject: REFLECTOR:Vortex Generators on XL References: <3FD23055.13F3D3F0@frontiernet.net> <000d01c3bc39$7216a3f0$0200a8c0@DAD> <002301c3bc48$a8de1620$72a83c42@quiknet.com> <3FD2C2B7.EE35F98@frontiernet.net> Message-ID: <003901c3bc8d$f26dd240$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0036_01C3BC4A.E4076EC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim, Yes, the VGs wouldn't be exactly parallel to the airflow at cruise, = although we really have no need of anything to help keep the flow = attached at lower angles of attack. The real reason is to make sure = there is sufficient deflection of the flow while flying at a high angle = of attack to generate a good vortex! I'll be interested any any results of trials with trailing edge fences. = As I recall, previous experiments showed them to have good potential to = help keep the ailerons effective. Keith ----- Original Message -----=20 From: Jim Sower=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 10:03 PM Subject: Re: REFLECTOR:Vortex Generators on XL Keith,=20 Parallel VGs on the main wing makes a lot of sense. I would intuit = that a little angle (in a direction that would deflect airflow toward = the root) would be nice since it would generate *something* at cruise = and keep the flow attached (haven't thought it through enough to explain = why this might be important :o). Closer spacing of the main wing VGs = might also help. I'll run it by Jim P. I'm also toying with the idea = of bracketing the ailerons with fences ala' Vari-EZ. Might help with = low speed roll authority, and gawd knows we need all the help we can get = in that department.=20 Something to ponder ... Jim S.=20 KeithHallsten wrote:=20 Scott,...snip .... he recommended that the "crowfoot" pattern of VG = placement be used on the canard, since it has no sweep, and a little = slip couldn't dramatically change the effect of the VGs if each pair = worked either way. However, he suggested placing the VG's on each swept = main wing all parallel to each other in such a way as to "trip" the = spanwise flow at low airspeeds and high angles of attack, while being = nearly parallel to the flow at high airspeeds. ... snip ... Keith = Hallsten ------=_NextPart_000_0036_01C3BC4A.E4076EC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jim,
 
Yes, the VGs wouldn't be exactly = parallel to the=20 airflow at cruise, although we really have no need of anything to help = keep the=20 flow attached at lower angles of attack.  The real reason is to = make sure=20 there is sufficient deflection of the flow while flying at a high angle = of=20 attack to generate a good vortex!
 
I'll be interested any any results of = trials with=20 trailing edge fences.  As I recall, previous experiments showed = them to=20 have good potential to help keep the ailerons effective.
 
Keith
In a message dated 12/4/2003 9:54:32 AM Pacific Standard Time, romott@adelphia.net = writes:
I had planned to buy an M/T for my IO360 but now I am = SO glad I=20 didn't waste
my money!
----- Original Message -----
From:=20 Jim=20 Sower
Sent: Saturday, December 06, = 2003 10:03=20 PM
Subject: Re: REFLECTOR:Vortex = Generators=20 on XL

Keith,=20
Parallel VGs on the main wing makes a lot of sense.  I would = intuit=20 that a little angle (in a direction that would deflect airflow = toward=20 the root) would be nice since it would generate *something* at cruise = and keep=20 the flow attached (haven't thought it through enough to explain why = this might=20 be important :o).  Closer spacing of the main wing VGs might also = help.  I'll run it by Jim P.  I'm also toying with the idea = of=20 bracketing the ailerons with fences ala' Vari-EZ.  Might help = with low=20 speed roll authority, and gawd knows we need all the help we can get = in that=20 department.
Something to ponder ... Jim S.=20

KeithHallsten wrote:=20

Scott,...snip .... he recommended that the "crowfoot" pattern of = VG=20 placement be used on the canard, since it has no sweep, and a little = slip=20 couldn't  dramatically change the effect of the VGs if each = pair worked=20 either way.  However, he suggested placing the VG's on each = swept main=20 wing all parallel to each other in such a way as to "trip" the = spanwise flow=20 at low airspeeds and high angles of attack, while being nearly = parallel to=20 the flow at high airspeeds.  ... snip = ... Keith=20 Hallsten
------=_NextPart_000_0036_01C3BC4A.E4076EC0-- From reflector@tvbf.org Sun Dec 7 06:52:34 2003 From: reflector@tvbf.org (Jim Sower) Date: Sun, 07 Dec 2003 00:52:34 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FD20905.FB2D2C5A@frontiernet.net> <3FD29837.3040002@bluefrog.com> Message-ID: <3FD2CE32.3B130322@frontiernet.net> <... I can reduce aft cg by installing vgs on the main wing only ...> Yes. But I don't know how to quantify that change in CG relative to AC so don't bet the farm. <... 1/2" elevator trim to take off ...> With what kind of load in front seat? Just you? Or you and someone else? What is your elevator position flat out at 8k ft? Is it negative? If so, how much? My best understanding of "stall proof" canard airplanes and "deep stall" is that (at the risk of over simplifying) canard airfoils have more chamber than main wing airfoils and therefore will stall at a lower AoA. Negative (nose up, TE down) elevator increases effective camber and makes canard stall sooner still. If the elevator deflection is negative (TE up) the effective camber decreases to the point that the main wing could stall first. Soooo, assuming that all the incidences are correct, the danger of deep stall occurs when a) you are at high AoA, and b) you have TE up elevator. To the best of my knowledge, the neutral pitch stability that Scott alluded to does not really happen with positive (TE down) elevator in the steady state condition. Alex, please correct me if I'm wrong here .... Jim S. John Dibble wrote: > So It sounds like I can reduce aft cg by installing vgs on the main wing > only, instead of putting weight in the nose. I'm not concerned about > defeating the purpose of vgs, because I think in my case I already have > the benefit by being aft cg. For example I only need 1/2" of elevator > trim for takeoff. I know I don't have any technical data to support > this, but hey, I gotta start somewhere. > > John From reflector@tvbf.org Sun Dec 7 11:28:51 2003 From: reflector@tvbf.org (Scott Baker) Date: Sun, 7 Dec 2003 06:28:51 -0500 Subject: REFLECTOR:Determining AFT CG Limit References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> Message-ID: <000b01c3bcb5$4c0d2c20$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_0008_01C3BC8B.61126F60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Yes. SB ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Saturday, December 06, 2003 10:02 PM Subject: Re: REFLECTOR:Determining AFT CG Limit Scott, Are you saying that in the case of "too far aft", that, without = corrective action, the canard will continue to rise and stall the main = wing? John Scott Baker wrote: VERY IMPORTANT NOTE> If, on the other hand, at the onset of the = stall you find the canard rising - and you are pushing on the stick to = maintain the constant climb attitude - you are in the dreaded "too far = aft" cg range ... immediately apply full forward elevator and full = power, lean forward, and take thyself back to the airport and (while = adding 5 knots to your normal approach speed) ... land and shift some = weight forward ... and then go do it again. SB ------=_NextPart_000_0008_01C3BC8B.61126F60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Yes.
SB
----- Original Message -----
From:=20 John=20 Dibble
Sent: Saturday, December 06, = 2003 10:02=20 PM
Subject: Re: = REFLECTOR:Determining AFT CG=20 Limit

Scott, Are you saying that in the case of "too far = aft", that,=20 without corrective action, the canard will continue to rise and stall = the main=20 wing?

John

Scott Baker wrote:
VERY IMPORTANT NOTE>  If, = on the other=20 hand, at the onset of the stall you find the canard rising = - and=20 you are pushing on the stick to maintain the constant climb attitude = - you=20 are in the dreaded "too far aft" cg range ... immediately apply full = forward=20 elevator and full power, lean forward, and take thyself back to = the=20 airport and (while adding 5 knots to your normal approach speed) ... = land=20 and shift some weight forward ... and then go do it = again.
SB

------=_NextPart_000_0008_01C3BC8B.61126F60-- From reflector@tvbf.org Sun Dec 7 12:52:30 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Sun, 7 Dec 2003 07:52:30 -0500 Subject: REFLECTOR:Vortex Generators on XL Message-ID: Jim, assuming the angle of incidents of the canard and wing to the plane is correct rigged, the high AoA is not the cause of the stall; just how you get can get into a deep stall. One can certainly have a high AofA and there is ZERO danger of deep stall if the CG is properly forward. If the CG is too far aft, you don't need a particularly high AoA and you still have deep stall potential. If I understand all this, the plane must always be in a configuration that the canard provides lift to fly. If you get the CG way too far aft, the canard would need to provide downforce on the nose to keep the nose from popping up due to the heavy tail. And canards are not designed to provide downforce on the nose, only lift. Yee gads, its easy to understand (I think?) but it's even easier to confuse when writing it down. Help, before I drown in confusion...is the inability of the canard to provide down force the reason (one of many, perhaps?) why a Velocity can't do an outside loop?? Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jim Sower Sent: Sunday, December 07, 2003 1:53 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL <... I can reduce aft cg by installing vgs on the main wing only ...> Yes. But I don't know how to quantify that change in CG relative to AC so don't bet the farm. <... 1/2" elevator trim to take off ...> With what kind of load in front seat? Just you? Or you and someone else? What is your elevator position flat out at 8k ft? Is it negative? If so, how much? My best understanding of "stall proof" canard airplanes and "deep stall" is that (at the risk of over simplifying) canard airfoils have more chamber than main wing airfoils and therefore will stall at a lower AoA. Negative (nose up, TE down) elevator increases effective camber and makes canard stall sooner still. If the elevator deflection is negative (TE up) the effective camber decreases to the point that the main wing could stall first. Soooo, assuming that all the incidences are correct, the danger of deep stall occurs when a) you are at high AoA, and b) you have TE up elevator. To the best of my knowledge, the neutral pitch stability that Scott alluded to does not really happen with positive (TE down) elevator in the steady state condition. Alex, please correct me if I'm wrong here .... Jim S. John Dibble wrote: > So It sounds like I can reduce aft cg by installing vgs on the main wing > only, instead of putting weight in the nose. I'm not concerned about > defeating the purpose of vgs, because I think in my case I already have > the benefit by being aft cg. For example I only need 1/2" of elevator > trim for takeoff. I know I don't have any technical data to support > this, but hey, I gotta start somewhere. > > John _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sun Dec 7 15:38:18 2003 From: reflector@tvbf.org (Scott) Date: Sun, 07 Dec 2003 08:38:18 -0700 Subject: REFLECTOR:Determining AFT CG Limit In-Reply-To: <001201c3bc21$e05315f0$0200a8c0@DAD> References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> Message-ID: <6.0.0.22.0.20031207083724.0374cd90@mail.tnstaafl.net> Good description Scott... Thats how I tested my AFT CG limit after removing the elevator cuffs and installing the VG's. Scott At 10:53 AM 12/6/2003, you wrote: >Lack of pitch stability is certainly a clue. >Set out a detailed, conservative flight test program to determine the aft >cg limit of your aircraft. >Step 1. would be to calculate the loading conditions to achieve a >rear-most cg (as shown in the POH). >Step 2. would be to load the aircraft so that the cg of the aircraft is >... say 2" forward of the rear most suggested limit and go fly the >aircraft. At a safe altitude and at a safe location - enter slow flight >(75-80 knots) and raise the nose (about 7-10 degrees pitch up attitude) >into a low power climb (about 16" map or around 1800 rpm) and wait for the >onset of the canard stall. Try to hold the pitch attitude during the >stall. If the nose is dropping and (in order to maintain the constant >climb attitude) you are pulling "nose up" stick force, this is >good. Land, calculate what it will take to shift the cg aft another 0.5" >and go do it again. >VERY IMPORTANT NOTE> If, on the other hand, at the onset of the stall you >find the canard rising - and you are pushing on the stick to maintain the >constant climb attitude - you are in the dreaded "too far aft" cg range >... immediately apply full forward elevator and full power, lean forward, >and take thyself back to the airport and (while adding 5 knots to your >normal approach speed) ... land and shift some weight forward ... and then >go do it again. >SB >----- Original Message ----- >From: Ronnie Brown >To: reflector@tvbf.org >Sent: Saturday, December 06, 2003 8:34 AM >Subject: REFLECTOR:Determining AFT CG Limit > >There's been a lot of discussion the last couple of months about flat >stall on Velocities and it has even come up in the more recent VG >conversations. > >But I don't recall any discussions on how to determine where the aft CG >limit is. Just what phenomenon are we looking for when we are on the >ragged edge of AFT CG other than the dreaded Flat Stall??? > >On a conventional airplane, the aft CG is determined by the lack of pitch >stability as the CG is moved rearward. > >Danny Maher ran a bunch of "trailer" tests and there were accidents but >beyond that, just how do you determine what the aft CG is (other than use >the numbers the factory provides). > >Ronnie Brown From reflector@tvbf.org Sun Dec 7 16:00:19 2003 From: reflector@tvbf.org (Scott) Date: Sun, 07 Dec 2003 09:00:19 -0700 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <157.292ae247.2d040b44@aol.com> References: <157.292ae247.2d040b44@aol.com> Message-ID: <6.0.0.22.0.20031207085938.036f8d78@mail.tnstaafl.net> How about changing the SUBJECT LINE if your going to change the subject!!! :-) At 09:49 PM 12/6/2003, you wrote: >Hello Jack. >I sure hope we don,t get yelled it for changing subject. My STEC auto >pilot pitched violently up and down until the he factory made it less >sensitive with an adjustable pot. As for roll oscillations try shorting >the servo arm and eliminate any play We are satisfied with STEC 30 and it >has a turn coordinator display. the true track does not. >Mack From reflector@tvbf.org Sun Dec 7 15:58:58 2003 From: reflector@tvbf.org (Scott) Date: Sun, 07 Dec 2003 08:58:58 -0700 Subject: REFLECTOR:Determining AFT CG Limit In-Reply-To: <3FD2982E.3050901@bluefrog.com> References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> Message-ID: <6.0.0.22.0.20031207084417.036f8100@mail.tnstaafl.net> I'm a different Scott but yes, in other words, that's what he means. If you increase the angle of attack that the canard stalls at by placement of VG's and do not increase the main wings stall angle by the same amount you may be able to stall the main wing. We all know that the Velocity is designed so the canard stalls before the main wing, in normal flights modes(not hammer head stalls as somebody reminded me). However, its my belief that because this scenario was reached by using lift enhancers(VG's) that only work when your flying, ie. below a certain airspeed the VG's become ineffective, If your plane is correctly balanced, once your forward airspeed drops below the point that the canard is flying the plane will recover, thus your not entering a deep stall, but a kind of conventional stall. This is conjecture and I've never tested it and wouldn't with out a parachute and disposable airplane. Scott At 08:02 PM 12/6/2003, you wrote:' >Scott, Are you saying that in the case of "too far aft", that, without >corrective action, the canard will continue to rise and stall the main wing? > >John > >Scott Baker wrote: >>VERY IMPORTANT NOTE> If, on the other hand, at the onset of the stall >>you find the canard rising - and you are pushing on the stick to maintain >>the constant climb attitude - you are in the dreaded "too far aft" cg >>range ... immediately apply full forward elevator and full power, lean >>forward, and take thyself back to the airport and (while adding 5 knots >>to your normal approach speed) ... land and shift some weight forward ... >>and then go do it again. >>SB From reflector@tvbf.org Sun Dec 7 16:35:58 2003 From: reflector@tvbf.org (John Dibble) Date: Sun, 07 Dec 2003 10:35:58 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <3FD2CE32.3B130322@frontiernet.net> References: <3FD20905.FB2D2C5A@frontiernet.net> <3FD29837.3040002@bluefrog.com> <3FD2CE32.3B130322@frontiernet.net> Message-ID: <3FD356EE.30106@bluefrog.com> Jim Sower wrote: > ><... 1/2" elevator trim to take off ...> >With what kind of load in front seat? > 170 lbs > Just you? Or you and someone else? What is >your elevator position flat out at 8k ft? > At 160 k TAS, the elevator TE is about 1/4-3/8" higher than the canard TE. > Is it negative? If so, how much? > >My best understanding of "stall proof" canard airplanes and "deep stall" is that (at >the risk of over simplifying) canard airfoils have more chamber than main wing >airfoils and therefore will stall at a lower AoA. Negative (nose up, TE down) >elevator increases effective camber and makes canard stall sooner still. If the >elevator deflection is negative (TE up) the effective camber decreases to the point >that the main wing could stall first. Soooo, assuming that all the incidences are >correct, the danger of deep stall occurs when a) you are at high AoA, and b) you have >TE up elevator. > It seems to me that to get a high AOA, the elevator TE needs to be down. It also seems that once you are at a high AOA, you would need to put the elevator TE up in order to bring the nose down. Are you saying that if I'm at a high AOA and I push the stick forward I increase the risk of a deep stall or am I confused? John > >To the best of my knowledge, the neutral pitch stability that Scott alluded to does >not really happen with positive (TE down) elevator in the steady state condition. > >Alex, please correct me if I'm wrong here .... Jim S. > > > > > > From reflector@tvbf.org Sun Dec 7 16:36:14 2003 From: reflector@tvbf.org (John Dibble) Date: Sun, 07 Dec 2003 10:36:14 -0600 Subject: REFLECTOR:Determining AFT CG Limit In-Reply-To: <000b01c3bcb5$4c0d2c20$0200a8c0@DAD> References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> <000b01c3bcb5$4c0d2c20$0200a8c0@DAD> Message-ID: <3FD356FE.90303@bluefrog.com> This is a multi-part message in MIME format. --------------050109030401070807060708 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit OK, I need to have deep stall defined. Is a deep stall anytime the main wing stalls, or is it a condition where the main wing stalls before the canard? John Scott Baker wrote: > Yes. > SB > > ----- Original Message ----- > From: John Dibble > To: reflector@tvbf.org > Sent: Saturday, December 06, 2003 10:02 PM > Subject: Re: REFLECTOR:Determining AFT CG Limit > > Scott, Are you saying that in the case of "too far aft", that, > without corrective action, the canard will continue to rise and > stall the main wing? > > John > > Scott Baker wrote: > >> VERY IMPORTANT NOTE> If, on the other hand, at the onset of the >> stall you find the canard rising - and you are pushing on the >> stick to maintain the constant climb attitude - you are in the >> dreaded "too far aft" cg range ... immediately apply full forward >> elevator and full power, lean forward, and take thyself back to >> the airport and (while adding 5 knots to your normal approach >> speed) ... land and shift some weight forward ... and then go do >> it again. >> SB >> --------------050109030401070807060708 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit OK, I need to have deep stall defined.  Is a deep stall anytime the main wing stalls, or is it a condition where the main wing stalls before the canard?

John

Scott Baker wrote:
Yes.
SB
----- Original Message -----
Sent: Saturday, December 06, 2003 10:02 PM
Subject: Re: REFLECTOR:Determining AFT CG Limit

Scott, Are you saying that in the case of "too far aft", that, without corrective action, the canard will continue to rise and stall the main wing?

John

Scott Baker wrote:
VERY IMPORTANT NOTE>  If, on the other hand, at the onset of the stall you find the canard rising - and you are pushing on the stick to maintain the constant climb attitude - you are in the dreaded "too far aft" cg range ... immediately apply full forward elevator and full power, lean forward, and take thyself back to the airport and (while adding 5 knots to your normal approach speed) ... land and shift some weight forward ... and then go do it again.
SB

--------------050109030401070807060708-- From reflector@tvbf.org Sun Dec 7 17:01:47 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 7 Dec 2003 12:01:47 EST Subject: REFLECTOR:Vortex Generators on XL Message-ID: -------------------------------1070816507 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Nope I was just answering Jack's question. I told him we would be in get in trouble. I am so sorry I am so sorry I am so sorry Times 100000 Mack -------------------------------1070816507 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Nope
I was just answering Jack's question.<= /EM>
I told him we would be in get in trouble.
I am so sorry
I am so sorry
I am so sorry Times 100000
Mack
-------------------------------1070816507-- From reflector@tvbf.org Sun Dec 7 17:33:39 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sun, 7 Dec 2003 11:33:39 -0600 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0058_01C3BCB5.F5A94700 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit I have an excellent minds eye picture of what VG's do, and why they are good. So far, all of the technical discussion of VG's do not contradict how I see them working in my mind. I came up with my concept of VG's one day when I was a riding in an MD80 (I think). I was seated above the wing, and was examining the engine nacelle, and wondered why they put a huge VG down there on the nacelle. As luck had it, that day was very humid, and the VG generated a visible vortex at a high AOA. Really cool, the vortex went over the wing, and kept airflow attached to the huge flap that is very close to the fuselage. Here's how I came to see VG's functioning. First, look at the airfoil without any aid to keep the airflow attached. Somewhere above the airfoil, the air comes detached, and tumbles around in this little area. It became detached because the air molecules wanted to go forward rather than getting sucked down by the airfoil. Kinda like cavitation, or very mild stall. Like the large red spot on Jupiter, there's this small part near the trailing edge that doesn't stay attached. In a way, it is a vortice, but it's center of rotation is parralell to the wing. Now, we want the airflow to stay attached. What we need is to move a lot of air molecules closer to the wing, but first I want to explain what I think a vortex is. It's a rotating structure of air where the air pressure at the center is very low. As distance increases from the center of the vortex, air pressure increases, and then again decreases to the point the vortex cannot be detected. Back to attaching airflow to the airfoil; assume we could make a vortex several inches (or some optimum) distance away from the airfoil. Now, the vortex provides a higher pressure air that was displaced from the center of the vortex. The center of this vortex is now substituted for the tumbling vortex of the original airfoil. Yeah, this is difficult to explain. I'm no aerodynamicist, but this minds eye view works for me. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Saturday, December 06, 2003 6:45 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Vortex Generators on XL Keith, You are correct about the way that VG's work for the most part, and I was hoping not to start a really big discussion about this, but I suppose that is the intent of this news group. The reason that laminar flow is lost, is because skin friction slows the airflow within about .01 or so the surface the surface of the wing. This flow, lacking kinetic energy (relative to the surface of the wing) is drawn into the negative pressure area above the wing, separates from the surface, and becomes turbulent. Vortex generators are designed to mix the air that still contains energy (which fortunately is close to the wing surface) with the low energy air at the wing surface, and thereby maintaining laminar flow further back into the negative pressure area than would be possible without this mixing. If you look at a wind tunnel test you will see the vortices moving wildly back across the wing, but upon close inspection, there is an energized layer of laminar flow against the skin. This extended laminar flow is what the vortices make possible, and what keeps the wing flying at a higher angle of attack. ------=_NextPart_000_0058_01C3BCB5.F5A94700 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I have=20 an excellent minds eye picture of what VG's do, and why they are = good.  So=20 far, all of the technical discussion of VG's do not contradict how I see = them=20 working in my mind.
 
I came=20 up with my concept of VG's one day when I was a riding in an MD80 (I=20 think).  I was seated above the wing, and was examining the engine = nacelle,=20 and wondered why they put a huge VG down there on the nacelle.  As = luck had=20 it, that day was very humid, and the VG generated a visible vortex at a = high=20 AOA.  Really cool, the vortex went over the wing, and kept airflow = attached=20 to the huge flap that is very close to the fuselage.
 
Here's=20 how I came to see VG's functioning.  First, look at the airfoil = without any=20 aid to keep the airflow attached.  Somewhere above the airfoil, the = air=20 comes detached, and tumbles around in this little area.  It became = detached=20 because the air molecules wanted to go forward rather than getting = sucked down=20 by the airfoil.  Kinda like cavitation, or very mild stall.  = Like the=20 large red spot on Jupiter, there's this small part near the trailing = edge that=20 doesn't stay attached.  In a way, it is a vortice, but it's center = of=20 rotation is parralell to the wing.
 
Now,=20 we want the airflow to stay attached.  What we need is to move a = lot of air=20 molecules closer to the wing, but first I want to explain what I think a = vortex=20 is.  It's a rotating structure of air where the air pressure at the = center=20 is very low.  As distance increases from the center of the vortex, = air=20 pressure increases, and then again decreases to the point the vortex = cannot be=20 detected.
 
Back=20 to attaching airflow to the airfoil; assume we could make a vortex = several=20 inches (or some optimum) distance away from the airfoil.  Now, the = vortex=20 provides a higher pressure air that was displaced from the center = of the=20 vortex.  The center of this vortex is now substituted for the = tumbling=20 vortex of the original airfoil.
 
Yeah,=20 this is difficult to explain.  I'm no aerodynamicist, but this = minds eye=20 view works for me.

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = barely=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Alex=20 Balic
Sent: Saturday, December 06, 2003 6:45 = PM
To:=20 reflector@tvbf.org
Subject: RE: REFLECTOR:Vortex Generators = on=20 XL

Keith,
You=20 are correct about the way that VG's work for the most part, and I was = hoping=20 not to start a really big discussion about this, but I suppose that is = the=20 intent of this news group.  The reason that laminar flow is lost, = is=20 because skin friction slows the airflow within about .01 or=20 so the surface the surface of the wing. This flow, lacking = kinetic=20 energy (relative to the surface of the wing) is drawn into the = negative=20 pressure area above the wing, separates from the surface, and becomes=20 turbulent.  Vortex generators are designed to mix the air = that still=20 contains energy (which fortunately is close to the wing=20 surface) with the low energy air at the wing surface, = and thereby=20 maintaining laminar flow further back into the negative pressure area = than=20 would be possible without this mixing.  If you look at a wind = tunnel test=20 you will see the vortices moving wildly back across the wing, but upon = close=20 inspection, there is an energized layer of laminar flow against the=20 skin. This extended laminar flow is what the vortices make = possible,=20 and what keeps the wing flying at a higher angle of=20 attack.
 
------=_NextPart_000_0058_01C3BCB5.F5A94700-- From reflector@tvbf.org Sun Dec 7 19:06:08 2003 From: reflector@tvbf.org (Dave Nelson) Date: Sun, 7 Dec 2003 13:06:08 -0600 Subject: REFLECTOR: Ordering an MT Prop References: <6.0.0.22.0.20031204095529.01ae6540@mail.tnstaafl.net> Message-ID: <008b01c3bcf5$2c16d890$6501a8c0@VELOCITY> I'll make one comment on this discussion. I bought a MT prop for my non-counterweighted IO-360 before the RPM restrictions were known. It was a great disapointment... However, as a company, MT has been excellent to work with. I've had two motor problems with my electric prop. Yes, it's true, I shouldn't have had ANY problems, but read on. The first time they immediately sent a replacement motor, no questions asked. The second time, they sent a replacement motor so I could fly the airplane, and a new, upgraded motor system - which they installed for me at the Oshkosh airshow. During that work, the engineer doing the install observed some minor cosmetic damage to the prop - and enabled me to get the prop refinished - under warranty. This is a company that stands behind their products. I believe they'll stand behind us in finding a solution to the RPM restrictions. Dave ----- Original Message ----- From: "Scott" To: Sent: Thursday, December 04, 2003 10:57 AM Subject: Re: REFLECTOR: Ordering an MT Prop > Its interesting that there are many aluminum props made for the 200 HP > Lycomings that have no problems of this sort. > > I would think a composite prop would be even more resilient? > > Scott > > At 09:13 AM 12/4/2003, you wrote: > >In a message dated 12/3/2003 4:34:48 PM Pacific Standard Time, > >sbakr@comcast.net writes: > >Doug, > >Before I forget, if you are operating a Lycoming IO-360C1C or other > >Lycoming non-counterweighted crank shaft engine, the MT-Propeller(s) for > >this application have certain operational rpm restrictions that need to be > >followed. > > > >Being the one who brought this RPM restriction range for > >non-counterweighted engines "out of the closet," I have had first hand > >experience with the blade cracking, and open to options. My hanger > >neighbor (Don) is building a Cozy 4, with a non-counterweighted Lyc. He > >had an mt ordered through Velocity. Yes, he checked and Velocity was the > >best provider he could find. However, when he learned of the restricted > >range, he investigated other options. A fellow at our airport has a > >Defiant, with Hoffmans on it. Don contacted Hoffman who said they could > >provide a propeller without a restricted range for the non-counterweighted > >engines, so he ordered one. He said Velocity was very accommodating on > >canceling the mt order. However, the cost is going to be about $2,000 > >more than the mt from Velocity. I don't really think this is the > >direction we want to go. > > > >Maybe Scott Baker has some info regarding pros & cons of the Hoffman, > >other than the price. > > > >TEC > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 7 19:19:16 2003 From: reflector@tvbf.org (Scott Baker) Date: Sun, 7 Dec 2003 14:19:16 -0500 Subject: REFLECTOR:Determining AFT CG Limit References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> <000b01c3bcb5$4c0d2c20$0200a8c0@DAD> <3FD356FE.90303@bluefrog.com> Message-ID: <001b01c3bcf7$036dfe30$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_0016_01C3BCCD.18906660 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi John, I think most folks in the canard community regard the stalling of the = main wings a "deep stall". The definition would apply to both of the = situations you describe. SB ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Sunday, December 07, 2003 11:36 AM Subject: Re: REFLECTOR:Determining AFT CG Limit OK, I need to have deep stall defined. Is a deep stall anytime the = main wing stalls, or is it a condition where the main wing stalls before = the canard? John ------=_NextPart_000_0016_01C3BCCD.18906660 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi John,
I think most folks in the canard = community regard=20 the stalling of the main wings a "deep stall".  The definition = would apply=20 to both of the situations you describe.
SB
----- Original Message -----
From:=20 John=20 Dibble
Sent: Sunday, December 07, 2003 = 11:36=20 AM
Subject: Re: = REFLECTOR:Determining AFT CG=20 Limit

OK, I need to have deep stall defined.  Is a deep = stall=20 anytime the main wing stalls, or is it a condition where the main wing = stalls=20 before the canard?

John
------=_NextPart_000_0016_01C3BCCD.18906660-- From reflector@tvbf.org Sun Dec 7 21:48:27 2003 From: reflector@tvbf.org (steve korney) Date: Sun, 07 Dec 2003 21:48:27 +0000 Subject: REFLECTOR:Vortex Generators on XL Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_62fd_57b8_dc Content-Type: text/plain; format=flowed Maybe this will help to answer some questions...Note that VG's are a BAND-AID for inproper design. If you've ever opened up the stopper in a sink full of water and watched the water swirl down the drain, you know what a vortex is. Simply put, it is an energetic swirling mass of fluid. Vortices are quite common in aerodynamics. Probably the most well-known and significant of these are the trailing vortices that are seen coming off the tips of wings in flight. These vortices are not desirable because they create a type of drag known as induced drag, or that drag induced by a surface generating lift (like a wing). Aerodynamicists often spend considerable effort trying to reduce the adverse effects of such vortices. However, vortices very similar to trailing vortices can also be used to produce beneficial effects, and one of the methods used to create beneficial vortices is the vortex generator. In previous questions, we have discussed the concept of flow separation. When an aircraft flies at high angles of attack, the airflow over the wing can become detached, or it stops following the shape of the wing. When this happens, the lift produced by the wing will suddenly and rapidly decrease, and the wing is said to be stalled. When the flow separates from the wing, it usually means the air is moving too slowly, or there isn't enough energy in the flow to keep it moving. Since vortices are energetic, they can be used to put energy back into the flow to keep it moving in the desired direction. This is what vortex generators are designed to do. Vortex generators are simply small rectangular plates that jut above the wing surface. They look like tiny little wings jutting up perpendicular to the wing itself. As air moves past them, vortices are created off the tips of the generators just like the trailing vortices mentioned earlier. These vortices interact with the rest of the air moving over the wing to speed it up and help reduce the possibility of separation. Vortex generators are typically used in the following applications: Swept wings at transonic speed: Many early swept wings were found to suffer from separation at transonic speeds because the shocks formed on the wing slow the air suddenly. The Buccaneer and Javelin are good examples of such aircraft. A Buccanner folding its wings, note the vortex generators near the leading edge The Buccanner utilizes one set of generators along the leading edge of the outer portion of the wing. A Gloster Javelin showing the three sets of vortex generators located along the outer portion of the wing Three sets of vortex generators are used along the Javelin's outer wing with one set located near the leading edge, another just before the ailerons, and a third set in between. The generators on both planes serve to break up the shocks formed at transonic speeds thereby delaying the effects of separation. The generators located just ahead of the ailerons on the Javelin wing also help improve the effectiveness of these control surfaces at low speed or high angle of attack, as discussed in the next example. Ineffective control surfaces: The separation problem becomes even more significant since control surfaces like flaps and ailerons are usually located along the trailing edge of a wing. When the flow seperates from the wing, these control surfaces have little or no air flowing over them and they become ineffective. Thus, not only will the aircraft lose lift when the wing stalls, but the pilot may not be able to control the orientation of the aircraft. In this case, vortex generators are often placed shortly before the control surfaces to create a faster flow of air over the surfaces making them more effective. The following example shows vortex generators placed ahead of the ailerons on an EMB-120. Vortex generators on the wing of an EMBRAER EMB-120 Short-takeoff and landing aircraft: These aircraft generally must operate at low speeds during takeoff and landing, so the flow speed over the wings tends to be low as well. Aircraft like the C-17 Globemaster III use vortex generators to create a higher-speed flow over the wings and control surfaces at these conditions to improve performance and controllability. Vortex generators are not the only method used to delay wing stall. Wing fences, thick trailing edges, dogtooths or sawtooths, drooped leading edges or slats, and leading-edge notches produce similar effects. Each method has its drawbacks, most notably increased drag, and they are typically only used as a last resort when re-designing the entire wing is just not practical. For these reasons, they are sometimes referred to as the "vacuum cleaners of the aerodynamicist" since they are used to clean up after previous mistakes. Best... Steve _________________________________________________________________ Winterize your home with tips from MSN House & Home. http://special.msn.com/home/warmhome.armx ------=_NextPart_000_62fd_57b8_dc Content-Type: image/pjpeg; name="Vortex generators #3.jpg" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="Vortex generators #3.jpg" /9j/4AAQSkZJRgABAQEBLAEsAAD/2wBDAAYEBQYFBAYGBQYHBwYIChAKCgkJ ChQODwwQFxQYGBcUFhYaHSUfGhsjHBYWICwgIyYnKSopGR8tMC0oMCUoKSj/ 2wBDAQcHBwoIChMKChMoGhYaKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgo KCgoKCgoKCgoKCgoKCgoKCgoKCgoKCj/wAARCAFrAiYDASIAAhEBAxEB/8QA HAAAAQUBAQEAAAAAAAAAAAAAAwECBAUGBwAI/8QAQhAAAgEDAwIFAgQEBAQF BAMBAQIDAAQREiExBUEGEyJRYTJxBxSBkRUjQqEzUrHBFiRi4RdygtHxNENj 8CVERZL/xAAZAQADAQEBAAAAAAAAAAAAAAAAAQIDBAX/xAAxEQACAgEEAQMD AgYDAAMAAAAAAQIRIQMSMUFRBBNhIjJxFEJSgZGxwdEFI/Ch4fH/2gAMAwEA AhEDEQA/AOUONIUfqdt6e3liRTnbFHMZYEsp1U0W51tld69H8nmOSYExqMaj k0rYZc7AZo3lOHACHT3OKaYGIb+W2SfahpsFJXkjFQ029eYZfIO3HNHeDfSV 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References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> <3FD2982E.3050901@bluefrog.com> <000b01c3bcb5$4c0d2c20$0200a8c0@DAD> <3FD356FE.90303@bluefrog.com> <001b01c3bcf7$036dfe30$0200a8c0@DAD> Message-ID: <003f01c3bd0e$53edefc0$72a83c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_003C_01C3BCCB.459FF640 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The reason it's "deep" is because it's a hole that's hard to get out of. = It's a stable regime that is marginally recoverable at best. However, = riding it to the ground has not been uniformly fatal, unlike the typical = "approach to final" stall in conventional aircraft. ----- Original Message -----=20 From: Scott Baker=20 To: reflector@tvbf.org=20 Sent: Sunday, December 07, 2003 11:19 AM Subject: Re: REFLECTOR:Determining AFT CG Limit Hi John, I think most folks in the canard community regard the stalling of the = main wings a "deep stall". The definition would apply to both of the = situations you describe. SB ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Sunday, December 07, 2003 11:36 AM Subject: Re: REFLECTOR:Determining AFT CG Limit OK, I need to have deep stall defined. Is a deep stall anytime the = main wing stalls, or is it a condition where the main wing stalls before = the canard? John ------=_NextPart_000_003C_01C3BCCB.459FF640 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The reason it's "deep" is because it's = a hole=20 that's hard to get out of.  It's a stable regime that is marginally = recoverable at best.  However, riding it to the ground has not been = uniformly fatal, unlike the typical "approach to final" stall in = conventional=20 aircraft.
 
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Sunday, December 07, 2003 = 11:19=20 AM
Subject: Re: = REFLECTOR:Determining AFT CG=20 Limit

Hi John,
I think most folks in the canard = community regard=20 the stalling of the main wings a "deep stall".  The definition = would=20 apply to both of the situations you describe.
SB
----- Original Message -----
From:=20 John=20 Dibble
Sent: Sunday, December 07, = 2003 11:36=20 AM
Subject: Re: = REFLECTOR:Determining AFT=20 CG Limit

OK, I need to have deep stall defined.  Is a = deep stall=20 anytime the main wing stalls, or is it a condition where the main = wing=20 stalls before the = canard?

John
------=_NextPart_000_003C_01C3BCCB.459FF640-- From reflector@tvbf.org Mon Dec 8 00:33:07 2003 From: reflector@tvbf.org (Tom Martino) Date: Sun, 7 Dec 2003 17:33:07 -0700 Subject: REFLECTOR:Vortex Generators on XL Message-ID: This is by far the best explanation I have read to date. Bravo! Now the 64-thousand dollar question ... how many and where should they be placed on the Velocity? -----Original Message----- From: steve korney [mailto:s_korney@hotmail.com] Sent: Sunday, December 07, 2003 2:48 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Vortex Generators on XL Maybe this will help to answer some questions...Note that VG's are a BAND-AID for inproper design. If you've ever opened up the stopper in a sink full of water and watched the water swirl down the drain, you know what a vortex is. Simply put, it is an energetic swirling mass of fluid. Vortices are quite common in aerodynamics. Probably the most well-known and significant of these are the trailing vortices that are seen coming off the tips of wings in flight. These vortices are not desirable because they create a type of drag known as induced drag, or that drag induced by a surface generating lift (like a wing). Aerodynamicists often spend considerable effort trying to reduce the adverse effects of such vortices. However, vortices very similar to trailing vortices can also be used to produce beneficial effects, and one of the methods used to create beneficial vortices is the vortex generator. In previous questions, we have discussed the concept of flow separation. When an aircraft flies at high angles of attack, the airflow over the wing can become detached, or it stops following the shape of the wing. When this happens, the lift produced by the wing will suddenly and rapidly decrease, and the wing is said to be stalled. When the flow separates from the wing, it usually means the air is moving too slowly, or there isn't enough energy in the flow to keep it moving. Since vortices are energetic, they can be used to put energy back into the flow to keep it moving in the desired direction. This is what vortex generators are designed to do. Vortex generators are simply small rectangular plates that jut above the wing surface. They look like tiny little wings jutting up perpendicular to the wing itself. As air moves past them, vortices are created off the tips of the generators just like the trailing vortices mentioned earlier. These vortices interact with the rest of the air moving over the wing to speed it up and help reduce the possibility of separation. Ineffective control surfaces: The separation problem becomes even more significant since control surfaces like flaps and ailerons are usually located along the trailing edge of a wing. When the flow seperates from the wing, these control surfaces have little or no air flowing over them and they become ineffective. Thus, not only will the aircraft lose lift when the wing stalls, but the pilot may not be able to control the orientation of the aircraft. In this case, vortex generators are often placed shortly before the control surfaces to create a faster flow of air over the surfaces making them more effective. Vortex generators are not the only method used to delay wing stall. Wing fences, thick trailing edges, dogtooths or sawtooths, drooped leading edges or slats, and leading-edge notches produce similar effects. Each method has its drawbacks, most notably increased drag, and they are typically only used as a last resort when re-designing the entire wing is just not practical. For these reasons, they are sometimes referred to as the "vacuum cleaners of the aerodynamicist" since they are used to clean up after previous mistakes. _________________________________________________________________ Winterize your home with tips from MSN House & Home. http://special.msn.com/home/warmhome.armx From reflector@tvbf.org Mon Dec 8 00:44:19 2003 From: reflector@tvbf.org (Jim Agnew) Date: Sun, 7 Dec 2003 16:44:19 -0800 (PST) Subject: REFLECTOR: Ordering an MT Prop In-Reply-To: <008b01c3bcf5$2c16d890$6501a8c0@VELOCITY> Message-ID: <20031208004419.59929.qmail@web41315.mail.yahoo.com> Those of you with non-counterweighted engines don't feel alone, there are certified aircraft with metal two bladed props with this same restriction, the Grumman Tiger for one so it is not an isolated case. Jim --- Dave Nelson wrote: > I'll make one comment on this discussion. I bought a MT > prop for my > non-counterweighted IO-360 before the RPM restrictions > were known. It was a > great disapointment... > > However, as a company, MT has been excellent to work > with. I've had two > motor problems with my electric prop. Yes, it's true, I > shouldn't have had > ANY problems, but read on. The first time they > immediately sent a > replacement motor, no questions asked. The second time, > they sent a > replacement motor so I could fly the airplane, and a new, > upgraded motor > system - which they installed for me at the Oshkosh > airshow. During that > work, the engineer doing the install observed some minor > cosmetic damage to > the prop - and enabled me to get the prop refinished - > under warranty. > > This is a company that stands behind their products. I > believe they'll > stand behind us in finding a solution to the RPM > restrictions. > > Dave > ----- Original Message ----- > From: "Scott" > To: > Sent: Thursday, December 04, 2003 10:57 AM > Subject: Re: REFLECTOR: Ordering an MT Prop > > > > Its interesting that there are many aluminum props made > for the 200 HP > > Lycomings that have no problems of this sort. > > > > I would think a composite prop would be even more > resilient? > > > > Scott > > > > At 09:13 AM 12/4/2003, you wrote: > > >In a message dated 12/3/2003 4:34:48 PM Pacific > Standard Time, > > >sbakr@comcast.net writes: > > >Doug, > > >Before I forget, if you are operating a Lycoming > IO-360C1C or other > > >Lycoming non-counterweighted crank shaft engine, the > MT-Propeller(s) for > > >this application have certain operational rpm > restrictions that need to > be > > >followed. > > > > > >Being the one who brought this RPM restriction range > for > > >non-counterweighted engines "out of the closet," I > have had first hand > > >experience with the blade cracking, and open to > options. My hanger > > >neighbor (Don) is building a Cozy 4, with a > non-counterweighted Lyc. He > > >had an mt ordered through Velocity. Yes, he checked > and Velocity was the > > >best provider he could find. However, when he learned > of the restricted > > >range, he investigated other options. A fellow at our > airport has a > > >Defiant, with Hoffmans on it. Don contacted Hoffman > who said they could > > >provide a propeller without a restricted range for the > non-counterweighted > > >engines, so he ordered one. He said Velocity was very > accommodating on > > >canceling the mt order. However, the cost is going to > be about $2,000 > > >more than the mt from Velocity. I don't really think > this is the > > >direction we want to go. > > > > > >Maybe Scott Baker has some info regarding pros & cons > of the Hoffman, > > >other than the price. > > > > > >TEC > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed & Flying From reflector@tvbf.org Mon Dec 8 00:53:32 2003 From: reflector@tvbf.org (Scott) Date: Sun, 07 Dec 2003 17:53:32 -0700 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: References: Message-ID: <6.0.0.22.0.20031207174737.037794f0@mail.tnstaafl.net> At 02:48 PM 12/7/2003, you wrote: >..Note that VG's are a BAND-AID for inproper design. I couldn't disagree stronger, VG's can be lift enhancers that no clean wing design alone could produce, they could also be a fix to some design problem as Rutan just employed them on Space Ship One. In our case they are not band-aids at all. The wing fly's as designed. We aren't curing some problem, we are changing the behavior to suit our perceived needs. Some want more lift or a slower stall speed, so they use them. Scott From reflector@tvbf.org Mon Dec 8 06:09:32 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 08 Dec 2003 06:09:32 +0000 Subject: REFLECTOR:VG's Message-ID: Here is an interesting article on VG's Vortex Generators - Stall Speeds and Maneuvering Speed Various opinions have recently been given on the effect of vortex generators on stall speeds and maneuvering speeds. I believe that it is appropriate that an engineering approach should be shown as well. If the calculations below can be verified then Van should issue a warning that a potential hazard can exist. In Section 15 of Van's Manual a definition is given of maneuvering speed. 1. The maximum speed at which full abrupt controls can be applied. 2. The minimum speed at which limit G-load can be produced. So in the RV6 the G limit has been established to be 6g's and at 132 mph a full abrupt pull on the stick will produce 6g's before it stalls. At lower speeds less than 6g's will result and at higher speeds more than 6g's will result. So how is this related to the stall speed? The answer is in the lift equation. L = Cl x r x V squared / 2 x A L = lift Cl = coefficient of lift r = air density V = velocity A = wing area In straight and level flight the Lift is equal to the gross weight (1600 lbs) In a 6 g turn, Lift must be 1600 x 6 = 9600 lbs Lift(1) = 1600 stall speed is 54 mph and an abrupt pull will give only 1 g max Lift(2) = 9600 if we don't know this speed we can calculate it. Lift(2) = 6 x Lift(1) by substituting in the lift equation Lift(2) = Cl x r x V(2)squared/2 x A 6 x Lift(1) = 6 x Cl x r x V(1)squared/2 / A Cl x r x V(2)squared/2 x A = 6 x Cl x r x V(1)squared/2 x A This reduces to V(2)squared = 6 x V(1)squared V(2)squared = 6 x 54 x 54 = 17,496 V(2) = sqrt (17,496) = 132 mph So an abrupt pull at 132 mph will give 6g and then a stall, just like Van says. Now we have some hard evidence that the vg's reduce the stall speed on RV's. >From the lift equation, everything must remain the same except the coefficient of lift. So adding vg's changes the coefficient of lift. It is in effect, changing the airfoil. The mechanism has been studied to death. The turbulent flow created by the vgs allows the boundary layer to remain attached farther back on the airfoil at high angles of attack, and allows greater angles of attack before separation occurs. Does the maneuvering speed change too? You bet it does. Let's use Terry Jantzi's numbers. We can see evidence since the 2g stall speed has changed. First, without the vgs installed 6 x V(1)squared = 6 x 56 x 56 = 18,816 sqrt (18,816) = 137 mph (119 knots) So Terry would be able to pull 6 g's and no more at 119 knots With the vgs installed 6 x V(1)squared = 6 x 53 x 53 = 16,854 sqrt (16854) = 130 mph (113 knots) So with the vg's installed he can pull 6 g's at only 113 knots Is there a hazard? If he has calculated the maneuvering speed to be 137 mph from the no vg condition and assumes it is good for the with vg condition, how many g's is he able to pull with full abrupt stick movement at 137 mph? 137 x 137 / 53 x 53 = 6.7 g's In Terry's case the change in stall speed was minimal. What happens when the change is greater and the stall speeds are lower? Larry says that his RV4 slow flight speed has gone down from 40 mph to 30 mph. He must be skinny. Van says the stall speed should be 48 mph. Van's maneuvering speed would be Sqrt (6 x 48 x 48) = 118 mph Since Larry's RV4 with the vg's will fly at 30, I am going to assume that at gross weight it will stall at 40 mph. If Larry flys at 118 mph with the vg's on and pulls back hard on his stick, he will expose his RV4 to (118 x 118) / ( 40 x 40) = 8.7 g's Wow! Larry's plane flown solo could turn around in my yard. His maneuvering speed with the vg's should be Sqrt(6 x 40 x 40) = 98 mph That's a fairly large change. It is a potential hazard? I think so. The correct maneuvering speed should be determined. Kinda makes you think... Best... Steve _________________________________________________________________ Tired of slow downloads and busy signals? Get a high-speed Internet connection! Comparison-shop your local high-speed providers here. https://broadband.msn.com From reflector@tvbf.org Mon Dec 8 06:13:47 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 08 Dec 2003 06:13:47 +0000 Subject: REFLECTOR:VG's Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_195f_5a7c_1baa Content-Type: text/plain; format=flowed Guess we aren't the only ones using VG's Best... Steve _________________________________________________________________ Our best dial-up offer is back. 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/iacvwz8Vg/8itrR5xj7FL1/75oTh1f4j5JdjKHhjUiM/Zjj1yKefCepgZNu ceua1l+GXi5mIHhPWm9hYzZ/9Bpknw28XIGLeFdYXbjJNjNxnp/DWt6S3f4i 5J9jLj8M3jxq7BI1Jxl8gfyqM6U8Ssv263C91Ep/lVm+8Ja5pdrLPeaPfWkE X+skntnRUyQBkkYHJA/Gsk46ZFC5HqiXFrcnSztyfnvUUeyMacbayQjN00nf 5EI/nVX8R+lJnjqKfu9hFoDTgfmNxj2xQ72CY2RzSc87yBx+FVc89RRyTgHm loMllmhOfLg2/Vs1AxyegH0r1L/hlr4zn5f+FT+OCRxtPh28yP8AyHT5P2Wf jU7lm+EvjksTk/8AFOXn/wAboauFmeU5pyyMhyDg5zXqn/DKfxqzj/hUXjr/ AMJu8/8AjdL/AMMp/Gr/AKJH46/8Ju8/+NUlHzCzPN11i5CBQyjHfaMmj+2L vOfN2/RQP6V6QP2UvjV/0SPx1/4Td7/8apR+yj8acE/8Kj8ddcf8i3ef/Gq1 TfcLHnEWs3kOSk5BJycCtWx8YXsbjzVSdc5O9A3512J/ZS+NI6/CPxyP+5bv P/jdXNP/AGTvjNJIA/wo8bxr3LeHLzHX/rnWkG27XE49bHH61KNRubC68kIk iMdo+7ngVT8pcjaQnfPavWof2YPi+tjJbN8KvGnmwSbo5P8AhHrz94p/h/1e OOv51WX9l/4xk8fCnxpn1/4R67/+N1N0m0XaTWx5gVHJGDnv601ic8fkO1eo /wDDL/xj5/4tT40B9vD93/Py6aP2YPjGxP8AxarxoM/9QC7/APjdK67js+x/ /9k= ------=_NextPart_000_195f_5a7c_1baa-- From reflector@tvbf.org Mon Dec 8 14:21:31 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Mon, 8 Dec 2003 09:21:31 -0500 Subject: REFLECTOR:VG's Message-ID: I wonder how much they reduce the stall speed? Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of steve korney Sent: Monday, December 08, 2003 1:14 AM To: Reflector@tvbf.org Subject: REFLECTOR:VG's Guess we aren't the only ones using VG's Best... Steve _________________________________________________________________ Our best dial-up offer is back. Get MSN Dial-up Internet Service for 6 months @ $9.95/month now! http://join.msn.com/?page=dept/dialup From reflector@tvbf.org Mon Dec 8 14:36:23 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Mon, 8 Dec 2003 09:36:23 -0500 Subject: REFLECTOR:VG's Message-ID: Steve, Good information on the theory and mathematical support for what VGs do and why they do it. Probably more than I cared to know but a little extra knowledge never hurts. The only suspect statement was your contention that VGs are just an "aerodynamic bandaid." As Scott pointed out, the use of VGs may well allow other design input to the wing that yields favorable and valuable characteristics; such as a higher speed, lower drag wing. If the wing were "fattened up" you may not need VGs but then a Velo might not be able to outrun my old TriPacer, absent a bunch of horsepower. If we accept the proposition that VGs jsut rectify design errors, then we can conclude that flaps on a wing are just a lame attempt to mitigate a wing design flaw? I would lean more toward the VGs being an "enabler". It allows you to achieve the desired performance characteristics of the wing at cruise (such as low drag), while maintaning favorable characteristics in different flight regimes, such as slow flight at landing. In reality, VGs are pretty close to a "free lunch"; very little drag at cruise and well documented improvement at stall speeds. And finally, given all the earlier concern about reduced aileron effectiveness at slow speeds, your photos makes one wonder about a row of VGs just ahead of the ailerons, ala Javelin? Who will be the first to test this breakthru idea? Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of steve korney Sent: Monday, December 08, 2003 1:10 AM To: Reflector@tvbf.org Subject: REFLECTOR:VG's Here is an interesting article on VG's Vortex Generators - Stall Speeds and Maneuvering Speed Various opinions have recently been given on the effect of vortex generators on stall speeds and maneuvering speeds. I believe that it is appropriate that an engineering approach should be shown as well. If the calculations below can be verified then Van should issue a warning that a potential hazard can exist. In Section 15 of Van's Manual a definition is given of maneuvering speed. 1. The maximum speed at which full abrupt controls can be applied. 2. The minimum speed at which limit G-load can be produced. So in the RV6 the G limit has been established to be 6g's and at 132 mph a full abrupt pull on the stick will produce 6g's before it stalls. At lower speeds less than 6g's will result and at higher speeds more than 6g's will result. So how is this related to the stall speed? The answer is in the lift equation. L = Cl x r x V squared / 2 x A L = lift Cl = coefficient of lift r = air density V = velocity A = wing area In straight and level flight the Lift is equal to the gross weight (1600 lbs) In a 6 g turn, Lift must be 1600 x 6 = 9600 lbs Lift(1) = 1600 stall speed is 54 mph and an abrupt pull will give only 1 g max Lift(2) = 9600 if we don't know this speed we can calculate it. Lift(2) = 6 x Lift(1) by substituting in the lift equation Lift(2) = Cl x r x V(2)squared/2 x A 6 x Lift(1) = 6 x Cl x r x V(1)squared/2 / A Cl x r x V(2)squared/2 x A = 6 x Cl x r x V(1)squared/2 x A This reduces to V(2)squared = 6 x V(1)squared V(2)squared = 6 x 54 x 54 = 17,496 V(2) = sqrt (17,496) = 132 mph So an abrupt pull at 132 mph will give 6g and then a stall, just like Van says. Now we have some hard evidence that the vg's reduce the stall speed on RV's. >From the lift equation, everything must remain the same except the coefficient of lift. So adding vg's changes the coefficient of lift. It is in effect, changing the airfoil. The mechanism has been studied to death. The turbulent flow created by the vgs allows the boundary layer to remain attached farther back on the airfoil at high angles of attack, and allows greater angles of attack before separation occurs. Does the maneuvering speed change too? You bet it does. Let's use Terry Jantzi's numbers. We can see evidence since the 2g stall speed has changed. First, without the vgs installed 6 x V(1)squared = 6 x 56 x 56 = 18,816 sqrt (18,816) = 137 mph (119 knots) So Terry would be able to pull 6 g's and no more at 119 knots With the vgs installed 6 x V(1)squared = 6 x 53 x 53 = 16,854 sqrt (16854) = 130 mph (113 knots) So with the vg's installed he can pull 6 g's at only 113 knots Is there a hazard? If he has calculated the maneuvering speed to be 137 mph from the no vg condition and assumes it is good for the with vg condition, how many g's is he able to pull with full abrupt stick movement at 137 mph? 137 x 137 / 53 x 53 = 6.7 g's In Terry's case the change in stall speed was minimal. What happens when the change is greater and the stall speeds are lower? Larry says that his RV4 slow flight speed has gone down from 40 mph to 30 mph. He must be skinny. Van says the stall speed should be 48 mph. Van's maneuvering speed would be Sqrt (6 x 48 x 48) = 118 mph Since Larry's RV4 with the vg's will fly at 30, I am going to assume that at gross weight it will stall at 40 mph. If Larry flys at 118 mph with the vg's on and pulls back hard on his stick, he will expose his RV4 to (118 x 118) / ( 40 x 40) = 8.7 g's Wow! Larry's plane flown solo could turn around in my yard. His maneuvering speed with the vg's should be Sqrt(6 x 40 x 40) = 98 mph That's a fairly large change. It is a potential hazard? I think so. The correct maneuvering speed should be determined. Kinda makes you think... Best... Steve _________________________________________________________________ Tired of slow downloads and busy signals? Get a high-speed Internet connection! Comparison-shop your local high-speed providers here. https://broadband.msn.com _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 8 14:59:32 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 8 Dec 2003 09:59:32 EST Subject: REFLECTOR: Ordering an MT Prop Message-ID: <54.1e1986df.2d05ebd4@aol.com> -------------------------------1070895572 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenali@charter.net writes: I've had two motor problems with my electric prop. Yes, it's true, I shouldn't have had ANY problems, but read on. I have been through three motors (installed all on my time), the last on being the newer heavy duty one. Funny, they told me that they have NEVER had any others go bad. Same with my blade cracking from the restricted RPM range. How about RPM sencers? Been through two. Seems I am the only electric having problems. TEC -------------------------------1070895572 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenal= i@charter.net writes:
I've had two
motor problems with my electri= c prop.  Yes, it's true, I shouldn't have had
ANY problems, but read= on.
I have been through three motors (installed all on my time), the last o= n being the newer heavy duty one.  Funny, they told me that they have N= EVER had any others go bad.  Same with my blade cracking from the restr= icted RPM range.   How about RPM sencers?  Been through two.&= nbsp; Seems I am the only electric having problems.
 
TEC
-------------------------------1070895572-- From reflector@tvbf.org Mon Dec 8 15:31:14 2003 From: reflector@tvbf.org (Al Gietzen) Date: Mon, 8 Dec 2003 07:31:14 -0800 Subject: REFLECTOR:VG's In-Reply-To: Message-ID: <000c01c3bda0$51193790$6400a8c0@BigAl> Subject: RE: REFLECTOR:VG's And finally, given all the earlier concern about reduced aileron effectiveness at slow speeds, your photos makes one wonder about a row of VGs just ahead of the ailerons, ala Javelin? Who will be the first to test this breakthru idea? Chuck Jensen Simon Aegerter has already done that. Al From reflector@tvbf.org Mon Dec 8 16:28:01 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Mon, 8 Dec 2003 11:28:01 -0500 Subject: REFLECTOR: Ordering an MT Prop Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3BDA8.3FC9E620 Content-Type: text/plain TEC Germans and admitting problems (especially engineering problems!) don't go well together. When pressed, they have "done the right thing" on a number of occasions, but my overall experience with MT was a little like having a tooth drilled without Novocain. Pretty painful during the process but the end result is okay. Regarding the feedback from MT about your problems being isolated to you, well, expecting MT to be an honest broker about their own flaws/problems is a little like believing a fat guy is going to leave you presents on Xmas eve. In a perfect world, yes, but in the mean time, Reflector helps. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of HYTEC45@aol.com Sent: Monday, December 08, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR: Ordering an MT Prop In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenali@charter.net writes: I've had two motor problems with my electric prop. Yes, it's true, I shouldn't have had ANY problems, but read on. I have been through three motors (installed all on my time), the last on being the newer heavy duty one. Funny, they told me that they have NEVER had any others go bad. Same with my blade cracking from the restricted RPM range. How about RPM sencers? Been through two. Seems I am the only electric having problems. TEC ------_=_NextPart_001_01C3BDA8.3FC9E620 Content-Type: text/html
TEC
 
Germans and admitting problems (especially engineering problems!) don't go well together.   When pressed, they have "done the right thing" on a number of occasions, but my overall experience with MT was a little like having a tooth drilled without Novocain.  Pretty painful during the process but the end result is okay. 
 
Regarding the feedback from MT about your problems being isolated to you, well, expecting MT to be an honest broker about their own flaws/problems is a little like believing a fat guy is going to leave you presents on Xmas eve.  In a perfect world, yes, but in the mean time, Reflector helps.
 
Chuck Jensen 
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of HYTEC45@aol.com
Sent: Monday, December 08, 2003 10:00 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR: Ordering an MT Prop

In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenali@charter.net writes:
I've had two
motor problems with my electric prop.  Yes, it's true, I shouldn't have had
ANY problems, but read on.
I have been through three motors (installed all on my time), the last on being the newer heavy duty one.  Funny, they told me that they have NEVER had any others go bad.  Same with my blade cracking from the restricted RPM range.   How about RPM sencers?  Been through two.  Seems I am the only electric having problems.
 
TEC
------_=_NextPart_001_01C3BDA8.3FC9E620-- From reflector@tvbf.org Mon Dec 8 17:01:06 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Mon, 8 Dec 2003 12:01:06 -0500 Subject: REFLECTOR:VG's Message-ID: And??? Chuck Jensen Subject: RE: REFLECTOR:VG's And finally, given all the earlier concern about reduced aileron effectiveness at slow speeds, your photos makes one wonder about a row of VGs just ahead of the ailerons, ala Javelin? Who will be the first to test this breakthru idea? Chuck Jensen Simon Aegerter has already done that. Al _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 8 16:18:24 2003 From: reflector@tvbf.org (Jim Sower) Date: Mon, 08 Dec 2003 10:18:24 -0600 Subject: REFLECTOR:VG's References: <000c01c3bda0$51193790$6400a8c0@BigAl> Message-ID: <3FD4A450.B840C724@frontiernet.net> <... Who will be the first ...> I found it interesting, and my VGs are pretty affordable, so I might do it. Matter of fact, I could do a project and strip off my VGs, aileron gap seals, everything and start from scratch. Have to cogitate for a while around what a test program would look like, what to test, how to quantify stuff, etc. Need to think seriously about this .... Jim S. Al Gietzen wrote: > Subject: RE: REFLECTOR:VG's > > And finally, given all the earlier concern about reduced aileron > effectiveness at slow speeds, your photos makes one wonder about a row > of > VGs just ahead of the ailerons, ala Javelin? Who will be the first to > test > this breakthru idea? > > Chuck Jensen > > Simon Aegerter has already done that. > > Al From reflector@tvbf.org Mon Dec 8 18:35:00 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Mon, 8 Dec 2003 13:35:00 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <157.292ae247.2d040b44@aol.com> References: <157.292ae247.2d040b44@aol.com> Message-ID: --============_-1141213993==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Mack, I suppose I will get it worked out when I get the time but it is a little frustrating since the STEC-30 that I bought came with everything to install in a Velocity You would think STEC would know what it takes in the resistors for the installation to work. Everyone has got some work around solution using springs and variable resistors and my initial conversations with STEC were not good since they acted like it was the first time they had heard about it. Frustration !! Jack N55XL --============_-1141213993==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Vortex Generators on XL
Mack,
I suppose I will get it worked out when I get the time but it is a little frustrating since the STEC-30 that I bought came with everything to install in a Velocity You would think STEC would know what it takes in the resistors for the installation to work. Everyone has got some work around solution using springs and variable resistors and my initial conversations with STEC were not good since they acted like it was the first time they had heard about it. Frustration !!
Jack
N55XL
--============_-1141213993==_ma============-- From reflector@tvbf.org Mon Dec 8 21:07:40 2003 From: reflector@tvbf.org (Rene Dugas) Date: Mon, 8 Dec 2003 15:07:40 -0600 Subject: REFLECTOR:Attitude Indicator vs Turn coordinator Message-ID: <000201c3bdcf$53a81470$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0003_01C3BD9D.090DA470 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0004_01C3BD9D.090DA470" ------=_NextPart_001_0004_01C3BD9D.090DA470 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I was listening to Dick Taylor's Pilot Audio Update. He states the FAA has agreed to allowing a second AI run off a separate power source to be installed in the place of a Turn Coordinator. For those of you designing panels this could be significant. The idea is that a failed AI places one in partial panel flying and a TC is not as good as a second AI. Should be out in an advisory circular but I have not found it yet. Rene' ------=_NextPart_001_0004_01C3BD9D.090DA470 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I was listening to Dick Taylor’s Pilot = Audio Update.  He states the FAA has agreed to allowing a second AI run = off a separate power source to be installed in the place of a Turn = Coordinator.  For those of you designing panels this could be significant.  The = idea is that a failed AI places one in partial panel flying and a TC is not as = good as a second AI.  Should be out in an advisory circular but I have not = found it yet.

Rene’

------=_NextPart_001_0004_01C3BD9D.090DA470-- ------=_NextPart_000_0003_01C3BD9D.090DA470 Content-Type: image/gif; name="image001.gif" Content-Transfer-Encoding: base64 Content-ID: R0lGODlhKAAeAPcAAJkAM/8zZswAM/8AM/+ZmcwzZv/M/8xmmZkzZmYAM8wzmf+ZzP9mzP+Z//9m mcwAZv8AZv8zmf8Amf8zzP8AzP9m//8z//9QUNYAk5kAZsxmzMwzzMyZ/8xm/8wz/5kzmcwAzMwA /5kAzJkAmcyZzJlmmWYzZmYAmZkzzGYAZpkA/5kz/5lmzDMAM2YzmWYzzGYAzJlm/zMAZmYA/2Yz /8zM/5mZ/5mZzGZmzGZm/2ZmmTMzZjMzmTMAmTMAzDMAzDMz/zMzzABm/wAzzDNm/zNmzAAAZgAA MwAA/wAAmQAzzAAAzDNmmQBmzJnM/2aZ/wAzZmaZzABmmTOZzACZzGbM/zOZ/wAzmQCZ/zPM/wDM /5n//2b//wAzMwD//wDMzACZmWaZmZnMzMz//zPMzGbMzDOZmTNmZgBmZgAzMwD/zDP/zDPMmQDM mWb/zJn/zAD/mTOZZgBmMzNmM2aZZmbMZpn/mWb/ZjOZM5nMmWb/mTP/mTPMZgDMZmbMmQCZZgCZ MzP/ZgD/Zsz/zMz/mZn/Zpn/MwDMMzP/MwDMMzPMMzPMM2b/M2bMMwBmAAAzAACZADPMAGb/AJn/ AGbMAADMADPMADOZAJnMZmaZM5nMMzNmAGaZAJnMAMz/Zsz/M8z/AJmZAMzMAMzMMzMzAGZmAJmZ M8zMZmZmM5mZZszMmf//zP//mf//Zv//M///AP/MAP/MZv/MM8yZM5lmAMyZAP+ZAMxmAJkzAMxm M2YzAP+ZZv9mM/+ZM/9mAMwzAJlmMzMAAGYzM5lmZsyZmZkzM8xmZv/MzP8zM8wzM/9mZmYAAJkA AMwAAP8AAP8zAMyZZv/MmczMzJmZmWZmZjMzMwAAAP///wAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAACwAAAAAKAAeAAAI/wCvrVp1 TWBBgQQHCqxxUOGqYwQNSjMYkWHBY9cmHjyoMWPBVR1rJNzIEWFBaREHohwocqBLkyATKpT4kmJE jwY/TnQp0+VKhi9RIkxJ8mNDkEUtflylFGNBoEYpaoQYNePNkQ0PijTZkaDThhOhbtXINKfXoicJ MuxI9ulRnEs9zpQYtSJapCSRKp1Lsm1bp3uNkiUotKzAnX1PPsXL1ihUrCuHxuRpdqhkhyot28UZ cWfLa1spiiW51utNnURTYn2bNu/UtVkNhu688GLqokTpqj7MGqJauTmVVi3a0aRbtBuF4my5kulu mMpnEq4pU6f12g6jx7Q53XjOvKxJJ3A3/FDrNaqpp+a2mvXqza0KJyL+qhi07LxQv9t3bx9u1L3F XceeYCMpl19sef1Wl35tZeVUV4IZV9hj+nEGXH2clTVSZ5iphFllL/HU4VLVCXeeYoaZFJpjHhVH W4YWbcfeVbwheB1fNi2YI3XmURQQADs= ------=_NextPart_000_0003_01C3BD9D.090DA470-- From reflector@tvbf.org Mon Dec 8 21:11:53 2003 From: reflector@tvbf.org (Rene Dugas) Date: Mon, 8 Dec 2003 15:11:53 -0600 Subject: REFLECTOR:S-Tec In-Reply-To: Message-ID: <000801c3bdcf$e9867950$0a01a8c0@ent2.local> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C3BD9D.9EEC0950 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit They heard from me too Jack. Told me I could come up there and they would work with my plane. Seems good but very time intensive and time expensive. Mine works ok but must turn off alt. hold at high speeds in any turbulence at all. At approach speeds just a little constant bobbing up and down. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Jack Sheehan Sent: Monday, December 08, 2003 12:35 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL Mack, I suppose I will get it worked out when I get the time but it is a little frustrating since the STEC-30 that I bought came with everything to install in a Velocity You would think STEC would know what it takes in the resistors for the installation to work. Everyone has got some work around solution using springs and variable resistors and my initial conversations with STEC were not good since they acted like it was the first time they had heard about it. Frustration !! Jack N55XL ------=_NextPart_000_0009_01C3BD9D.9EEC0950 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:Vortex Generators on XL

They heard from me too = Jack.

Told me I could come up there and = they would work with my plane.  Seems good but very time intensive and = time expensive.  Mine works ok but must turn off alt. hold at high = speeds in any turbulence at all.  At approach speeds just a little constant = bobbing up and down.

Rene’

 

-----Original = Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Jack Sheehan
Sent: Monday, December = 08, 2003 12:35 PM
To: = reflector@tvbf.org
Subject: Re: = REFLECTOR:Vortex Generators on XL

 

Mack,

I suppose I will get it worked out when I get the time but it is = a little frustrating since the STEC-30 that I bought came with everything = to install in a Velocity You would think STEC would know what it takes in = the resistors for the installation to work. Everyone has got some work = around solution using springs and variable resistors and my initial = conversations with STEC were not good since they acted like it was the first time they had = heard about it. Frustration !!

Jack

N55XL

------=_NextPart_000_0009_01C3BD9D.9EEC0950-- From reflector@tvbf.org Mon Dec 8 22:26:18 2003 From: reflector@tvbf.org (AnnSam) Date: Mon, 8 Dec 2003 17:26:18 -0500 Subject: REFLECTOR:Vortex Generators on XL In-Reply-To: <115.2c61a2e1.2d041f8d@aol.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_00CD_01C3BDB0.63C3DCA0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit At one time I was running a two blade prop on my old F.G. with only 6.5 in clearance empty and it never made contact with the ground either on T.O. or Lnd. ran it like that for years. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of MMurp16900@aol.com Sent: Sunday, December 07, 2003 1:16 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Vortex Generators on XL I plan to install a full set of V.G.s on my X.L R.G . We are using factory templates. Can I assume a slower landing speed and a higher pitch attitude at touch down? I fear a prop strike with only normal 9.5 inches ground clearance. Mack ------=_NextPart_000_00CD_01C3BDB0.63C3DCA0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
At one time I was running a two = blade prop=20 on my old F.G. with only 6.5 in clearance empty and it never made = contact with=20 the ground either on T.O. or Lnd. ran it like that for=20 years. 
-----Original Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf = Of=20 MMurp16900@aol.com
Sent: Sunday, December 07, 2003 1:16=20 AM
To: reflector@tvbf.org
Subject: Re: = REFLECTOR:Vortex=20 Generators on XL

I plan to install a full set of V.G.s = on my X.L=20 R.G . We are using factory templates. Can I assume a slower landing = speed and=20 a higher pitch attitude at touch down? I fear a prop strike with = only=20 normal 9.5 inches ground clearance.
Mack
------=_NextPart_000_00CD_01C3BDB0.63C3DCA0-- From reflector@tvbf.org Mon Dec 8 22:43:57 2003 From: reflector@tvbf.org (Simon Aegerter) Date: Mon, 8 Dec 2003 23:43:57 +0100 Subject: REFLECTOR:VG's In-Reply-To: <000c01c3bda0$51193790$6400a8c0@BigAl> References: <000c01c3bda0$51193790$6400a8c0@BigAl> Message-ID: >Simon Aegerter has already done that. > Indeed, I have - well, sort of. Spruce Creek is a tricky strip to land on. Lots of trees, hangars and gaps in between - lots of lateral control required and the Velocity just didn't seem to deliver that unless I landed it fast. So, I decided to do something about it and VGs seemed the way to go. By the way: kudos to Brian Michalk for his very vivid discription on how they work. So I added a row of VGs in front of the aillerons just about where the factory template says to put them. Since I was not so much interested in lowering the lower speed limit than to improve the controllability at landing speed, I didn't put VGs on the canard. Well, the result is: it feels a lot more responsive. For a physicist this is a terrible result, isn't it? Gimme the numbers!! right? Fact is, I don't have them. For a number of reasons, I didn't have the opportunity to fly the Velocity since these first "feeling flights" and will not for a while, so I hope Jim Sower can figure out a quantitative test program. I am pretty sure the results would reduce the incidence of landing accidents. Best Simon -- Simon Aegerter, Wollerau, Switzerland From reflector@tvbf.org Mon Dec 8 23:06:55 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 08 Dec 2003 18:06:55 -0500 Subject: REFLECTOR:Attitude Indicator vs Turn coordinator Message-ID: <3D73CB9F.291069D4.0BE7D1EB@aol.com> In a message dated 12/8/2003 4:07:40 PM Eastern Standard Time, rdugas@bayou.com writes: > He states the FAA has agreed to allowing a second AI run off > a separate power source to be installed in the place of a > Turn Coordinator. I think I remember reading that in the AOPA magazine. Don't know where you could confirm it though. > The idea is that a failed AI places one in partial panel > flying and a TC is not as good as a second AI. I am leery of this concept though for two reasons. 1) Stec AP's run off the TC. Since TC's have very, very low failure rates I like that. Whichever AI you slaved your AP to could fail and roll you over. (conversely when your AI fails you can still use your TC driven AP to keep you shiny side up until you get VFR.) 2) I just use the TC too much to throw it away. Ever notice how you have have to reset your DG every now and then due to precession but you never have to reset your AI? that is because the AI has a pendulum based system that is continuously trying to erect the gyro. So after a 1 minute turn in a hold or a procedure turn the AI is off by several degrees. So when you roll level the AI will say you are one wing low. If you level by the AI then the DG keeps moving. That can be very disorienting. Since the TC has no pendulum it's always accurate. When you center the TC you are NOT turning. So I always roll into and out of every turn with reference to the TC. Sure, I am still keeping the AI in the scan but the fine tuning gets done with the TC. IMHO, having a secondary AI will be a very good thing on those rare occasions when you loose the primary. However, loosing the TC for every other flight would be a big loss and would make everyday IFR flying that much more difficult. At least to me. Rob Rob From reflector@tvbf.org Tue Dec 9 01:19:27 2003 From: reflector@tvbf.org (Jim Sower) Date: Mon, 08 Dec 2003 19:19:27 -0600 Subject: REFLECTOR:VG's References: Message-ID: <3FD5231F.19D8526@frontiernet.net> --------------FFFBFAAD4FB34FFD99F3CC92 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit <... Van should issue a warning ...> I would guess that a hazard exists only to the extent that you are in turbulence that will put more than 6 Gs on the airplane or doing hard aerobatics while paying no attention at all to Gs (hard to visualize). The only time I am personally interested in maneuvering speed is when I am involved in either aerobatics, ACM or serious turbulence. My Velocity is unsuited for the first two, and I am unsuited for the last (all of my encounters with thunderstorms over the years have been decidedly negative :o(. It's safe to assume that installing VGs will have the direct collateral effect of reducing maneuvering speed and the science you cite below should quantify the effect, but it's a good bit more involved than is really necessary. Since lift is a function of V^2, and maneuvering speed is a stall speed, for any given weight, etc., maneuvering speed will be stall speed times the square root of the G-limit (all airspeeds Indicated). For an airplane that is stressed to 6 Gs, Vm = Vs * (6 ^ .5) = Vs * 2.45. Likewise, for an airplane stressed for 4 Gs, Vm = Vs * 4^.5 = Vs * 2. In the interest of picking nits, canard maneuvering speed can be further complicated. Vs in a Velocity is a function of aircraft weight and CG. Vs will be lower at aft CG and higher at forward CG since stall happens at canard stall, and at a given weight you run out of pitch authority at a higher speed at forward CG than would be the case for aft CG. Quantitatively, those few knots are probably not significant enough to worry about. Of course, in turbulence, you don't know if the load will be positive or negative, so one could argue that T-storm penetration speed should be Vs times the negative load limit or Vs * 3^.5 = Vs * 1.73. Naturally, this would be independent of whether or not VGs are present since they have no effect on negative stall. And it goes on and on .... It is a handy thing to know about but my own Vm = arbitrarily twice Vs ... Jim S. steve korney wrote: > Here is an interesting article on VG's > > Vortex Generators - Stall Speeds and Maneuvering Speed > > Various opinions have recently been given on the effect of vortex generators > on stall speeds and maneuvering speeds. I believe that it is appropriate > that an engineering approach should be shown as well. If the calculations > below can be verified then Van should issue a warning that a potential > hazard can exist. > > In Section 15 of Van's Manual a definition is given of maneuvering speed. > 1. The maximum speed at which full abrupt controls can be applied. > 2. The minimum speed at which limit G-load can be produced. > > So in the RV6 the G limit has been established to be 6g's and at 132 mph a > full abrupt pull on the stick will produce 6g's before it stalls. At lower > speeds less than 6g's will result and at higher speeds more than 6g's will > result. > > So how is this related to the stall speed? > The answer is in the lift equation. > L = Cl x r x V squared / 2 x A > > L = lift > Cl = coefficient of lift > r = air density > V = velocity > A = wing area > > In straight and level flight the Lift is equal to the gross weight (1600 > lbs) > > In a 6 g turn, Lift must be 1600 x 6 = 9600 lbs > > Lift(1) = 1600 stall speed is 54 mph and an abrupt pull will give only 1 g > max > Lift(2) = 9600 if we don't know this speed we can calculate it. > > Lift(2) = 6 x Lift(1) > > by substituting in the lift equation > Lift(2) = Cl x r x V(2)squared/2 x A > 6 x Lift(1) = 6 x Cl x r x V(1)squared/2 / A > > Cl x r x V(2)squared/2 x A = 6 x Cl x r x V(1)squared/2 x A > > This reduces to > V(2)squared = 6 x V(1)squared > V(2)squared = 6 x 54 x 54 = 17,496 > V(2) = sqrt (17,496) = 132 mph > > So an abrupt pull at 132 mph will give 6g and then a stall, just like Van > says. > > Now we have some hard evidence that the vg's reduce the stall speed on RV's. > >From the lift equation, everything must remain the same except the > coefficient of lift. So adding vg's changes the coefficient of lift. It is > in effect, changing the airfoil. The mechanism has been studied to death. > The turbulent flow created by the vgs allows the boundary layer to remain > attached farther back on the airfoil at high angles of attack, and allows > greater angles of attack before separation occurs. > Does the maneuvering speed change too? You bet it does. > > Let's use Terry Jantzi's numbers. > We can see evidence since the 2g stall speed has changed. > > First, without the vgs installed > > 6 x V(1)squared = 6 x 56 x 56 = 18,816 > sqrt (18,816) = 137 mph (119 knots) > > So Terry would be able to pull 6 g's and no more at 119 knots > > With the vgs installed > > 6 x V(1)squared = 6 x 53 x 53 = 16,854 > sqrt (16854) = 130 mph (113 knots) > > So with the vg's installed he can pull 6 g's at only 113 knots > > Is there a hazard? > If he has calculated the maneuvering speed to be 137 mph from the no vg > condition and assumes it is good for the with vg condition, how many g's is > he able to pull with full abrupt stick movement at 137 mph? > > 137 x 137 / 53 x 53 = 6.7 g's > > In Terry's case the change in stall speed was minimal. > What happens when the change is greater and the stall speeds are lower? > > Larry says that his RV4 slow flight speed has gone down from 40 mph to 30 > mph. He must be skinny. Van says the stall speed should be 48 mph. > Van's maneuvering speed would be > Sqrt (6 x 48 x 48) = 118 mph > > Since Larry's RV4 with the vg's will fly at 30, I am going to assume that at > gross weight it will stall at 40 mph. > > If Larry flys at 118 mph with the vg's on and pulls back hard on his stick, > he will expose his RV4 to > > (118 x 118) / ( 40 x 40) = 8.7 g's > > Wow! Larry's plane flown solo could turn around in my yard. > > His maneuvering speed with the vg's should be > Sqrt(6 x 40 x 40) = 98 mph > > That's a fairly large change. > It is a potential hazard? > I think so. The correct maneuvering speed should be determined. > > Kinda makes you think... > > Best... Steve > > _________________________________________________________________ > Tired of slow downloads and busy signals? Get a high-speed Internet > connection! Comparison-shop your local high-speed providers here. > https://broadband.msn.com > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html --------------FFFBFAAD4FB34FFD99F3CC92 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit <... Van should issue a warning ...>
I would guess that a hazard exists only to the extent that you are in turbulence that will put more than 6 Gs on the airplane or doing hard aerobatics while paying no attention at all to Gs (hard to visualize).  The only time I am personally interested in maneuvering speed is when I am involved in either aerobatics, ACM or serious turbulence.  My Velocity is unsuited for the first two, and I am unsuited for the last (all of my encounters with thunderstorms over the years have been decidedly negative :o(.

It's safe to assume that installing VGs will have the direct collateral effect of reducing maneuvering speed and the science you cite below should quantify the effect, but it's a good bit more involved than is really necessary.  Since lift is a function of V^2, and maneuvering speed is a stall speed, for any given weight, etc., maneuvering speed will be stall speed times the square root of the G-limit (all airspeeds Indicated).  For an airplane that is stressed to 6 Gs, Vm = Vs * (6 ^ .5) = Vs * 2.45.  Likewise, for an airplane stressed for 4 Gs, Vm = Vs * 4^.5 = Vs * 2.

In the interest of picking nits, canard maneuvering speed can be further complicated.  Vs in a Velocity is a function of aircraft weight and CG.  Vs will be lower at aft CG and higher at forward CG since stall happens at canard stall, and at a given weight you run out of pitch authority at a higher speed at forward CG than would be the case for aft CG.  Quantitatively, those few knots are probably not significant enough to worry about.

Of course, in turbulence, you don't know if the load will be positive or negative, so one could argue that T-storm penetration speed should be Vs times the negative load limit or Vs * 3^.5 = Vs * 1.73.  Naturally, this would be independent of whether or not VGs are present since they have no effect on negative stall.

And it goes on and on ....

It is a handy thing to know about but my own Vm = arbitrarily twice Vs ... Jim S.

steve korney wrote:

Here is an interesting article on VG's

Vortex Generators - Stall Speeds and Maneuvering Speed

Various opinions have recently been given on the effect of vortex generators
on stall speeds and maneuvering speeds. I believe that it is appropriate
that an engineering approach should be shown as well. If the calculations
below can be verified then Van should issue a warning that a potential
hazard can exist.

In Section 15 of Van's Manual a definition is given of maneuvering speed.
1. The maximum speed at which full abrupt controls can be applied.
2. The minimum speed at which limit G-load can be produced.

So in the RV6 the G limit has been established to be 6g's and  at 132 mph a
full abrupt pull on the stick will produce 6g's before it stalls. At lower
speeds less than 6g's will result and at higher speeds more than 6g's will
result.

So how is this related to the stall speed?
The answer is in the lift equation.
L = Cl   x   r   x  V squared / 2  x A

L = lift
Cl = coefficient of lift
r = air density
V = velocity
A = wing area

In straight and level flight the Lift is equal to the gross weight (1600
lbs)

In a 6 g turn, Lift must be 1600 x 6 = 9600 lbs

Lift(1) = 1600   stall speed is 54 mph and an abrupt pull will give only 1 g
max
Lift(2) = 9600   if we don't know this speed we can calculate it.

Lift(2) = 6 x Lift(1)

by substituting in the lift equation
Lift(2)   =   Cl x r x V(2)squared/2 x A
6 x Lift(1)   =   6 x  Cl x r x V(1)squared/2 / A

Cl x r x V(2)squared/2 x A    =    6 x Cl x r x V(1)squared/2 x A

This reduces to
V(2)squared = 6 x V(1)squared
V(2)squared = 6 x 54 x 54 = 17,496
V(2) = sqrt (17,496) = 132 mph

So an abrupt pull at 132 mph will give 6g and then a stall, just like Van
says.

Now we have some hard evidence that the vg's reduce the stall speed on RV's.
>From the lift equation, everything must remain the same except the
coefficient of lift. So adding vg's changes the coefficient of lift. It is
in effect, changing the airfoil. The mechanism has been studied to death.
The turbulent flow created by the vgs allows the boundary layer to remain
attached farther back on the airfoil at high angles of attack, and allows
greater angles of attack before separation occurs.
Does the maneuvering speed change too?  You bet it does.

Let's use Terry Jantzi's numbers.
We can see evidence since the 2g stall speed has changed.

First, without the vgs installed

6 x V(1)squared   =   6 x 56 x 56 =  18,816
    sqrt (18,816)   =   137 mph   (119 knots)

  So Terry would be able to pull 6 g's and no more at 119 knots

With the vgs installed

6 x V(1)squared   =   6 x 53 x 53 = 16,854
    sqrt (16854)   =   130 mph (113 knots)

  So with the vg's installed he can pull 6 g's at only 113 knots

Is there a hazard?
If he has calculated the maneuvering speed to be 137 mph from the no vg
condition and  assumes it is good for the with vg condition, how many g's is
he able to pull with full abrupt stick movement at 137 mph?

137 x 137    /    53 x 53    =    6.7 g's

In Terry's case the change in stall speed was minimal.
What happens when the change is greater and the stall speeds are lower?

Larry says that his RV4 slow flight speed has gone down from 40 mph to 30
mph. He must be skinny. Van says the stall speed should be 48 mph.
Van's maneuvering speed would be
Sqrt (6 x 48 x 48)   =   118 mph

Since Larry's RV4 with the vg's will fly at 30, I am going to assume that at
gross weight it will stall at 40 mph.

If Larry flys at 118 mph with the vg's on and pulls back hard on his stick,
he will  expose his RV4 to

  (118 x 118)  / ( 40 x 40)    =    8.7 g's

Wow! Larry's plane flown solo could turn around in my yard.

His maneuvering speed with the vg's  should be
    Sqrt(6 x 40 x 40)   =   98 mph

That's a fairly large change.
It is a potential hazard?
I think so. The correct maneuvering speed should be determined.

Kinda makes you think...

Best... Steve

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--------------FFFBFAAD4FB34FFD99F3CC92-- From reflector@tvbf.org Tue Dec 9 02:38:32 2003 From: reflector@tvbf.org (Dave Nelson) Date: Mon, 8 Dec 2003 20:38:32 -0600 Subject: REFLECTOR: Ordering an MT Prop References: Message-ID: <01d301c3bdfd$8acc5b90$6501a8c0@VELOCITY> This is a multi-part message in MIME format. ------=_NextPart_000_01D0_01C3BDCB.3EB92E40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I'm sorry to hear about your problem. All I can say is that: - They were always upfront with me regarding the motor problems, and the = history of problems they were having - They explained carefully what the defect in the original "bell" motor = was, why/how they were fixing it, and when - They never tried to delay, obfusticate, decieve, or deny me or my = issues. - I never said that they told me my problem was isolated. In fact, the = contrary is true. =20 Sorry... count me as a careful consumer and a happy customer. It might = be who you are talking too (although that shouldn't matter). I have had = most of the technical discussions with Josef, who I understand to be one = of the lead engineers. At the Oshkosh airshow, while he (Josef) was = installing the new motor on my prop, the owner came up and introduced = himself - and apologised for my problems. =20 The issue with the motor, as I understand it, was that it was a high = efficency design which Josef identified as a "bell" motor. The term = "bell" had to do with the shape of the motor and/or the permanent = magnet, which was shaped like a bell. This enabled a much higher = efficency (hence the smaller, lighter motor as opposed to the = replacement). But, as it was shaped like a bell, it apperantly = resonated. Also, I was told it didn't have bearings on both ends of the = shaft - just bushings (not certain of this). Net is the replacement is = a traditional style motor with bearings on both ends. =20 Part of the issue with the length of time it took to replace the bell = motor with the new one was that they had problems finding a supplier = willing to sell motors into the aircraft market. This coupled with the = testing & certification process they had to go through meant that it = took quite a bit longer to deliver the replacement than they (or I) = would have liked. But, they've been aware and working on the problem = for some time. =20 I net this out as follows - I had a good dialoge with them at every = turn. They were up front with me throughout. There was never an issue = regarding warranty. They self-identified another issue, the cosmetic = damage to the finish, and volunteered to fix it at their expense. Was = the prop too expensive? Yes. Am I pissed off regarding the RPM = restrictions? Yes, but I'm damn happy they bothered to test for it = (remember, they were under no obligation to do so). Do I feel like = they've stood behind their product? Absolutely. Just one man's opinion. Please - no flames! Dave ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Monday, December 08, 2003 10:28 AM Subject: RE: REFLECTOR: Ordering an MT Prop TEC Germans and admitting problems (especially engineering problems!) = don't go well together. When pressed, they have "done the right thing" = on a number of occasions, but my overall experience with MT was a little = like having a tooth drilled without Novocain. Pretty painful during the = process but the end result is okay. =20 Regarding the feedback from MT about your problems being isolated to = you, well, expecting MT to be an honest broker about their own = flaws/problems is a little like believing a fat guy is going to leave = you presents on Xmas eve. In a perfect world, yes, but in the mean = time, Reflector helps. Chuck Jensen=20 =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of HYTEC45@aol.com Sent: Monday, December 08, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR: Ordering an MT Prop In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, = davenali@charter.net writes: I've had two motor problems with my electric prop. Yes, it's true, I shouldn't = have had ANY problems, but read on. I have been through three motors (installed all on my time), the = last on being the newer heavy duty one. Funny, they told me that they = have NEVER had any others go bad. Same with my blade cracking from the = restricted RPM range. How about RPM sencers? Been through two. Seems = I am the only electric having problems. TEC ------=_NextPart_000_01D0_01C3BDCB.3EB92E40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I'm sorry to hear about your problem.
 
All I can say is that:
- They were always upfront with me regarding the motor problems, = and the=20 history of problems they were having
- They explained carefully what the defect in the original "bell" = motor=20 was, why/how they were fixing it, and when
- They never tried to delay, obfusticate, decieve, or deny me or my = issues.
- I never said that they told me my problem was = isolated.  In=20 fact, the contrary is true. 
 
Sorry... count me as a careful consumer and a happy customer.  = It=20 might be who you are talking too (although that shouldn't matter).  = I have=20 had most of the technical discussions with Josef, who I understand to be = one of=20 the lead engineers.  At the Oshkosh airshow, while he (Josef) was=20 installing the new motor on my prop, the owner came up and introduced = himself -=20 and apologised for my problems. 
 
The issue with the motor, as I understand it, was that it was a = high=20 efficency design which Josef identified as a "bell" motor.  The = term "bell"=20 had to do with the shape of the motor and/or the permanent magnet, which = was=20 shaped like a bell.  This enabled a much higher efficency (hence = the=20 smaller, lighter motor as opposed to the replacement).  But, as it = was=20 shaped like a bell, it apperantly resonated.  Also, I was told it = didn't=20 have bearings on both ends of the shaft - just bushings (not certain of=20 this).  Net is the replacement is a traditional style motor with = bearings=20 on both ends. 
 
Part of the issue with the length of time it took to replace the = bell motor=20 with the new one was that they had problems finding a supplier willing = to sell=20 motors into the aircraft market.  This coupled with the testing = &=20 certification process they had to go through meant that it took quite a = bit=20 longer to deliver the replacement than they (or I) would have = liked.  But,=20 they've been aware and working on the problem for some time.  =
 
I net this out as follows - I had a good dialoge with them at every = turn.  They were up front with me throughout.  There was never = an=20 issue regarding warranty.  They self-identified another issue, the = cosmetic=20 damage to the finish, and volunteered to fix it at their expense.  = Was the=20 prop too expensive?  Yes.  Am I pissed off regarding the RPM=20 restrictions?  Yes, but I'm damn happy they bothered to test for it = (remember, they were under no obligation to do so).  Do I feel like = they've=20 stood behind their product?  Absolutely.
 
Just one man's opinion.  Please - no flames!
 
Dave
 
 ------=_NextPart_000_01D0_01C3BDCB.3EB92E40-- From reflector@tvbf.org Tue Dec 9 02:58:57 2003 From: reflector@tvbf.org (Scott) Date: Mon, 08 Dec 2003 19:58:57 -0700 Subject: REFLECTOR:S-Tec In-Reply-To: <000801c3bdcf$e9867950$0a01a8c0@ent2.local> References: <000801c3bdcf$e9867950$0a01a8c0@ent2.local> Message-ID: <6.0.0.22.0.20031208195825.0373b978@mail.tnstaafl.net> Rene, thank you very very much... Scott At 02:11 PM 12/8/2003, you wrote: >They heard from me too Jack. >Told me I could come up there and they would work with my plane. Seems >good but very time intensive and time expensive. Mine works ok but must >turn off alt. hold at high speeds in any turbulence at all. At approach >speeds just a little constant bobbing up and down. >Rene' > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf >Of Jack Sheehan >Sent: Monday, December 08, 2003 12:35 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Vortex Generators on XL > >Mack, >I suppose I will get it worked out when I get the time but it is a little >frustrating since the STEC-30 that I bought came with everything to >install in a Velocity You would think STEC would know what it takes in the >resistors for the installation to work. Everyone has got some work around >solution using springs and variable resistors and my initial conversations >with STEC were not good since they acted like it was the first time they >had heard about it. Frustration !! >Jack >N55XL From reflector@tvbf.org Tue Dec 9 14:13:02 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 9 Dec 2003 09:13:02 -0500 Subject: REFLECTOR:VG's Message-ID: Simon, Simon, When you say you "So I added a row of VGs in front of the aillerons just about where the factory template says to put them", do you mean there is a template for adding the VGs just ahead of the ailerons or did you mean the factory's standard VG pattern down the top of the wing that most of us copy; kind of? Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Simon Aegerter Sent: Monday, December 08, 2003 5:44 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:VG's >Simon Aegerter has already done that. > Indeed, I have - well, sort of. Spruce Creek is a tricky strip to land on. Lots of trees, hangars and gaps in between - lots of lateral control required and the Velocity just didn't seem to deliver that unless I landed it fast. So, I decided to do something about it and VGs seemed the way to go. By the way: kudos to Brian Michalk for his very vivid discription on how they work. Since I was not so much interested in lowering the lower speed limit than to improve the controllability at landing speed, I didn't put VGs on the canard. Well, the result is: it feels a lot more responsive. For a physicist this is a terrible result, isn't it? Gimme the numbers!! right? Fact is, I don't have them. For a number of reasons, I didn't have the opportunity to fly the Velocity since these first "feeling flights" and will not for a while, so I hope Jim Sower can figure out a quantitative test program. I am pretty sure the results would reduce the incidence of landing accidents. Best Simon -- Simon Aegerter, Wollerau, Switzerland _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 9 13:38:38 2003 From: reflector@tvbf.org (Simon Aegerter) Date: Tue, 9 Dec 2003 14:38:38 +0100 Subject: REFLECTOR:VG's In-Reply-To: References: Message-ID: >When you say you "So I added a row of VGs in front of the aillerons just >about where the factory template says to put them", do you mean there is a >template for adding the VGs just ahead of the ailerons no > or did you mean the >factory's standard VG pattern down the top of the wing that most of us copy; yes! Best Simon -- Simon Aegerter, Wollerau, Switzerland From reflector@tvbf.org Tue Dec 9 14:36:15 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 9 Dec 2003 09:36:15 -0500 Subject: REFLECTOR: Ordering an MT Prop Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3BE61.CF705700 Content-Type: text/plain; charset="iso-8859-1" Dave, No flames intended. My direct, personal experience with MT was not that different from yours. However, when a person has a prop at their repair shop in Florida, and 2 emails, 2 faxes and 2 voicemails don't get answered over a 3 day period, I'm less than impressed. When I was finally able to talk to Jurgen (I think he accidently answered the phone), he was obviously a competent and intelligent individual. My enthusiasm was tempered only by his obvious disinterest in working to anything other than his schedule. Understand that I don't think myself so important that all others should disrupt their schedules to accommodate mine, but there was accommodation that could have been granted with minimal discomfort on his part. I do take some except to their declining to work on the prop blade unless I overhauled the hub to install new grease seals to replace the original faulty design. Hub overhaul, at my cost, seemed somewhat unfair as the hub was not leaking and only had 40 hours on it. Rather than presenting me with a $1400 bill (for the hub overhaul alone), I think the appropriate response should have been "we'll take care of that under warranty" (given our initial inadequate design and low hours). In short, they got my money, but not my gratitude. Overall, I'd give MT a "B" grade, which is pretty good actually, when you compare it to some other aero companies! So, no flames, just a little smoldering over my experience. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dave Nelson Sent: Monday, December 08, 2003 9:39 PM To: reflector@tvbf.org Subject: Re: REFLECTOR: Ordering an MT Prop I'm sorry to hear about your problem. All I can say is that: - They were always upfront with me regarding the motor problems, and the history of problems they were having - They explained carefully what the defect in the original "bell" motor was, why/how they were fixing it, and when - They never tried to delay, obfusticate, decieve, or deny me or my issues. - I never said that they told me my problem was isolated. In fact, the contrary is true. Sorry... count me as a careful consumer and a happy customer. It might be who you are talking too (although that shouldn't matter). I have had most of the technical discussions with Josef, who I understand to be one of the lead engineers. At the Oshkosh airshow, while he (Josef) was installing the new motor on my prop, the owner came up and introduced himself - and apologised for my problems. The issue with the motor, as I understand it, was that it was a high efficency design which Josef identified as a "bell" motor. The term "bell" had to do with the shape of the motor and/or the permanent magnet, which was shaped like a bell. This enabled a much higher efficency (hence the smaller, lighter motor as opposed to the replacement). But, as it was shaped like a bell, it apperantly resonated. Also, I was told it didn't have bearings on both ends of the shaft - just bushings (not certain of this). Net is the replacement is a traditional style motor with bearings on both ends. Part of the issue with the length of time it took to replace the bell motor with the new one was that they had problems finding a supplier willing to sell motors into the aircraft market. This coupled with the testing & certification process they had to go through meant that it took quite a bit longer to deliver the replacement than they (or I) would have liked. But, they've been aware and working on the problem for some time. I net this out as follows - I had a good dialoge with them at every turn. They were up front with me throughout. There was never an issue regarding warranty. They self-identified another issue, the cosmetic damage to the finish, and volunteered to fix it at their expense. Was the prop too expensive? Yes. Am I pissed off regarding the RPM restrictions? Yes, but I'm damn happy they bothered to test for it (remember, they were under no obligation to do so). Do I feel like they've stood behind their product? Absolutely. Just one man's opinion. Please - no flames! Dave ----- Original Message ----- From: Chuck Jensen To: 'reflector@tvbf.org' Sent: Monday, December 08, 2003 10:28 AM Subject: RE: REFLECTOR: Ordering an MT Prop TEC Germans and admitting problems (especially engineering problems!) don't go well together. When pressed, they have "done the right thing" on a number of occasions, but my overall experience with MT was a little like having a tooth drilled without Novocain. Pretty painful during the process but the end result is okay. Regarding the feedback from MT about your problems being isolated to you, well, expecting MT to be an honest broker about their own flaws/problems is a little like believing a fat guy is going to leave you presents on Xmas eve. In a perfect world, yes, but in the mean time, Reflector helps. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of HYTEC45@aol.com Sent: Monday, December 08, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR: Ordering an MT Prop In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenali@charter.net writes: I've had two motor problems with my electric prop. Yes, it's true, I shouldn't have had ANY problems, but read on. I have been through three motors (installed all on my time), the last on being the newer heavy duty one. Funny, they told me that they have NEVER had any others go bad. Same with my blade cracking from the restricted RPM range. How about RPM sencers? Been through two. Seems I am the only electric having problems. TEC ------_=_NextPart_001_01C3BE61.CF705700 Content-Type: text/html; charset="iso-8859-1"
Dave,
 
No flames intended.  My direct, personal experience with MT was not that different from yours.  However, when a person has a prop at their repair shop in Florida, and 2 emails, 2 faxes and 2 voicemails don't get answered over a 3 day period, I'm less than impressed.  When I was finally able to talk to Jurgen (I think he accidently answered the phone), he was obviously a competent and intelligent individual.  My enthusiasm was tempered only by his obvious disinterest in working to anything other than his schedule.  Understand that I don't think myself so important that all others should disrupt their schedules to accommodate mine, but there was accommodation that could have been granted with minimal discomfort on his part.
 
I do take some except to their declining to work on the prop blade unless I overhauled the hub to install new grease seals to replace the original faulty design.  Hub overhaul, at my cost, seemed somewhat unfair as the hub was not leaking and only had 40 hours on it.  Rather than presenting me with a $1400 bill (for the hub overhaul alone), I think the appropriate response should have been "we'll take care of that under warranty" (given our initial inadequate design and low hours).  In short, they got my money, but not my gratitude.  Overall, I'd give MT a "B" grade, which is pretty good actually, when you compare it to some other aero companies!
 
So, no flames, just a little smoldering over my experience.
 
Chuck Jensen
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dave Nelson
Sent: Monday, December 08, 2003 9:39 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR: Ordering an MT Prop

I'm sorry to hear about your problem.
 
All I can say is that:
- They were always upfront with me regarding the motor problems, and the history of problems they were having
- They explained carefully what the defect in the original "bell" motor was, why/how they were fixing it, and when
- They never tried to delay, obfusticate, decieve, or deny me or my issues.
- I never said that they told me my problem was isolated.  In fact, the contrary is true. 
 
Sorry... count me as a careful consumer and a happy customer.  It might be who you are talking too (although that shouldn't matter).  I have had most of the technical discussions with Josef, who I understand to be one of the lead engineers.  At the Oshkosh airshow, while he (Josef) was installing the new motor on my prop, the owner came up and introduced himself - and apologised for my problems. 
 
The issue with the motor, as I understand it, was that it was a high efficency design which Josef identified as a "bell" motor.  The term "bell" had to do with the shape of the motor and/or the permanent magnet, which was shaped like a bell.  This enabled a much higher efficency (hence the smaller, lighter motor as opposed to the replacement).  But, as it was shaped like a bell, it apperantly resonated.  Also, I was told it didn't have bearings on both ends of the shaft - just bushings (not certain of this).  Net is the replacement is a traditional style motor with bearings on both ends. 
 
Part of the issue with the length of time it took to replace the bell motor with the new one was that they had problems finding a supplier willing to sell motors into the aircraft market.  This coupled with the testing & certification process they had to go through meant that it took quite a bit longer to deliver the replacement than they (or I) would have liked.  But, they've been aware and working on the problem for some time. 
 
I net this out as follows - I had a good dialoge with them at every turn.  They were up front with me throughout.  There was never an issue regarding warranty.  They self-identified another issue, the cosmetic damage to the finish, and volunteered to fix it at their expense.  Was the prop too expensive?  Yes.  Am I pissed off regarding the RPM restrictions?  Yes, but I'm damn happy they bothered to test for it (remember, they were under no obligation to do so).  Do I feel like they've stood behind their product?  Absolutely.
 
Just one man's opinion.  Please - no flames!
 
Dave
 
----- Original Message -----
Sent: Monday, December 08, 2003 10:28 AM
Subject: RE: REFLECTOR: Ordering an MT Prop

TEC
 
Germans and admitting problems (especially engineering problems!) don't go well together.   When pressed, they have "done the right thing" on a number of occasions, but my overall experience with MT was a little like having a tooth drilled without Novocain.  Pretty painful during the process but the end result is okay. 
 
Regarding the feedback from MT about your problems being isolated to you, well, expecting MT to be an honest broker about their own flaws/problems is a little like believing a fat guy is going to leave you presents on Xmas eve.  In a perfect world, yes, but in the mean time, Reflector helps.
 
Chuck Jensen 
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of HYTEC45@aol.com
Sent: Monday, December 08, 2003 10:00 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR: Ordering an MT Prop

In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, davenali@charter.net writes:
I've had two
motor problems with my electric prop.  Yes, it's true, I shouldn't have had
ANY problems, but read on.
I have been through three motors (installed all on my time), the last on being the newer heavy duty one.  Funny, they told me that they have NEVER had any others go bad.  Same with my blade cracking from the restricted RPM range.   How about RPM sencers?  Been through two.  Seems I am the only electric having problems.
 
TEC
------_=_NextPart_001_01C3BE61.CF705700-- From reflector@tvbf.org Tue Dec 9 19:20:11 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 13:20:11 -0600 Subject: REFLECTOR:Catto prop incident .... Message-ID: <3FD6206B.DB5C42A7@frontiernet.net> All, Just getting around to writing this story. Wife and I flew our Velocity 173 FG IO-360 to Destin FL for the Thanksgiving holiday. Coming back we went by way of Greensboro NC to spend Sunday night with relatives. APC vectored me to a downwind about 5 mi abeam the runway. About the time we leveled out at a couple thousand feet, we heard a bang – “… what the hell was that …?”. I turned toward the runway and switched to tower and started checking the gauges. Nothing unusual. Had a nice undershooting x-wind so it took a while to get on the ground. After shutdown we inspected the plane and found a dink in the leading edge of the prop that you could put a kidney bean in, and a scratch on another blade. Damage was greatly reduced IMO by the leading edge protective tape on the Catto prop. No screws or anything missing off the cowl. Then I saw it – about 6” were missing off of the port side exhaust pipe. It broke off right at the runner from #1 cylinder, squirted right out the exhaust nipple in the cowl and through the prop. There practically NO damage to the prop. Amazing! I called Craig Catto for advice on repairs and he reassured me that a little flox would fix it. We called Velocity Monday AM and Natalie was able to overnight us a regular steel pipe to use while she gets hold of a SS pipe for us. We put it on Tuesday noon, wadded up some bread dough, stuffed it into the dink, covered it with duct tape for the uneventful flight home to CSV. Craig told me he has had several customers who have shed exhaust pipes, fuel caps, etc. through his props and incurred no significant damage. He said that a Long-EZ once shed its ENTIRE LOWER COWL through the one of his props and the airplane flew back home no sweat. I contrast that with the Cozy a couple of years back that shed about the same size piece of exhaust as I did through a Performance prop – it broke one blade off, tore up another and the engine nearly shook out of the airplane in the time it took him to reach over and shut it down. He was able to dead stick to a nice 5000’ runway, hitch hike home, get a new prop and retrieve his airplane a month or so later. I never could have made the field from where my exhaust broke off. That Catto prop of mine saved my bacon sure ‘nuff. All hail Catto …. Jim S. -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Tue Dec 9 20:21:24 2003 From: reflector@tvbf.org (Scott) Date: Tue, 09 Dec 2003 13:21:24 -0700 Subject: REFLECTOR:Catto prop incident .... In-Reply-To: <3FD6206B.DB5C42A7@frontiernet.net> References: <3FD6206B.DB5C42A7@frontiernet.net> Message-ID: <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> Jim, Its always good to hear of a "good" accident! I also am being pushed around by a Catto. I've eaten 2 cowl screws. I also had a 5/8 nut come off my alternator mount, it of course went through the prop. I didn't hear it like you did, but geezz was I surprised when I pre-flighted the next flight and found a big ol gash on the back side of one blade. Another much smaller gash on the backside of another blade(the washer of course). The bolt hit the back side so hard it blew the paint off the front side of the blade. I sanded it down and did a standard fiberglass repair to fix the two layers of fiberglass it fractured. There were a whole lot more layers of glass under the fractured ones but they were undamaged. I called Craig when I was ready to paint, to get the color. He said I could have just filled it with flox and run with it. Oh well... Its nice to know your flying with one tough son of a bitch prop that eats 5/8 nuts for lunch and doesn't even burp. Scott Go Catto!!! At 12:20 PM 12/9/2003, you wrote: >All, >Just getting around to writing this story. Wife and I flew our >Velocity 173 FG IO-360 to Destin FL for the Thanksgiving >holiday. Coming back we went by way of Greensboro NC to spend >Sunday night with relatives. APC vectored me to a downwind >about 5 mi abeam the runway. About the time we leveled out at a >couple thousand feet, we heard a bang ­ “… what the hell was >that …?”. I turned toward the runway and switched to tower and >started checking the gauges. Nothing unusual. Had a nice >undershooting x-wind so it took a while to get on the ground. >After shutdown we inspected the plane and found a dink in the >leading edge of the prop that you could put a kidney bean in, >and a scratch on another blade. Damage was greatly reduced IMO >by the leading edge protective tape on the Catto prop. No >screws or anything missing off the cowl. Then I saw it ­ about >6” were missing off of the port side exhaust pipe. It broke off >right at the runner from #1 cylinder, squirted right out the >exhaust nipple in the cowl and through the prop. > >There practically NO damage to the prop. Amazing! I called >Craig Catto for advice on repairs and he reassured me that a >little flox would fix it. We called Velocity Monday AM and >Natalie was able to overnight us a regular steel pipe to use >while she gets hold of a SS pipe for us. We put it on Tuesday >noon, wadded up some bread dough, stuffed it into the dink, >covered it with duct tape for the uneventful flight home to CSV. > >Craig told me he has had several customers who have shed exhaust >pipes, fuel caps, etc. through his props and incurred no >significant damage. He said that a Long-EZ once shed its ENTIRE >LOWER COWL through the one of his props and the airplane flew >back home no sweat. I contrast that with the Cozy a couple of >years back that shed about the same size piece of exhaust as I >did through a Performance prop ­ it broke one blade off, tore up >another and the engine nearly shook out of the airplane in the >time it took him to reach over and shut it down. He was able to >dead stick to a nice 5000’ runway, hitch hike home, get a new >prop and retrieve his airplane a month or so later. I never >could have made the field from where my exhaust broke off. That >Catto prop of mine saved my bacon sure ‘nuff. > >All hail Catto …. Jim S. > > > >-- >Jim Sower >Crossville, TN; Chapter 5 >Long-EZ N83RT, Velocity N4095T > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 9 20:39:41 2003 From: reflector@tvbf.org (Andy Millin) Date: Tue, 9 Dec 2003 15:39:41 -0500 Subject: REFLECTOR:Things gong throught the prop In-Reply-To: <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> Message-ID: <004301c3be94$9278bf90$6387a8c0@KAZOOSOFT.COM> I know we need to weld attach points to the exhaust and make sure it is attached with wire to the engine. But, it seems there have been enough parts depart the plane and go through the prop. I'm glad that Jim's prop took the punishment and kept going. I was just wondering with our pusher configuration, if anyone had ever covered the rear cowl outlets with a course screen? I'm not even close to engine mounting, so I don't even know if there would be room. But, anything that could stop screws, nuts, bolts and washers might be useful. It might also be more of a pain that it's worth. Just thinkin... Andy _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 9 21:51:25 2003 From: reflector@tvbf.org (Scott) Date: Tue, 09 Dec 2003 14:51:25 -0700 Subject: REFLECTOR:Leading edge tape, Re::Catto prop incident .... In-Reply-To: <3FD6206B.DB5C42A7@frontiernet.net> References: <3FD6206B.DB5C42A7@frontiernet.net> Message-ID: <6.0.0.22.0.20031209145002.03791cd8@mail.tnstaafl.net> Hay I just though of something.. I don't have leading edge protective tape on my prop?? What did you use Jim? Scott At 12:20 PM 12/9/2003, you wrote: >All, >Just getting around to writing this story. Wife and I flew our >Velocity 173 FG IO-360 to Destin FL for the Thanksgiving >holiday. Coming back we went by way of Greensboro NC to spend >Sunday night with relatives. APC vectored me to a downwind >about 5 mi abeam the runway. About the time we leveled out at a >couple thousand feet, we heard a bang ­ “… what the hell was >that …?”. I turned toward the runway and switched to tower and >started checking the gauges. Nothing unusual. Had a nice >undershooting x-wind so it took a while to get on the ground. >After shutdown we inspected the plane and found a dink in the >leading edge of the prop that you could put a kidney bean in, >and a scratch on another blade. Damage was greatly reduced IMO >by the leading edge protective tape on the Catto prop. No >screws or anything missing off the cowl. Then I saw it ­ about >6” were missing off of the port side exhaust pipe. It broke off >right at the runner from #1 cylinder, squirted right out the >exhaust nipple in the cowl and through the prop. > >There practically NO damage to the prop. Amazing! I called >Craig Catto for advice on repairs and he reassured me that a >little flox would fix it. We called Velocity Monday AM and >Natalie was able to overnight us a regular steel pipe to use >while she gets hold of a SS pipe for us. We put it on Tuesday >noon, wadded up some bread dough, stuffed it into the dink, >covered it with duct tape for the uneventful flight home to CSV. > >Craig told me he has had several customers who have shed exhaust >pipes, fuel caps, etc. through his props and incurred no >significant damage. He said that a Long-EZ once shed its ENTIRE >LOWER COWL through the one of his props and the airplane flew >back home no sweat. I contrast that with the Cozy a couple of >years back that shed about the same size piece of exhaust as I >did through a Performance prop ­ it broke one blade off, tore up >another and the engine nearly shook out of the airplane in the >time it took him to reach over and shut it down. He was able to >dead stick to a nice 5000’ runway, hitch hike home, get a new >prop and retrieve his airplane a month or so later. I never >could have made the field from where my exhaust broke off. That >Catto prop of mine saved my bacon sure ‘nuff. > >All hail Catto …. Jim S. > > > >-- >Jim Sower >Crossville, TN; Chapter 5 >Long-EZ N83RT, Velocity N4095T > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 10 00:02:25 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 18:02:25 -0600 Subject: REFLECTOR:Catto prop incident .... References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> Message-ID: <3FD66291.C160C8F5@frontiernet.net> <... one tough son of a bitch prop that eats 5/8 nuts ... Go Catto!!! ...> Yeah. Comforting to know it could probably have survived the alternator too :o) BTW, This latest one is the second exhaust pipe I've gotten from Velocity. Neither one of them would go on the studs without setting them just right and flailing them with the ball of my hand. The first time, I thought I'd gotten one that wasn't jigged up just right. Now I'm 2 for 2 and expecting my SS pipe to arrive any day (hoping?) and wondering if perhaps angle valve IO-360 is maybe a little bit different from regular O-360. Has anyone else had O-360 pipes that didn't fit right (on the studs, not the cowl nipples) ... Jim S. Scott wrote: > Jim, > > Its always good to hear of a "good" accident! > > I also am being pushed around by a Catto. > > I've eaten 2 cowl screws. I also had a 5/8 nut come off my alternator > mount, it of course went through the prop. > > I didn't hear it like you did, but geezz was I surprised when I > pre-flighted the next flight and found a big ol gash on the back side of > one blade. Another much smaller gash on the backside of another blade(the > washer of course). The bolt hit the back side so hard it blew the paint > off the front side of the blade. I sanded it down and did a standard > fiberglass repair to fix the two layers of fiberglass it fractured. There > were a whole lot more layers of glass under the fractured ones but they > were undamaged. > > I called Craig when I was ready to paint, to get the color. He said I > could have just filled it with flox and run with it. Oh well... > > Its nice to know your flying with one tough son of a bitch prop that eats > 5/8 nuts for lunch and doesn't even burp. > > Scott > > Go Catto!!! -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Wed Dec 10 03:19:17 2003 From: reflector@tvbf.org (KeithHallsten) Date: Tue, 9 Dec 2003 19:19:17 -0800 Subject: REFLECTOR:Re: Exhaust system References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> Message-ID: <001901c3becc$652168c0$b9a83c42@quiknet.com> Jim, I'm happy to hear that your recent exhaust failure didn't result in a more serious incident, but. . . You are putting on the same exhaust system that you have already proven is unsafe?!?! Say it isn't so! It seems to me you should be doing some serious thinking about designing a more reliable exhaust system. You might start with talking to Clint Anderson at Custom Aircraft Parts (see http://www.customaircraft.com/). He built a custom exhaust for my IO-540 that I believe will be much less prone to shedding the tailpipe through the prop than the Velocity exhaust, for about the same price. The life you save may be you own! Keith ----- Original Message ----- From: "Jim Sower" To: Sent: Tuesday, December 09, 2003 4:02 PM Subject: Re: REFLECTOR:Catto prop incident .... > <... one tough son of a bitch prop that eats 5/8 nuts ... Go Catto!!! ...> > Yeah. Comforting to know it could probably have survived the alternator too :o) > > BTW, This latest one is the second exhaust pipe I've gotten from Velocity. Neither > one of them would go on the studs without setting them just right and flailing them > with the ball of my hand. The first time, I thought I'd gotten one that wasn't jigged > up just right. Now I'm 2 for 2 and expecting my SS pipe to arrive any day (hoping?) > and wondering if perhaps angle valve IO-360 is maybe a little bit different from > regular O-360. > > Has anyone else had O-360 pipes that didn't fit right (on the studs, not the cowl > nipples) ... Jim S. > > Scott wrote: > > > Jim, > > > > Its always good to hear of a "good" accident! > > > > I also am being pushed around by a Catto. > > > > I've eaten 2 cowl screws. I also had a 5/8 nut come off my alternator > > mount, it of course went through the prop. > > > > I didn't hear it like you did, but geezz was I surprised when I > > pre-flighted the next flight and found a big ol gash on the back side of > > one blade. Another much smaller gash on the backside of another blade(the > > washer of course). The bolt hit the back side so hard it blew the paint > > off the front side of the blade. I sanded it down and did a standard > > fiberglass repair to fix the two layers of fiberglass it fractured. There > > were a whole lot more layers of glass under the fractured ones but they > > were undamaged. > > > > I called Craig when I was ready to paint, to get the color. He said I > > could have just filled it with flox and run with it. Oh well... > > > > Its nice to know your flying with one tough son of a bitch prop that eats > > 5/8 nuts for lunch and doesn't even burp. > > > > Scott > > > > Go Catto!!! > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 10 03:23:28 2003 From: reflector@tvbf.org (Brian Michalk) Date: Tue, 9 Dec 2003 21:23:28 -0600 Subject: REFLECTOR:Catto prop incident .... In-Reply-To: <3FD66291.C160C8F5@frontiernet.net> Message-ID: Why doesn't Velocity make them with slip joints? It would be easier to install, and would result in less stress. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Jim Sower > Sent: Tuesday, December 09, 2003 6:02 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Catto prop incident .... > > > <... one tough son of a bitch prop that eats 5/8 nuts ... Go Catto!!! ...> > Yeah. Comforting to know it could probably have survived the > alternator too :o) > > BTW, This latest one is the second exhaust pipe I've gotten from > Velocity. Neither > one of them would go on the studs without setting them just right > and flailing them > with the ball of my hand. The first time, I thought I'd gotten > one that wasn't jigged > up just right. Now I'm 2 for 2 and expecting my SS pipe to > arrive any day (hoping?) > and wondering if perhaps angle valve IO-360 is maybe a little bit > different from > regular O-360. > > Has anyone else had O-360 pipes that didn't fit right (on the > studs, not the cowl > nipples) ... Jim S. > > Scott wrote: > > > Jim, > > > > Its always good to hear of a "good" accident! > > > > I also am being pushed around by a Catto. > > > > I've eaten 2 cowl screws. I also had a 5/8 nut come off my alternator > > mount, it of course went through the prop. > > > > I didn't hear it like you did, but geezz was I surprised when I > > pre-flighted the next flight and found a big ol gash on the back side of > > one blade. Another much smaller gash on the backside of > another blade(the > > washer of course). The bolt hit the back side so hard it blew the paint > > off the front side of the blade. I sanded it down and did a standard > > fiberglass repair to fix the two layers of fiberglass it > fractured. There > > were a whole lot more layers of glass under the fractured ones but they > > were undamaged. > > > > I called Craig when I was ready to paint, to get the color. He said I > > could have just filled it with flox and run with it. Oh well... > > > > Its nice to know your flying with one tough son of a bitch prop > that eats > > 5/8 nuts for lunch and doesn't even burp. > > > > Scott > > > > Go Catto!!! > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 10 03:26:27 2003 From: reflector@tvbf.org (KeithHallsten) Date: Tue, 9 Dec 2003 19:26:27 -0800 Subject: REFLECTOR:Things going through the prop References: <004301c3be94$9278bf90$6387a8c0@KAZOOSOFT.COM> Message-ID: <001f01c3becd$65f78800$b9a83c42@quiknet.com> Andy, I think a better approach to the problem is making a serious effort BY DESIGN to eliminate things falling off in the first place! This is where safety wire, cotter keys, good preflight inspections, and proper design of brackets, etc. comes in. Those parts need to stay where they can do their job - if you don't need them, just leave them off! Keith ----- Original Message ----- From: "Andy Millin" To: Sent: Tuesday, December 09, 2003 12:39 PM Subject: REFLECTOR:Things gong throught the prop > I know we need to weld attach points to the exhaust and make sure it is > attached with wire to the engine. But, it seems there have been enough > parts depart the plane and go through the prop. I'm glad that Jim's > prop took the punishment and kept going. I was just wondering with our > pusher configuration, if anyone had ever covered the rear cowl outlets > with a course screen? I'm not even close to engine mounting, so I don't > even know if there would be room. But, anything that could stop screws, > nuts, bolts and washers might be useful. It might also be more of a > pain that it's worth. Just thinkin... > > Andy > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 10 03:33:22 2003 From: reflector@tvbf.org (Scott) Date: Tue, 09 Dec 2003 20:33:22 -0700 Subject: REFLECTOR:Re: Exhaust system In-Reply-To: <001901c3becc$652168c0$b9a83c42@quiknet.com> References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> Message-ID: <6.0.0.22.0.20031209202957.037d6668@mail.tnstaafl.net> I installed a Custom aircraft exhaust on my IO360 a few months ago.. Very nice design, looks bullet proof. There was an alignment problem but not with the studs. It bolted up like it was supposed to. Even though I thought the fitting and welding wasn't up to the very excellent work Custom had done for me in the past, it was good work and I'd recommend them. Scott At 08:19 PM 12/9/2003, you wrote: >Jim, > >I'm happy to hear that your recent exhaust failure didn't result in a more >serious incident, but. . . > >You are putting on the same exhaust system that you have already proven is >unsafe?!?! Say it isn't so! It seems to me you should be doing some >serious thinking about designing a more reliable exhaust system. You might >start with talking to Clint Anderson at Custom Aircraft Parts (see >http://www.customaircraft.com/). He built a custom exhaust for my IO-540 >that I believe will be much less prone to shedding the tailpipe through the >prop than the Velocity exhaust, for about the same price. The life you save >may be you own! > >Keith > > >----- Original Message ----- >From: "Jim Sower" >To: >Sent: Tuesday, December 09, 2003 4:02 PM >Subject: Re: REFLECTOR:Catto prop incident .... > > > > <... one tough son of a bitch prop that eats 5/8 nuts ... Go Catto!!! ...> > > Yeah. Comforting to know it could probably have survived the alternator >too :o) > > > > BTW, This latest one is the second exhaust pipe I've gotten from Velocity. >Neither > > one of them would go on the studs without setting them just right and >flailing them > > with the ball of my hand. The first time, I thought I'd gotten one that >wasn't jigged > > up just right. Now I'm 2 for 2 and expecting my SS pipe to arrive any day >(hoping?) > > and wondering if perhaps angle valve IO-360 is maybe a little bit >different from > > regular O-360. > > > > Has anyone else had O-360 pipes that didn't fit right (on the studs, not >the cowl > > nipples) ... Jim S. > > > > Scott wrote: > > > > > Jim, > > > > > > Its always good to hear of a "good" accident! > > > > > > I also am being pushed around by a Catto. > > > > > > I've eaten 2 cowl screws. I also had a 5/8 nut come off my alternator > > > mount, it of course went through the prop. > > > > > > I didn't hear it like you did, but geezz was I surprised when I > > > pre-flighted the next flight and found a big ol gash on the back side of > > > one blade. Another much smaller gash on the backside of another >blade(the > > > washer of course). The bolt hit the back side so hard it blew the paint > > > off the front side of the blade. I sanded it down and did a standard > > > fiberglass repair to fix the two layers of fiberglass it fractured. >There > > > were a whole lot more layers of glass under the fractured ones but they > > > were undamaged. > > > > > > I called Craig when I was ready to paint, to get the color. He said I > > > could have just filled it with flox and run with it. Oh well... > > > > > > Its nice to know your flying with one tough son of a bitch prop that >eats > > > 5/8 nuts for lunch and doesn't even burp. > > > > > > Scott > > > > > > Go Catto!!! > > > > -- > > Jim Sower > > Crossville, TN; Chapter 5 > > Long-EZ N83RT, Velocity N4095T > > > > > > _______________________________________________ > > To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 10 04:47:18 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 22:47:18 -0600 Subject: REFLECTOR:Things gong throught the prop References: <004301c3be94$9278bf90$6387a8c0@KAZOOSOFT.COM> Message-ID: <3FD6A556.7BC43196@frontiernet.net> The screws, nuts, bolts, etc. won't hurt a Catto at all. Even if the screen came off and went through the prop, it wouldn't even notice. We're talking NO damage with an exhaust pipe, manageable damage from a lower cowl. Yeah, I would guess that a screen would be more trouble than it's worth. That said, folks who use other props need to ignore my experience altogether and carefully evaluate the damage absorption attributes of their props (to the extent that credible data is available). Might even want prop manufacturers to tell you to what extent they've tested throwing trash through the prop. Anyway, I'm pretty well sold on lashing down exhaust pipes ... Jim S. PS Would some of you folks with O-/IO-360s please let me know (off line) if you've had NO trouble fitting exhaust flanges to the studs, and you think it's just my luck or my engine that's screwed up. Thanks. Andy Millin wrote: > I know we need to weld attach points to the exhaust and make sure it is > attached with wire to the engine. But, it seems there have been enough > parts depart the plane and go through the prop. I'm glad that Jim's > prop took the punishment and kept going. I was just wondering with our > pusher configuration, if anyone had ever covered the rear cowl outlets > with a course screen? I'm not even close to engine mounting, so I don't > even know if there would be room. But, anything that could stop screws, > nuts, bolts and washers might be useful. It might also be more of a > pain that it's worth. Just thinkin... > > Andy > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Wed Dec 10 04:58:26 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 22:58:26 -0600 Subject: REFLECTOR:Leading edge tape, Re::Catto prop incident .... References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209145002.03791cd8@mail.tnstaafl.net> Message-ID: <3FD6A7F2.43BE548B@frontiernet.net> Scott wrote: > Hay I just though of something.. > > I don't have leading edge protective tape on my prop?? GET SOME !!! IT'S FOR REAL!!. I got some after I flew through a rainstorm without slowing down (A/C or engine) and the outboard leading edges of my prop were eroded to where it worried me. Craig fixed the prop free and I sent him the tape. Guy at Rough River saw it and said "... there's a three knot penalty right there ...". Craig said that's total bullshit and he's had guys test carefully for exactly that and nobody's found any difference. That's all I know. I'm keeping it in. Like I said, it's my considered opinion that the damage would have been substantially worse if I hadn't had tape. > > What did you use Jim? It's called "propguard" and it is basically a very special 3" wide tape you install on the prop leading edge. It costs 59.95 for enough to do your three blade (they give you way more than you need for a 2 blade) and they have a website: www.propguard.com .... This is text from the message I followed up on .... Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Wed Dec 10 05:25:47 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 23:25:47 -0600 Subject: REFLECTOR:Re: Exhaust system References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> Message-ID: <3FD6AE5B.9391A4AC@frontiernet.net> <... You are putting on the same exhaust system that you have already proven is unsafe ....> The short answer is no. This is the part I was a little reluctant to share, absent a direct question, but it appears I can't get out of it so I might as well get into it .... :o( When the airplane came my way it had kind of raggedy looking steel exhaust. Last year at annual I found cracks so I replaced it with SS unit. Flange just barely did fit and pipe end fouled the exhaust nipple in the lower cowl so I had to bend it. Bending SS pipes is not a trivial matter. Anyway, this year I got snatched up short at Rough River about flying around (nearly) full rich because CHTs went up way too high if I leaned the engine, so I redid most of the baffling and sealed everything up including the exhaust pipes near the nipples. CHTs were still way high, so I inspected the pipes and wrapped them with exhaust tape (the asbestos looking stuff you get at hot rod shops) so I wouldn't be pre-heating the cooling air so much in the plenum. It worked marginally and I then solved my CHT problem for the most part another way (that's irrelevant so I needn't share :o). Anyway, taping the pipes is going to make them retain a lot of the heat that used to conduct out into the plenum, so the pipes will be a good bit hotter than without wraps and will not live so long. Figured I'd pull the wrap at annual MINIMUM and check for cracks and hints of cracks. Stuff was only on there less than 10 hrs when pipe broke off, and there were other nearly and minor cracks on the part of the pipe that remained. The pipe on there now is a steel unit that I am going to exchange with Valerie for the SS unit when she gets one in. I will then be able to do a good comparison of CHTs with and without wraps. If they aren't dramatically beneficial I will pull the wrap off the port side pipe. If they are, I will downdraft the f%*^($ airplane. So now you've heard "... the rest of the story ..." :o) ... Jim S. KeithHallsten wrote: > Jim, > > I'm happy to hear that your recent exhaust failure didn't result in a more > serious incident, but. . . > > You are putting on the same exhaust system that you have already proven is > unsafe?!?! Say it isn't so! It seems to me you should be doing some > serious thinking about designing a more reliable exhaust system. You might > start with talking to Clint Anderson at Custom Aircraft Parts (see > http://www.customaircraft.com/). He built a custom exhaust for my IO-540 > that I believe will be much less prone to shedding the tailpipe through the > prop than the Velocity exhaust, for about the same price. The life you save > may be you own! > > Keith From reflector@tvbf.org Wed Dec 10 05:28:24 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 09 Dec 2003 23:28:24 -0600 Subject: REFLECTOR:Catto prop incident .... References: Message-ID: <3FD6AEF8.A19E68FA@frontiernet.net> Brian Michalk wrote: > Why doesn't Velocity make them with slip joints? It would be easier to > install, and would result in less stress. Fair question. It would reduce lots of loads and thereby significantly extend the life of the pipe. I'd like to hear their answer to that one. > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and barely single From reflector@tvbf.org Wed Dec 10 06:51:14 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 10 Dec 2003 00:51:14 -0600 Subject: REFLECTOR:Vortex Generators on XL References: <3FD20905.FB2D2C5A@frontiernet.net> <3FD29837.3040002@bluefrog.com> <3FD2CE32.3B130322@frontiernet.net> <3FD356EE.30106@bluefrog.com> Message-ID: <3FD6C262.9D3F3059@frontiernet.net> Was said: <... It seems to me that to get a high AOA, the elevator TE needs to be down. It also seems that once you are at a high AOA, you would need to put the elevator TE up in order to bring the nose down. Are you saying that if I'm at a high AOA and I push the stick forward I increase the risk of a deep stall or am I confused? ...> I wasn't very clear. The amount of elevator TE down that it takes to generate a given AoA is determined largely by CG position. Forward CG takes lots of elevator, aft CG requires less deflection. Deflecting elevator changes the airfoil into a different airfoil with different attributes - the more deflection, the more radical the change. Effective centerline of an airfoil is the line from the "null" point on the LE to the tip of the TE. As you can readily visualize, TE down elevator generates an airfoil with a LOT of camber, which will stall at a lower AoA (or about the same AoA, but measured to the new chord line which makes it look a lot higher). TE up elevator makes for negative camber and a higher canard stall AoA which can lead to the main wing stalling first ... etc. That's how you can get into a deep stall by accident - unstable pitch that gets away from you and the airplane does sort of a hammerhead type maneuver by itself, against your wishes. So, neutral, or nearly neutral elevator at lower speeds is a warning of neutral or negative pitch stability. The nose staying cocked up (or worse yet, trying to keep going up) after releasing a nose up control input is a warning of neutral stability or instability in pitch. If that happens, you want to GO HOME IMMEDIATELY as someone said earlier, and probably at moderate speed - like 100-120 kts - using very light control inputs - and fly the airplane every foot of the way. <... 1/2" elevator trim to take off ... with 170 lbs load in front seat ...> Should be OK. When I'm by myself, TO and landing trim is 3/8" - 1/2" TE down, and I have positive pitch stability. As best I can figure .... Jim S. John Dibble wrote: > Jim Sower wrote: > > > > ><... 1/2" elevator trim to take off ...> > >With what kind of load in front seat? > > > 170 lbs > > > Just you? Or you and someone else? What is > >your elevator position flat out at 8k ft? > > > At 160 k TAS, the elevator TE is about 1/4-3/8" higher than the canard TE. > > > Is it negative? If so, how much? > > > >My best understanding of "stall proof" canard airplanes and "deep stall" is that (at > >the risk of over simplifying) canard airfoils have more chamber than main wing > >airfoils and therefore will stall at a lower AoA. Negative (nose up, TE down) > >elevator increases effective camber and makes canard stall sooner still. If the > >elevator deflection is negative (TE up) the effective camber decreases to the point > >that the main wing could stall first. Soooo, assuming that all the incidences are > >correct, the danger of deep stall occurs when a) you are at high AoA, and b) you have > >TE up elevator. > > > It seems to me that to get a high AOA, the elevator TE needs to be > down. It also seems that once you are at a high AOA, you would need to > put the elevator TE up in order to bring the nose down. Are you saying > that if I'm at a high AOA and I push the stick forward I increase the > risk of a deep stall or am I confused? > > John > From reflector@tvbf.org Wed Dec 10 12:35:46 2003 From: reflector@tvbf.org (Jim Agnew) Date: Wed, 10 Dec 2003 04:35:46 -0800 (PST) Subject: REFLECTOR:Catto prop incident .... In-Reply-To: <3FD6AEF8.A19E68FA@frontiernet.net> Message-ID: <20031210123546.40634.qmail@web41307.mail.yahoo.com> Brian, My SS exhaust pipes have slip joints and were made by Velocity. Jim --- Jim Sower wrote: > Brian Michalk wrote: > > > Why doesn't Velocity make them with slip joints? It > would be easier to > > install, and would result in less stress. > > Fair question. It would reduce lots of loads and thereby > significantly extend the > life of the pipe. I'd like to hear their answer to that > one. > > > Brian Michalk > > Life is what you make of it ... never wish you had done > something. > > Aviator, experimental aircraft builder, motorcyclist, > SCUBA diver > > musician, home-brewer, entrepreneur and barely single > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed & Flying From reflector@tvbf.org Wed Dec 10 17:27:27 2003 From: reflector@tvbf.org (steve korney) Date: Wed, 10 Dec 2003 17:27:27 +0000 Subject: REFLECTOR:Vortex Generators on XL Message-ID: How much trim you use on take-off and landing depends on the amount of trim force you have...I use a very light spring pressure on the trim because I like the positive feel on the elevator and on take-off and landing I use full up trim. It is more appropriate to have about 5/8 inch trailing edge up at top speed...That will tell you whether you have the correct lateral dihedral between the canard and the wing...If the cg is forward, you will have stable pitch authority because the elevator is loaded..If the cg is aft then the pitch authority will be very sensitive... Best... Steve _________________________________________________________________ Shop online for kids’ toys by age group, price range, and toy category at MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com From reflector@tvbf.org Wed Dec 10 18:06:07 2003 From: reflector@tvbf.org (Brian Gallagher) Date: Wed, 10 Dec 2003 10:06:07 -0800 Subject: REFLECTOR:Lyc injection Message-ID: <003701c3bf48$48e8c230$6b01a8c0@Brian> This is a multi-part message in MIME format. ------=_NextPart_000_0034_01C3BF05.3A9F5C90 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Has anyone with a Lycoming and dual Light speed ignition found a good = way of mounting the injection spider? bg ------=_NextPart_000_0034_01C3BF05.3A9F5C90 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Has anyone with a = Lycoming and=20 dual Light speed ignition found a good way of mounting the injection = spider?=20 bg
------=_NextPart_000_0034_01C3BF05.3A9F5C90-- From reflector@tvbf.org Wed Dec 10 18:59:15 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Wed, 10 Dec 2003 10:59:15 -0800 Subject: REFLECTOR:Lyc injection In-Reply-To: <003701c3bf48$48e8c230$6b01a8c0@Brian> References: <003701c3bf48$48e8c230$6b01a8c0@Brian> Message-ID: <1071082755.3fd76d030fb2e@webmail.123mail.net> Ahem... I'll admit that I'm *way* over my head here, as I'm only *about to purchase" such things and have no experience installing them, but my shop is specing a "low profile bracket" for the fuel manifold, I believe from Ly-Con in Cali who's claimed to know that it's needed for Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I think that's the deal. (I'm also going with the lightspeed I think). Brett Quoting Brian Gallagher : > Has anyone with a Lycoming and dual Light speed ignition found a good > way of mounting the injection spider? bg > -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH From reflector@tvbf.org Wed Dec 10 19:06:54 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 10 Dec 2003 13:06:54 -0600 Subject: REFLECTOR:Determining AFT CG Limit In-Reply-To: <001201c3bc21$e05315f0$0200a8c0@DAD> References: <002001c3bbfd$9e62c920$9964ab44@atlaga.adelphia.net> <001201c3bc21$e05315f0$0200a8c0@DAD> Message-ID: <3FD76ECE.8090907@bluefrog.com> This is a multi-part message in MIME format. --------------000505090004040005000700 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Scott Baker wrote: > Lack of pitch stability is certainly a clue. > Set out a detailed, conservative flight test program to determine the > aft cg limit of your aircraft. > Step 1. would be to calculate the loading conditions to achieve a > rear-most cg (as shown in the POH). > Step 2. would be to load the aircraft so that the cg of the aircraft > is ... say 2" forward of the rear most suggested limit and go fly the > aircraft. At a safe altitude and at a safe location - enter slow > flight (75-80 knots) and raise the nose (about 7-10 degrees pitch up > attitude) into a low power climb (about 16" map or around 1800 rpm) Do you recommend leaving the pitch trim at the 75-80 kn setting or triming for the low power climb? I think it should stay at the 75-80 kn setting to allow more forward stick room if the canard begins rising. > and wait for the onset of the canard stall. Can you describe the onset of canard stall? > Try to hold the pitch attitude during the stall. If the nose is > dropping and (in order to maintain the constant climb attitude) you > are pulling "nose up" stick force, this is good. Land, calculate what > it will take to shift the cg aft another 0.5" and go do it again. > VERY IMPORTANT NOTE> If, on the other hand, at the onset of the stall > you find the canard rising - and you are pushing on the stick to > maintain the constant climb attitude How fast does the rising occur? Is it similar to the canard rise following rotation? > - you are in the dreaded "too far aft" cg range ... immediately apply > full forward elevator and full power, lean forward, and take thyself > back to the airport and (while adding 5 knots to your normal approach > speed) ... land and shift some weight forward ... and then go do it again. I'm thinking of putting several 10 lb weights in the co-pilot seat to get within the aft cg limit, do the canard stall, and then repeat, putting the weights in the back seat one-by-one until I find the exact cg limit. John > SB --------------000505090004040005000700 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit

Scott Baker wrote:
Lack of pitch stability is certainly a clue.
Set out a detailed, conservative flight test program to determine the aft cg limit of your aircraft.
Step 1. would be to calculate the loading conditions to achieve a rear-most cg (as shown in the POH).
Step 2. would be to load the aircraft so that the cg of the aircraft is ... say 2" forward of the rear most suggested limit and go fly the aircraft.  At a safe altitude and at a safe location - enter slow flight (75-80 knots) and raise the nose (about 7-10 degrees pitch up attitude) into a low power climb (about 16" map or around 1800 rpm)
Do you recommend leaving the pitch trim at the 75-80 kn setting or triming for the low power climb?  I think it should stay at the 75-80 kn setting to allow more forward stick room if the canard begins rising.
 and wait for the onset of the canard stall.
Can you describe the onset of canard stall?
  Try to hold the pitch attitude during the stall.  If the nose is dropping and (in order to maintain the constant climb attitude) you are pulling "nose up" stick force, this is good.  Land, calculate what it will take to shift the cg aft another 0.5" and go do it again.
VERY IMPORTANT NOTE>  If, on the other hand, at the onset of the stall you find the canard rising - and you are pushing on the stick to maintain the constant climb attitude
How fast does the rising occur?  Is it similar to the canard rise following rotation?
- you are in the dreaded "too far aft" cg range ... immediately apply full forward elevator and full power, lean forward, and take thyself back to the airport and (while adding 5 knots to your normal approach speed) ... land and shift some weight forward ... and then go do it again.
I'm thinking of putting several 10 lb weights in the co-pilot seat to get within the aft cg limit, do the canard stall, and then repeat, putting the weights in the back seat one-by-one until I find the exact cg limit.

John
SB
--------------000505090004040005000700-- From reflector@tvbf.org Wed Dec 10 19:20:26 2003 From: reflector@tvbf.org (Brian Gallagher) Date: Wed, 10 Dec 2003 11:20:26 -0800 Subject: REFLECTOR:Lyc injection References: <003701c3bf48$48e8c230$6b01a8c0@Brian> <1071082755.3fd76d030fb2e@webmail.123mail.net> Message-ID: <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> This is a multi-part message in MIME format. ------=_NextPart_000_004B_01C3BF0F.9C245FB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable That low profile bracket doesn't fit with two LS ignitions, to say = nothing of trying to route the fuel lines thru all the coils. bg ----- Original Message -----=20 From: Brett Ferrell=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 10:59 AM Subject: Re: REFLECTOR:Lyc injection Ahem... I'll admit that I'm *way* over my head here, as I'm only = *about to purchase" such things and have no experience installing them, = but my shop is specing a "low profile bracket" for the fuel manifold, I = believe from Ly-Con in Cali who's claimed to know that it's needed for = Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I = think that's the deal. (I'm also going with the lightspeed I think). Brett Quoting Brian Gallagher : > Has anyone with a Lycoming and dual Light speed ignition found a = good > way of mounting the injection spider? bg >=20 -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH _______________________________________________ To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw =3D tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_004B_01C3BF0F.9C245FB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
That low profile = bracket=20 doesn't fit with two LS ignitions, to say nothing of trying to route the = fuel=20 lines thru all the coils.  bg
----- Original Message -----
From:=20 Brett=20 Ferrell
Sent: Wednesday, December 10, = 2003 10:59=20 AM
Subject: Re: REFLECTOR:Lyc=20 injection

Ahem... I'll admit that I'm *way* over my head here, as = I'm=20 only *about to purchase" such things and have no experience installing = them,=20 but my shop is specing a "low profile bracket" for the fuel manifold, = I=20 believe from Ly-Con in Cali who's claimed to know that it's needed for = Berkut's/Velocity's etc.  Apologizes if I'm muddying the waters, = but I=20 think that's the deal. (I'm also going with the lightspeed I=20 think).

Brett

Quoting Brian Gallagher <bg@airmech.com>:

> Has = anyone=20 with a Lycoming and dual Light speed ignition found a good > way of = mounting the injection spider? bg
>


--
Visit us = at www.velocityxl.com
44VF = Velocity=20 XL/FG
I68 Cincinnati,=20 OH
_______________________________________________
To change = your email=20 address, visit http://www.tvbf.o= rg/mailman/listinfo/reflector

Visit=20 the gallery!  www.tvbf.org/gallery
user:pw = =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Chec= k old=20 archives: http://www.t= vbf.org/archives/velocity/maillist.html
------=_NextPart_000_004B_01C3BF0F.9C245FB0-- From reflector@tvbf.org Wed Dec 10 20:15:31 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Wed, 10 Dec 2003 12:15:31 -0800 Subject: REFLECTOR:Lyc injection In-Reply-To: <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> References: <003701c3bf48$48e8c230$6b01a8c0@Brian> <1071082755.3fd76d030fb2e@webmail.123mail.net> <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> Message-ID: <1071087331.3fd77ee30f7e4@webmail.123mail.net> Well, that's good to know. Any chance I could get some pictures of your setup some time? I'd also be curious where you put things on the firewall, etc.... Brett Quoting Brian Gallagher : > That low profile bracket doesn't fit with two LS ignitions, to say > nothing of trying to route the fuel lines thru all the coils. bg > ----- Original Message ----- > From: Brett Ferrell > To: reflector@tvbf.org > Sent: Wednesday, December 10, 2003 10:59 AM > Subject: Re: REFLECTOR:Lyc injection > > > Ahem... I'll admit that I'm *way* over my head here, as I'm only > *about to purchase" such things and have no experience installing them, > > but my shop is specing a "low profile bracket" for the fuel manifold, I > > believe from Ly-Con in Cali who's claimed to know that it's needed for > Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I > think that's the deal. (I'm also going with the lightspeed I think). > > Brett > > Quoting Brian Gallagher : > > > Has anyone with a Lycoming and dual Light speed ignition found a > good > way of mounting the injection spider? bg > > > > > -- > Visit us at www.velocityxl.com > 44VF Velocity XL/FG > I68 Cincinnati, OH > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > > -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH From reflector@tvbf.org Wed Dec 10 21:28:02 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 10 Dec 2003 16:28:02 -0500 Subject: REFLECTOR:Re: Exhaust slip joints Message-ID: <5310590B.1BE13599.0073FCF2@aol.com> I ended up going with "Custom" on my exhaust for the V-6 on my Velocity. Clint ws very helpful and suggested using slip joints to relieve stress on my setup as well. The pipes came back Very nice and should be strong as possible. On a side note, I had the pipes on my Cherokee 235 rebuilt by Costom as well.. and they did them the same way, and the work was fantastic, reasonably priced, and very quick. Kurt Winker 173 FGE Aluminum 4.3L Chev From reflector@tvbf.org Wed Dec 10 22:18:40 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 10 Dec 2003 17:18:40 -0500 Subject: REFLECTOR:Lyc injection References: <003701c3bf48$48e8c230$6b01a8c0@Brian> <1071082755.3fd76d030fb2e@webmail.123mail.net> <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> Message-ID: <013101c3bf6b$90ed9100$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_012E_01C3BF41.A7BBFB80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Well, how about just using two Jeff Roses? There is an RV in the next = hanger that runs two and he likes them. ----- Original Message -----=20 From: Brian Gallagher=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 2:20 PM Subject: Re: REFLECTOR:Lyc injection That low profile bracket doesn't fit with two LS ignitions, to say = nothing of trying to route the fuel lines thru all the coils. bg ----- Original Message -----=20 From: Brett Ferrell=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 10:59 AM Subject: Re: REFLECTOR:Lyc injection Ahem... I'll admit that I'm *way* over my head here, as I'm only = *about to purchase" such things and have no experience installing them, = but my shop is specing a "low profile bracket" for the fuel manifold, I = believe from Ly-Con in Cali who's claimed to know that it's needed for = Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I = think that's the deal. (I'm also going with the lightspeed I think). Brett Quoting Brian Gallagher : > Has anyone with a Lycoming and dual Light speed ignition found a = good > way of mounting the injection spider? bg >=20 -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH _______________________________________________ To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw =3D tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_012E_01C3BF41.A7BBFB80 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Well, how about just using two Jeff Roses?  = There is an=20 RV in the next hanger that runs two and he likes them.
----- Original Message -----
From:=20 Brian = Gallagher=20
Sent: Wednesday, December 10, = 2003 2:20=20 PM
Subject: Re: REFLECTOR:Lyc=20 injection

That low = profile bracket=20 doesn't fit with two LS ignitions, to say nothing of trying to route = the fuel=20 lines thru all the coils.  bg
----- Original Message -----
From:=20 Brett=20 Ferrell
Sent: Wednesday, December 10, = 2003=20 10:59 AM
Subject: Re: REFLECTOR:Lyc=20 injection

Ahem... I'll admit that I'm *way* over my head here, = as I'm=20 only *about to purchase" such things and have no experience = installing them,=20 but my shop is specing a "low profile bracket" for the fuel = manifold, I=20 believe from Ly-Con in Cali who's claimed to know that it's needed = for=20 Berkut's/Velocity's etc.  Apologizes if I'm muddying the = waters, but I=20 think that's the deal. (I'm also going with the lightspeed I=20 think).

Brett

Quoting Brian Gallagher <bg@airmech.com>:

> = Has anyone=20 with a Lycoming and dual Light speed ignition found a good > way = of=20 mounting the injection spider? bg
>


--
Visit us = at www.velocityxl.com
44VF = Velocity=20 XL/FG
I68 Cincinnati,=20 OH
_______________________________________________
To change = your=20 email address, visit http://www.tvbf.o= rg/mailman/listinfo/reflector

Visit=20 the gallery!  www.tvbf.org/gallery
user:pw = =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Chec= k old=20 archives: http://www.t= vbf.org/archives/velocity/maillist.html
= ------=_NextPart_000_012E_01C3BF41.A7BBFB80-- From reflector@tvbf.org Wed Dec 10 23:24:53 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Wed, 10 Dec 2003 18:24:53 -0500 Subject: REFLECTOR:Lyc injection References: <003701c3bf48$48e8c230$6b01a8c0@Brian> <1071082755.3fd76d030fb2e@webmail.123mail.net> <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> <013101c3bf6b$90ed9100$9964ab44@atlaga.adelphia.net> Message-ID: <021f01c3bf74$d17170d0$0100a8c0@micron> This is a multi-part message in MIME format. ------=_NextPart_000_021C_01C3BF4A.E8059170 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I'm told (by my engine shop) he's not selling any more units, only = supporting current customers after some issues/complaints. Brett ----- Original Message -----=20 From: Ronnie Brown=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 5:18 PM Subject: Re: REFLECTOR:Lyc injection Well, how about just using two Jeff Roses? There is an RV in the next = hanger that runs two and he likes them. ----- Original Message -----=20 From: Brian Gallagher=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 2:20 PM Subject: Re: REFLECTOR:Lyc injection That low profile bracket doesn't fit with two LS ignitions, to say = nothing of trying to route the fuel lines thru all the coils. bg ----- Original Message -----=20 From: Brett Ferrell=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 10:59 AM Subject: Re: REFLECTOR:Lyc injection Ahem... I'll admit that I'm *way* over my head here, as I'm only = *about to purchase" such things and have no experience installing them, = but my shop is specing a "low profile bracket" for the fuel manifold, I = believe from Ly-Con in Cali who's claimed to know that it's needed for = Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I = think that's the deal. (I'm also going with the lightspeed I think). Brett Quoting Brian Gallagher : > Has anyone with a Lycoming and dual Light speed ignition found a = good > way of mounting the injection spider? bg >=20 -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH _______________________________________________ To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw =3D tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_021C_01C3BF4A.E8059170 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I'm told (by my engine shop) he's = not selling=20 any more units, only supporting current customers after some=20 issues/complaints.

Brett
----- Original Message -----
From:=20 Ronnie=20 Brown
Sent: Wednesday, December 10, = 2003 5:18=20 PM
Subject: Re: REFLECTOR:Lyc=20 injection

Well, how about just using two Jeff Roses?  = There is an=20 RV in the next hanger that runs two and he likes them.
----- Original Message -----
From:=20 Brian = Gallagher
Sent: Wednesday, December 10, = 2003 2:20=20 PM
Subject: Re: REFLECTOR:Lyc=20 injection

That low = profile bracket=20 doesn't fit with two LS ignitions, to say nothing of trying to route = the=20 fuel lines thru all the coils.  bg
----- Original Message ----- =
From:=20 Brett=20 Ferrell
Sent: Wednesday, December = 10, 2003=20 10:59 AM
Subject: Re: REFLECTOR:Lyc=20 injection

Ahem... I'll admit that I'm *way* over my head = here, as I'm=20 only *about to purchase" such things and have no experience = installing=20 them, but my shop is specing a "low profile bracket" for the fuel=20 manifold, I believe from Ly-Con in Cali who's claimed to know that = it's=20 needed for Berkut's/Velocity's etc.  Apologizes if I'm = muddying the=20 waters, but I think that's the deal. (I'm also going with the = lightspeed I=20 think).

Brett

Quoting Brian Gallagher <bg@airmech.com>:

> = Has=20 anyone with a Lycoming and dual Light speed ignition found a good = > way=20 of mounting the injection spider? bg
> =


--
Visit us at=20 www.velocityxl.com
44VF=20 Velocity XL/FG
I68 Cincinnati,=20 OH
_______________________________________________
To change = your=20 email address, visit http://www.tvbf.o= rg/mailman/listinfo/reflector

Visit=20 the gallery!  www.tvbf.org/gallery
user:pw = =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Chec= k=20 old archives: http://www.t= vbf.org/archives/velocity/maillist.html
= ------=_NextPart_000_021C_01C3BF4A.E8059170-- From reflector@tvbf.org Wed Dec 10 23:24:00 2003 From: reflector@tvbf.org (Brian Gallagher) Date: Wed, 10 Dec 2003 15:24:00 -0800 Subject: REFLECTOR:Lyc injection References: <003701c3bf48$48e8c230$6b01a8c0@Brian> <1071082755.3fd76d030fb2e@webmail.123mail.net> <004e01c3bf52$aa93eaf0$6b01a8c0@Brian> <013101c3bf6b$90ed9100$9964ab44@atlaga.adelphia.net> Message-ID: <002501c3bf74$b15253a0$6b01a8c0@Brian> This is a multi-part message in MIME format. ------=_NextPart_000_0022_01C3BF31.A2FD0720 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Wouldn't be $ prudent at this point. bg ----- Original Message -----=20 From: Ronnie Brown=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 2:18 PM Subject: Re: REFLECTOR:Lyc injection Well, how about just using two Jeff Roses? There is an RV in the next = hanger that runs two and he likes them. ----- Original Message -----=20 From: Brian Gallagher=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 2:20 PM Subject: Re: REFLECTOR:Lyc injection That low profile bracket doesn't fit with two LS ignitions, to say = nothing of trying to route the fuel lines thru all the coils. bg ----- Original Message -----=20 From: Brett Ferrell=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 10, 2003 10:59 AM Subject: Re: REFLECTOR:Lyc injection Ahem... I'll admit that I'm *way* over my head here, as I'm only = *about to purchase" such things and have no experience installing them, = but my shop is specing a "low profile bracket" for the fuel manifold, I = believe from Ly-Con in Cali who's claimed to know that it's needed for = Berkut's/Velocity's etc. Apologizes if I'm muddying the waters, but I = think that's the deal. (I'm also going with the lightspeed I think). Brett Quoting Brian Gallagher : > Has anyone with a Lycoming and dual Light speed ignition found a = good > way of mounting the injection spider? bg >=20 -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH _______________________________________________ To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw =3D tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_0022_01C3BF31.A2FD0720 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Wouldn't be $ = prudent at this=20 point.  bg
----- Original Message -----
From:=20 Ronnie=20 Brown
Sent: Wednesday, December 10, = 2003 2:18=20 PM
Subject: Re: REFLECTOR:Lyc=20 injection

Well, how about just using two Jeff Roses?  = There is an=20 RV in the next hanger that runs two and he likes them.
----- Original Message -----
From:=20 Brian = Gallagher
Sent: Wednesday, December 10, = 2003 2:20=20 PM
Subject: Re: REFLECTOR:Lyc=20 injection

That low = profile bracket=20 doesn't fit with two LS ignitions, to say nothing of trying to route = the=20 fuel lines thru all the coils.  bg
----- Original Message ----- =
From:=20 Brett=20 Ferrell
Sent: Wednesday, December = 10, 2003=20 10:59 AM
Subject: Re: REFLECTOR:Lyc=20 injection

Ahem... I'll admit that I'm *way* over my head = here, as I'm=20 only *about to purchase" such things and have no experience = installing=20 them, but my shop is specing a "low profile bracket" for the fuel=20 manifold, I believe from Ly-Con in Cali who's claimed to know that = it's=20 needed for Berkut's/Velocity's etc.  Apologizes if I'm = muddying the=20 waters, but I think that's the deal. (I'm also going with the = lightspeed I=20 think).

Brett

Quoting Brian Gallagher <bg@airmech.com>:

> = Has=20 anyone with a Lycoming and dual Light speed ignition found a good = > way=20 of mounting the injection spider? bg
> =


--
Visit us at=20 www.velocityxl.com
44VF=20 Velocity XL/FG
I68 Cincinnati,=20 OH
_______________________________________________
To change = your=20 email address, visit http://www.tvbf.o= rg/mailman/listinfo/reflector

Visit=20 the gallery!  www.tvbf.org/gallery
user:pw = =3D=20 tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Chec= k=20 old archives: http://www.t= vbf.org/archives/velocity/maillist.html
= ------=_NextPart_000_0022_01C3BF31.A2FD0720-- From reflector@tvbf.org Mon Dec 8 21:08:31 2003 From: reflector@tvbf.org (Rodney Brim) Date: Mon, 8 Dec 2003 13:08:31 -0800 Subject: REFLECTOR:VG's on my XL results In-Reply-To: Message-ID: <005e01c3bdcf$6fc3d1d0$1101a8c0@pst.local> Just to throw my results into the mix. Placing the VGs on the wind and canard consistent with the factory templates I got the following results: 1. Stall speed decreased 4kts 2. Cruise speed decreased 3kts 3. Control at approach speeds improved. 4. Nose drops on landing more abruptly when the lift finally gives away. 5. Lift on the canard was noticeably increased during cruise. 6. Decrease in take-off roll was 7% above what I got with the trailing edge fences (from 15% up to 22% or thereabouts). Modifications. I took off one of each pair on the canard to decrease the nose up pressure during flight, with not significant improvement in cruise speed. I eventually removed all of the VGs because the stall fences allowed me to get into a short field (under 3,000') acceptably, and I didn't want the cruise speed reduction. If I flew out of short or high fields all the time, I would add them back. I was/am still looking for the magical 200kt cruise speed, and mine typically gets a GPS speed of 185 kts. By-the-way, changing from arm-pit scoops to top naca scoops did nothing to improve my cruise speed either, although it certainly has given me high climb-out temps (cruise temps are the same). Rodney Brim, -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Chuck Jensen Sent: Monday, December 08, 2003 9:01 AM To: 'reflector@tvbf.org' Subject: RE: REFLECTOR:VG's And??? Chuck Jensen Subject: RE: REFLECTOR:VG's And finally, given all the earlier concern about reduced aileron effectiveness at slow speeds, your photos makes one wonder about a row of VGs just ahead of the ailerons, ala Javelin? Who will be the first to test this breakthru idea? Chuck Jensen Simon Aegerter has already done that. Al _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 11 00:46:02 2003 From: reflector@tvbf.org (Terry Yake) Date: Wed, 10 Dec 2003 18:46:02 -0600 Subject: REFLECTOR:Re: [c-a] RE: COZY: Catto prop incident .... References: <707F5F387AF1D311A5030060B03C5D71B51194@ers03.cmers.com> Message-ID: <004601c3bf80$3042a920$6401a8c0@yake1a> This is a multi-part message in MIME format. ------=_NextPart_000_0041_01C3BF4D.DC4B1140 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Marcus, Some things departing the aircraft into the prop are internal to the = cowling(clamps, tools left behind, exhaust pipe fragments), the engine = (valve heads) and some external (fuel caps, cowling screws). The = "chicken wire" would need to be the diameter of the prop with a 1/4 X = 1/4 inch grid. Ha. At one of the KC GIG fly-ins in the early 90's, a = Long-EZ made it all the way from Louisiana with a pair of pliers half in = and half out of a top-mounted cowling vent. You can imagine the crowd = reaction upon landing. As alternatives, you should have fuel cap retainers and safety wire = gently retaining the exhaust pipes and exposed hose clamps to prevent = reward travel in case something breaks loose. A valve head exiting the = exhaust pipe is hard to filter. Not much can be done for the cowling = fasteners other than a thorough pre-flight. ------=_NextPart_000_0041_01C3BF4D.DC4B1140 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Marcus,
 
Some things departing the aircraft into = the prop=20 are internal to the cowling(clamps, tools left behind, exhaust pipe = fragments),=20 the engine (valve heads) and some external (fuel caps, cowling=20 screws).  The "chicken wire" would need to be the diameter of the = prop with=20 a 1/4 X 1/4 inch grid. Ha. At one of the KC GIG fly-ins in the early = 90's, a=20 Long-EZ made it all the way from Louisiana with a pair of pliers half in = and=20 half out of a top-mounted cowling vent.  You can imagine the crowd = reaction=20 upon landing.
 
As alternatives, you should have fuel = cap retainers=20 and safety wire gently retaining the exhaust pipes and exposed hose = clamps=20 to prevent reward travel in case something breaks loose. A valve = head=20 exiting the exhaust pipe is hard to filter. Not much can be done = for the=20 cowling fasteners other than a thorough pre-flight. =20
------=_NextPart_000_0041_01C3BF4D.DC4B1140-- From reflector@tvbf.org Thu Dec 11 03:29:22 2003 From: reflector@tvbf.org (Scott) Date: Wed, 10 Dec 2003 20:29:22 -0700 Subject: REFLECTOR:Re: Exhaust system In-Reply-To: <3FD6AE5B.9391A4AC@frontiernet.net> References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> <3FD6AE5B.9391A4AC@frontiernet.net> Message-ID: <6.0.0.22.0.20031210202249.037f09e8@mail.tnstaafl.net> I have an updraft IO360, straight back SS exhaust. I tried it with and with out tape. I would say the tape may, and I am stretching here, may have reduced my CHT's by 5 degrees. I took um off. I want to be able to see my exhaust pipes when I'm poking around under the cowling and I've heard they do shorten a systems life, and at $800 a pop I don;t want to shorten that one to much. I'd say I got my CHT's down by being extremely anal about sealing up the cowling and running LOP. I have a hard time keeping them above 300 degrees now that's its winter. Scott At 10:25 PM 12/9/2003, you wrote: ><... You are putting on the same exhaust system that you have already >proven is unsafe >....> >The short answer is no. This is the part I was a little reluctant to >share, absent a >direct question, but it appears I can't get out of it so I might as well >get into it >.... :o( > >When the airplane came my way it had kind of raggedy looking steel >exhaust. Last year >at annual I found cracks so I replaced it with SS unit. Flange just >barely did fit >and pipe end fouled the exhaust nipple in the lower cowl so I had to bend >it. Bending >SS pipes is not a trivial matter. Anyway, this year I got snatched up >short at Rough >River about flying around (nearly) full rich because CHTs went up way too >high if I >leaned the engine, so I redid most of the baffling and sealed everything >up including >the exhaust pipes near the nipples. CHTs were still way high, so I >inspected the >pipes and wrapped them with exhaust tape (the asbestos looking stuff you >get at hot >rod shops) so I wouldn't be pre-heating the cooling air so much in the >plenum. It >worked marginally and I then solved my CHT problem for the most part >another way >(that's irrelevant so I needn't share :o). > >Anyway, taping the pipes is going to make them retain a lot of the heat >that used to >conduct out into the plenum, so the pipes will be a good bit hotter than >without wraps >and will not live so long. Figured I'd pull the wrap at annual MINIMUM >and check for >cracks and hints of cracks. Stuff was only on there less than 10 hrs when >pipe broke >off, and there were other nearly and minor cracks on the part of the pipe that >remained. The pipe on there now is a steel unit that I am going to >exchange with >Valerie for the SS unit when she gets one in. I will then be able to do a >good >comparison of CHTs with and without wraps. If they aren't dramatically >beneficial I >will pull the wrap off the port side pipe. If they are, I will downdraft >the f%*^($ >airplane. > >So now you've heard "... the rest of the story ..." :o) ... Jim S. > >KeithHallsten wrote: > > > Jim, > > > > I'm happy to hear that your recent exhaust failure didn't result in a more > > serious incident, but. . . > > > > You are putting on the same exhaust system that you have already proven is > > unsafe?!?! Say it isn't so! It seems to me you should be doing some > > serious thinking about designing a more reliable exhaust system. You might > > start with talking to Clint Anderson at Custom Aircraft Parts (see > > http://www.customaircraft.com/). He built a custom exhaust for my IO-540 > > that I believe will be much less prone to shedding the tailpipe through the > > prop than the Velocity exhaust, for about the same price. The life you > save > > may be you own! > > > > Keith > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 11 03:33:57 2003 From: reflector@tvbf.org (Scott) Date: Wed, 10 Dec 2003 20:33:57 -0700 Subject: REFLECTOR:Lyc injection In-Reply-To: <003701c3bf48$48e8c230$6b01a8c0@Brian> References: <003701c3bf48$48e8c230$6b01a8c0@Brian> Message-ID: <6.0.0.22.0.20031210203145.037fab10@mail.tnstaafl.net> Why would duals make a difference? Doesn't the top plugs system live on top, and the bottom plugs system live on the bottom? I have a single LS installed on the top, the coils mounted on the case just to the rear of the spider. Scott At 11:06 AM 12/10/2003, you wrote: >Has anyone with a Lycoming and dual Light speed ignition found a good way >of mounting the injection spider? bg From reflector@tvbf.org Thu Dec 11 03:31:04 2003 From: reflector@tvbf.org (Scott) Date: Wed, 10 Dec 2003 20:31:04 -0700 Subject: REFLECTOR:Catto prop incident .... In-Reply-To: <20031210123546.40634.qmail@web41307.mail.yahoo.com> References: <3FD6AEF8.A19E68FA@frontiernet.net> <20031210123546.40634.qmail@web41307.mail.yahoo.com> Message-ID: <6.0.0.22.0.20031210203000.03866ea8@mail.tnstaafl.net> Velocity doesn't make any exhaust systems, they have them made by an exhaust shop near by. At 05:35 AM 12/10/2003, you wrote: >Brian, > >My SS exhaust pipes have slip joints and were made by >Velocity. > >Jim > >--- Jim Sower wrote: > > Brian Michalk wrote: > > > > > Why doesn't Velocity make them with slip joints? It > > would be easier to > > > install, and would result in less stress. > > > > Fair question. It would reduce lots of loads and thereby > > significantly extend the > > life of the pipe. I'd like to hear their answer to that > > one. > > > > > Brian Michalk > > > Life is what you make of it ... never wish you had done > > something. > > > Aviator, experimental aircraft builder, motorcyclist, > > SCUBA diver > > > musician, home-brewer, entrepreneur and barely single > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: >http://www.tvbf.org/archives/velocity/maillist.html > > >===== >James F. Agnew >Jim_Agnew_2@Yahoo.Com >Tampa, FL >Velocity 173 Elite Aircraft Completed & Flying >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 11 03:44:52 2003 From: reflector@tvbf.org (Scott) Date: Wed, 10 Dec 2003 20:44:52 -0700 Subject: REFLECTOR:VG's on my XL results In-Reply-To: <005e01c3bdcf$6fc3d1d0$1101a8c0@pst.local> References: <005e01c3bdcf$6fc3d1d0$1101a8c0@pst.local> Message-ID: <6.0.0.22.0.20031210204027.03877bb0@mail.tnstaafl.net> Rodney, These were installed on an XL? >1. Stall speed decreased 4kts I'd say I got a good solid 5 but it could have been 4. >2. Cruise speed decreased 3kts I couldn't measure the loss, so I WAGed a 1 knot loss, I had to lose some right? >3. Control at approach speeds improved. Mine too >4. Nose drops on landing more abruptly when the lift finally gives away. Yep >5. Lift on the canard was noticeably increased during cruise. I didn't have any noticeable lift increase in cruise? >6. Decrease in take-off roll was 7% above what I got with the trailing edge >fences (from 15% up to 22% or thereabouts). I'd say mine was reduced by as much as 15%, maybe more. high fields all the time, I would add them back. I was/am still looking for >the magical 200kt cruise speed Ain't we all! I wonder if you might have gotten the VG's on the Canard, miss-located? Which would explain the speed loss in cruise and the increased lift in cruise. Scott From reflector@tvbf.org Thu Dec 11 03:47:10 2003 From: reflector@tvbf.org (steve korney) Date: Thu, 11 Dec 2003 03:47:10 +0000 Subject: REFLECTOR:Lyc injection Message-ID: I have two Jeff Rose Electronic Ignitions I would like to sell ... There both for a four cylinder Lycoming...$500.oo each... Best... Steve _________________________________________________________________ Get holiday tips for festive fun. http://special.msn.com/network/happyholidays.armx From reflector@tvbf.org Thu Dec 11 04:21:59 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 10 Dec 2003 22:21:59 -0600 Subject: REFLECTOR:Re: Exhaust system References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> <3FD6AE5B.9391A4AC@frontiernet.net> <6.0.0.22.0.20031210202249.037f09e8@mail.tnstaafl.net> Message-ID: <3FD7F0E7.A72027D2@frontiernet.net> <... I would say the tape may ... have reduced my CHT's by 5 degrees ...> I kind of suspected as much with mine. I'll do a good test when I get my new exhaust since I'll have one side taped and the other side not. <... got my CHT's down by being extremely anal about sealing up the cowling and running LOP ...> I redid the baffling and sealed stuff up really good - MUCH better than I found it - and I still have CHTs hovering around 400 (375-400-375-425) - and I'm running LOP too (that would work better if I had electronic ignition - maybe for Christmas :o). My CHT probes are on the bottom of the heads, close to exhaust port, but also on the upwind (cooler) side of the head so I don't know what the temps are on the top of the heads. Another factor I've heard of is air leaking out the cowl seams where they join the wings and fuselage. I don't know how to quantify those losses (or even verify that they're a problem) much less how to prevent them. I was told to put a fat lip in my armpit scoops and that would improve flow. Fellow said to split a piece of 1/2" OD fuel line or neoprene tubing and put it over the scoop lip, duct tape it on, try it and see what I get. Sounds like a stretch, but I've heard of this type of thing before in similar circumstances. Don't know where else to look for that 75 deg I need to be comfortable ... Jim S. Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T Scott wrote: > I have an updraft IO360, straight back SS exhaust. > > I tried it with and with out tape. I would say the tape may, and I am > stretching here, may have reduced my CHT's by 5 degrees. I took um > off. I want to be able to see my exhaust pipes when I'm poking around > under the cowling and I've heard they do shorten a systems life, and at > $800 a pop I don;t want to shorten that one to much. > > I'd say I got my CHT's down by being extremely anal about sealing up the > cowling and running LOP. > > I have a hard time keeping them above 300 degrees now that's its winter. > > Scott From reflector@tvbf.org Thu Dec 11 04:24:45 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 10 Dec 2003 22:24:45 -0600 Subject: REFLECTOR:Catto prop incident .... References: <3FD6AEF8.A19E68FA@frontiernet.net> <20031210123546.40634.qmail@web41307.mail.yahoo.com> <6.0.0.22.0.20031210203000.03866ea8@mail.tnstaafl.net> Message-ID: <3FD7F18C.3E6A81A7@frontiernet.net> I know, and they have slip joints (on the SS units - NOT on the regular steel models). I was thinking ball joints when slip joints were mentioned. Scott wrote: > Velocity doesn't make any exhaust systems, they have them made by an > exhaust shop near by. Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Thu Dec 11 04:28:47 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 10 Dec 2003 22:28:47 -0600 Subject: REFLECTOR:VG's on my XL results References: <005e01c3bdcf$6fc3d1d0$1101a8c0@pst.local> <6.0.0.22.0.20031210204027.03877bb0@mail.tnstaafl.net> Message-ID: <3FD7F27F.F3AC3818@frontiernet.net> <... Decrease in take-off roll was 7% above what I got with the trailing edge fences ....> What do TE fences look like? Sort of like Klaus' Vari-EZ fences bracketing the ailerons? I've been thinking they might help ... Jim S. Scott wrote: > Rodney, > > These were installed on an XL? > > >1. Stall speed decreased 4kts > > I'd say I got a good solid 5 but it could have been 4. > > >2. Cruise speed decreased 3kts > > I couldn't measure the loss, so I WAGed a 1 knot loss, I had to lose some > right? > > >3. Control at approach speeds improved. > > Mine too > > >4. Nose drops on landing more abruptly when the lift finally gives away. > > Yep > > >5. Lift on the canard was noticeably increased during cruise. > > I didn't have any noticeable lift increase in cruise? > > >6. Decrease in take-off roll was 7% above what I got with the trailing edge > >fences (from 15% up to 22% or thereabouts). > > I'd say mine was reduced by as much as 15%, maybe more. > > high fields all the time, I would add them back. I was/am still looking for > >the magical 200kt cruise speed > > Ain't we all! > > I wonder if you might have gotten the VG's on the > Canard, miss-located? Which would explain the speed loss in cruise and > the increased lift in cruise. > > Scott From reflector@tvbf.org Thu Dec 11 04:40:17 2003 From: reflector@tvbf.org ( Chris Martin) Date: Wed, 10 Dec 2003 20:40:17 -0800 Subject: REFLECTOR:Lyc injection Message-ID: <410-220031241144017718@earthlink.net> ------=_NextPart_84815C5ABAF209EF376268C8 Content-type: text/plain; charset=US-ASCII Brian, I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus Savier. I think your question is based upon mounting the ignition coils on top of the engine cases in the location normally used for the fuel spider. My solution was to leave the fuel spider in it's normal location and move the coils outside of the engine shroud. I mounted the coils on the engine frame. I can send you a picture if you need it. This keeps the coils cooler and leaves the fuel lines and spider in their normal location. Chris Martin Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus hours Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message ----- From: Brian Gallagher To: Reflector Sent: 12/10/2003 10:06:07 AM Subject: REFLECTOR:Lyc injection Has anyone with a Lycoming and dual Light speed ignition found a good way of mounting the injection spider? bg ------=_NextPart_84815C5ABAF209EF376268C8 Content-Type: text/html; charset=US-ASCII
Brian,
 
I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus Savier. I think your question is based upon mounting the ignition coils on top of the engine cases in the location normally used for the fuel spider. My solution was to leave the fuel spider in it's normal location and move the coils outside of the engine shroud. I mounted the coils on the engine frame. I can send you a picture if you need it. This keeps the coils cooler and leaves the fuel lines and spider in their normal location.
 
Chris Martin
Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus hours
 
Christopher Martin
Why Wait? Move to EarthLink.
 
 
----- Original Message -----
Sent: 12/10/2003 10:06:07 AM
Subject: REFLECTOR:Lyc injection

Has anyone with a Lycoming and dual Light speed ignition found a good way of mounting the injection spider? bg
------=_NextPart_84815C5ABAF209EF376268C8-- From reflector@tvbf.org Thu Dec 11 13:07:07 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Thu, 11 Dec 2003 08:07:07 -0500 Subject: REFLECTOR:Lyc injection References: <410-220031241144017718@earthlink.net> Message-ID: <026c01c3bfe7$aeaa8ff0$0100a8c0@micron> This is a multi-part message in MIME format. ------=_NextPart_000_0269_01C3BFBD.C55741A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Chis, *I'd* really like a picture or two, if you could post something to the = Reflector web area I'd really appreciate it. By the way, what kind of = cruise fuel burn do you typically get with that set up? Did you have = your injectors flow matched? Brett ----- Original Message -----=20 From: Chris Martin=20 To: reflector@tvbf.org ; reflector=20 Sent: Wednesday, December 10, 2003 11:40 PM Subject: RE: REFLECTOR:Lyc injection Brian, I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus = Savier. I think your question is based upon mounting the ignition coils = on top of the engine cases in the location normally used for the fuel = spider. My solution was to leave the fuel spider in it's normal location = and move the coils outside of the engine shroud. I mounted the coils on = the engine frame. I can send you a picture if you need it. This keeps = the coils cooler and leaves the fuel lines and spider in their normal = location. Chris Martin Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus = hours Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message -----=20 From: Brian Gallagher=20 To: Reflector Sent: 12/10/2003 10:06:07 AM=20 Subject: REFLECTOR:Lyc injection Has anyone with a Lycoming and dual Light speed ignition found a = good way of mounting the injection spider? bg ------=_NextPart_000_0269_01C3BFBD.C55741A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Chis,
 
*I'd* really like a picture or two, if you could = post=20 something to the Reflector web area I'd really appreciate it.  By = the way,=20 what kind of cruise fuel burn do you typically get with that set = up?  Did=20 you have your injectors flow matched?

Brett
 
----- Original Message -----
From:=20 Chris Martin =
To: reflector@tvbf.org ; reflector
Sent: Wednesday, December 10, = 2003 11:40=20 PM
Subject: RE: REFLECTOR:Lyc=20 injection

Brian,
 
I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus = Savier.=20 I think your question is based upon mounting the ignition coils on top = of the=20 engine cases in the location normally used for the fuel spider. My = solution=20 was to leave the fuel spider in it's normal location and move the = coils=20 outside of the engine shroud. I mounted the coils on the engine frame. = I can=20 send you a picture if you need it. This keeps the coils cooler and = leaves the=20 fuel lines and spider in their normal location.
 
Chris Martin
Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 = plus=20 hours
 
Christopher Martin
christophercmartin@earth= link.net
Why Wait? Move to EarthLink.
 
 
----- Original Message -----
From:=20 Brian = Gallagher=20
Sent: 12/10/2003 10:06:07 AM =
Subject: REFLECTOR:Lyc = injection

Has anyone = with a Lycoming=20 and dual Light speed ignition found a good way of mounting the = injection=20 spider?=20 bg
------=_NextPart_000_0269_01C3BFBD.C55741A0-- From reflector@tvbf.org Thu Dec 11 15:08:07 2003 From: reflector@tvbf.org (Scott) Date: Thu, 11 Dec 2003 08:08:07 -0700 Subject: Sealing the Cowl: Re: REFLECTOR:Re: Exhaust system In-Reply-To: <3FD7F0E7.A72027D2@frontiernet.net> References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> <3FD6AE5B.9391A4AC@frontiernet.net> <6.0.0.22.0.20031210202249.037f09e8@mail.tnstaafl.net> <3FD7F0E7.A72027D2@frontiernet.net> Message-ID: <6.0.0.22.0.20031211080129.0384f8e0@mail.tnstaafl.net> Jim, Are the holes in the cowling that the exhaust exits out of sealed real well? That made a huge difference for me. Also all the little places the aluminum baffling poorly meets the engine, like the engine mounts, etc..? And you do have the aluminum spreaders that are fastened to the tops of the cylinders? I've heard of the "fat lip" modification for the scoops but never got that far. The fuel line sounds like an easy way to try it out. What kind of engine analyzer are you using to monitor EGT's/CHT's? Does it have a Find first/last Peak function? Scott At 09:21 PM 12/10/2003, you wrote: ><... I would say the tape may ... have reduced my CHT's by 5 degrees ...> >I kind of suspected as much with mine. I'll do a good test when I get my >new exhaust >since I'll have one side taped and the other side not. > ><... got my CHT's down by being extremely anal about sealing up the >cowling and >running LOP ...> >I redid the baffling and sealed stuff up really good - MUCH better than I >found it - >and I still have CHTs hovering around 400 (375-400-375-425) - and I'm >running LOP too >(that would work better if I had electronic ignition - maybe for Christmas >:o). > >My CHT probes are on the bottom of the heads, close to exhaust port, but >also on the >upwind (cooler) side of the head so I don't know what the temps are on the >top of the >heads. > >Another factor I've heard of is air leaking out the cowl seams where they >join the >wings and fuselage. I don't know how to quantify those losses (or even >verify that >they're a problem) much less how to prevent them. > >I was told to put a fat lip in my armpit scoops and that would improve >flow. Fellow >said to split a piece of 1/2" OD fuel line or neoprene tubing and put it >over the >scoop lip, duct tape it on, try it and see what I get. Sounds like a >stretch, but >I've heard of this type of thing before in similar circumstances. > >Don't know where else to look for that 75 deg I need to be comfortable ... >Jim S. >Jim Sower >Crossville, TN; Chapter 5 >Long-EZ N83RT, Velocity N4095T > >Scott wrote: > > > I have an updraft IO360, straight back SS exhaust. > > > > I tried it with and with out tape. I would say the tape may, and I am > > stretching here, may have reduced my CHT's by 5 degrees. I took um > > off. I want to be able to see my exhaust pipes when I'm poking around > > under the cowling and I've heard they do shorten a systems life, and at > > $800 a pop I don;t want to shorten that one to much. > > > > I'd say I got my CHT's down by being extremely anal about sealing up the > > cowling and running LOP. > > > > I have a hard time keeping them above 300 degrees now that's its winter. > > > > Scott > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 11 15:57:55 2003 From: reflector@tvbf.org (Jim Sower) Date: Thu, 11 Dec 2003 09:57:55 -0600 Subject: Sealing the Cowl: Re: REFLECTOR:Re: Exhaust system References: <3FD6206B.DB5C42A7@frontiernet.net> <6.0.0.22.0.20031209131226.0373fc08@mail.tnstaafl.net> <3FD66291.C160C8F5@frontiernet.net> <001901c3becc$652168c0$b9a83c42@quiknet.com> <3FD6AE5B.9391A4AC@frontiernet.net> <6.0.0.22.0.20031210202249.037f09e8@mail.tnstaafl.net> <3FD7F0E7.A72027D2@frontiernet.net> <6.0.0.22.0.20031211080129.0384f8e0@mail.tnstaafl.net> Message-ID: <3FD89402.DFFA53B0@frontiernet.net> Scott wrote: > Are the holes in the cowling that the exhaust exits out of sealed real > well? That made a huge difference for me. Yes. They were pretty much wide open before, and are much MUCH better now. I could probably improve on that a little, but not much at all > Also all the little places the aluminum baffling poorly meets the engine, like the > engine mounts, > etc..? Yes. all caulked up with hi-temp RTV. > And you do have the aluminum spreaders that are fastened to the > tops of the cylinders? I use BID-RTV around the cylinder barrels and between the barrels. Also on the head fins. It seals much tighter than sheet metal and is easy to work with. > I've heard of the "fat lip" modification for the scoops but never got that > far. The fuel line sounds like an easy way to try it out. I'll go simple at first. A piece of tubing duct taped on so the tape forms a ramp of sorts. See what happens and go from there. > What kind of engine analyzer are you using to monitor EGT's/CHT's? Does > it have a Find first/last Peak function? I have an Insight GEM-602 with 4 CHT-EGT displays as LED "ladder lights" in 4 columns. It seems to work pretty good and is as accurate as anything I've seen and has a good display. I'm going to get an electronic ignition for Christmas and that should help. It will help my fuel burn for sure and should lower CHTs some as well. It's too cold (even in TN!) to work on the plane right now, so progress will be slow. I do have a definite to-do list now, so when the WX breaks I'll know just what to do. I'm also thinking seriously of stripping all my VGs and aileron gape seals off and carefully working back to what I have, documenting performance changes as I go to see just exactly what mods make what happen. That should last me well into the spring :o) I'll let you know whenever something happens ... Jim S. From reflector@tvbf.org Thu Dec 11 17:26:03 2003 From: reflector@tvbf.org (Brian Gallagher) Date: Thu, 11 Dec 2003 09:26:03 -0800 Subject: REFLECTOR:Lyc injection References: <410-220031241144017718@earthlink.net> Message-ID: <001c01c3c00b$da3fbf90$6b01a8c0@Brian> This is a multi-part message in MIME format. ------=_NextPart_000_0019_01C3BFC8.CBFB3BF0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Yeah, that might've been a good idea before mounting and wiring the = ignition. bg ----- Original Message -----=20 From: Chris Martin=20 To: reflector@tvbf.org ; reflector=20 Sent: Wednesday, December 10, 2003 8:40 PM Subject: RE: REFLECTOR:Lyc injection Brian, I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus = Savier. I think your question is based upon mounting the ignition coils = on top of the engine cases in the location normally used for the fuel = spider. My solution was to leave the fuel spider in it's normal location = and move the coils outside of the engine shroud. I mounted the coils on = the engine frame. I can send you a picture if you need it. This keeps = the coils cooler and leaves the fuel lines and spider in their normal = location. Chris Martin Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus = hours Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message -----=20 From: Brian Gallagher=20 To: Reflector Sent: 12/10/2003 10:06:07 AM=20 Subject: REFLECTOR:Lyc injection Has anyone with a Lycoming and dual Light speed ignition found a = good way of mounting the injection spider? bg ------=_NextPart_000_0019_01C3BFC8.CBFB3BF0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Yeah, that might've been a = good idea=20 before mounting and wiring the ignition. bg
----- Original Message -----
From:=20 Chris Martin =
To: reflector@tvbf.org ; reflector
Sent: Wednesday, December 10, = 2003 8:40=20 PM
Subject: RE: REFLECTOR:Lyc=20 injection

Brian,
 
I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus = Savier.=20 I think your question is based upon mounting the ignition coils on top = of the=20 engine cases in the location normally used for the fuel spider. My = solution=20 was to leave the fuel spider in it's normal location and move the = coils=20 outside of the engine shroud. I mounted the coils on the engine frame. = I can=20 send you a picture if you need it. This keeps the coils cooler and = leaves the=20 fuel lines and spider in their normal location.
 
Chris Martin
Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 = plus=20 hours
 
Christopher Martin
christophercmartin@earth= link.net
Why Wait? Move to EarthLink.
 
 
----- Original Message -----
From:=20 Brian = Gallagher=20
Sent: 12/10/2003 10:06:07 AM =
Subject: REFLECTOR:Lyc = injection

Has anyone = with a Lycoming=20 and dual Light speed ignition found a good way of mounting the = injection=20 spider?=20 bg
------=_NextPart_000_0019_01C3BFC8.CBFB3BF0-- From reflector@tvbf.org Thu Dec 11 17:29:39 2003 From: reflector@tvbf.org (Brian Gallagher) Date: Thu, 11 Dec 2003 09:29:39 -0800 Subject: REFLECTOR:Lyc injection References: <410-220031241144017718@earthlink.net> <026c01c3bfe7$aeaa8ff0$0100a8c0@micron> Message-ID: <002e01c3c00c$5b085880$6b01a8c0@Brian> This is a multi-part message in MIME format. ------=_NextPart_000_002B_01C3BFC9.4CC163E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable By the way the only things on the firewall are the oil filter, = gascolator and fuel pump, and turbo controller. All the electrical stuff = is forward of the firewall. bg ----- Original Message -----=20 From: Brett Ferrell=20 To: reflector@tvbf.org=20 Sent: Thursday, December 11, 2003 5:07 AM Subject: Re: REFLECTOR:Lyc injection Chis, *I'd* really like a picture or two, if you could post something to the = Reflector web area I'd really appreciate it. By the way, what kind of = cruise fuel burn do you typically get with that set up? Did you have = your injectors flow matched? Brett ----- Original Message -----=20 From: Chris Martin=20 To: reflector@tvbf.org ; reflector=20 Sent: Wednesday, December 10, 2003 11:40 PM Subject: RE: REFLECTOR:Lyc injection Brian, I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus = Savier. I think your question is based upon mounting the ignition coils = on top of the engine cases in the location normally used for the fuel = spider. My solution was to leave the fuel spider in it's normal location = and move the coils outside of the engine shroud. I mounted the coils on = the engine frame. I can send you a picture if you need it. This keeps = the coils cooler and leaves the fuel lines and spider in their normal = location. Chris Martin Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 = plus hours Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message -----=20 From: Brian Gallagher=20 To: Reflector Sent: 12/10/2003 10:06:07 AM=20 Subject: REFLECTOR:Lyc injection Has anyone with a Lycoming and dual Light speed ignition found a = good way of mounting the injection spider? bg ------=_NextPart_000_002B_01C3BFC9.4CC163E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
By the way the only things = on the=20 firewall are the oil filter, gascolator and fuel pump, and turbo=20 controller. All the electrical stuff is forward of the firewall. =20 bg
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Monday, December 08, 2003 = 10:28=20 AM
Subject: RE: REFLECTOR: = Ordering an MT=20 Prop

TEC
 
Germans and admitting problems = (especially=20 engineering problems!) don't go well together.   When = pressed, they=20 have "done the right thing" on a number of occasions, but my = overall=20 experience with MT was a little like having a tooth drilled without=20 Novocain.  Pretty painful during the process but the end result = is=20 okay. 
 
Regarding the feedback from MT=20 about your problems being isolated to you, well, expecting MT to = be an=20 honest broker about their own flaws/problems is a little like = believing a fat=20 guy is going to leave you presents on Xmas eve.  In a perfect = world, yes,=20 but in the mean time, Reflector helps.
 
Chuck Jensen 
 
 -----Original=20 Message-----
From: reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 HYTEC45@aol.com
Sent: Monday, December 08, 2003 10:00=20 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR: = Ordering=20 an MT Prop

In a message dated 12/7/2003 11:13:56 AM Pacific Standard Time, = davenali@charter.net writes:
I've had two
motor problems with my electric = prop. =20 Yes, it's true, I shouldn't have had
ANY problems, but read=20 on.
I have been through three motors (installed all on my time), = the last=20 on being the newer heavy duty one.  Funny, they told me that = they have=20 NEVER had any others go bad.  Same with my blade cracking from = the=20 restricted RPM range.   How about RPM sencers?  Been = through=20 two.  Seems I am the only electric having problems.
 
TEC
----- Original Message -----
From:=20 Brett=20 Ferrell
Sent: Thursday, December 11, = 2003 5:07=20 AM
Subject: Re: REFLECTOR:Lyc=20 injection

Chis,
 
*I'd* really like a picture or two, if you = could post=20 something to the Reflector web area I'd really appreciate it.  By = the=20 way, what kind of cruise fuel burn do you typically get with that set=20 up?  Did you have your injectors flow matched?

Brett
 
----- Original Message -----
From:=20 Chris Martin =
To: reflector@tvbf.org ; reflector=20
Sent: Wednesday, December 10, = 2003=20 11:40 PM
Subject: RE: REFLECTOR:Lyc=20 injection

Brian,
 
I have a Lyc IO540 with dual Light Speed Ignitions made by = Klaus=20 Savier. I think your question is based upon mounting the ignition = coils on=20 top of the engine cases in the location normally used for the fuel = spider.=20 My solution was to leave the fuel spider in it's normal location and = move=20 the coils outside of the engine shroud. I mounted the coils on the = engine=20 frame. I can send you a picture if you need it. This keeps the coils = cooler=20 and leaves the fuel lines and spider in their normal location.
 
Chris Martin
Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, = 400 plus=20 hours
 
Christopher Martin
christophercmartin@earth= link.net
Why Wait? Move to EarthLink.
 
 
----- Original Message ----- =
From:=20 Brian = Gallagher=20
Sent: 12/10/2003 10:06:07 = AM
Subject: REFLECTOR:Lyc=20 injection

Has anyone = with a=20 Lycoming and dual Light speed ignition found a good way of = mounting the=20 injection spider?=20 = bg
------=_NextPart_000_002B_01C3BFC9.4CC163E0-- From reflector@tvbf.org Thu Dec 11 17:35:43 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Thu, 11 Dec 2003 12:35:43 -0500 Subject: REFLECTOR:Lyc injection In-Reply-To: <410-220031241144017718@earthlink.net> References: <410-220031241144017718@earthlink.net> Message-ID: Chris, A picture would be nice or post it on the ery. Jack From reflector@tvbf.org Thu Dec 11 17:43:04 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Thu, 11 Dec 2003 09:43:04 -0800 Subject: REFLECTOR:Lyc injection In-Reply-To: <001c01c3c00b$da3fbf90$6b01a8c0@Brian> References: <410-220031241144017718@earthlink.net> <001c01c3c00b$da3fbf90$6b01a8c0@Brian> Message-ID: <1071164584.3fd8aca8c3fd5@webmail.123mail.net> So, do folks generally think the low profile fuel injector brackets are required? Useful? Brett Quoting Brian Gallagher : > Yeah, that might've been a good idea before mounting and wiring the > ignition. bg > ----- Original Message ----- > From: Chris Martin > To: reflector@tvbf.org ; reflector > Sent: Wednesday, December 10, 2003 8:40 PM > Subject: RE: REFLECTOR:Lyc injection > > > Brian, > > I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus > Savier. I think your question is based upon mounting the ignition coils > > on top of the engine cases in the location normally used for the fuel > spider. My solution was to leave the fuel spider in it's normal location > > and move the coils outside of the engine shroud. I mounted the coils on > > the engine frame. I can send you a picture if you need it. This keeps > the coils cooler and leaves the fuel lines and spider in their normal > location. > > Chris Martin > Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus > > hours > > Christopher Martin > christophercmartin@earthlink.net > Why Wait? Move to EarthLink. > > > ----- Original Message ----- > From: Brian Gallagher > To: Reflector > Sent: 12/10/2003 10:06:07 AM > Subject: REFLECTOR:Lyc injection > > > Has anyone with a Lycoming and dual Light speed ignition found a > good way of mounting the injection spider? bg > -- Visit us at www.velocityxl.com 44VF Velocity XL/FG I68 Cincinnati, OH From reflector@tvbf.org Thu Dec 11 19:21:54 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 11 Dec 2003 14:21:54 EST Subject: REFLECTOR:Lyc injection Message-ID: <9c.393430fb.2d0a1dd2@aol.com> -------------------------------1071170514 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/11/2003 9:27:59 AM Pacific Standard Time, brian@airmech.com writes: My solution was to leave the fuel spider in it's normal location and move the coils outside of the engine shroud. I mounted the coils on the engine frame. I can send you a picture if you need it. This keeps the coils cooler and leaves the fuel lines and spider in their normal location. I mounted my coils on the engine mount also. This was to keep the vibration and heat down. TEC -------------------------------1071170514 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 12/11/2003 9:27:59 AM Pacific Standard Time, brian@a= irmech.com writes:
My solution was to leave th= e fuel spider in it's normal location and move the coils outside of the engi= ne shroud. I mounted the coils on the engine frame. I can send you a picture= if you need it. This keeps the coils cooler and leaves the fuel lines and s= pider in their normal location.
I mounted my coils on the engine mount also.  This was to keep the= vibration and heat down.
 
TEC
-------------------------------1071170514-- From reflector@tvbf.org Fri Dec 12 03:11:19 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 11 Dec 2003 22:11:19 EST Subject: REFLECTOR:S-Tec Message-ID: <10e.2a02c669.2d0a8bd7@aol.com> -------------------------------1071198678 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Subject STEC auto pilot Please give me a call on my land line. I have solved all my problems with my auto pilot. Maybe I can help. Mack Murphree (775)2469364 -------------------------------1071198678 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Subject
STEC auto pilot
Please give me a call on my land line. I have= solved all my problems with my auto pilot.
Maybe I can help. 
 Mack Murphree (775)2469364 =
-------------------------------1071198678-- From reflector@tvbf.org Fri Dec 12 05:00:39 2003 From: reflector@tvbf.org (Nolan Frederick) Date: Thu, 11 Dec 2003 22:00:39 -0700 Subject: REFLECTOR:Navaid AP Message-ID: <001701c3c06c$e3f52280$1cc262d8@win98aux> This is a multi-part message in MIME format. ------=_NextPart_000_0013_01C3C032.37086260 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0014_01C3C032.37086260" ------=_NextPart_001_0014_01C3C032.37086260 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable BlankGentlemen, I have an unused, never installed Navaid AP with Porcines's Smart = Coupler II that I will let go for a paltry $1200. Nolan Frederick nvincent@idcomm.com ------=_NextPart_001_0014_01C3C032.37086260 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Blank
Gentlemen,
    I have an unused, never installed Navaid AP with = Porcines's Smart Coupler II that I will let go for a paltry $1200.
Nolan Frederick
 

 

------=_NextPart_001_0014_01C3C032.37086260-- ------=_NextPart_000_0013_01C3C032.37086260 Content-Type: image/gif; name="Blank Bkgrd.gif" Content-Transfer-Encoding: base64 Content-ID: <001201c3c06c$e35f9940$1cc262d8@win98aux> R0lGODlhLQAtAID/AP////f39ywAAAAALQAtAEACcAxup8vtvxKQsFon6d02898pGkgiYoCm6sq2 7iqWcmzOsmeXeA7uPJd5CYdD2g9oPF58ygqz+XhCG9JpJGmlYrPXGlfr/Yo/VW45e7amp2tou/lW xo/zX513z+Vt+1n/tiX2pxP4NUhy2FM4xtjIUQAAOw== ------=_NextPart_000_0013_01C3C032.37086260-- From reflector@tvbf.org Fri Dec 12 06:37:35 2003 From: reflector@tvbf.org ( Chris Martin) Date: Thu, 11 Dec 2003 22:37:35 -0800 Subject: REFLECTOR:Lyc injection Message-ID: <410-22003125126373596@earthlink.net> ------=_NextPart_84815C5ABAF209EF376268C8 Content-type: text/plain; charset=US-ASCII I'll try to get you a picture or two this weekend. I have a very consistent 174 True KNTS at 7500 MSL with 2350 RPM and 14.0 GPH my max CHT is 395 and Max EGT is 1300. If I push the RPM up to 2500 I will show 180KNTS True and increase my fuel burn to 16.0 GPH. I did not match my injectors as in a GAMI injector type of system but I did put a great deal of effort into adding baffling into my plenums to give me a good, close CHT spread. The spread is about 8 to 10 degrees F from hot to cold on the CHT's. In cruise I will see 395 F on #5 as the hottest with the coldest being 387 F. the spread on the EGT's is about 60 F with the hottest being 1300 F. I could save 1 gph by letting the CHT's rise 10 F but I try to keep everything under 400F. Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message ----- From: Brett Ferrell To: reflector@tvbf.org Sent: 12/11/2003 5:06:09 AM Subject: Re: REFLECTOR:Lyc injection Chis, *I'd* really like a picture or two, if you could post something to the Reflector web area I'd really appreciate it. By the way, what kind of cruise fuel burn do you typically get with that set up? Did you have your injectors flow matched? Brett ----- Original Message ----- From: Chris Martin To: reflector@tvbf.org ; reflector Sent: Wednesday, December 10, 2003 11:40 PM Subject: RE: REFLECTOR:Lyc injection Brian, I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus Savier. I think your question is based upon mounting the ignition coils on top of the engine cases in the location normally used for the fuel spider. My solution was to leave the fuel spider in it's normal location and move the coils outside of the engine shroud. I mounted the coils on the engine frame. I can send you a picture if you need it. This keeps the coils cooler and leaves the fuel lines and spider in their normal location. Chris Martin Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus hours Christopher Martin christophercmartin@earthlink.net Why Wait? Move to EarthLink. ----- Original Message ----- From: Brian Gallagher To: Reflector Sent: 12/10/2003 10:06:07 AM Subject: REFLECTOR:Lyc injection Has anyone with a Lycoming and dual Light speed ignition found a good way of mounting the injection spider? bg ------=_NextPart_84815C5ABAF209EF376268C8 Content-Type: text/html; charset=US-ASCII
I'll try to get you a picture or two this weekend. I have a very consistent 174 True KNTS at 7500 MSL with 2350 RPM and 14.0 GPH my max CHT is 395 and Max EGT is 1300. If I push the RPM up to 2500 I will show 180KNTS True and increase my fuel burn to 16.0 GPH. I did  not match my injectors as in a GAMI injector type of system but I did put a great deal of effort into adding baffling into my plenums to give me a good, close CHT spread. The spread is about 8 to 10 degrees F from hot to cold on the CHT's. In cruise I will see 395 F on #5 as the hottest with the coldest being 387 F. the spread on the EGT's is about 60 F with the hottest being 1300 F. I could save 1 gph by letting the CHT's rise 10 F but I try to keep everything under 400F.
 
Christopher Martin
Why Wait? Move to EarthLink.
 
 
----- Original Message -----
Sent: 12/11/2003 5:06:09 AM
Subject: Re: REFLECTOR:Lyc injection

Chis,
 
*I'd* really like a picture or two, if you could post something to the Reflector web area I'd really appreciate it.  By the way, what kind of cruise fuel burn do you typically get with that set up?  Did you have your injectors flow matched?

Brett
 
----- Original Message -----
Sent: Wednesday, December 10, 2003 11:40 PM
Subject: RE: REFLECTOR:Lyc injection

Brian,
 
I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus Savier. I think your question is based upon mounting the ignition coils on top of the engine cases in the location normally used for the fuel spider. My solution was to leave the fuel spider in it's normal location and move the coils outside of the engine shroud. I mounted the coils on the engine frame. I can send you a picture if you need it. This keeps the coils cooler and leaves the fuel lines and spider in their normal location.
 
Chris Martin
Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus hours
 
Christopher Martin
Why Wait? Move to EarthLink.
 
 
----- Original Message -----
Sent: 12/10/2003 10:06:07 AM
Subject: REFLECTOR:Lyc injection

Has anyone with a Lycoming and dual Light speed ignition found a good way of mounting the injection spider? bg
------=_NextPart_84815C5ABAF209EF376268C8-- From reflector@tvbf.org Fri Dec 12 15:49:55 2003 From: reflector@tvbf.org (Scott) Date: Fri, 12 Dec 2003 08:49:55 -0700 Subject: REFLECTOR:Lyc injection In-Reply-To: <410-22003125126373596@earthlink.net> References: <410-22003125126373596@earthlink.net> Message-ID: <6.0.0.22.0.20031212084745.03810440@mail.tnstaafl.net> Chris, One of these days we have to convert you to the wonders and joys of LOP. Which will mean the further you reduce GPH, the cooler all the temps will be, especially CHT's. Scott At 11:37 PM 12/11/2003, you wrote: >I'll try to get you a picture or two this weekend. I have a very >consistent 174 True KNTS at 7500 MSL with 2350 RPM and 14.0 GPH my max CHT >is 395 and Max EGT is 1300. If I push the RPM up to 2500 I will show >180KNTS True and increase my fuel burn to 16.0 GPH. I did not match my >injectors as in a GAMI injector type of system but I did put a great deal >of effort into adding baffling into my plenums to give me a good, close >CHT spread. The spread is about 8 to 10 degrees F from hot to cold on the >CHT's. In cruise I will see 395 F on #5 as the hottest with the coldest >being 387 F. the spread on the EGT's is about 60 F with the hottest being >1300 F. I could save 1 gph by letting the CHT's rise 10 F but I try to >keep everything under 400F. > >Christopher Martin >christophercmartin@earthlink.net >Why Wait? Move to EarthLink. > > >----- Original Message ----- >From: Brett Ferrell >To: reflector@tvbf.org >Sent: 12/11/2003 5:06:09 AM >Subject: Re: REFLECTOR:Lyc injection > >Chis, > >*I'd* really like a picture or two, if you could post something to the >Reflector web area I'd really appreciate it. By the way, what kind of >cruise fuel burn do you typically get with that set up? Did you have your >injectors flow matched? > >Brett > >----- Original Message ----- >From: Chris Martin >To: reflector@tvbf.org ; >reflector >Sent: Wednesday, December 10, 2003 11:40 PM >Subject: RE: REFLECTOR:Lyc injection > >Brian, > >I have a Lyc IO540 with dual Light Speed Ignitions made by Klaus Savier. I >think your question is based upon mounting the ignition coils on top of >the engine cases in the location normally used for the fuel spider. My >solution was to leave the fuel spider in it's normal location and move the >coils outside of the engine shroud. I mounted the coils on the engine >frame. I can send you a picture if you need it. This keeps the coils >cooler and leaves the fuel lines and spider in their normal location. > >Chris Martin >Velocity XL RG with Lyc IO540 and dual Light Speed Ignitions, 400 plus hours > >Christopher Martin >christophercmartin@earthlink.net >Why Wait? Move to EarthLink. > > >----- Original Message ----- >From: Brian Gallagher >To: Reflector >Sent: 12/10/2003 10:06:07 AM >Subject: REFLECTOR:Lyc injection > >Has anyone with a Lycoming and dual Light speed ignition found a good way >of mounting the injection spider? bg From reflector@tvbf.org Fri Dec 12 18:18:36 2003 From: reflector@tvbf.org (steve korney) Date: Fri, 12 Dec 2003 18:18:36 +0000 Subject: REFLECTOR:Lyc injection Message-ID: Scott... LOP is not for everyone... Best... Steve _________________________________________________________________ Shop online for kids’ toys by age group, price range, and toy category at MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com From reflector@tvbf.org Sat Dec 13 23:09:37 2003 From: reflector@tvbf.org (Jack Hayes) Date: Sat, 13 Dec 2003 18:09:37 -0500 Subject: REFLECTOR:AC 91-75 Message-ID: <002101c3c1ce$2eff1a80$830a8641@frontiernet.net> This is a multi-part message in MIME format. ------=_NextPart_000_001E_01C3C1A4.45568040 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Question: I've heard of a recent FAA advisory circular (AC) that = discusses the merits of replacing a rate-of-turn indicator with a second = attitude indicator. Do you know which AC this is and how I can access = it? Answer: You are referring to AC 91-75, dated June 25, 2003, that can be = downloaded from AOPA Online. The purpose of the AC is to provide a = method to substitute an approved attitude indicator for the rate-or-turn = indicator mandated by FAR 91.205(d)(3). There are exclusions listed in = the AC, and it applies to Part 23-certificated aircraft weighing less = than 12,500 pounds and operating under Part 91. A recommendation from an = FAA and industry study indicated that vacuum system failures play a = significant role in fatal accidents during instrument meteorological = conditions. Because vacuum system or gyro failure is insidious, it is = difficult to recognize. A second attitude indicator (with an independent = power source) would provide redundant information and be less confusing = during partial panel operations. As with all advisory circulars, this is = a recommendation; it's not mandatory.=20 ------=_NextPart_000_001E_01C3C1A4.45568040 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Question: I've heard of a recent = FAA advisory=20 circular (AC) that discusses the merits of replacing a rate-of-turn = indicator=20 with a second attitude indicator. Do you know which AC this is and how I = can=20 access it?

Answer: You are referring to AC 91-75, dated = June 25,=20 2003, that can be downloaded from AOPA=20 Online. The purpose of the AC is to provide a = method to=20 substitute an approved attitude indicator for the rate-or-turn indicator = mandated by FAR 91.205(d)(3). There are exclusions listed in the AC, and = it=20 applies to Part 23-certificated aircraft weighing less than 12,500 = pounds and=20 operating under Part 91. A recommendation from an FAA and industry study = indicated that vacuum system failures play a significant role in fatal = accidents=20 during instrument meteorological conditions. Because vacuum system or = gyro=20 failure is insidious, it is difficult to recognize. A second attitude = indicator=20 (with an independent power source) would provide redundant information = and be=20 less confusing during partial panel operations. As with all advisory = circulars,=20 this is a recommendation; it's not mandatory. =
------=_NextPart_000_001E_01C3C1A4.45568040-- From reflector@tvbf.org Sat Dec 13 06:50:12 2003 From: reflector@tvbf.org (Bob Jackson) Date: Sat, 13 Dec 2003 01:50:12 -0500 Subject: REFLECTOR:Good Deal on Apollo Radio Stack Message-ID: For those in the market for an Apollo radio stack, you should consider buying through Richard Riley (on the Reflector as Richard@Riley.net). He still has an avionics distributorship with Apollo from "a prior life" and is able to sell at a good price. Richard doesn't run an avionics shop, so he can't provide much technical support, but if you're comfortable with electronics you should consider buying from him. Don't wait too long -- with the Garmin buy-out, he's likely to loose his Apollo distributorship soon! From reflector@tvbf.org Sat Dec 13 06:53:16 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 12 Dec 2003 22:53:16 -0800 Subject: REFLECTOR:Good Deal on Apollo Radio Stack In-Reply-To: Message-ID: <5.2.0.9.2.20031212225125.0383ac10@mail.adelphia.net> At 01:50 AM 12/13/03 -0500, you wrote: >For those in the market for an Apollo radio stack, you should consider >buying through Richard Riley (on the Reflector as Richard@Riley.net). He >still has an avionics distributorship with Apollo from "a prior life" and is >able to sell at a good price. Richard doesn't run an avionics shop, so he >can't provide much technical support, but if you're comfortable with >electronics you should consider buying from him. Don't wait too long -- >with the Garmin buy-out, he's likely to loose his Apollo distributorship >soon! Thanks, Bob. You're right, next week is it. I "officially" have till Dec 26 to place orders, but I kind of doubt they're going to be working on the 26th. The 19th is pretty much it. And I have to have money with the order, I've maxed out the float on my credit cards with a $50k order this week. From reflector@tvbf.org Sat Dec 13 15:45:13 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sat, 13 Dec 2003 07:45:13 -0800 Subject: REFLECTOR:Good Deal on Apollo Radio Stack In-Reply-To: Message-ID: <001001c3c190$1905fca0$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0011_01C3C14D.0AE2BCA0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Yes; it is a good deal; but - based on quotes I got from Velocity you can get comparable, and is some cases lower prices, from Velocity, and no cutoff date. For example, CNX-80 - - $8675; SL-30 - - $3050 Al -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bob Jackson Sent: Friday, December 12, 2003 10:50 PM To: Reflector Subject: REFLECTOR:Good Deal on Apollo Radio Stack For those in the market for an Apollo radio stack, you should consider buying through Richard Riley (on the Reflector as Richard@Riley.net). He still has an avionics distributorship with Apollo from "a prior life" and is able to sell at a good price. Richard doesn't run an avionics shop, so he can't provide much technical support, but if you're comfortable with electronics you should consider buying from him. Don't wait too long -- with the Garmin buy-out, he's likely to loose his Apollo distributorship soon! _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_0011_01C3C14D.0AE2BCA0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

Yes; it is a good deal; but – based on quotes = I got from Velocity you can get comparable, and is some cases lower prices, = from Velocity, and no cutoff date.

For example, CNX-80 - - $8675;  SL-30 - - = $3050

 

Al

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Bob Jackson
Sent: Friday, December 12, 2003 10:50 PM
To: Reflector
Subject: REFLECTOR:Good Deal on Apollo Radio Stack

 

For those in the market for an Apollo radio stack, you should = consider

buying through Richard Riley (on the Reflector as Richard@Riley.net).  = He

still has an avionics distributorship with Apollo from "a prior = life" and is

able to sell at a good price.  Richard doesn't run an avionics shop, so = he

can't provide much technical support, but if you're comfortable = with

electronics you should consider buying from him.  Don't wait too long = --

with the Garmin buy-out, he's likely to loose his Apollo = distributorship

soon!

 

 

______________________________________________= _

To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector

 

Visit the gallery!  www.tvbf.org/gallery

user:pw =3D tvbf:jamaicangoose

Check new archives: www.tvbf.org/pipermail

Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html

------=_NextPart_000_0011_01C3C14D.0AE2BCA0-- From reflector@tvbf.org Sat Dec 13 15:52:42 2003 From: reflector@tvbf.org (Scott) Date: Sat, 13 Dec 2003 08:52:42 -0700 Subject: REFLECTOR:Lyc injection In-Reply-To: References: Message-ID: <6.0.0.22.0.20031213084837.0389b730@mail.tnstaafl.net> Are you speaking for yourself? If so why, equipment not capable, too much trouble to learn, have stock in engine manufacturer and fuel companies that need your more frequent business, belief in old wives tales about ROP/LOP ops? Scott At 11:18 AM 12/12/2003, you wrote: >Scott... > >LOP is not for everyone... > > >Best... Steve > >_________________________________________________________________ >Shop online for kids' toys by age group, price range, and toy category at >MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sat Dec 13 16:31:41 2003 From: reflector@tvbf.org (Alex Balic) Date: Sat, 13 Dec 2003 10:31:41 -0600 Subject: REFLECTOR:Good Deal on Apollo Radio Stack In-Reply-To: <001001c3c190$1905fca0$6400a8c0@BigAl> Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_ZDoCeJXj9WeELvEZmLeyYA) Content-type: text/plain; charset=us-ascii Content-transfer-encoding: 7BIT I got my SL 30 for $100 less than that from Richard...... it all adds up......... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Saturday, December 13, 2003 9:45 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Good Deal on Apollo Radio Stack Yes; it is a good deal; but - based on quotes I got from Velocity you can get comparable, and is some cases lower prices, from Velocity, and no cutoff date. For example, CNX-80 - - $8675; SL-30 - - $3050 Al -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bob Jackson Sent: Friday, December 12, 2003 10:50 PM To: Reflector Subject: REFLECTOR:Good Deal on Apollo Radio Stack For those in the market for an Apollo radio stack, you should consider buying through Richard Riley (on the Reflector as Richard@Riley.net). He still has an avionics distributorship with Apollo from "a prior life" and is able to sell at a good price. Richard doesn't run an avionics shop, so he can't provide much technical support, but if you're comfortable with electronics you should consider buying from him. Don't wait too long -- with the Garmin buy-out, he's likely to loose his Apollo distributorship soon! _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html --Boundary_(ID_ZDoCeJXj9WeELvEZmLeyYA) Content-type: text/html; charset=us-ascii Content-transfer-encoding: 7BIT
I got my SL 30 for $100 less than that from Richard...... it all adds up.........
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen
Sent: Saturday, December 13, 2003 9:45 AM
To: reflector@tvbf.org
Subject: RE: REFLECTOR:Good Deal on Apollo Radio Stack

 

Yes; it is a good deal; but – based on quotes I got from Velocity you can get comparable, and is some cases lower prices, from Velocity, and no cutoff date.

For example, CNX-80 - - $8675;  SL-30 - - $3050

 

Al

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bob Jackson
Sent: Friday, December 12, 2003 10:50 PM
To: Reflector
Subject: REFLECTOR:Good Deal on Apollo Radio Stack

 

For those in the market for an Apollo radio stack, you should consider

buying through Richard Riley (on the Reflector as Richard@Riley.net).  He

still has an avionics distributorship with Apollo from "a prior life" and is

able to sell at a good price.  Richard doesn't run an avionics shop, so he

can't provide much technical support, but if you're comfortable with

electronics you should consider buying from him.  Don't wait too long --

with the Garmin buy-out, he's likely to loose his Apollo distributorship

soon!

 

 

_______________________________________________

To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector

 

Visit the gallery!  www.tvbf.org/gallery

user:pw = tvbf:jamaicangoose

Check new archives: www.tvbf.org/pipermail

Check old archives: http://www.tvbf.org/archives/velocity/maillist.html

--Boundary_(ID_ZDoCeJXj9WeELvEZmLeyYA)-- From reflector@tvbf.org Sat Dec 13 16:41:49 2003 From: reflector@tvbf.org (Scott Baker) Date: Sat, 13 Dec 2003 11:41:49 -0500 Subject: REFLECTOR:Good Deal on Apollo Radio Stack References: Message-ID: <000d01c3c198$0397b6d0$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_000A_01C3C16E.186DACB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thanks for your support of your friendly neighborhood Velocity factory! = :-) Every little bit helps us stay in business to serve you! SB ----- Original Message -----=20 From: Alex Balic=20 To: reflector@tvbf.org=20 Sent: Saturday, December 13, 2003 11:31 AM Subject: RE: REFLECTOR:Good Deal on Apollo Radio Stack I got my SL 30 for $100 less than that from Richard...... it all adds = up......... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Al Gietzen Sent: Saturday, December 13, 2003 9:45 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Good Deal on Apollo Radio Stack Yes; it is a good deal; but - based on quotes I got from Velocity = you can get comparable, and is some cases lower prices, from Velocity, = and no cutoff date. For example, CNX-80 - - $8675; SL-30 - - $3050 Al -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Bob Jackson Sent: Friday, December 12, 2003 10:50 PM To: Reflector Subject: REFLECTOR:Good Deal on Apollo Radio Stack For those in the market for an Apollo radio stack, you should = consider buying through Richard Riley (on the Reflector as = Richard@Riley.net). He still has an avionics distributorship with Apollo from "a prior = life" and is able to sell at a good price. Richard doesn't run an avionics shop, = so he can't provide much technical support, but if you're comfortable with electronics you should consider buying from him. Don't wait too = long -- with the Garmin buy-out, he's likely to loose his Apollo = distributorship soon! _______________________________________________ To change your email address, visit = http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw =3D tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: = http://www.tvbf.org/archives/velocity/maillist.html ------=_NextPart_000_000A_01C3C16E.186DACB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Thanks for your support of your = friendly=20 neighborhood Velocity factory! :-)  Every little bit helps us stay = in=20 business to serve you!
SB
----- Original Message -----
From:=20 Alex=20 Balic
Sent: Saturday, December 13, = 2003 11:31=20 AM
Subject: RE: REFLECTOR:Good = Deal on=20 Apollo Radio Stack

I=20 got my SL 30 for $100 less than that from Richard...... it all adds=20 up.........
-----Original Message-----
From: reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Saturday, December 13, 2003 9:45 = AM
To: reflector@tvbf.org
Subject:<= /B>=20 RE: REFLECTOR:Good Deal on Apollo Radio Stack

 

Yes; it is a good = deal; but =96=20 based on quotes I got from Velocity you can get comparable, and is = some=20 cases lower prices, from Velocity, and no cutoff = date.

For example, CNX-80 = - -=20 $8675;  SL-30 - - $3050

 

Al

 

-----Original Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf = Of Bob=20 Jackson
Sent: Friday, December 12, 2003 10:50 = PM
To:=20 Reflector
Subject: REFLECTOR:Good Deal on Apollo Radio Stack

 

For those in the market for an Apollo = radio stack,=20 you should consider

buying through Richard Riley (on the = Reflector as=20 Richard@Riley.net).  He

still has an avionics distributorship with = Apollo=20 from "a prior life" and is

able to sell at a good price.  = Richard doesn't=20 run an avionics shop, so he

can't provide much technical support, but = if you're=20 comfortable with

electronics you should consider buying = from=20 him.  Don't wait too long --

with the Garmin buy-out, he's likely to = loose his=20 Apollo distributorship

soon!

 

 

_______________________________________________

To change your email address, visit=20 http://www.tvbf.org/mailman/listinfo/reflector

 

Visit the gallery! =20 www.tvbf.org/gallery

user:pw =3D = tvbf:jamaicangoose

Check new archives:=20 www.tvbf.org/pipermail

Check old archives:=20 = http://www.tvbf.org/archives/velocity/maillist.html

------=_NextPart_000_000A_01C3C16E.186DACB0-- From reflector@tvbf.org Sat Dec 13 19:27:37 2003 From: reflector@tvbf.org (steve korney) Date: Sat, 13 Dec 2003 19:27:37 +0000 Subject: REFLECTOR:Lyc injection Message-ID: Scott... I'm speaking for myself and others. We would prefer to get maximum performance out of are equipment...Guess we can aford the extra gas... Best... Steve ----Original Message Follows---- From: Scott Reply-To: reflector@tvbf.org To: reflector@tvbf.org Subject: Re: REFLECTOR:Lyc injection Date: Sat, 13 Dec 2003 08:52:42 -0700 Are you speaking for yourself? If so why, equipment not capable, too much trouble to learn, have stock in engine manufacturer and fuel companies that need your more frequent business, belief in old wives tales about ROP/LOP ops? Scott At 11:18 AM 12/12/2003, you wrote: >Scott... > >LOP is not for everyone... > > >Best... Steve > >_________________________________________________________________ >Shop online for kids' toys by age group, price range, and toy category at >MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _________________________________________________________________ Take advantage of our best MSN Dial-up offer of the year — six months @$9.95/month. Sign up now! http://join.msn.com/?page=dept/dialup From reflector@tvbf.org Sun Dec 14 04:48:07 2003 From: reflector@tvbf.org (Scott) Date: Sat, 13 Dec 2003 21:48:07 -0700 Subject: REFLECTOR:Speaking of LOP Ops In-Reply-To: <002101c3c1ce$2eff1a80$830a8641@frontiernet.net> References: <002101c3c1ce$2eff1a80$830a8641@frontiernet.net> Message-ID: <6.0.0.22.0.20031213213858.0386bb38@mail.tnstaafl.net> I started to try to do the GAMI Lean Test back in July but couldn't because of overheat problems, which started my exhaust system fiasco which is now behind me as is the heat problem(another story). Today I thought it would be nice and smooth to do the test, it wasn't smooth but I bumped my way through it. The results were a very nice surprise. I had one anomalous reading, right at the LOP change over which depending on how you interpret it gives me two spreads. Either 0.2 GPH or 0.5 GPH, and this with stock Lyc. Injectors. I did rotate the injectors from my first to peak with my last to peak about 6 months ago and I'm running a EI which will also help reduce the spread. Next weekend on our trip out to CA if its really smooth I'll run the test enroute and see if I can eliminate the anomalous reading. It was so bumpy and also I was getting some mountain wave action it was difficult holding a 1/10 of a GPH of fuel flow to get readings on all 4 cylinders. Scott From reflector@tvbf.org Sun Dec 14 04:52:57 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 04:52:57 +0000 Subject: Autoreply: REFLECTOR:Speaking of LOP Ops Message-ID: From reflector@tvbf.org Sun Dec 14 04:52:57 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 04:52:57 +0000 Subject: Autoreply: REFLECTOR:Speaking of LOP Ops Message-ID: From reflector@tvbf.org Sun Dec 14 04:52:29 2003 From: reflector@tvbf.org (Scott) Date: Sat, 13 Dec 2003 21:52:29 -0700 Subject: REFLECTOR:Lyc injection In-Reply-To: References: Message-ID: <6.0.0.22.0.20031213214811.038c4fc8@mail.tnstaafl.net> Well, I guess us LOP adherents would rather burn less fuel for the same HP as ROP ops, have cleaner burning exhaust (as in less smog production), cleaner oil, longer laster plugs, valves, pistons, rings, oil, etc... It costs more than just gas your gas bill when running ROP. Scott At 12:27 PM 12/13/2003, you wrote: >Scott... > >I'm speaking for myself and others. > > >We would prefer to get maximum performance out of are equipment...Guess we >can aford the extra gas... > > >Best... Steve > > > > >----Original Message Follows---- >From: Scott >Reply-To: reflector@tvbf.org >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Lyc injection >Date: Sat, 13 Dec 2003 08:52:42 -0700 > >Are you speaking for yourself? > >If so why, equipment not capable, too much trouble to learn, have stock >in engine manufacturer and fuel companies that need your more frequent >business, belief in old wives tales about ROP/LOP ops? > >Scott > >At 11:18 AM 12/12/2003, you wrote: >>Scott... >> >>LOP is not for everyone... >> >> >>Best... Steve >> >>_________________________________________________________________ >>Shop online for kids' toys by age group, price range, and toy category at >>MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com >> >>_______________________________________________ >>To change your email address, visit >>http://www.tvbf.org/mailman/listinfo/reflector >> >>Visit the gallery! www.tvbf.org/gallery >>user:pw = tvbf:jamaicangoose >>Check new archives: www.tvbf.org/pipermail >>Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > >_________________________________________________________________ >Take advantage of our best MSN Dial-up offer of the year — six months >@$9.95/month. Sign up now! http://join.msn.com/?page=dept/dialup > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 14 04:57:56 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 04:57:56 +0000 Subject: Autoreply: Re: REFLECTOR:Lyc injection Message-ID: From reflector@tvbf.org Sun Dec 14 04:57:55 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 04:57:55 +0000 Subject: Autoreply: Re: REFLECTOR:Lyc injection Message-ID: From reflector@tvbf.org Sun Dec 14 15:52:18 2003 From: reflector@tvbf.org (Alex Balic) Date: Sun, 14 Dec 2003 09:52:18 -0600 Subject: REFLECTOR:off subject- Meigs Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_h5bY1+idO8P8P0cHGCuDwQ) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT There is currently a petition being signed to re-open Meigs as a public use air field and a public park, using no public funds- apparently Chicago didn't even have the money to turn Meigs into the park that they claimed they wanted - so this would provide them with the park and re-open the field- if anyone is interested, the petition can be found here: http://www.friendsofmeigs.org/ --Boundary_(ID_h5bY1+idO8P8P0cHGCuDwQ) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: 7BIT
There is currently a petition being signed to re-open Meigs as a public use air field and a public park, using no public funds- apparently Chicago didn't even have the money to turn Meigs into the park that they claimed they wanted - so this would provide them with the park and re-open the field- if anyone is interested, the petition can be found here: http://www.friendsofmeigs.org/
--Boundary_(ID_h5bY1+idO8P8P0cHGCuDwQ)-- From reflector@tvbf.org Sun Dec 14 15:53:43 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 15:53:43 +0000 Subject: Autoreply: REFLECTOR:off subject- Meigs Message-ID: From reflector@tvbf.org Sun Dec 14 15:53:43 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 14 Dec 2003 15:53:43 +0000 Subject: Autoreply: REFLECTOR:off subject- Meigs Message-ID: From reflector@tvbf.org Sun Dec 14 18:40:51 2003 From: reflector@tvbf.org (Peter Wetmore) Date: Sun, 14 Dec 2003 11:40:51 -0700 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Message-ID: <000a01c3c271$cc8706c0$6501a8c0@ph.cox.net> This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C3C237.1FFEFBE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their = Velocity is gracing the front page of the Arizona Republic as a part of = celebration of flight in AZ - in preparation for the 100th anniversary. = For those of you not familiar with AZ Republic, it is the state's = largest newspaper and is published primarily for the Phoenix metro area = but is available statewide. The picture is great publicity for = Velocity. All in the picture look great - your dog is a wonderful = touch.......... The picture is at = http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.= html They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley Airport. Where are you located (Kevin, I think you know we are = at the SE hangars at 21-5)? We'd love to come and see your airplane = while we are out there. We've been out most weekends trying to fly off = our 40 hours. We're about 1/2 way done. We fly on most Saturdays in = the AM and on Sundays during the mid-day. Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity. ------=_NextPart_000_0007_01C3C237.1FFEFBE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Congratulations to Kevin Steiner and = Brooke=20 Bessesen!!!!!!  Their Velocity is gracing the front page of the = Arizona=20 Republic as a part of celebration of flight in AZ - in preparation = for the=20 100th anniversary.  For those of you not familiar with AZ Republic, = it is=20 the state's largest newspaper and is published primarily for the Phoenix = metro=20 area but is available statewide.  The=20 picture is great publicity for Velocity.  All in the picture = look=20 great - your dog is a wonderful touch..........  The picture = is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html
 
They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html
 
As a aside, Kevin and Brooke, we didn't = realize you=20 had moved to Deer Valley Airport.  Where are you located (Kevin, I = think=20 you know we are at the SE hangars at 21-5)?  We'd love to come and = see your=20 airplane while we are out there.  We've been out most weekends = trying to=20 fly off our 40 hours.  We're about 1/2 way done.  We fly on = most=20 Saturdays in the AM and on Sundays during the mid-day.  Let us know = when=20 you are usually out there and hopefully we can come by to see your = beautiful=20 Velocity.
------=_NextPart_000_0007_01C3C237.1FFEFBE0-- From reflector@tvbf.org Mon Dec 15 13:52:31 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Mon, 15 Dec 2003 06:52:31 -0700 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: <000a01c3c271$cc8706c0$6501a8c0@ph.cox.net> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0029_01C3C2D8.035480E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. ------=_NextPart_000_0029_01C3C2D8.035480E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Th= anks, Pete.  It was quite a = thrill to see our picture on the front page – we were expecting something much = smaller in the Living section. If Saddam was captured just a little bit earlier – = we would have been bumped – timing is = everything!

 

Se= nd me your email address so we could make arrangements to hook up at = DVT.

 

Ke= vin

 

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore
Sent: Sunday, December = 14, 2003 11:41 AM
To: Velocity = Reflector
Subject: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News

 

Congratulations to Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the front page of the Arizona Republic as a part of celebration of flight in = AZ - in preparation for the 100th anniversary.  For those of you = not familiar with AZ Republic, it is the state's largest newspaper and is = published primarily for the Phoenix metro area but is available statewide.  = The picture is great publicity for Velocity.  All in the picture = look great - your dog is a wonderful touch..........  The picture is at = http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html<= /p>

 <= /p>

They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html<= /p>

 <= /p>

As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport.  Where are you located (Kevin, I think you know we are at = the SE hangars at 21-5)?  We'd love to come and see your airplane while we = are out there.  We've been out most weekends trying to fly off our 40 hours.  We're about 1/2 way done.  We fly on most Saturdays in = the AM and on Sundays during the mid-day.  Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity.<= /p>

------=_NextPart_000_0029_01C3C2D8.035480E0-- From reflector@tvbf.org Tue Dec 16 03:03:50 2003 From: reflector@tvbf.org (mike deeter) Date: Mon, 15 Dec 2003 19:03:50 -0800 (PST) Subject: REFLECTOR: Frankliln/IVO & Mike Watson In-Reply-To: Message-ID: <20031216030351.79647.qmail@web40804.mail.yahoo.com> Looking for Mike Watson: Mike....I understand you have the Franklin/IVO combo, as do I. OK if I contact you so we can compare notes? Either email or phone will be great. My phone is 512-797-7264 and you have my email. Thanks, Mike ===== ******************************************* Mike Deeter N2011 Test Pilot iguanamagic@yahoo.com http://iguanamagic.siegesmund.org ******************************************* __________________________________ Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing. http://photos.yahoo.com/ From reflector@tvbf.org Tue Dec 16 22:35:59 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 16 Dec 2003 17:35:59 -0500 (EST) Subject: REFLECTOR: Frankliln/IVO & Mike Watson In-Reply-To: <20031216030351.79647.qmail@web40804.mail.yahoo.com> References: <20031216030351.79647.qmail@web40804.mail.yahoo.com> Message-ID: <19618.196.3.85.38.1071614159.squirrel@webmail.bluefrog.com> Mike, I have this combo also if you are interested. John Dibble > Looking for Mike Watson: > > Mike....I understand you have the Franklin/IVO combo, > as do I. OK if I contact you so we can compare notes? > Either email or phone will be great. My phone is > 512-797-7264 and you have my email. > > Thanks, > > Mike > > > ===== > ******************************************* > Mike Deeter > N2011 Test Pilot > iguanamagic@yahoo.com > http://iguanamagic.siegesmund.org > ******************************************* > > __________________________________ > Do you Yahoo!? > New Yahoo! Photos - easier uploading and sharing. > http://photos.yahoo.com/ > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 17 04:19:49 2003 From: reflector@tvbf.org (Brian Michalk) Date: Tue, 16 Dec 2003 22:19:49 -0600 Subject: REFLECTOR:Airspeed Indicator Message-ID: I am trying to spec out the instruments for my panel. I'm looking at the ASI in the Aircraft Spruce Catalog, PN:10-00003. What range marks are you guys using for a standard FG Velocity? Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single From reflector@tvbf.org Wed Dec 17 05:14:02 2003 From: reflector@tvbf.org (Jim Sower) Date: Tue, 16 Dec 2003 23:14:02 -0600 Subject: REFLECTOR:Airspeed Indicator References: Message-ID: <3FDFE61A.B4B0636B@frontiernet.net> I'm also looking for an airspeed indicator. But I have a little different requirements. All I need is something to measure pressure drop from the plenum under the engine to the air exit above the engine. It doesn't have to be all that accurate, but since I'll hardly be using it after this problem is solved, it has to be VERY affordable. Anyone have an old beat up ASI? .... Jim S. From reflector@tvbf.org Wed Dec 17 06:39:21 2003 From: reflector@tvbf.org (Al Gietzen) Date: Tue, 16 Dec 2003 22:39:21 -0800 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: <3FDFE61A.B4B0636B@frontiernet.net> Message-ID: <001301c3c468$80d03f00$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C3C425.72ACFF00 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit All I need is something to measure pressure drop from the plenum under the engine to the air exit above the engine. It doesn't have to be all that accurate, but since I'll hardly be using it after this problem is solved, it has to be VERY affordable. Anyone have an old beat up ASI? .... Jim S. You could just plumb in a do-it-yourself water manometer. But you've already thought of that. Al ------=_NextPart_000_0014_01C3C425.72ACFF00 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

All I need is something to measure pressure drop from the plenum = under

the engine to the air exit above the engine.  It doesn't have to be all = that accurate,

but since I'll hardly be using it after this problem is solved, it has to be = VERY

affordable.

Anyone have an old beat up ASI? .... Jim S.

 

 

You could just plumb in a do-it-yourself water = manometer.  But you’ve already thought of that.

 <= /font>

Al

------=_NextPart_000_0014_01C3C425.72ACFF00-- From reflector@tvbf.org Wed Dec 17 10:47:05 2003 From: reflector@tvbf.org (Scott Baker) Date: Wed, 17 Dec 2003 05:47:05 -0500 Subject: REFLECTOR:Airspeed Indicator References: Message-ID: <000f01c3c48b$1d25a350$0200a8c0@DAD> Velocity sells an air speed indicator with the range marks already painted (under the glass). Cost = $290 It is the simple (not the true air speed feature) type. SB ----- Original Message ----- From: "Brian Michalk" To: Sent: Tuesday, December 16, 2003 11:19 PM Subject: REFLECTOR:Airspeed Indicator > I am trying to spec out the instruments for my panel. I'm looking at the > ASI in the Aircraft Spruce Catalog, PN:10-00003. > > What range marks are you guys using for a standard FG Velocity? > > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and barely single > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 17 15:10:20 2003 From: reflector@tvbf.org (Al Gietzen) Date: Wed, 17 Dec 2003 07:10:20 -0800 Subject: REFLECTOR:Cowl fasteners Message-ID: <000401c3c4af$e35ade90$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0005_01C3C46C.D53A0F90 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? - and looks good? Al ------=_NextPart_000_0005_01C3C46C.D53A0F90 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Before I install butterfly nuts for countersunk = screws; has someone found a good cam-lock type fastener that only requires a 90 = degree twist, that works well for our application? – and looks = good?

 

Al

 

 

------=_NextPart_000_0005_01C3C46C.D53A0F90-- From reflector@tvbf.org Wed Dec 17 15:28:41 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 17 Dec 2003 09:28:41 -0600 Subject: REFLECTOR:Cowl fasteners In-Reply-To: <000401c3c4af$e35ade90$6400a8c0@BigAl> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0006_01C3C480.28CBAAC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it. I've talked to people who just finished their Velocity, and a major complaint is that in the beginning, due to inspections or repairs, it is tedious to continuously remove and reinstall the cowl. I would consider something like this a safety item. I'm lazy, if I am going to have a hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? – and looks good? Al ------=_NextPart_000_0006_01C3C480.28CBAAC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I'm=20 going with www.skybolt.com
 
Look=20 at the CLoc fasteners on the left.  They are pricey at about $10 = per=20 fastener assembly, but I'm convinced they are worth it.  I've = talked to=20 people who just finished their Velocity, and a major complaint is that = in the=20 beginning, due to inspections or repairs, it is tedious to continuously = remove=20 and reinstall the cowl.  I would consider something like this a = safety=20 item.  I'm lazy, if I am going to have a hard time to get in and = inspect=20 something, I may defer it till later.
 
I=20 spoke to them and examined the product at Sun n Fun.  Looks=20 good.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Wednesday, December 17, 2003 9:10 = AM
To:=20 reflector
Subject: REFLECTOR:Cowl = fasteners

Before I install = butterfly nuts=20 for countersunk screws; has someone found a good cam-lock type = fastener that=20 only requires a 90 degree twist, that works well for our application? = – and=20 looks good?

 

Al

 

 

------=_NextPart_000_0006_01C3C480.28CBAAC0-- From reflector@tvbf.org Wed Dec 17 15:42:51 2003 From: reflector@tvbf.org (Jim Sower) Date: Wed, 17 Dec 2003 09:42:51 -0600 Subject: REFLECTOR:Airspeed Indicator References: <001301c3c468$80d03f00$6400a8c0@BigAl> Message-ID: <3FE0797B.D65AF61@frontiernet.net> --------------FD22035BA3C130D26271B1DA Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: 8bit <... But you’ve already thought of that ...> True. I've tried it. It's awkward, messy and not as accurate as ASI (finer granularity). May have a line on a cheap ASI though ... Jim S. Al Gietzen wrote: > All I need is something to measure pressure drop from the > plenum under > > the engine to the air exit above the engine. It doesn't have > to be all that accurate, > > but since I'll hardly be using it after this problem is > solved, it has to be VERY > > affordable. > > Anyone have an old beat up ASI? .... Jim S. > > You could just plumb in a do-it-yourself water manometer. But > you’ve already thought of that. > > Al > -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --------------FD22035BA3C130D26271B1DA Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: 8bit <... But you’ve already thought of that ...>
True.  I've tried it.  It's awkward, messy and not as accurate as ASI (finer granularity).
May have a line on a cheap ASI though .... Jim S.

Al Gietzen wrote:

All I need is something to measure pressure drop from the plenum under

the engine to the air exit above the engine.  It doesn't have to be all that accurate,

but since I'll hardly be using it after this problem is solved, it has to be VERY

affordable.

Anyone have an old beat up ASI? .... Jim S.

You could just plumb in a do-it-yourself water manometer.  But you’ve already thought of that.

Al

--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
  --------------FD22035BA3C130D26271B1DA-- From reflector@tvbf.org Wed Dec 17 15:46:42 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 17 Dec 2003 10:46:42 -0500 Subject: REFLECTOR:Airspeed Indicator References: Message-ID: <003401c3c4b4$f93eb6a0$9964ab44@atlaga.adelphia.net> Brian I am using the same airspeed indicator and it has worked fine. (But I actually got mine at Vans - http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1071675796-200-459&bro wse=fi&product=as-ind ) I have mine marked: White 65 - 110 (airbrake down) Green 65 - 140 Yellow 140 - 210 Red - 210 I removed the front face and marked the ranges using the tapes available at Aircraft Spruce. Easy to do and costs lots less than $95. Ronnie ----- Original Message ----- From: "Brian Michalk" To: Sent: Tuesday, December 16, 2003 11:19 PM Subject: REFLECTOR:Airspeed Indicator | I am trying to spec out the instruments for my panel. I'm looking at the | ASI in the Aircraft Spruce Catalog, PN:10-00003. | | What range marks are you guys using for a standard FG Velocity? | | Brian Michalk | Life is what you make of it ... never wish you had done something. | Aviator, experimental aircraft builder, motorcyclist, SCUBA diver | musician, home-brewer, entrepreneur and barely single | | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 17 15:59:31 2003 From: reflector@tvbf.org (Robin Ream) Date: Wed, 17 Dec 2003 09:59:31 -0600 Subject: REFLECTOR:Cowl fasteners References: Message-ID: <001701c3c4b6$c2bc2cf0$6400a8c0@robin> This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C3C484.77250D70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable How many of these do you think it will take to do a good job on the = cowl? Robin ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about $10 = per fastener assembly, but I'm convinced they are worth it. I've talked = to people who just finished their Velocity, and a major complaint is = that in the beginning, due to inspections or repairs, it is tedious to = continuously remove and reinstall the cowl. I would consider something = like this a safety item. I'm lazy, if I am going to have a hard time to = get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has someone = found a good cam-lock type fastener that only requires a 90 degree = twist, that works well for our application? - and looks good? Al ------=_NextPart_000_0014_01C3C484.77250D70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

How many of these do you think it will take to do a good job on the = cowl?
 
Robin
----- Original Message -----
From:=20 Brian = Michalk=20
Sent: Wednesday, December 17, = 2003 9:28=20 AM
Subject: RE: REFLECTOR:Cowl=20 fasteners

I'm=20 going with www.skybolt.com
 
Look=20 at the CLoc fasteners on the left.  They are pricey at about $10 = per=20 fastener assembly, but I'm convinced they are worth it.  I've = talked to=20 people who just finished their Velocity, and a major complaint is that = in the=20 beginning, due to inspections or repairs, it is tedious to = continuously remove=20 and reinstall the cowl.  I would consider something like this a = safety=20 item.  I'm lazy, if I am going to have a hard time to get in and = inspect=20 something, I may defer it till later.
 
I=20 spoke to them and examined the product at Sun n Fun.  Looks=20 good.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Wednesday, December 17, 2003 9:10 = AM
To:=20 reflector
Subject: REFLECTOR:Cowl = fasteners

Before I install = butterfly=20 nuts for countersunk screws; has someone found a good cam-lock type = fastener=20 that only requires a 90 degree twist, that works well for our = application? =96=20 and looks good?

 

Al

 

 

<= /HTML> ------=_NextPart_000_0014_01C3C484.77250D70-- From reflector@tvbf.org Wed Dec 17 16:30:30 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 17 Dec 2003 11:30:30 -0500 Subject: REFLECTOR:Cowl fasteners References: <001701c3c4b6$c2bc2cf0$6400a8c0@robin> Message-ID: <004e01c3c4bb$16643420$9964ab44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_004B_01C3C491.2D311800 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I like my #8 Flat Head 6 spline (Torx) screws that I got from http://www.microfasteners.com/catalog/products/SSCFCMXS.cfm I use a slow turning electric screw driver (turn them fast and they will = heat up and gall - Thanks Duane!!!) I have yet to strip any of the Torx = heads. And I have not lost any screws in 110 hours of flight. =20 I can get both my cowls off or installed in less than 5 minutes.=20 Ronnie ----- Original Message -----=20 From: Robin Ream=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 10:59 AM Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job on the = cowl? Robin ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about = $10 per fastener assembly, but I'm convinced they are worth it. I've = talked to people who just finished their Velocity, and a major complaint = is that in the beginning, due to inspections or repairs, it is tedious = to continuously remove and reinstall the cowl. I would consider = something like this a safety item. I'm lazy, if I am going to have a = hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has = someone found a good cam-lock type fastener that only requires a 90 = degree twist, that works well for our application? - and looks good? Al ------=_NextPart_000_004B_01C3C491.2D311800 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I like my #8 Flat Head 6 spline (Torx) screws that I = got=20 from
 
http= ://www.microfasteners.com/catalog/products/SSCFCMXS.cfm
 
I use a slow turning electric screw driver (turn = them fast and=20 they will heat up and gall - Thanks Duane!!!)  I have yet to strip = any of=20 the Torx heads.   And I have not lost any screws in 110 = hours of=20 flight. 
 
I can get both my cowls off or installed in less = than 5=20 minutes. 
 
Ronnie
----- Original Message -----
From:=20 Robin=20 Ream
Sent: Wednesday, December 17, = 2003 10:59=20 AM
Subject: Re: REFLECTOR:Cowl=20 fasteners

How many of these do you think it will take to do a good job on = the=20 cowl?
 
Robin
----- Original Message -----
From:=20 Brian = Michalk=20
Sent: Wednesday, December 17, = 2003 9:28=20 AM
Subject: RE: REFLECTOR:Cowl=20 fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the = left.  They=20 are pricey at about $10 per fastener assembly, but I'm convinced = they are=20 worth it.  I've talked to people who just finished their = Velocity, and=20 a major complaint is that in the beginning, due to inspections or = repairs,=20 it is tedious to continuously remove and reinstall the cowl.  I = would=20 consider something like this a safety item.  I'm lazy, if I am = going to=20 have a hard time to get in and inspect something, I may defer it = till=20 later.
 
I=20 spoke to them and examined the product at Sun n Fun.  Looks=20 good.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Wednesday, December 17, 2003 9:10 = AM
To:=20 reflector
Subject: REFLECTOR:Cowl = fasteners

Before I install = butterfly=20 nuts for countersunk screws; has someone found a good cam-lock = type=20 fastener that only requires a 90 degree twist, that works well for = our=20 application? – and looks good?

 

Al

 

 

------=_NextPart_000_004B_01C3C491.2D311800-- From reflector@tvbf.org Wed Dec 17 17:14:09 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 17 Dec 2003 11:14:09 -0600 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: <003401c3c4b4$f93eb6a0$9964ab44@atlaga.adelphia.net> Message-ID: Ahh, that I didn't know. I will go searching for their tapes. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Ronnie Brown > Sent: Wednesday, December 17, 2003 9:47 AM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Airspeed Indicator > > > Brian > I am using the same airspeed indicator and it has worked fine. (But I > actually got mine at Vans - > http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1071675796-2 > 00-459&bro > wse=fi&product=as-ind ) > > I have mine marked: > White 65 - 110 (airbrake down) > Green 65 - 140 > Yellow 140 - 210 > Red - 210 > > I removed the front face and marked the ranges using the tapes > available at > Aircraft Spruce. Easy to do and costs lots less than $95. > > Ronnie > > ----- Original Message ----- > From: "Brian Michalk" > To: > Sent: Tuesday, December 16, 2003 11:19 PM > Subject: REFLECTOR:Airspeed Indicator > > > | I am trying to spec out the instruments for my panel. I'm > looking at the > | ASI in the Aircraft Spruce Catalog, PN:10-00003. > | > | What range marks are you guys using for a standard FG Velocity? > | > | Brian Michalk > | Life is what you make of it ... never wish you had done something. > | Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > | musician, home-brewer, entrepreneur and barely single > | > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 17 17:14:46 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 17 Dec 2003 11:14:46 -0600 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: <000f01c3c48b$1d25a350$0200a8c0@DAD> Message-ID: The sales area is still down. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Baker > Sent: Wednesday, December 17, 2003 4:47 AM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Airspeed Indicator > > > Velocity sells an air speed indicator with the range marks already painted > (under the glass). Cost = $290 It is the simple (not the true air speed > feature) type. > SB > > > ----- Original Message ----- > From: "Brian Michalk" > To: > Sent: Tuesday, December 16, 2003 11:19 PM > Subject: REFLECTOR:Airspeed Indicator > > > > I am trying to spec out the instruments for my panel. I'm > looking at the > > ASI in the Aircraft Spruce Catalog, PN:10-00003. > > > > What range marks are you guys using for a standard FG Velocity? > > > > Brian Michalk > > Life is what you make of it ... never wish you had done something. > > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > > musician, home-brewer, entrepreneur and barely single > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 17 18:31:26 2003 From: reflector@tvbf.org (johnward) Date: Wed, 17 Dec 2003 12:31:26 -0600 Subject: REFLECTOR:Airspeed Indicator References: Message-ID: <003b01c3c4cb$fc0691c0$708066d1@johnward> Brian, Velocity Views Vol. 21 page 3 provides the "V" airspeed markings. Vs - 60kts. (will vary) red arc Vfe -110 kts. (white arc from Vs to Vfe) Vno- 170 kts. (green arc from Vs to Vno) Vne - 200 kts. (yellow arc from Vno to Vne) Vx - 80 kts. (best angle) not a marking. Vy - 100 kts. (best rate) not a marking. Vlo - 120 kts. (max lad. gear operating airspeed) not a marking. John - N120RJ ----- Original Message ----- From: "Brian Michalk" To: Sent: Tuesday, December 16, 2003 10:19 PM Subject: REFLECTOR:Airspeed Indicator > I am trying to spec out the instruments for my panel. I'm looking at the > ASI in the Aircraft Spruce Catalog, PN:10-00003. > > What range marks are you guys using for a standard FG Velocity? > > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and barely single > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 17 18:48:33 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 17 Dec 2003 12:48:33 -0600 Subject: REFLECTOR:Cowl fasteners In-Reply-To: <001701c3c4b6$c2bc2cf0$6400a8c0@robin> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_001B_01C3C49C.14BED9A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit It's not going to be cheap. I think they recommend six inch placement. You might be able to get away with 8 inch, due to the large surface area they cover. However, for my cowl, I've already got six inch holes that I've been using with clecos. I think it will take less than 30 to do the cowls and wing flanges properly. That's $300. However, compare that to the cost of a potential prop strike repair, and it somehow doesn't seem so bad. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream Sent: Wednesday, December 17, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job on the cowl? Robin ----- Original Message ----- From: Brian Michalk To: reflector@tvbf.org Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it. I've talked to people who just finished their Velocity, and a major complaint is that in the beginning, due to inspections or repairs, it is tedious to continuously remove and reinstall the cowl. I would consider something like this a safety item. I'm lazy, if I am going to have a hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? – and looks good? Al ------=_NextPart_000_001B_01C3C49C.14BED9A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
It's=20 not going to be cheap.  I think they recommend six inch = placement. =20 You might be able to get away with 8 inch, due to the large surface area = they=20 cover.  However, for my cowl, I've already got six inch holes that = I've=20 been using with clecos.
 
I=20 think it will take less than 30 to do the cowls and wing flanges = properly. =20 That's $300.  However, compare that to the cost of a potential prop = strike=20 repair, and it somehow doesn't seem so bad.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Robin=20 Ream
Sent: Wednesday, December 17, 2003 10:00 = AM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Cowl=20 fasteners

How many of these do you think it will take to do a good job on = the=20 cowl?
 
Robin
----- Original Message -----
From:=20 Brian = Michalk=20
Sent: Wednesday, December 17, = 2003 9:28=20 AM
Subject: RE: REFLECTOR:Cowl=20 fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the = left.  They=20 are pricey at about $10 per fastener assembly, but I'm convinced = they are=20 worth it.  I've talked to people who just finished their = Velocity, and=20 a major complaint is that in the beginning, due to inspections or = repairs,=20 it is tedious to continuously remove and reinstall the cowl.  I = would=20 consider something like this a safety item.  I'm lazy, if I am = going to=20 have a hard time to get in and inspect something, I may defer it = till=20 later.
 
I=20 spoke to them and examined the product at Sun n Fun.  Looks=20 good.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Wednesday, December 17, 2003 9:10 = AM
To:=20 reflector
Subject: REFLECTOR:Cowl = fasteners

Before I install = butterfly=20 nuts for countersunk screws; has someone found a good cam-lock = type=20 fastener that only requires a 90 degree twist, that works well for = our=20 application? – and looks good?

 

Al

 

 

------=_NextPart_000_001B_01C3C49C.14BED9A0-- From reflector@tvbf.org Wed Dec 17 18:59:18 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 17 Dec 2003 13:59:18 -0500 (EST) Subject: REFLECTOR:Airspeed Indicator In-Reply-To: References: Message-ID: <.192.153.24.23.1071687558.squirrel@www.tnstaafl.net> Brian, Be sure you get the good instruments, I've had the ASI and the Altimeter fail in my plane that were installed 6 years ago. Both were the cheapo Chinese piece of shit instruments. I replaced both with United Instruments brand. Scott > I am trying to spec out the instruments for my panel. I'm looking at the > ASI in the Aircraft Spruce Catalog, PN:10-00003. > > What range marks are you guys using for a standard FG Velocity? > > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and barely single > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 17 20:36:08 2003 From: reflector@tvbf.org (Brian Michalk) Date: Wed, 17 Dec 2003 14:36:08 -0600 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: <.192.153.24.23.1071687558.squirrel@www.tnstaafl.net> Message-ID: Hmmm, the one I was looking at was definately the "import". I agree with you, but it's the only one at ASS that I like. It goes from 40kts to 2??, whereas the United models I'm interested in start at 60 kts. Any other alternatives? > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of scott@tnstaafl.net > Sent: Wednesday, December 17, 2003 12:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Airspeed Indicator > > > Brian, > > Be sure you get the good instruments, I've had the ASI and the Altimeter > fail in my plane that were installed 6 years ago. Both were the cheapo > Chinese piece of shit instruments. I replaced both with United > Instruments brand. > > Scott > > > I am trying to spec out the instruments for my panel. I'm > looking at the > > ASI in the Aircraft Spruce Catalog, PN:10-00003. > > > > What range marks are you guys using for a standard FG Velocity? > > > > Brian Michalk > > Life is what you make of it ... never wish you had done something. > > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > > musician, home-brewer, entrepreneur and barely single > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 17 23:49:47 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 17 Dec 2003 18:49:47 EST Subject: REFLECTOR: Frankliln/IVO & Mike Watson Message-ID: <12e.37c942c3.2d12459b@cs.com> --part1_12e.37c942c3.2d12459b_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hi John, I'll try to give you a call this week end, when is the best time to call? Mike Watson Standard Elite RG /VG's /Franklin/IVO Electric CS --part1_12e.37c942c3.2d12459b_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Hi John,

I'll try to give you a call this week end, when is the best time to call?
Mike Watson
Standard Elite RG /VG's /Franklin/IVO Electric CS --part1_12e.37c942c3.2d12459b_boundary-- From reflector@tvbf.org Thu Dec 18 02:56:16 2003 From: reflector@tvbf.org (Alex Balic) Date: Wed, 17 Dec 2003 20:56:16 -0600 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_YjdO/dvx/fgq3pxKrjjYeg) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 8BIT Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. --Boundary_(ID_YjdO/dvx/fgq3pxKrjjYeg) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: quoted-printable
Kevin,
Do you=20 have a web site or any other pictures of your aircraft? - I am = interested=20 in the paint scheme and interior that you used- it is hard to see=20 clearly in the rather small picture on the web site, and I would = like =20 more detail if possible...
 
Thanks
 
Alex=20
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Velocity_AZ
Sent: Monday, December 15, 2003 7:53=20 AM
To: reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity=20 on Front Page of AZ Republic - Great News

Thanks,=20 Pete.  It was quite a = thrill to=20 see our picture on the front page =96 we were expecting something much = smaller=20 in the Living section. If Saddam was captured just a little bit = earlier =96 we=20 would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter = Wetmore
Sent: Sunday, December 14, 2003 = 11:41=20 AM
To: Velocity=20 Reflector
Subject:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great = News

 

Congratulations to=20 Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the=20 front page of the Arizona Republic as a part of celebration of flight = in AZ=20 - in preparation for the 100th anniversary.  For those of = you not=20 familiar with AZ Republic, it is the state's largest newspaper and is=20 published primarily for the Phoenix metro area but is available=20 statewide.  The picture is great publicity for = Velocity.  All=20 in the picture look great - your dog is a wonderful = touch.......... =20 The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They=20 are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As a=20 aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we are = at the SE=20 hangars at 21-5)?  We'd love to come and see your airplane while = we are=20 out there.  We've been out most weekends trying to fly off our 40 = hours.  We're about 1/2 way done.  We fly on most Saturdays = in the=20 AM and on Sundays during the mid-day.  Let us know when you are = usually=20 out there and hopefully we can come by to see your beautiful=20 Velocity.

--Boundary_(ID_YjdO/dvx/fgq3pxKrjjYeg)-- From reflector@tvbf.org Thu Dec 18 03:53:06 2003 From: reflector@tvbf.org (Scott) Date: Wed, 17 Dec 2003 20:53:06 -0700 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: References: <.192.153.24.23.1071687558.squirrel@www.tnstaafl.net> Message-ID: <6.0.0.22.0.20031217203719.02b1a070@mail.tnstaafl.net> --=====================_1960679==_ Content-Type: text/plain; charset="us-ascii"; format=flowed No, that's not right? My United comes alive at about 20/30 knots, the big tics start at 50 knots, well below flying speed. I got the True Airspeed Indicator #8130, ASS #10-00218 I don't know if this attachment will make it through. Mine has knots around the outside(large numbers) which is what I use to fly with, and mph on the inside(small numbers) Scott --=====================_1960679==_ Content-Type: image/jpeg; name="UTD_8130[1].jpg"; x-mac-type="4A504547"; x-mac-creator="4A565752" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="UTD_8130[1].jpg" /9j/4AAQSkZJRgABAgAAZABkAAD/7AARRHVja3kAAQAEAAAAMgAA/+4AIUFkb2JlAGTAAAAAAQMA EAMDBgkAACyYAACLdQAAz5n/2wCEAAgGBgYGBggGBggMCAcIDA4KCAgKDhANDQ4NDRARDA4NDQ4M EQ8SExQTEg8YGBoaGBgjIiIiIycnJycnJycnJycBCQgICQoJCwkJCw4LDQsOEQ4ODg4REw0NDg0N ExgRDw8PDxEYFhcUFBQXFhoaGBgaGiEhICEhJycnJycnJycnJ//CABEIAbYBwgMBIgACEQEDEQH/ xADxAAAABwEBAAAAAAAAAAAAAAAAAQMEBQYHAggBAQEBAQEAAAAAAAAAAAAAAAABAgMEEAABBAEC BQMCBQQCAgMAAAAEAQIDBQARBhAxEhMUICEVQTIwQCIzFiQlNQdgI1BCcIA0EQACAQMCAwQGBgcD CQcDBAMBAgMREgQAITEiExBBUQVhcYEyIxQgkaGxQlIwwdFicjMk4UMV8PGCkrJTNDUGosJjc5Oj dFDSRIPjhJSkJRYSAQEBAAAAAAAAAAAAAAAAAJBwQRMBAAICAQQCAQUBAQEBAQAAAQARITFBEFFh 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P/1QgoECljWoU4NOyMxLSJ1DqFEw4YZzeoKHHRVZfJAVvURmeI+G68QaLqwvHw89rMG2mCprS7Ol vsgZ1NGa/IX8nAcZDsezRxKvhrp//9k= --=====================_1960679==_-- From reflector@tvbf.org Thu Dec 18 04:19:40 2003 From: reflector@tvbf.org (Scott) Date: Wed, 17 Dec 2003 21:19:40 -0700 Subject: REFLECTOR:Space Ship One first live rocket test to 68,000 Ft!!!! In-Reply-To: <002c01c3c510$de734230$333319d0@o0v0r3> References: <000a01c3c4fd$8bd3f640$6401a8c0@cx222064a> <002c01c3c510$de734230$333319d0@o0v0r3> Message-ID: <6.0.0.22.0.20031217211715.02b0f290@mail.tnstaafl.net> The story is not very informative, maybe somebody else has more info? http://story.news.yahoo.com/news?tmpl=story&cid=1894&e=2&u=/ap/20031218/ap_on_sc/space_rocket too bad about the collapsed gear, but then most of us have been that and done there. Scott From reflector@tvbf.org Thu Dec 18 05:11:34 2003 From: reflector@tvbf.org (KeithHallsten) Date: Wed, 17 Dec 2003 21:11:34 -0800 Subject: REFLECTOR:Airspeed Indicator References: <.192.153.24.23.1071687558.squirrel@www.tnstaafl.net> <6.0.0.22.0.20031217203719.02b1a070@mail.tnstaafl.net> Message-ID: <004101c3c525$683261e0$20a83c42@quiknet.com> The picture shows miles per hour on the outside (big numbers) and knots on the inside. ----- Original Message ----- From: "Scott" To: Sent: Wednesday, December 17, 2003 7:53 PM Subject: RE: REFLECTOR:Airspeed Indicator > No, that's not right? My United comes alive at about 20/30 knots, the big > tics start at 50 knots, well below flying speed. > > I got the True Airspeed Indicator #8130, ASS #10-00218 > > I don't know if this attachment will make it through. > > Mine has knots around the outside(large numbers) which is what I use to fly > with, and mph on the inside(small numbers) > > Scott From reflector@tvbf.org Thu Dec 18 05:16:39 2003 From: reflector@tvbf.org (KeithHallsten) Date: Wed, 17 Dec 2003 21:16:39 -0800 Subject: REFLECTOR:Space Ship One first live rocket test to 68,000 Ft!!!! References: <000a01c3c4fd$8bd3f640$6401a8c0@cx222064a> <002c01c3c510$de734230$333319d0@o0v0r3> <6.0.0.22.0.20031217211715.02b0f290@mail.tnstaafl.net> Message-ID: <004701c3c526$1da9c400$20a83c42@quiknet.com> It looks like the flight test report has not yet been posted on Scaled's website yet, but all the others through the December 4th flight are there. Maybe they are still trying to decide how to word it! ----- Original Message ----- From: "Scott" To: ; Sent: Wednesday, December 17, 2003 8:19 PM Subject: REFLECTOR:Space Ship One first live rocket test to 68,000 Ft!!!! > The story is not very informative, maybe somebody else has more info? > > http://story.news.yahoo.com/news?tmpl=story&cid=1894&e=2&u=/ap/20031218/ap_on_sc/space_rocket > > > too bad about the collapsed gear, but then most of us have been that and > done there. > > Scott > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > From reflector@tvbf.org Thu Dec 18 11:47:28 2003 From: reflector@tvbf.org (Greg Poole) Date: Thu, 18 Dec 2003 22:47:28 +1100 Subject: REFLECTOR:Airspeed Indicator References: <.192.153.24.23.1071687558.squirrel@www.tnstaafl.net> <6.0.0.22.0.20031217203719.02b1a070@mail.tnstaafl.net> <004101c3c525$683261e0$20a83c42@quiknet.com> Message-ID: <005501c3c55c$b6d6cf20$4deb64cb@CPQ15218298181> I have seen them with the knots on the outside as that is the way we prefer them down here - what's Scott doin with one of ours *^) The best of Seasons Greetings all, Greg in Sydney ----- Original Message ----- From: "KeithHallsten" To: Sent: Thursday, December 18, 2003 4:11 PM Subject: Re: REFLECTOR:Airspeed Indicator > The picture shows miles per hour on the outside (big numbers) and knots on > the inside. > > > ----- Original Message ----- > From: "Scott" > To: > Sent: Wednesday, December 17, 2003 7:53 PM > Subject: RE: REFLECTOR:Airspeed Indicator > > > > No, that's not right? My United comes alive at about 20/30 knots, the big > > tics start at 50 knots, well below flying speed. > > > > I got the True Airspeed Indicator #8130, ASS #10-00218 > > > > I don't know if this attachment will make it through. > > > > Mine has knots around the outside(large numbers) which is what I use to > fly > > with, and mph on the inside(small numbers) > > > > Scott > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 18 14:03:46 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Thu, 18 Dec 2003 07:03:46 -0700 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0019_01C3C535.145D4020 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. ------=_NextPart_000_0019_01C3C535.145D4020 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Alex,

 

I just got the plane back from the interior shop two days = ago.  Did a final w&b and = finished flying off my 40 hours yesterday - on the 100 yr = anniversary!

 

I do have a place you can view all the photos during the = construction process, however, I don’t have any pics of the paint job on it = – I haven’t taken any yet.  There is so much = detail in it that unless you are standing right in front of it, you can’t = really appreciate it – pictures just don’t do it justice.  However, I will upload a few pics of my interior = today.  The photos are at Sony = Imagestation – you have to join (create user name & password) – it’s = free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There is a fair picture of the entire plane (not close up, = though) on the cover of this month’s America’s = Flyways.

 

Regards,

 

Kevin

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic
Sent: Wednesday, December = 17, 2003 7:56 PM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News

 

Kevin,<= /p>

Do you have a = web site or any other pictures of your aircraft? - I am interested in the paint = scheme and interior that you used- it is hard to see clearly in the = rather small picture on the web site, and I would like  more detail if = possible...<= /p>

 <= /p>

Thanks<= /p>

 <= /p>

Alex = <= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Monday, December = 15, 2003 7:53 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Thanks, Pete.  It was quite a thrill to see our picture on the front page = – we were expecting something much smaller in the Living section. If Saddam was = captured just a little bit earlier – we would have been bumped – = timing is everything!

 

Send me your email address so we could make arrangements to hook up at DVT.

 

Kevin

 

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore
Sent: Sunday, December = 14, 2003 11:41 AM
To: Velocity = Reflector
Subject: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Congratulations to Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the front page of the Arizona Republic as a part of celebration of flight in = AZ - in preparation for the 100th anniversary.  For those of you = not familiar with AZ Republic, it is the state's largest newspaper and is = published primarily for the Phoenix metro area but is available statewide.  = The picture is great publicity for Velocity.  All in the picture = look great - your dog is a wonderful touch..........  The picture = is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html<= /p>

 <= /p>

They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html<= /p>

 <= /p>

As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport.  Where are you located (Kevin, I think you know we are at = the SE hangars at 21-5)?  We'd love to come and see your airplane while we = are out there.  We've been out most weekends trying to fly off our 40 hours.  We're about 1/2 way done.  We fly on most Saturdays in = the AM and on Sundays during the mid-day.  Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity.<= /p>

------=_NextPart_000_0019_01C3C535.145D4020-- From reflector@tvbf.org Thu Dec 18 14:39:01 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Thu, 18 Dec 2003 09:39:01 -0500 Subject: REFLECTOR:Airspeed Indicator In-Reply-To: References: Message-ID: Brian, The factory has ASI's already marked appropriatly for the airspeed limitations From reflector@tvbf.org Thu Dec 18 14:44:33 2003 From: reflector@tvbf.org (steve) Date: Thu, 18 Dec 2003 22:44:33 +0800 Subject: REFLECTOR:Oil Leaks - Franklin Message-ID: <1566482874.20031218224433@yahoo.com.au> My Franklin has always had a slight oil leak from around the area of the crankshaft seal. However on the last couple of flights it seems to now be getting worse. Tried some formation work on the last 2 flights requiring more abrupt power changes than usual, not sure if this makes any difference or not. Anyone else with a Franklin had oil leaking from around this area? Does this require a new crankshaft seal or is there something else I can try ? -- Best regards, steve mailto:steve_beilby@yahoo.com.au From reflector@tvbf.org Thu Dec 18 15:19:17 2003 From: reflector@tvbf.org (Alex Balic) Date: Thu, 18 Dec 2003 09:19:17 -0600 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_AVBEq9tw/r0lPL7REj/0sQ) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 8BIT Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. --Boundary_(ID_AVBEq9tw/r0lPL7REj/0sQ) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: quoted-printable
Kevin,
I=20 remember Milton told me that you were doing some airbrush painting on = the plane-=20 looks interesting! I am still a way off, getting my engine installed = now, but=20 will plan to fly before interior installation (except for the seats of = course)=20 so I am trying to get some ideas together....... I would be interested = to see=20 the exterior paint whenever you get them uploaded, please let me=20 know,    also, what is the black handle to the left of = the=20 instrument panel? Is it the throttle, with vernier control for mixture = and=20 prop?    Really nice job, wish I was done=20 too..............
 
Alex
 
 --Boundary_(ID_AVBEq9tw/r0lPL7REj/0sQ)-- From reflector@tvbf.org Thu Dec 18 15:28:45 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Thu, 18 Dec 2003 08:28:45 -0700 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_002C_01C3C540.F38BA560 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Alex, We installed dual slaved P-51-style throttle quadrants. The mixture and prop controls are push-pulls. I’ve been following your progress through Milt – Keep at it! Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 8:19 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. ------=_NextPart_000_002C_01C3C540.F38BA560 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Alex,

 

We installed dual slaved P-51-style throttle quadrants.  The mixture and prop controls = are push-pulls.

 

I’ve been following your progress through Milt – Keep = at it!

 

Kevin

<= span class=3DEmailStyle20> 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic
Sent: Thursday, December = 18, 2003 8:19 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News

 

Kevin,<= /p>

I remember = Milton told me that you were doing some airbrush painting on the plane- looks = interesting! I am still a way off, getting my engine installed now, but will plan to = fly before interior installation (except for the seats of course) so I am = trying to get some ideas together....... I would be interested to see the exterior = paint whenever you get them uploaded, please let me know,    = also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop?    = Really nice job, wish I was done too..............<= /p>

 <= /p>

Alex<= /p>

 <= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Thursday, December = 18, 2003 8:04 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Alex,

 

I just got the plane back from the interior = shop two days ago.  Did a final = w&b and finished flying off my 40 hours yesterday - on the 100 yr = anniversary!

 

I do have a place you can view all the photos = during the construction process, however, I don’t have any pics of the = paint job on it – I haven’t taken any yet.  There is so much detail in it that unless you are standing right in front of = it, you can’t really appreciate it – pictures just don’t do it = justice.  However, I will upload a few = pics of my interior today.  The = photos are at Sony Imagestation – you have to join (create user name & = password) – it’s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There is a fair picture of the entire plane = (not close up, though) on the cover of this month’s America’s = Flyways.

 

Regards,

 

Kevin

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic
Sent: Wednesday, December = 17, 2003 7:56 PM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Kevin,<= /p>

Do you have a web site or any other pictures of your aircraft? - I am = interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like  more detail if possible...<= /p>

 <= /p>

Thanks<= /p>

 <= /p>

Alex = <= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Monday, December = 15, 2003 7:53 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Thanks, Pete.  It was quite a thrill to see our picture on the front page = – we were expecting something much smaller in the Living section. If Saddam was = captured just a little bit earlier – we would have been bumped – = timing is everything!

 

Send me your email address so we could make arrangements to hook up at DVT.

 

Kevin

 

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore
Sent: Sunday, December = 14, 2003 11:41 AM
To: Velocity = Reflector
Subject: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Congratulations to Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the front page of the Arizona Republic as a part of celebration of flight in = AZ - in preparation for the 100th anniversary.  For those of you = not familiar with AZ Republic, it is the state's largest newspaper and is = published primarily for the Phoenix metro area but is available statewide.  = The picture is great publicity for Velocity.  All in the picture = look great - your dog is a wonderful touch..........  The picture = is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html<= /p>

 <= /p>

They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html<= /p>

 <= /p>

As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport.  Where are you located (Kevin, I think you know we are at = the SE hangars at 21-5)?  We'd love to come and see your airplane while we = are out there.  We've been out most weekends trying to fly off our 40 hours.  We're about 1/2 way done.  We fly on most Saturdays in = the AM and on Sundays during the mid-day.  Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity.<= /p>

------=_NextPart_000_002C_01C3C540.F38BA560-- From reflector@tvbf.org Thu Dec 18 16:05:47 2003 From: reflector@tvbf.org (Brian Michalk) Date: Thu, 18 Dec 2003 10:05:47 -0600 Subject: REFLECTOR:Oil Leaks - Franklin In-Reply-To: <1566482874.20031218224433@yahoo.com.au> Message-ID: There is a factory fix for leaking around the crankshaft seal. Call Askeland for it. Very simple to install. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of steve > Sent: Thursday, December 18, 2003 8:45 AM > To: reflector@tvbf.org > Subject: REFLECTOR:Oil Leaks - Franklin > > > > My Franklin has always had a slight oil leak from around the area of the > crankshaft seal. However on the last couple of flights it seems to now be > getting worse. Tried some formation work on the last 2 flights > requiring more > abrupt power changes than usual, not sure if this makes any > difference or not. > Anyone else with a Franklin had oil leaking from around this area? > > Does this require a new crankshaft seal or is there something > else I can try ? > > > > -- > Best regards, > steve mailto:steve_beilby@yahoo.com.au > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Thu Dec 18 16:47:32 2003 From: reflector@tvbf.org (Alex Balic) Date: Thu, 18 Dec 2003 10:47:32 -0600 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_zaarTyKJhsjZsfeZpVVm8w) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 8BIT Kevin, I was thinking of doing the same with the throttles- did you just slave the co-pilot to the pilot? or do they both run to the firewall? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 9:29 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, We installed dual slaved P-51-style throttle quadrants. The mixture and prop controls are push-pulls. I’ve been following your progress through Milt – Keep at it! Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 8:19 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. --Boundary_(ID_zaarTyKJhsjZsfeZpVVm8w) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: quoted-printable
Kevin,
I was=20 thinking of doing the same with the throttles- did you just slave the = co-pilot=20 to the pilot? or do they both run to the firewall?
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Velocity_AZ
Sent: Thursday, December 18, 2003 9:29=20 AM
To: reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity=20 on Front Page of AZ Republic - Great News

Alex,

 

We=20 installed dual slaved P-51-style throttle quadrants.  The mixture and prop = controls are=20 push-pulls.

 

I=92ve=20 been following your progress through Milt =96 Keep at=20 it!

 

Kevin

<= SPAN=20 class=3DEmailStyle20> 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Thursday, December 18, = 2003 8:19=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

I=20 remember Milton told me that you were doing some airbrush painting on = the=20 plane- looks interesting! I am still a way off, getting my engine = installed=20 now, but will plan to fly before interior installation (except for the = seats=20 of course) so I am trying to get some ideas together....... I would be = interested to see the exterior paint whenever you get them uploaded, = please=20 let me know,    also, what is the black handle to the = left of=20 the instrument panel? Is it the throttle, with vernier control for = mixture and=20 prop?    Really nice job, wish I was done=20 too..............

 

Alex

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Thursday, December 18, = 2003 8:04=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Alex,

 

I just=20 got the plane back from the interior shop two days ago.  Did a final w&b and = finished=20 flying off my 40 hours yesterday - on the 100 yr=20 anniversary!

 

I do=20 have a place you can view all the photos during the construction = process,=20 however, I don=92t have any pics of the paint job on it =96 I = haven=92t taken any=20 yet.  There is so much = detail in=20 it that unless you are standing right in front of it, you can=92t = really=20 appreciate it =96 pictures just don=92t do it justice.  However, I will upload a few = pics of=20 my interior today.  The = photos are=20 at Sony Imagestation =96 you have to join (create user name & = password) =96=20 it=92s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There=20 is a fair picture of the entire plane (not close up, though) on the = cover of=20 this month=92s America=92s = Flyways.

 

Regards,

 

Kevin

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Wednesday, December 17, = 2003 7:56=20 PM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

Do you=20 have a web site or any other pictures of your aircraft? - I am = interested=20 in the paint scheme and interior that you used- it is hard to see = clearly in the rather small picture on the web site, and I would=20 like  more detail if possible...

 

Thanks

 

Alex=20

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Monday, December 15, 2003 = 7:53=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Thanks,=20 Pete.  It was quite a = thrill to=20 see our picture on the front page =96 we were expecting something much = smaller=20 in the Living section. If Saddam was captured just a little bit = earlier =96 we=20 would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter = Wetmore
Sent: Sunday, December 14, 2003 = 11:41=20 AM
To: Velocity=20 Reflector
Subject:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Congratulations to=20 Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the=20 front page of the Arizona Republic as a part of celebration of flight = in AZ=20 - in preparation for the 100th anniversary.  For those of = you not=20 familiar with AZ Republic, it is the state's largest newspaper and is=20 published primarily for the Phoenix metro area but is available=20 statewide.  The picture is great publicity for = Velocity.  All=20 in the picture look great - your dog is a wonderful = touch.......... =20 The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They=20 are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As a=20 aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we are = at the SE=20 hangars at 21-5)?  We'd love to come and see your airplane while = we are=20 out there.  We've been out most weekends trying to fly off our 40 = hours.  We're about 1/2 way done.  We fly on most Saturdays = in the=20 AM and on Sundays during the mid-day.  Let us know when you are = usually=20 out there and hopefully we can come by to see your beautiful=20 Velocity.

--Boundary_(ID_zaarTyKJhsjZsfeZpVVm8w)-- From reflector@tvbf.org Thu Dec 18 16:56:51 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Thu, 18 Dec 2003 09:56:51 -0700 Subject: REFLECTOR:Slaved Throttle Quads In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_006E_01C3C54D.42C27620 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Since you can get some slop in cables – especially when they run quite a distance, I decided to slave the two throttle quads with a torque tube that runs behind the instrument panel. This way both throttles are connected to a stiff bar that then operates one cable back to the engine. If you look at the web address I gave you, there are some photos that show the installation. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 9:48 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I was thinking of doing the same with the throttles- did you just slave the co-pilot to the pilot? or do they both run to the firewall? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 9:29 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, We installed dual slaved P-51-style throttle quadrants. The mixture and prop controls are push-pulls. I’ve been following your progress through Milt – Keep at it! Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 8:19 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. ------=_NextPart_000_006E_01C3C54D.42C27620 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Since you can get some slop in cables – especially when = they run quite a distance, I decided to slave the two throttle quads with a torque tube = that runs behind the instrument panel.  This way both throttles are connected to a stiff bar that then = operates one cable back to the engine.  = If you look at the web address I gave you, there are some photos that show the installation.

 

Kevin

<= span class=3DEmailStyle21> 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic
Sent: Thursday, December = 18, 2003 9:48 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Kevin,<= /p>

I was thinking = of doing the same with the throttles- did you just slave the co-pilot to the = pilot? or do they both run to the firewall?<= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Thursday, December = 18, 2003 9:29 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Alex,

 

We installed dual slaved P-51-style throttle quadrants.  The mixture = and prop controls are push-pulls.

 

I’ve been following your progress = through Milt – Keep at it!

 

Kevin

<= span class=3DEmailStyle20>&n= bsp;

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic
Sent: Thursday, December = 18, 2003 8:19 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Kevin,<= /p>

I remember Milton told me that you were doing some airbrush painting on = the plane- looks interesting! I am still a way off, getting my engine = installed now, but will plan to fly before interior installation (except for the = seats of course) so I am trying to get some ideas together....... I would be = interested to see the exterior paint whenever you get them uploaded, please let me know,    also, what is the black handle to the left of = the instrument panel? Is it the throttle, with vernier control for mixture = and prop?    Really nice job, wish I was done = too..............<= /p>

 <= /p>

Alex<= /p>

 <= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Thursday, December = 18, 2003 8:04 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Alex,

 

I just got the plane back from the interior = shop two days ago.  Did a final = w&b and finished flying off my 40 hours yesterday - on the 100 yr = anniversary!

 

I do have a place you can view all the photos = during the construction process, however, I don’t have any pics of the = paint job on it – I haven’t taken any yet.  There is so much detail in it that unless you are standing right in front of = it, you can’t really appreciate it – pictures just don’t do it = justice.  However, I will upload a few = pics of my interior today.  The = photos are at Sony Imagestation – you have to join (create user name & = password) – it’s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There is a fair picture of the entire plane = (not close up, though) on the cover of this month’s America’s = Flyways.

 

Regards,

 

Kevin

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic
Sent: Wednesday, December = 17, 2003 7:56 PM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Kevin,<= /p>

Do you have a web site or any other pictures of your aircraft? - I am = interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like  more detail if possible...<= /p>

 <= /p>

Thanks<= /p>

 <= /p>

Alex = <= /p>

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ
Sent: Monday, December = 15, 2003 7:53 AM
To: = reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

Thanks, Pete.  It was quite a thrill to see our picture on the front page = – we were expecting something much smaller in the Living section. If Saddam was = captured just a little bit earlier – we would have been bumped – = timing is everything!

 

Send me your email address so we could make arrangements to hook up at DVT.

 

Kevin

 

 

-----Original Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore
Sent: Sunday, December = 14, 2003 11:41 AM
To: Velocity = Reflector
Subject: = REFLECTOR:Velocity on Front Page of AZ Republic - Great News<= /p>

 <= /p>

Congratulations to Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the front page of the Arizona Republic as a part of celebration of flight in = AZ - in preparation for the 100th anniversary.  For those of you = not familiar with AZ Republic, it is the state's largest newspaper and is = published primarily for the Phoenix metro area but is available statewide.  = The picture is great publicity for Velocity.  All in the picture = look great - your dog is a wonderful touch..........  The picture = is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html<= /p>

 <= /p>

They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html<= /p>

 <= /p>

As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport.  Where are you located (Kevin, I think you know we are at = the SE hangars at 21-5)?  We'd love to come and see your airplane while we = are out there.  We've been out most weekends trying to fly off our 40 hours.  We're about 1/2 way done.  We fly on most Saturdays in = the AM and on Sundays during the mid-day.  Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity.<= /p>

------=_NextPart_000_006E_01C3C54D.42C27620-- From reflector@tvbf.org Thu Dec 18 17:32:45 2003 From: reflector@tvbf.org (Scott) Date: Thu, 18 Dec 2003 10:32:45 -0700 Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads In-Reply-To: References: Message-ID: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> Being that we have a center stick and the only way for a right seat pilot to fly the airplane is to have dual throttle/mixture/prop controls, I find it amazing that the factory doesn't have this option? I'm surprised more folks don;t ask for it? If the factory had a cable mixer so I could add a right seat throttle, I'd do it today. Me and a buddy of mine practice instrument flying to keep ourselves current. We share each others planes to keep the expense even. His T210 of course has full dual controls(yokes) and center throttle, etc.. We have to fake it in my plane, having the right seat pilot all out throttle changes.. I worry sometimes about what would happen if I passed out in the left seat. My wife could probably land the airplane if she could get to the throttles. Scott From reflector@tvbf.org Thu Dec 18 17:34:38 2003 From: reflector@tvbf.org (Scott) Date: Thu, 18 Dec 2003 10:34:38 -0700 Subject: Dual Throttle : Re: REFLECTOR:Slaved Throttle Quads In-Reply-To: References: Message-ID: <6.0.0.22.0.20031218103407.01e09230@mail.tnstaafl.net> I wonder if something like this would be heavy duty enough? http://flightability.bizland.com/trikeslide_dual_throttle.htm From reflector@tvbf.org Thu Dec 18 17:46:57 2003 From: reflector@tvbf.org (Wayne) Date: Thu, 18 Dec 2003 12:46:57 -0500 Subject: REFLECTOR:Slaved Throttle Quads References: Message-ID: <003f01c3c58e$eee8d4d0$6500a8c0@hppav> This is a multi-part message in MIME format. ------=_NextPart_000_003C_01C3C565.05E37F70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have an acquaintance who had a throttle cable failure at the = termination.=20 Consequently since my rice burner was set up for a throttle cable and a = cruise control cable I just ran two throttle cables for the redundancy. food for thought at least a small snack. Wayne ----- Original Message -----=20 From: Velocity_AZ=20 To: reflector@tvbf.org=20 Sent: Thursday, December 18, 2003 11:56 AM Subject: REFLECTOR:Slaved Throttle Quads Since you can get some slop in cables - especially when they run quite = a distance, I decided to slave the two throttle quads with a torque tube = that runs behind the instrument panel. This way both throttles are = connected to a stiff bar that then operates one cable back to the = engine. If you look at the web address I gave you, there are some = photos that show the installation. =20 Kevin =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic Sent: Thursday, December 18, 2003 9:48 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News =20 Kevin, I was thinking of doing the same with the throttles- did you just = slave the co-pilot to the pilot? or do they both run to the firewall? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 9:29 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Alex, =20 We installed dual slaved P-51-style throttle quadrants. The mixture = and prop controls are push-pulls. =20 I've been following your progress through Milt - Keep at it! =20 Kevin =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic Sent: Thursday, December 18, 2003 8:19 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News =20 Kevin, I remember Milton told me that you were doing some airbrush painting = on the plane- looks interesting! I am still a way off, getting my engine = installed now, but will plan to fly before interior installation (except = for the seats of course) so I am trying to get some ideas = together....... I would be interested to see the exterior paint whenever = you get them uploaded, please let me know, also, what is the black = handle to the left of the instrument panel? Is it the throttle, with = vernier control for mixture and prop? Really nice job, wish I was = done too.............. =20 Alex =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Alex, =20 I just got the plane back from the interior shop two days ago. Did a = final w&b and finished flying off my 40 hours yesterday - on the 100 yr = anniversary! =20 I do have a place you can view all the photos during the construction = process, however, I don't have any pics of the paint job on it - I = haven't taken any yet. There is so much detail in it that unless you = are standing right in front of it, you can't really appreciate it - = pictures just don't do it justice. However, I will upload a few pics of = my interior today. The photos are at Sony Imagestation - you have to = join (create user name & password) - it's free. =20 = http://www.imagestation.com/album/?id=3D4291366131&code=3D7548966&mode=3D= invite =20 There is a fair picture of the entire plane (not close up, though) on = the cover of this month's America's Flyways. =20 Regards, =20 Kevin =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News =20 Kevin, Do you have a web site or any other pictures of your aircraft? - I am = interested in the paint scheme and interior that you used- it is hard to = see clearly in the rather small picture on the web site, and I would = like more detail if possible... =20 Thanks =20 Alex=20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Thanks, Pete. It was quite a thrill to see our picture on the front = page - we were expecting something much smaller in the Living section. = If Saddam was captured just a little bit earlier - we would have been = bumped - timing is everything! =20 Send me your email address so we could make arrangements to hook up at = DVT. =20 Kevin =20 =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News =20 Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their = Velocity is gracing the front page of the Arizona Republic as a part of = celebration of flight in AZ - in preparation for the 100th anniversary. = For those of you not familiar with AZ Republic, it is the state's = largest newspaper and is published primarily for the Phoenix metro area = but is available statewide. The picture is great publicity for = Velocity. All in the picture look great - your dog is a wonderful = touch.......... The picture is at = http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.= html =20 They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html =20 As a aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley Airport. Where are you located (Kevin, I think you know we are = at the SE hangars at 21-5)? We'd love to come and see your airplane = while we are out there. We've been out most weekends trying to fly off = our 40 hours. We're about 1/2 way done. We fly on most Saturdays in = the AM and on Sundays during the mid-day. Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity. ------=_NextPart_000_003C_01C3C565.05E37F70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I have an acquaintance who had a = throttle cable=20 failure at the termination.
Consequently since my rice burner was = set up for a=20 throttle cable and a cruise control cable I just ran two throttle = cables=20 for the redundancy.
 food for thought   at = least a small=20 snack.
Wayne
----- Original Message -----
From:=20 Velocity_AZ=20
Sent: Thursday, December 18, = 2003 11:56=20 AM
Subject: REFLECTOR:Slaved = Throttle=20 Quads

Since=20 you can get some slop in cables =96 especially when they run quite a = distance, I=20 decided to slave the two throttle quads with a torque tube that runs = behind=20 the instrument panel.  = This way=20 both throttles are connected to a stiff bar that then operates one = cable back=20 to the engine.  If you = look at the=20 web address I gave you, there are some photos that show the=20 installation.

 

Kevin

<= SPAN=20 class=3DEmailStyle21> 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Thursday, December 18, = 2003 9:48=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

I was=20 thinking of doing the same with the throttles- did you just slave the = co-pilot=20 to the pilot? or do they both run to the firewall?

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Thursday, December 18, = 2003 9:29=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Alex,

 

We=20 installed dual slaved P-51-style throttle quadrants.  The mixture and prop = controls are=20 push-pulls.

 

I=92ve=20 been following your progress through Milt =96 Keep at=20 it!

 

Kevin

<= SPAN=20 class=3DEmailStyle20> 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Thursday, December 18, = 2003 8:19=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

I=20 remember Milton told me that you were doing some airbrush painting on = the=20 plane- looks interesting! I am still a way off, getting my engine = installed=20 now, but will plan to fly before interior installation (except for the = seats=20 of course) so I am trying to get some ideas together....... I would be = interested to see the exterior paint whenever you get them uploaded, = please=20 let me know,    also, what is the black handle to the = left of=20 the instrument panel? Is it the throttle, with vernier control for = mixture and=20 prop?    Really nice job, wish I was done=20 too..............

 

Alex

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Thursday, December 18, = 2003 8:04=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Alex,

 

I just=20 got the plane back from the interior shop two days ago.  Did a final w&b and = finished=20 flying off my 40 hours yesterday - on the 100 yr=20 anniversary!

 

I do=20 have a place you can view all the photos during the construction = process,=20 however, I don=92t have any pics of the paint job on it =96 I = haven=92t taken any=20 yet.  There is so much = detail in=20 it that unless you are standing right in front of it, you can=92t = really=20 appreciate it =96 pictures just don=92t do it justice.  However, I will upload a few = pics of=20 my interior today.  The = photos are=20 at Sony Imagestation =96 you have to join (create user name & = password) =96=20 it=92s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There=20 is a fair picture of the entire plane (not close up, though) on the = cover of=20 this month=92s America=92s = Flyways.

 

Regards,

 

Kevin

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Wednesday, December 17, = 2003 7:56=20 PM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

Do you=20 have a web site or any other pictures of your aircraft? - I am = interested=20 in the paint scheme and interior that you used- it is hard to see = clearly in the rather small picture on the web site, and I would=20 like  more detail if possible...

 

Thanks

 

Alex=20

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Monday, December 15, 2003 = 7:53=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Thanks,=20 Pete.  It was quite a = thrill to=20 see our picture on the front page =96 we were expecting something much = smaller=20 in the Living section. If Saddam was captured just a little bit = earlier =96 we=20 would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter = Wetmore
Sent: Sunday, December 14, 2003 = 11:41=20 AM
To: Velocity=20 Reflector
Subject:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Congratulations to=20 Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the=20 front page of the Arizona Republic as a part of celebration of flight = in AZ=20 - in preparation for the 100th anniversary.  For those of = you not=20 familiar with AZ Republic, it is the state's largest newspaper and is=20 published primarily for the Phoenix metro area but is available=20 statewide.  The picture is great publicity for = Velocity.  All=20 in the picture look great - your dog is a wonderful = touch.......... =20 The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They=20 are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As a=20 aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we are = at the SE=20 hangars at 21-5)?  We'd love to come and see your airplane while = we are=20 out there.  We've been out most weekends trying to fly off our 40 = hours.  We're about 1/2 way done.  We fly on most Saturdays = in the=20 AM and on Sundays during the mid-day.  Let us know when you are = usually=20 out there and hopefully we can come by to see your beautiful=20 Velocity.

------=_NextPart_000_003C_01C3C565.05E37F70-- From reflector@tvbf.org Thu Dec 18 18:21:41 2003 From: reflector@tvbf.org (Milton Merskey) Date: Thu, 18 Dec 2003 12:21:41 -0600 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News References: Message-ID: <001801c3c593$c920f2f0$5e02a8c0@MILTON> This is a multi-part message in MIME format. ------=_NextPart_000_0015_01C3C561.7E062F60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Alex: I will soon receive a copy of the Arizona newspaper that carries an = article and pictures of Kevin"s plane. I will call you when it arrives. milt ----- Original Message -----=20 From: Alex Balic=20 To: reflector@tvbf.org=20 Sent: Thursday, December 18, 2003 9:19 AM Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Kevin, I remember Milton told me that you were doing some airbrush painting = on the plane- looks interesting! I am still a way off, getting my engine = installed now, but will plan to fly before interior installation (except = for the seats of course) so I am trying to get some ideas = together....... I would be interested to see the exterior paint whenever = you get them uploaded, please let me know, also, what is the black = handle to the left of the instrument panel? Is it the throttle, with = vernier control for mixture and prop? Really nice job, wish I was = done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Alex, =20 I just got the plane back from the interior shop two days ago. Did = a final w&b and finished flying off my 40 hours yesterday - on the 100 = yr anniversary! =20 I do have a place you can view all the photos during the = construction process, however, I don't have any pics of the paint job on = it - I haven't taken any yet. There is so much detail in it that unless = you are standing right in front of it, you can't really appreciate it - = pictures just don't do it justice. However, I will upload a few pics of = my interior today. The photos are at Sony Imagestation - you have to = join (create user name & password) - it's free. =20 = http://www.imagestation.com/album/?id=3D4291366131&code=3D7548966&mode=3D= invite =20 There is a fair picture of the entire plane (not close up, though) = on the cover of this month's America's Flyways. =20 Regards, =20 Kevin =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News =20 Kevin, Do you have a web site or any other pictures of your aircraft? - I = am interested in the paint scheme and interior that you used- it is hard = to see clearly in the rather small picture on the web site, and I would = like more detail if possible... =20 Thanks =20 Alex=20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News Thanks, Pete. It was quite a thrill to see our picture on the front = page - we were expecting something much smaller in the Living section. = If Saddam was captured just a little bit earlier - we would have been = bumped - timing is everything! =20 Send me your email address so we could make arrangements to hook up = at DVT. =20 Kevin =20 =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great = News =20 Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their = Velocity is gracing the front page of the Arizona Republic as a part of = celebration of flight in AZ - in preparation for the 100th anniversary. = For those of you not familiar with AZ Republic, it is the state's = largest newspaper and is published primarily for the Phoenix metro area = but is available statewide. The picture is great publicity for = Velocity. All in the picture look great - your dog is a wonderful = touch.......... The picture is at = http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.= html =20 They are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html =20 As a aside, Kevin and Brooke, we didn't realize you had moved to = Deer Valley Airport. Where are you located (Kevin, I think you know we = are at the SE hangars at 21-5)? We'd love to come and see your airplane = while we are out there. We've been out most weekends trying to fly off = our 40 hours. We're about 1/2 way done. We fly on most Saturdays in = the AM and on Sundays during the mid-day. Let us know when you are = usually out there and hopefully we can come by to see your beautiful = Velocity. ------=_NextPart_000_0015_01C3C561.7E062F60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
Alex:
 
I will soon receive a copy of the = Arizona newspaper=20 that carries an article and pictures of Kevin"s plane. I will call you = when it=20 arrives.
 
milt
 
 
----- Original Message -----
From:=20 Alex=20 Balic
Sent: Thursday, December 18, = 2003 9:19=20 AM
Subject: RE: REFLECTOR:Velocity = on Front=20 Page of AZ Republic - Great News

Kevin,
I=20 remember Milton told me that you were doing some airbrush painting on = the=20 plane- looks interesting! I am still a way off, getting my engine = installed=20 now, but will plan to fly before interior installation (except for the = seats=20 of course) so I am trying to get some ideas together....... I would be = interested to see the exterior paint whenever you get them uploaded, = please=20 let me know,    also, what is the black handle to the = left of=20 the instrument panel? Is it the throttle, with vernier control for = mixture and=20 prop?    Really nice job, wish I was done=20 too..............
 
Alex
 
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Velocity_AZ
Sent: Thursday, December 18, 2003 8:04=20 AM
To: reflector@tvbf.org
Subject: RE:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Alex,

 

I=20 just got the plane back from the interior shop two days ago.  Did a final w&b and = finished=20 flying off my 40 hours yesterday - on the 100 yr=20 anniversary!

 

I do=20 have a place you can view all the photos during the construction = process,=20 however, I don=92t have any pics of the paint job on it =96 I = haven=92t taken any=20 yet.  There is so much = detail in=20 it that unless you are standing right in front of it, you can=92t = really=20 appreciate it =96 pictures just don=92t do it justice.  However, I will upload a = few pics of=20 my interior today.  = The photos=20 are at Sony Imagestation =96 you have to join (create user name = &=20 password) =96 it=92s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There=20 is a fair picture of the entire plane (not close up, though) on the = cover of=20 this month=92s America=92s = Flyways.

 

Regards,

 

Kevin

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Wednesday, December 17, = 2003 7:56=20 PM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

Do you=20 have a web site or any other pictures of your aircraft? - I am=20 interested in the paint scheme and interior that you used- it is = hard=20 to see clearly in the rather small picture on the web = site, and I=20 would like  more detail if possible...

 

Thanks

 

Alex=20

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Monday, December 15, = 2003 7:53=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Thanks,=20 Pete.  It was quite a = thrill to=20 see our picture on the front page =96 we were expecting something = much smaller=20 in the Living section. If Saddam was captured just a little bit = earlier =96 we=20 would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter = Wetmore
Sent: Sunday, December 14, = 2003 11:41=20 AM
To: Velocity=20 Reflector
Subject:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Congratulations to=20 Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the=20 front page of the Arizona Republic as a part of celebration of = flight in AZ=20 - in preparation for the 100th anniversary.  For those of = you not=20 familiar with AZ Republic, it is the state's largest newspaper and = is=20 published primarily for the Phoenix metro area but is available=20 statewide.  The picture is great publicity for = Velocity.  All=20 in the picture look great - your dog is a wonderful=20 touch..........  The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They=20 are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As a=20 aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we are = at the=20 SE hangars at 21-5)?  We'd love to come and see your airplane = while we=20 are out there.  We've been out most weekends trying to fly off = our 40=20 hours.  We're about 1/2 way done.  We fly on most = Saturdays in the=20 AM and on Sundays during the mid-day.  Let us know when you are = usually=20 out there and hopefully we can come by to see your beautiful=20 Velocity.

= ------=_NextPart_000_0015_01C3C561.7E062F60-- From reflector@tvbf.org Thu Dec 18 18:19:17 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 18 Dec 2003 13:19:17 -0500 Subject: REFLECTOR:Slaved Throttle Quads Message-ID: This line of thinking begs me to ask the question as to the failure mode for our installations. I have assumed that the "carb" has a return spring. Is this the case? If not, could it be rigged to stay or go open? That would keep the power up and one would then use the mag switch to control power. Certainly would seem to offer more positive outcomes than a return to idle. "Wayne" .net> cc: Sent by: Subject: Re: REFLECTOR:Slaved Throttle Quads reflector-admin@t vbf.org 12/18/2003 12:46 PM Please respond to reflector I have an acquaintance who had a throttle cable failure at the termination. Consequently since my rice burner was set up for a throttle cable and a cruise control cable I just ran two throttle cables for the redundancy. food for thought at least a small snack. Wayne ----- Original Message ----- From: Velocity_AZ To: reflector@tvbf.org Sent: Thursday, December 18, 2003 11:56 AM Subject: REFLECTOR:Slaved Throttle Quads Since you can get some slop in cables ? especially when they run quite a distance, I decided to slave the two throttle quads with a torque tube that runs behind the instrument panel. This way both throttles are connected to a stiff bar that then operates one cable back to the engine. If you look at the web address I gave you, there are some photos that show the installation. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 9:48 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I was thinking of doing the same with the throttles- did you just slave the co-pilot to the pilot? or do they both run to the firewall? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 9:29 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, We installed dual slaved P-51-style throttle quadrants. The mixture and prop controls are push-pulls. I've been following your progress through Milt ? Keep at it! Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Thursday, December 18, 2003 8:19 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don't have any pics of the paint job on it ? I haven't taken any yet. There is so much detail in it that unless you are standing right in front of it, you can't really appreciate it ? pictures just don't do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation ? you have to join (create user name & password) ? it's free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month's America's Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page ? we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier ? we would have been bumped ? timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.html They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. CONFIDENTIALITY NOTICE: This e-mail message, including any attachments, is for the sole use of the intended recipient(s) and may contain confidential and privileged information or otherwise protected by law. Any unauthorized review, use, disclosure or distribution is prohibited. If you are not the intended recipient, please contact the sender by reply e-mail and destroy all copies of the original message. From reflector@tvbf.org Thu Dec 18 19:40:25 2003 From: reflector@tvbf.org (Alex Balic) Date: Thu, 18 Dec 2003 13:40:25 -0600 Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News In-Reply-To: <001801c3c593$c920f2f0$5e02a8c0@MILTON> Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_x9lLjsx/ifM2wmBZvQBUHA) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 8BIT OK Milt- Hope you are feeling better too............ -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Milton Merskey Sent: Thursday, December 18, 2003 12:22 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex: I will soon receive a copy of the Arizona newspaper that carries an article and pictures of Kevin"s plane. I will call you when it arrives. milt ----- Original Message ----- From: Alex Balic To: reflector@tvbf.org Sent: Thursday, December 18, 2003 9:19 AM Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, I remember Milton told me that you were doing some airbrush painting on the plane- looks interesting! I am still a way off, getting my engine installed now, but will plan to fly before interior installation (except for the seats of course) so I am trying to get some ideas together....... I would be interested to see the exterior paint whenever you get them uploaded, please let me know, also, what is the black handle to the left of the instrument panel? Is it the throttle, with vernier control for mixture and prop? Really nice job, wish I was done too.............. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Thursday, December 18, 2003 8:04 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Alex, I just got the plane back from the interior shop two days ago. Did a final w&b and finished flying off my 40 hours yesterday - on the 100 yr anniversary! I do have a place you can view all the photos during the construction process, however, I don’t have any pics of the paint job on it – I haven’t taken any yet. There is so much detail in it that unless you are standing right in front of it, you can’t really appreciate it – pictures just don’t do it justice. However, I will upload a few pics of my interior today. The photos are at Sony Imagestation – you have to join (create user name & password) – it’s free. http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite There is a fair picture of the entire plane (not close up, though) on the cover of this month’s America’s Flyways. Regards, Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic Sent: Wednesday, December 17, 2003 7:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Kevin, Do you have a web site or any other pictures of your aircraft? - I am interested in the paint scheme and interior that you used- it is hard to see clearly in the rather small picture on the web site, and I would like more detail if possible... Thanks Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ Sent: Monday, December 15, 2003 7:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Thanks, Pete. It was quite a thrill to see our picture on the front page – we were expecting something much smaller in the Living section. If Saddam was captured just a little bit earlier – we would have been bumped – timing is everything! Send me your email address so we could make arrangements to hook up at DVT. Kevin -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter Wetmore Sent: Sunday, December 14, 2003 11:41 AM To: Velocity Reflector Subject: REFLECTOR:Velocity on Front Page of AZ Republic - Great News Congratulations to Kevin Steiner and Brooke Bessesen!!!!!! Their Velocity is gracing the front page of the Arizona Republic as a part of celebration of flight in AZ - in preparation for the 100th anniversary. For those of you not familiar with AZ Republic, it is the state's largest newspaper and is published primarily for the Phoenix metro area but is available statewide. The picture is great publicity for Velocity. All in the picture look great - your dog is a wonderful touch.......... The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.htm l They are quoted in an article at http://www.azcentral.com/news/articles/1214aviation-spirit.html As a aside, Kevin and Brooke, we didn't realize you had moved to Deer Valley Airport. Where are you located (Kevin, I think you know we are at the SE hangars at 21-5)? We'd love to come and see your airplane while we are out there. We've been out most weekends trying to fly off our 40 hours. We're about 1/2 way done. We fly on most Saturdays in the AM and on Sundays during the mid-day. Let us know when you are usually out there and hopefully we can come by to see your beautiful Velocity. --Boundary_(ID_x9lLjsx/ifM2wmBZvQBUHA) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: quoted-printable
OK=20 Milt- Hope you are feeling better too............
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Milton=20 Merskey
Sent: Thursday, December 18, 2003 12:22 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Velocity on Front = Page of=20 AZ Republic - Great News

 
Alex:
 
I will soon receive a copy of the = Arizona=20 newspaper that carries an article and pictures of Kevin"s plane. I = will call=20 you when it arrives.
 
milt
 
 
----- Original Message -----
From:=20 Alex=20 Balic
Sent: Thursday, December 18, = 2003 9:19=20 AM
Subject: RE: = REFLECTOR:Velocity on=20 Front Page of AZ Republic - Great News

Kevin,
I=20 remember Milton told me that you were doing some airbrush painting = on the=20 plane- looks interesting! I am still a way off, getting my engine = installed=20 now, but will plan to fly before interior installation (except for = the seats=20 of course) so I am trying to get some ideas together....... I would = be=20 interested to see the exterior paint whenever you get them uploaded, = please=20 let me know,    also, what is the black handle to the = left of=20 the instrument panel? Is it the throttle, with vernier control for = mixture=20 and prop?    Really nice job, wish I was done=20 too..............
 
Alex
 
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Velocity_AZ
Sent: Thursday, December 18, 2003 8:04=20 AM
To: reflector@tvbf.org
Subject: RE:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Alex,

 

I=20 just got the plane back from the interior shop two days ago.  Did a final w&b and = finished=20 flying off my 40 hours yesterday - on the 100 yr=20 anniversary!

 

I=20 do have a place you can view all the photos during the = construction=20 process, however, I don=92t have any pics of the paint job on it = =96 I haven=92t=20 taken any yet.  = There is so=20 much detail in it that unless you are standing right in front of = it, you=20 can=92t really appreciate it =96 pictures just don=92t do it = justice.  However, I will upload a = few pics=20 of my interior today.  = The=20 photos are at Sony Imagestation =96 you have to join (create user = name &=20 password) =96 it=92s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There=20 is a fair picture of the entire plane (not close up, though) on = the cover=20 of this month=92s America=92s = Flyways.

 

Regards,

 

Kevin

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Wednesday, December = 17, 2003=20 7:56 PM
To:=20 reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on=20 Front Page of AZ Republic - Great News

 

Kevin,

Do=20 you have a web site or any other pictures of your aircraft? - = I am=20 interested in the paint scheme and interior that you used- it is = hard=20 to see clearly in the rather small picture on the web = site, and=20 I would like  more detail if possible...

 

Thanks

 

Alex=20

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Monday, December 15, = 2003 7:53=20 AM
To:=20 reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity on=20 Front Page of AZ Republic - Great News

Thanks,=20 Pete.  It was quite = a thrill=20 to see our picture on the front page =96 we were expecting = something much=20 smaller in the Living section. If Saddam was captured just a = little bit=20 earlier =96 we would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter=20 Wetmore
Sent: = Sunday,=20 December 14, 2003 11:41 AM
To: Velocity = Reflector
Subject: REFLECTOR:Velocity = on Front=20 Page of AZ Republic - Great News

 

Congratulations=20 to Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing=20 the front page of the Arizona Republic as a part of celebration of = flight=20 in AZ - in preparation for the 100th anniversary.  For = those of=20 you not familiar with AZ Republic, it is the state's largest = newspaper and=20 is published primarily for the Phoenix metro area but is available = statewide.  The picture is great publicity for = Velocity. =20 All in the picture look great - your dog is a wonderful=20 touch..........  The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They = are quoted=20 in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As=20 a aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we = are at=20 the SE hangars at 21-5)?  We'd love to come and see your = airplane=20 while we are out there.  We've been out most weekends trying = to fly=20 off our 40 hours.  We're about 1/2 way done.  We fly on = most=20 Saturdays in the AM and on Sundays during the mid-day.  Let = us know=20 when you are usually out there and hopefully we can come by to see = your=20 beautiful Velocity.

=
--Boundary_(ID_x9lLjsx/ifM2wmBZvQBUHA)-- From reflector@tvbf.org Thu Dec 18 21:12:44 2003 From: reflector@tvbf.org (KeithHallsten) Date: Thu, 18 Dec 2003 13:12:44 -0800 Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads References: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> Message-ID: <001b01c3c5ab$ae65ea20$20a83c42@quiknet.com> It's not difficult to run a completely redundant throttle & cable all the way to the arm on the servo or carburetor. That's what the factory recommends, and I've seen several installations that work fine, so I plan to do the same. You have a little more friction to move the throttle, but if you keep all bends gentle and smooth, it's not a significant issue. You have to fabricate a bracket to hold both throttle cable sleeves at the engine end. Keith Hallsten ----- Original Message ----- From: "Scott" To: Sent: Thursday, December 18, 2003 9:32 AM Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads > Being that we have a center stick and the only way for a right seat pilot > to fly the airplane is to have dual throttle/mixture/prop controls, I find > it amazing that the factory doesn't have this option? I'm surprised more > folks don;t ask for it? > > If the factory had a cable mixer so I could add a right seat throttle, I'd > do it today. > > Me and a buddy of mine practice instrument flying to keep ourselves > current. We share each others planes to keep the expense even. His T210 > of course has full dual controls(yokes) and center throttle, etc.. We > have to fake it in my plane, having the right seat pilot all out throttle > changes.. > > I worry sometimes about what would happen if I passed out in the left > seat. My wife could probably land the airplane if she could get to the > throttles. > > Scott > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Thu Dec 18 22:09:59 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 18 Dec 2003 17:09:59 -0500 Subject: REFLECTOR:Lyc injection Message-ID: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> > We would prefer to get maximum performance out of are > equipment...Guess we can aford the extra gas... Steve, If that's the case are you running 80-90% power AND staying cool? I do that LOP. I go faster AND burn less fuel AND keep my engine cooler AND keep it cleaner. I never try to talk anyone into LOP ops but the ONLY logical reason suporting by the data not to do it is just because you don't feel like dinking with it. Rob From reflector@tvbf.org Thu Dec 18 23:01:26 2003 From: reflector@tvbf.org (Rene Dugas) Date: Thu, 18 Dec 2003 17:01:26 -0600 Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads In-Reply-To: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> Message-ID: <000b01c3c5ba$e0643b80$0a01a8c0@ent2.local> Emergency flying would not be a problem with mixture forward and prop forward as long as throttle is on both sides. One can lean over once and push the cables forward and be done with it. Same with gear. Most don't mount gear switch on RGs in a good location for right seaters. The only problem I've had is that tall copilots knees rest against the throttle knob and I can't make small adjustments without asking them to move the knee. They are trying not to have there feet on the rudder pedals so knees bent resting on side of plane seems natural. I've landed from the right and others have flown quite a bit with no complaints. I took the friction ball out before installation on the right. Full redundancy here seems too much to me. KISS. Rene' -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Scott Sent: Thursday, December 18, 2003 11:33 AM To: reflector@tvbf.org Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads Being that we have a center stick and the only way for a right seat pilot to fly the airplane is to have dual throttle/mixture/prop controls, I find it amazing that the factory doesn't have this option? I'm surprised more folks don;t ask for it? If the factory had a cable mixer so I could add a right seat throttle, I'd do it today. Me and a buddy of mine practice instrument flying to keep ourselves current. We share each others planes to keep the expense even. His T210 of course has full dual controls(yokes) and center throttle, etc.. We have to fake it in my plane, having the right seat pilot all out throttle changes.. I worry sometimes about what would happen if I passed out in the left seat. My wife could probably land the airplane if she could get to the throttles. Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 18 23:17:12 2003 From: reflector@tvbf.org (Scott) Date: Thu, 18 Dec 2003 16:17:12 -0700 Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads In-Reply-To: <000b01c3c5ba$e0643b80$0a01a8c0@ent2.local> References: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> <000b01c3c5ba$e0643b80$0a01a8c0@ent2.local> Message-ID: <6.0.0.22.0.20031218161218.02b9d4c0@mail.tnstaafl.net> I agree, just a dual throttle would get you most of the way for emergency flying. Every spam can I have flown has the throttle, mixture, prop, gear, flaps, trim and yoke within easy distance from either left or right, with the left having the easiest access. I think the control placement of experimental's that don't do this contribute to the poor safety record we are known for. Come to think of it, my Bonanza had the fuel selector to the left of the left seat, a difficult but not impossible place to get to from the right. But Beech was know for the lousiest placement of all the spam cans. Scott At 04:01 PM 12/18/2003, you wrote: >Emergency flying would not be a problem with mixture forward and prop >forward as long as throttle is on both sides. One can lean over once >and push the cables forward and be done with it. Same with gear. Most >don't mount gear switch on RGs in a good location for right seaters. >The only problem I've had is that tall copilots knees rest against the >throttle knob and I can't make small adjustments without asking them to >move the knee. They are trying not to have there feet on the rudder >pedals so knees bent resting on side of plane seems natural. I've >landed from the right and others have flown quite a bit with no >complaints. I took the friction ball out before installation on the >right. Full redundancy here seems too much to me. KISS. >Rene' > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On >Behalf Of Scott >Sent: Thursday, December 18, 2003 11:33 AM >To: reflector@tvbf.org >Subject: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads > >Being that we have a center stick and the only way for a right seat >pilot >to fly the airplane is to have dual throttle/mixture/prop controls, I >find >it amazing that the factory doesn't have this option? I'm surprised >more >folks don;t ask for it? > >If the factory had a cable mixer so I could add a right seat throttle, >I'd >do it today. > >Me and a buddy of mine practice instrument flying to keep ourselves >current. We share each others planes to keep the expense even. His >T210 >of course has full dual controls(yokes) and center throttle, etc.. We > >have to fake it in my plane, having the right seat pilot all out >throttle >changes.. > >I worry sometimes about what would happen if I passed out in the left >seat. My wife could probably land the airplane if she could get to the >throttles. > >Scott > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 18 23:25:59 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 18 Dec 2003 18:25:59 -0500 Subject: REFLECTOR:LOP Ops References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> Message-ID: <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> Many of you have read John Deakin's "Pelican's Perch" articles in Avweb.com regarding the subject of LOP (Lean of Peak) operations. For those who have missed these excellent articles, you can find them at the following links: http://www.avweb.com/news/columns/182084-1.html http://www.avweb.com/news/columns/182131-1.html http://www.avweb.com/news/columns/182135-1.html Just to throw in some additional information ... Continental's FADEC system has two automatic mixture operating modes - Power and Economy. The FADEC system controls the fuel injection to each cylinder. In the Power mode, it meters the fuel-air mixture to obtain 100 degrees Rich of peak. In the Economy mode (69% power or below), the FADEC system meters the fuel-air mixture to 100 degrees Lean of peak. Aerosance (the designers of the Teledyne-Continental FADEC system) says that the FADEC system does such a great job of running Continental engines Lean of peak, that Continental may be increasing the recommended TBO in the near future as a result. I questioned the folks at Aerosance about the machine v. human element at managing Lean of Peak operations. They (perhaps with a degree of bias) reported that the "good" fuel-air mixture range is quite narrow when running Lean of Peak - meaning that a little mixture control movement (rich or lean) will create significant changes in EGT's ...which calls for the human to keep a close eye on EGT's to keep temperatures at the desired level. Aerosance says that humans often forget to enrich the mixture during descents, which may cause an overly lean situation, and which may cause the engine some damage if the over lean situation is ignored. They use this argument to say that the FADEC, which keeps on eye on things and atomically adjusts mixture during all phases of flight, is the better way to go and avoids harmful overly lean engine situations. Sounds like a good sales pitch to me. (I liked it!) Duane Swing is a staunch advocate of LOP ops - especially with Lycoming 6-cylinder engines. I confess that over the years I've listened to the folks at Lycon in Visalia, California (who did the last overhaul on the C210 that I owned at the time). Lycon preaches going no further than 100 degrees Rich of peak, reportedly because of the poor quality of av-fuel these days (apparently octane ratings change from batch to batch at the fuel pump - even though av-fuel is sold as 100LL - so says Lycon). To keep the reman engine in warranty, I burned a LOT of gas! I've experimented with LOP ops, but not to the degree that the diehards like Duane and others have. Scott B. ----- Original Message ----- From: To: Sent: Thursday, December 18, 2003 5:09 PM Subject: Re: REFLECTOR:Lyc injection >... I go faster AND burn less fuel AND keep my engine cooler AND keep it cleaner. > > I never try to talk anyone into LOP ops but the ONLY logical reason suporting by the data not to do it is just because you don't feel like dinking with it. > > Rob From reflector@tvbf.org Thu Dec 18 23:46:28 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 18 Dec 2003 18:46:28 -0500 Subject: REFLECTOR:Starting an argument References: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> <000b01c3c5ba$e0643b80$0a01a8c0@ent2.local> <6.0.0.22.0.20031218161218.02b9d4c0@mail.tnstaafl.net> Message-ID: <001701c3c5c1$29e9e420$0200a8c0@DAD> ----- Original Message ----- From: "Scott" To: Sent: Thursday, December 18, 2003 6:17 PM Subject: RE: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads > I agree, just a dual throttle would get you most of the way for emergency > flying. > > Every spam can I have flown has the throttle, mixture, prop, gear, flaps, > trim and yoke within easy distance from either left or right, with the > left having the easiest access. > > I think the control placement of experimental's that don't do this > contribute to the poor safety record we are known for. Scott, I know about the John Denver "can't reach the fuel selector valve" placement accident - but I can't recall too many accident reports listing "poor access to throttle, mixture, or prop controls" as a contributor to accidents in Experimental aircraft. Centered (shared - easy access to the copilot) controls are logical - but I don't think they are significant to the operating safety of Velocity aircraft. What concerns there are, are almost fully (what's the word ...) mitigated by adding a second throttle on the copilot side. The cabin width is such (even though it's a pain in the rear to do this on a regular basis) that either pilot can reach across the instrument panel to operate controls and switches. If I were an instructor teaching a primary student in a Velocity, I would want full and easy to reach flight and engine controls. This situation, as you can imagine, doesn't often come about. I'd have no problem teaching instrument or commercial training with just the throttle on the right side. Warmest holiday greetings! Scott B. From reflector@tvbf.org Thu Dec 18 23:47:59 2003 From: reflector@tvbf.org (Scott) Date: Thu, 18 Dec 2003 16:47:59 -0700 Subject: REFLECTOR:LOP Ops In-Reply-To: <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> Message-ID: <6.0.0.22.0.20031218164109.02ba5d48@mail.tnstaafl.net> >Just to throw in some additional information ... Continental's FADEC system >has two automatic mixture operating modes - Power and Economy. The FADEC >system controls the fuel injection to each cylinder. In the Power mode, it >meters the fuel-air mixture to obtain 100 degrees Rich of peak. In the >Economy mode (69% power or below), the FADEC system meters the fuel-air >mixture to 100 degrees Lean of peak. This is great news. I assume you can set it to run at other settings? 100 LOP will not offer the power that 50 LOP will, and 50 LOP is a nice overall place for teh engine. >Aerosance (the designers of the Teledyne-Continental FADEC system) says that >the FADEC system does such a great job of running Continental engines Lean >of peak, that Continental may be increasing the recommended TBO in the near >future as a result. I'm not surprised, LOP Ops will make your engine last much longer. will create significant changes in EGT's ...which calls for the human to >keep a close eye on EGT's to keep temperatures at the desired level. >Aerosance says that humans often forget to enrich the mixture during >descents, which may cause an overly lean situation, and which may cause the >engine some damage if the over lean situation is ignored. What bullshit!!! The only thing that happens if your LOP and you descend is the engine will run cooler and cooler until it just doesn't;t have enough fuel to fire. It will then stop running until you enrichen the mixture. Mine stumbles a bit before turning off and lets me know. If I don't notice that my wife's elbow in my side does the trick! They need to read those Pelican's Perch articles again! avoids harmful overly lean engine situations. Sounds like a good sales >pitch to me. (I liked it!) You need to read those Pelican''s Perch articles again!!! :-) Scott From reflector@tvbf.org Fri Dec 19 00:00:10 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 18 Dec 2003 19:00:10 -0500 Subject: REFLECTOR:LOP Ops References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> <6.0.0.22.0.20031218164109.02ba5d48@mail.tnstaafl.net> Message-ID: <002101c3c5c3$171cbdc0$0200a8c0@DAD> > >Economy mode (69% power or below), the FADEC system meters the fuel-air > >mixture to obtain 100 degrees Lean of peak. > > This is great news. I assume you can set it to run at other settings? 100 > LOP will not offer the power that 50 LOP will, and 50 LOP is a nice overall > place for teh engine. Answer: Nope. The FADEC system has a simple "up-down" toggle switch to select the mixture mode. The pilot cannot adjust the values. Scott B. From reflector@tvbf.org Fri Dec 19 00:21:58 2003 From: reflector@tvbf.org (Scott) Date: Thu, 18 Dec 2003 17:21:58 -0700 Subject: REFLECTOR:LOP Ops In-Reply-To: <002101c3c5c3$171cbdc0$0200a8c0@DAD> References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> <6.0.0.22.0.20031218164109.02ba5d48@mail.tnstaafl.net> <002101c3c5c3$171cbdc0$0200a8c0@DAD> Message-ID: <6.0.0.22.0.20031218172100.02baacf0@mail.tnstaafl.net> I think you said it had two autoselections. Can you manually set it? Scott At 05:00 PM 12/18/2003, you wrote: > > >Economy mode (69% power or below), the FADEC system meters the fuel-air > > >mixture to obtain 100 degrees Lean of peak. > > > > This is great news. I assume you can set it to run at other settings? >100 > > LOP will not offer the power that 50 LOP will, and 50 LOP is a nice >overall > > place for teh engine. > >Answer: Nope. The FADEC system has a simple "up-down" toggle switch to >select the mixture mode. The pilot cannot adjust the values. > >Scott B. > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 19 01:10:09 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 18 Dec 2003 20:10:09 -0500 Subject: REFLECTOR:LOP Ops References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> <6.0.0.22.0.20031218164109.02ba5d48@mail.tnstaafl.net> <002101c3c5c3$171cbdc0$0200a8c0@DAD> <6.0.0.22.0.20031218172100.02baacf0@mail.tnstaafl.net> Message-ID: <002d01c3c5cc$da8056b0$0200a8c0@DAD> The FADEC mixture control has an electrical toggle switch with two positions. There is no mixture control cable. The "Auto" position commands Best Power, regardless of the throttle or rpm setting. Best Power is "defined" as 100 degree rich of peak EGT. The "Auto" position is a checklist item for take off and landing. The pilot can select an Economy setting - which commands the system to achieve 100 degrees Lean of peak EGTs. The FADEC computers will ignore the Economy setting when the engine is developing 70% power or greater. In other words, if the pilot was operating in Economy mode - made an approach to landing, and forgot to move the mixture switch to the "Best Power" position ... the computers would automatically leave the Economy mode and enter the Best Power mode during a go-around (when the engine is developing more than 70% power). Given this "failsafe" feature to revert to Best Power whenever the engine develops 70% power or greater, we asked Aerosance "Why not leave the mixture switch in the Economy mode all of the time ... and let the computer over ride to Best Power whenever it is needed?" ... the answer was ... "This is just the way we do it." So, the pilot has some say in the mixture - but no say in setting the increments. In other words, it's 100 degrees lean of peak (or 100 degrees rich of peak) and that's it. Scott B. ----- Original Message ----- From: "Scott" To: Sent: Thursday, December 18, 2003 7:21 PM Subject: Re: REFLECTOR:LOP Ops > I think you said it had two autoselections. > > Can you manually set it? > > Scott > > At 05:00 PM 12/18/2003, you wrote: > > > > >Economy mode (69% power or below), the FADEC system meters the fuel-air > > > >mixture to obtain 100 degrees Lean of peak. > > > > > > This is great news. I assume you can set it to run at other settings? > >100 > > > LOP will not offer the power that 50 LOP will, and 50 LOP is a nice > >overall > > > place for teh engine. > > > >Answer: Nope. The FADEC system has a simple "up-down" toggle switch to > >select the mixture mode. The pilot cannot adjust the values. > > > >Scott B. > > > > > >_______________________________________________ > >To change your email address, visit > >http://www.tvbf.org/mailman/listinfo/reflector > > > >Visit the gallery! www.tvbf.org/gallery > >user:pw = tvbf:jamaicangoose > >Check new archives: www.tvbf.org/pipermail > >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Fri Dec 19 01:55:54 2003 From: reflector@tvbf.org (Al Gietzen) Date: Thu, 18 Dec 2003 17:55:54 -0800 Subject: REFLECTOR:Aileron Rigging In-Reply-To: <000901c3b38d$54eec280$9964ab44@atlaga.adelphia.net> Message-ID: <000001c3c5d3$3cbe1f50$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3C590.2E9ADF50 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0002_01C3C590.2E9D5050" ------=_NextPart_001_0002_01C3C590.2E9D5050 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable When I rigged my ailerons, I found it difficult to obtain the equal 2.5" up and 2.5" down that is called for in the manuals - for my 173 Elite RG =20 Rigging of the ailerons was a bit of a headache, at least for me, on my SE RG. Referring to the manual helped =96 and hindered; there is the version in the manual that I got with the plane, and an improved version in the new manual; neither of which matched reality. Perhaps my experience will be helpful to someone who hasn=92t been there yet.=20 =20 My experience was aggravated by having push-pull cables with insufficient travel, so the first thing is to be certain that your cables have at least 3=94 of travel; and a little more is better. The ratio of the length of the bellcrank to the length of the aileron from the hinge to the back edge is very close to 1.6; meaning that in order to get the total of 5=94 specified, you=92d really like to have a = minimum cable travel of 3 1/8=94. But Velocity specs the cable at 3=94, and = that can work because you can gain a bit by the angles between cable and the bellcrank. =20 =20 As stated in the new manual the important first step is the get the rigging at the keel bellcrank setup to get full 3=94 travel, and equal = in both directions from center. It also says not to change the predrilled holes in the keel plate for the cable clamp. In my case, these were mutually exclusive. The cable clamp on the CP side was too close to the bellcrank, so that even with the rod end threaded fully on (shortest length) it only allowed about 1 =BC travel to that side. So I had to re-drill and move the clamp further over. On the other side the angle of the cable clamp was such that it caused binding of the cable at the extremes of travel, so that needed to be reworked. My experience may be unique, but don=92t be surprised if you have to move the clamps. It is unlikely that you can get full/equal travel in both directions with the rod ends threaded to the midpoint as suggested. =20 =20 As has been previously pointed out; the position of the cable clamps (and configuration of the keel plate) do not result is a 90 degree approach angle between the cable and the keel bellcrank. This actually results in slightly larger movement of the aileron, but makes the down travel of the aileron a bit greater than the up travel. This we don=92t like; so we compensate the other way at the aileron bellcrank. =20 The =93old=94 manual says to rig the aileron bellcrank at the wingroot = 10 degrees forward from vertical with ailerons neutral; and adds that the objective is to get a 90 degree angle (approach angle) between the push-pull cable and the bellcrank. Of course the angle from = =93vertical=94 will depend on the point at which you bring the cable through the firewall; which was not specified; so this isn=92t very meaningful. The new manual suggests bringing the cable through at about the center of the spar, at rigging for a 90 degree approach angle at neutral aileron. This is more definitive. =20 You can compensate for the approach angle at the keel by using an approach angle at the aileron greater than 90 degrees to get slightly more up travel than down travel in the aileron. However, insuring that you have 2 =BD=94 down is important to good control, and without compromising on this, the amount of additional up travel that you can reasonable achieve, I found to be about =BC=94, which is not likely to noticeably effect affect adverse yaw. =20 I found that an approach angle of about 100 degrees at neutral aileron was about the best I could get and still get full down travel. You may get a little more than that (positioning the cable clamp forward) but you are limited by the forward travel ability of the bell crank. The first photo shows the 100 degree position. Another way to rig to get a good result is to set the aileron at about 1=94 down travel with the = cable approach angle of 90 degrees. =20 Ronnie suggested The other way is to attach the aileron cable at the wing so that the approach angle is more than 90 degrees. Mine are attached at about 120 degrees, which results in more up travel than down travel. My Velocity handles fine at low speeds, with just aileron control, similar to my Cessna 172. If I need a sharper turn, I'll kick in more rudder, just like in my 172. But normally, no rudder is needed, all the way down to the runway. (But I also installed VG's before my first flight, these also improve low speed aileron control). =20 Apparently he was measureing a different angle (I=92ll guess the outside included angle of the bellcrank from horizontal =96 giving 30 degrees forward from vertical) since 120 degrees approach angle (angle between cable and bellcrank, as shown in second photo) at neutral aileron would not allow sufficient forward travel to get full up aileron. I=92d also guess that the VG=92s are the major factor in decreasing adverse yaw at low speeds, but have no flight experience to back that up. =20 You can see that I brought the cables through the firewall more toward the top of the spar to clear over the coolant connections to the wing-root radiator; obviously a need specific to my case. (Other non-standard features you will see there are a wing root extended inward to accommodate my narrower custom cowl; radiator air exit fairing, and an aileron fence. Tuft-testing by the guys in the local =93EZ = squadron=94 indicated the need for that fence, and Rodney Brim has confirmed it=92s benefit.) =20 The third photo is full down aileron position. Rigging in this fashion (vs the 90 degree at neutral) may reduce stick loads just slightly because you get maximum leverage at a down elevator position where the loads would be highest. =20 Disclaimer: None of this is to suggest that you should do anything different than the manual suggests (well; except where you have to). It is just my approach, factoring in engineering judgment, analysis (did I hear over-analysis:), and information gained from the experience of others; and has not been reviewed by Velocity. =20 Now; back to those cowl fasteners . . . =20 Al =20 =20 ------=_NextPart_001_0002_01C3C590.2E9D5050 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

When I rigged my ailerons, I found it = difficult to obtain the equal 2.5" up and 2.5" down that is called for in = the manuals - for my 173 Elite RG

 

Rigging of the ailerons was a bit = of a headache, at least for me, on my SE RG.=A0 Referring to the manual = helped – and hindered; there is the version in the manual that I got with the = plane, and an improved version in the new manual; neither of which matched = reality.=A0 Perhaps my experience will be helpful to someone who hasn’t been = there yet.

 

My experience was aggravated by having push-pull cables with insufficient = travel, so the first thing is to be certain that your cables have at least = 3” of travel; and a little more is better. The ratio of the length of the = bellcrank to the length of the aileron from the hinge to the back edge is very = close to 1.6; meaning that in order to get the total of 5” specified, = you’d really like to have a minimum cable travel of 3 1/8”.=A0 But = Velocity specs the cable at 3”, and that can work because you can gain a bit by = the angles between cable and the bellcrank.=A0=A0

 

As stated in the new manual the important first step is the get the rigging at the keel bellcrank setup = to get full 3” travel, and equal in both directions from center.=A0 It = also says not to change the predrilled holes in the keel plate for the cable = clamp.=A0 In my case, these were mutually exclusive.=A0 The cable clamp on the CP = side was too close to the bellcrank, so that even with the rod end threaded fully on (shortest length) it only allowed about 1 =BC travel to that side.=A0 So = I had to re-drill and move the clamp further over.=A0 On the other side the angle = of the cable clamp was such that it caused binding of the cable at the extremes = of travel, so that needed to be reworked.=A0 My experience may be unique, = but don’t be surprised if you have to move the clamps.=A0 It is = unlikely that you can get full/equal travel in both directions with the rod ends = threaded to the midpoint as suggested.

 

<A while back, Dave Black pointed out the problem at the = keel.  One fix is to build a wide bellcrank at the back of the keel so that the aileron cables could be attached at a 90 degree approach angle while in = the neutral (centered) condition.>

 

As has been previously pointed = out; the position of the cable clamps (and configuration of the keel plate) do = not result is a 90 degree approach angle between the cable and the keel = bellcrank.=A0 This actually results in slightly larger movement of the aileron, but = makes the down travel of the aileron a bit greater than the up travel.=A0 This we don’t like; so we compensate the other way at the aileron = bellcrank.

 

The “old” manual says = to rig the aileron bellcrank at the wingroot 10 degrees forward from vertical = with ailerons neutral; and adds that the objective is to get a 90 degree = angle (approach angle) between the push-pull cable and the bellcrank.=A0 Of = course the angle from “vertical” will depend on the point at which you = bring the cable through the firewall; which was not specified; so this = isn’t very meaningful.=A0 The new manual suggests bringing the cable through = at about the center of the spar, at rigging for a 90 degree approach angle at = neutral aileron. This is more definitive.

 

You can compensate for the = approach angle at the keel by using an approach angle at the aileron greater than = 90 degrees to get slightly more up travel than down travel in the aileron. However, insuring that you have 2 =BD” down is important to good = control, and without compromising on this, the amount of additional up travel = that you can reasonable achieve, I found to be about =BC”, which is not = likely to noticeably effect affect adverse yaw.

 

I found that an approach angle of = about 100 degrees at neutral aileron was about the best I could get and still = get full down travel.=A0 You may get a little more than that (positioning = the cable clamp forward) but you are limited by the forward travel ability of the = bell crank.=A0 The first photo shows the 100 degree position.=A0 Another way = to rig to get a good result is to set the aileron at about 1” down travel = with the cable approach angle of 90 degrees.

 

Ronnie suggested

=A0The other way is to attach the = aileron cable at the wing so that the approach angle is more than 90 = degrees.  Mine are attached at about 120 degrees, which results in more up travel = than down travel.  My Velocity handles fine at low speeds, with just = aileron control, similar to my Cessna 172.  If I need a = sharper turn, I'll kick in more rudder, just like in my 172.  But normally, no = rudder is needed, all the way down to the runway.  (But I also installed VG's = before my first flight, these also improve low speed aileron = control).

 

Apparently he was measureing a = different angle (I’ll guess the outside included angle of the bellcrank from horizontal – giving 30 degrees forward from vertical) since 120 = degrees approach angle (angle between cable and bellcrank, as shown in second = photo) at neutral aileron would not allow sufficient forward travel to get full up aileron.=A0 I’d also guess that the VG’s are the major = factor in decreasing adverse yaw at low speeds, but have no flight experience to = back that up.

 

You can see that I brought the = cables through the firewall more toward the top of the spar to clear over the = coolant connections to the wing-root radiator; obviously a need specific to my = case. (Other non-standard features you will see there are a wing root extended = inward to accommodate my narrower custom cowl; radiator air exit fairing, and = an aileron fence. Tuft-testing by the guys in the local “EZ = squadron” indicated the need for that fence, and Rodney Brim has confirmed = it’s benefit.)

 

The third photo is full down = aileron position.=A0 Rigging in this fashion (vs the 90 degree at neutral) may = reduce stick loads just slightly because you get maximum leverage at a down = elevator position where the loads would be highest.

 

Disclaimer: None of this is to = suggest that you should do anything different than the manual suggests (well; = except where you have to).=A0 It is just my approach, factoring in engineering = judgment, analysis (did I hear over-analysis:), and information gained from the experience of others; and has not been reviewed by = Velocity.

 

Now; back to those cowl fasteners = . . .

 

Al

 

=A0

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Dec 2003 22:16:21 -0600 Subject: REFLECTOR:LOP Ops References: <01CDEDE3.4CEA18C8.0BE7D1EB@aol.com> <000f01c3c5be$4ed7a7c0$0200a8c0@DAD> Message-ID: <3FE27B95.7410C7A8@frontiernet.net> I need some help with some specifics on how FADEC works. <... FADEC system meters the fuel-air mixture to ... power ... 100 degrees Rich of peak ... cruise ... 100 degrees Lean of peak ...> Is it safe to assume that this FADEC feature is driven by EGT sensors? Is it further safe to assume that FADEC varies fuel delivery from one cylinder to another according to individual EGTs (which of course are caused by uneven air delivery through the non symmetric intake runners)? IIRC, EGT probes tend to fail by degrees, giving increasingly erroneous readings for a while until they quit altogether. How does FADEC [allege?] to deal with partial failures of EGT probe? Total failure? Inquiring minds need to know .... Jim S. Scott Baker wrote: > Many of you have read John Deakin's "Pelican's Perch" articles in Avweb.com > regarding the subject of LOP (Lean of Peak) operations. For those who have > missed these excellent articles, you can find them at the following links: > http://www.avweb.com/news/columns/182084-1.html > http://www.avweb.com/news/columns/182131-1.html > http://www.avweb.com/news/columns/182135-1.html > Just to throw in some additional information ... Continental's FADEC system > has two automatic mixture operating modes - Power and Economy. The FADEC > system controls the fuel injection to each cylinder. In the Power mode, it > meters the fuel-air mixture to obtain 100 degrees Rich of peak. In the > Economy mode (69% power or below), the FADEC system meters the fuel-air > mixture to 100 degrees Lean of peak. > Aerosance (the designers of the Teledyne-Continental FADEC system) says that > the FADEC system does such a great job of running Continental engines Lean > of peak, that Continental may be increasing the recommended TBO in the near > future as a result. > I questioned the folks at Aerosance about the machine v. human element at > managing Lean of Peak operations. They (perhaps with a degree of bias) > reported that the "good" fuel-air mixture range is quite narrow when running > Lean of Peak - meaning that a little mixture control movement (rich or lean) > will create significant changes in EGT's ...which calls for the human to > keep a close eye on EGT's to keep temperatures at the desired level. > Aerosance says that humans often forget to enrich the mixture during > descents, which may cause an overly lean situation, and which may cause the > engine some damage if the over lean situation is ignored. They use this > argument to say that the FADEC, which keeps on eye on things and atomically > adjusts mixture during all phases of flight, is the better way to go and > avoids harmful overly lean engine situations. Sounds like a good sales > pitch to me. (I liked it!) > Duane Swing is a staunch advocate of LOP ops - especially with Lycoming > 6-cylinder engines. > I confess that over the years I've listened to the folks at Lycon in > Visalia, California (who did the last overhaul on the C210 that I owned at > the time). Lycon preaches going no further than 100 degrees Rich of peak, > reportedly because of the poor quality of av-fuel these days (apparently > octane ratings change from batch to batch at the fuel pump - even though > av-fuel is sold as 100LL - so says Lycon). To keep the reman engine in > warranty, I burned a LOT of gas! I've experimented with LOP ops, but not to > the degree that the diehards like Duane and others have. > Scott B. > > ----- Original Message ----- > From: > To: > Sent: Thursday, December 18, 2003 5:09 PM > Subject: Re: REFLECTOR:Lyc injection > > >... I go faster AND burn less fuel AND keep my engine cooler AND keep it > cleaner. > > > > I never try to talk anyone into LOP ops but the ONLY logical reason > suporting by the data not to do it is just because you don't feel like > dinking with it. > > > > Rob > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Fri Dec 19 04:58:56 2003 From: reflector@tvbf.org (Jim Sower) Date: Thu, 18 Dec 2003 22:58:56 -0600 Subject: REFLECTOR:Starting an argument References: <6.0.0.22.0.20031218102559.02b33808@mail.tnstaafl.net> <000b01c3c5ba$e0643b80$0a01a8c0@ent2.local> <6.0.0.22.0.20031218161218.02b9d4c0@mail.tnstaafl.net> <001701c3c5c1$29e9e420$0200a8c0@DAD> Message-ID: <3FE28590.34FA9611@frontiernet.net> <... I can't recall too many accident reports listing "poor access to throttle, mixture, or prop controls" as a contributor to accidents in Experimental aircraft ...> It seems to me that "... poor access ... contributing cause ..." would HAVE to presuppose a seriously disabled or profoundly incompetent pilot in the left seat. I don't know of this ever occurring in the homebuilt community (it would be nit picking to describe Denver in those terms :o). I am OK assuming that it has happened sometime, somewhere in GA, etc (like Doris Day or whoever recovering that 747 in the movie). My own reality is that if my wife or the vast majority of other right seat occupants in my Velocity worked really REALLY hard, they could become "... very marginal ..." pilots. In the event of my untimely demise, they could not benefit much from access to mixture or gear handle or probably transmit capability. They would have easy access to the stick, adequate access to the mag switches and maybe a streeeeetched one or possibly two throttle adjustment(s) at some distance from the landing site. They could shut the engine down close to the runway and a gear up landing is very much in their best interest (far and away the shortest stopping distance). Squawk mayday, look at the GPS, steer as best they can to the best prepared surface they can find, turn off the motor and crash as gently as possible. Don't know how much more I could ask .... Jim S. PS <... I were an instructor teaching a primary student in a Velocity ...> Don't know exactly what you mean by "primary" student, but I would NEVER put an unlicensed pilot in the left seat of MY Velocity. Not for love nor money. And the licensed guys would be VERY well briefed and adequately experienced in other airplanes. I would do instruments or commercial training with just the stick and switch since I'm confident I could recover just fine that way if the student stroked out (I could find a knee board or pencil or flashlight or something to lower the gear :o). Scott Baker wrote: > ----- Original Message ----- > From: "Scott" > To: > Sent: Thursday, December 18, 2003 6:17 PM > Subject: RE: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads > > > I agree, just a dual throttle would get you most of the way for emergency > > flying. > > > > Every spam can I have flown has the throttle, mixture, prop, gear, flaps, > > trim and yoke within easy distance from either left or right, with the > > left having the easiest access. > > > > I think the control placement of experimental's that don't do this > > contribute to the poor safety record we are known for. > > Scott, > I know about the John Denver "can't reach the fuel selector valve" placement > accident - but I can't recall too many accident reports listing "poor access > to throttle, mixture, or prop controls" as a contributor to accidents in > Experimental aircraft. Centered (shared - easy access to the copilot) > controls are logical - but I don't think they are significant to the > operating safety of Velocity aircraft. What concerns there are, are almost > fully (what's the word ...) mitigated by adding a second throttle on the > copilot side. The cabin width is such (even though it's a pain in the rear > to do this on a regular basis) that either pilot can reach across the > instrument panel to operate controls and switches. If I were an instructor > teaching a primary student in a Velocity, I would want full and easy to > reach flight and engine controls. This situation, as you can imagine, > doesn't often come about. I'd have no problem teaching instrument or > commercial training with just the throttle on the right side. > Warmest holiday greetings! > Scott B. > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Fri Dec 19 11:50:50 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Fri, 19 Dec 2003 06:50:50 -0500 Subject: REFLECTOR:FADEC info In-Reply-To: <3FE27B95.7410C7A8@frontiernet.net> Message-ID: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> Hi Jim, If you haven't been made aware of the Aerosance web site - here ya go... I worked closely for a week with the designers of the system while installing the Continental FADEC system in Velocity's XL Dash 5 demonstrator aircraft. They have designed many failure mode operations into the system, safe to say that (probably) all of the gotcha scenarios have been addressed. Have a Great Holiday, Wayne Lanza Composite Design goto the Aerosance web page at - http://www.FADEC.com ________________________________________________________________ On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > I need some help with some specifics on how FADEC works. > <... FADEC system meters the fuel-air mixture to ... power ... 100 > degrees Rich of > peak ... cruise ... 100 degrees Lean of peak ...> > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > Is it further safe to assume that FADEC varies fuel delivery from one > cylinder to > another according to individual EGTs (which of course are caused by > uneven air > delivery through the non symmetric intake runners)? > > IIRC, EGT probes tend to fail by degrees, giving increasingly > erroneous readings for a > while until they quit altogether. How does FADEC [allege?] to deal > with partial > failures of EGT probe? Total failure? > > Inquiring minds need to know .... Jim S. From reflector@tvbf.org Fri Dec 19 13:46:43 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Fri, 19 Dec 2003 08:46:43 -0500 Subject: REFLECTOR:Infinity sticks Message-ID: <19c201c3c636$89eed450$0100a8c0@micron> This is a multi-part message in MIME format. ------=_NextPart_000_19BF_01C3C60C.A08F29F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable For those of you flying Infinity sticks, how did you handle the = installation? I've got my adapter ready to go onto the factory control = tube, but I'm trying to decide what to do with the wire. It seems it = needs to exit the tube prior to the pivot bolts. Is that what the rest = of you have done, have the wire exit and wire tie it to the control = stick the rest of the way or what? Brett ------=_NextPart_000_19BF_01C3C60C.A08F29F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
For those of you flying Infinity = sticks, how did=20 you handle the installation?  I've got my adapter ready to go onto = the=20 factory control tube, but I'm trying to decide what to do with the = wire. =20 It seems it needs to exit the tube prior to the pivot bolts.  Is = that what=20 the rest of you have done, have the wire exit and wire tie it to the = control=20 stick the rest of the way or what?

Brett
------=_NextPart_000_19BF_01C3C60C.A08F29F0-- From reflector@tvbf.org Fri Dec 19 14:13:56 2003 From: reflector@tvbf.org (steve) Date: Fri, 19 Dec 2003 22:13:56 +0800 Subject: Re[2]: REFLECTOR:Oil Leaks - Franklin In-Reply-To: References: <1566482874.20031218224433@yahoo.com.au> Message-ID: <1001807917.20031219221356@yahoo.com.au> Hi Brian, Friday, December 19, 2003, 12:05:47 AM, you wrote: BM> There is a factory fix for leaking around the crankshaft seal. Call BM> Askeland for it. Very simple to install. Sorry, but who is/are Askeland ? I have not heard that name before. But I am glad to hear that there is an easy fix. ...Steve From reflector@tvbf.org Fri Dec 19 14:35:53 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Fri, 19 Dec 2003 09:35:53 -0500 Subject: Re[2]: REFLECTOR:Oil Leaks - Franklin References: <1566482874.20031218224433@yahoo.com.au> <1001807917.20031219221356@yahoo.com.au> Message-ID: <002101c3c63d$6888b400$9964ab44@atlaga.adelphia.net> Using www.google.com ,I found Franklin Aircraft Engines, Inc., in Fort Collins, Colorado. Their phone number is 970 224-4404. Their email address is franklin@ezlink.com. John Askeland is the owner and president of the company. ----- Original Message ----- From: "steve" To: "Brian Michalk" Sent: Friday, December 19, 2003 9:13 AM Subject: Re[2]: REFLECTOR:Oil Leaks - Franklin | Hi Brian, | | Friday, December 19, 2003, 12:05:47 AM, you wrote: | | BM> There is a factory fix for leaking around the crankshaft seal. Call | BM> Askeland for it. Very simple to install. | | Sorry, but who is/are Askeland ? I have not heard that name before. But I am | glad to hear that there is an easy fix. | | ...Steve | | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 19 14:44:33 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Fri, 19 Dec 2003 09:44:33 -0500 Subject: REFLECTOR:Infinity sticks In-Reply-To: <19c201c3c636$89eed450$0100a8c0@micron> References: <19c201c3c636$89eed450$0100a8c0@micron> Message-ID: --============_-1140277418==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" The wires in my stick exit thru the bottom. It gets a little tight depending on how many wires. I believe I have about 24 wires in my stick. If I had it to do over I would have done something different. Too many wires. But having done it , it is really cool, I control the radio stack for flip-flop and swap and ident as well as pilot and co-pilot PTT and three A/P controls. and of course the 4 way trim cooly Hat Jack --============_-1140277418==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Infinity sticks
The wires in my stick exit thru the bottom. It gets a little tight depending on how many wires. I believe I have about 24 wires in my stick. If I had it to do over I would have done something different. Too many wires. But having done it , it is really cool, I control the radio stack for flip-flop and swap and ident as well as pilot and co-pilot PTT and three A/P controls. and of course the 4 way trim cooly Hat
Jack
--============_-1140277418==_ma============-- From reflector@tvbf.org Fri Dec 19 15:34:15 2003 From: reflector@tvbf.org (Dean May) Date: Fri, 19 Dec 2003 09:34:15 -0600 Subject: REFLECTOR:Infinity sticks References: <19c201c3c636$89eed450$0100a8c0@micron> Message-ID: <000001c3c64b$a966a870$78834045@VALUEDECECF7F4> This is a multi-part message in MIME format. ------=_NextPart_000_004A_01C3C613.44751D30 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I purchased a 1" alum. tube from aircraft spruce and drilled replaced = the factory tube. Gives a lot more room for wires to fit by the pivot = bolts. The Infinity stick is built for a 1" tube. Dean May ----- Original Message -----=20 From: Brett Ferrell=20 To: Velocity Reflector=20 Cc: velocity_AZ@cox.net=20 Sent: Friday, December 19, 2003 7:46 AM Subject: REFLECTOR:Infinity sticks For those of you flying Infinity sticks, how did you handle the = installation? I've got my adapter ready to go onto the factory control = tube, but I'm trying to decide what to do with the wire. It seems it = needs to exit the tube prior to the pivot bolts. Is that what the rest = of you have done, have the wire exit and wire tie it to the control = stick the rest of the way or what? Brett ------=_NextPart_000_004A_01C3C613.44751D30 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I purchased a 1" alum. tube from = aircraft spruce=20 and drilled replaced the factory tube.  Gives a lot more room for = wires to=20 fit by the pivot bolts.  The Infinity stick is built for a 1"=20 tube.
 
Dean May
 ------=_NextPart_000_004A_01C3C613.44751D30-- From reflector@tvbf.org Fri Dec 19 18:10:48 2003 From: reflector@tvbf.org (John Dibble) Date: Fri, 19 Dec 2003 12:10:48 -0600 Subject: REFLECTOR:Oil Leaks - Franklin In-Reply-To: <002101c3c63d$6888b400$9964ab44@atlaga.adelphia.net> References: <1566482874.20031218224433@yahoo.com.au> <1001807917.20031219221356@yahoo.com.au> <002101c3c63d$6888b400$9964ab44@atlaga.adelphia.net> Message-ID: <3FE33F28.7030307@bluefrog.com> Good luck in getting a response. I have left messages, faxed, and never gotten a response. John Ronnie Brown wrote: >Using www.google.com ,I found >Franklin Aircraft Engines, Inc., in Fort Collins, Colorado. Their phone >number is 970 224-4404. Their email address is franklin@ezlink.com. John >Askeland is the owner and president of the company. > >----- Original Message ----- >From: "steve" >To: "Brian Michalk" >Sent: Friday, December 19, 2003 9:13 AM >Subject: Re[2]: REFLECTOR:Oil Leaks - Franklin > > >| Hi Brian, >| >| Friday, December 19, 2003, 12:05:47 AM, you wrote: >| >| BM> There is a factory fix for leaking around the crankshaft seal. Call >| BM> Askeland for it. Very simple to install. >| >| Sorry, but who is/are Askeland ? I have not heard that name before. But I >am >| glad to hear that there is an easy fix. >| >| ...Steve >| >| >| _______________________________________________ >| To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector >| >| Visit the gallery! www.tvbf.org/gallery >| user:pw = tvbf:jamaicangoose >| Check new archives: www.tvbf.org/pipermail >| Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > >_______________________________________________ >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > From reflector@tvbf.org Fri Dec 19 18:29:06 2003 From: reflector@tvbf.org (Laurence Coen) Date: Fri, 19 Dec 2003 12:29:06 -0600 Subject: REFLECTOR:Slaved Throttle Quads References: Message-ID: Jerry, Yes. The failure mode on a Marvel carb. is to go to WOT. There is a spring on the throttle shaft that opens the throttle in the event the control cable fails. I confess that I have never looked at a throttle body to see if it is set up the same but I suspect it would be for the same safety reasons. Larry Coen SE/RG-Franklin ----- Original Message ----- From: To: Sent: Thursday, December 18, 2003 12:19 PM Subject: Re: REFLECTOR:Slaved Throttle Quads > > This line of thinking begs me to ask the question as to the failure mode > for our installations. I have assumed that the "carb" has a return spring. > Is this the case? If not, could it be rigged to stay or go open? That > would keep the power up and one would then use the mag switch to control > power. Certainly would seem to offer more positive outcomes than a return > to idle. > > > > > > "Wayne" > > .net> cc: > Sent by: Subject: Re: REFLECTOR:Slaved Throttle Quads > reflector-admin@t > vbf.org > > > 12/18/2003 12:46 > PM > Please respond to > reflector > > > > > > > I have an acquaintance who had a throttle cable failure at the termination. > Consequently since my rice burner was set up for a throttle cable and a > cruise control cable I just ran two throttle cables for the redundancy. > food for thought at least a small snack. > Wayne > ----- Original Message ----- > From: Velocity_AZ > To: reflector@tvbf.org > Sent: Thursday, December 18, 2003 11:56 AM > Subject: REFLECTOR:Slaved Throttle Quads > > Since you can get some slop in cables ? especially when they run quite a > distance, I decided to slave the two throttle quads with a torque tube > that runs behind the instrument panel. This way both throttles are > connected to a stiff bar that then operates one cable back to the engine. > If you look at the web address I gave you, there are some photos that show > the installation. > > Kevin > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Alex Balic > Sent: Thursday, December 18, 2003 9:48 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great > News > > Kevin, > I was thinking of doing the same with the throttles- did you just > slave the co-pilot to the pilot? or do they both run to the > firewall? > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity_AZ > Sent: Thursday, December 18, 2003 9:29 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on Front Page of AZ Republic - > Great News > Alex, > > We installed dual slaved P-51-style throttle quadrants. The > mixture and prop controls are push-pulls. > > I've been following your progress through Milt ? Keep at it! > > Kevin > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On Behalf Of Alex Balic > Sent: Thursday, December 18, 2003 8:19 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on Front Page of AZ > Republic - Great News > > Kevin, > I remember Milton told me that you were doing some > airbrush painting on the plane- looks interesting! I am > still a way off, getting my engine installed now, but > will plan to fly before interior installation (except > for the seats of course) so I am trying to get some > ideas together....... I would be interested to see the > exterior paint whenever you get them uploaded, please > let me know, also, what is the black handle to the > left of the instrument panel? Is it the throttle, with > vernier control for mixture and prop? Really nice > job, wish I was done too.............. > > Alex > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On Behalf Of > Velocity_AZ > Sent: Thursday, December 18, 2003 8:04 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on Front Page of > AZ Republic - Great News > Alex, > > I just got the plane back from the interior shop > two days ago. Did a final w&b and finished flying > off my 40 hours yesterday - on the 100 yr > anniversary! > > I do have a place you can view all the photos > during the construction process, however, I don't > have any pics of the paint job on it ? I haven't > taken any yet. There is so much detail in it that > unless you are standing right in front of it, you > can't really appreciate it ? pictures just don't > do it justice. However, I will upload a few pics > of my interior today. The photos are at Sony > Imagestation ? you have to join (create user name > & password) ? it's free. > > http://www.imagestation.com/album/?id=4291366131&code=7548966&mode=invite > > There is a fair picture of the entire plane (not > close up, though) on the cover of this month's > America's Flyways. > > Regards, > > Kevin > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On Behalf > Of Alex Balic > Sent: Wednesday, December 17, 2003 7:56 PM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on Front > Page of AZ Republic - Great News > > Kevin, > Do you have a web site or any other pictures > of your aircraft? - I am interested in the > paint scheme and interior that you used- it > is hard to see clearly in the rather small > picture on the web site, and I would like > more detail if possible... > > Thanks > > Alex > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On > Behalf Of Velocity_AZ > Sent: Monday, December 15, 2003 7:53 > AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Velocity on > Front Page of AZ Republic - Great News > Thanks, Pete. It was quite a thrill > to see our picture on the front page ? > we were expecting something much > smaller in the Living section. If > Saddam was captured just a little bit > earlier ? we would have been bumped ? > timing is everything! > > Send me your email address so we could > make arrangements to hook up at DVT. > > Kevin > > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org] > On Behalf Of Peter Wetmore > Sent: Sunday, December 14, 2003 > 11:41 AM > To: Velocity Reflector > Subject: REFLECTOR:Velocity on > Front Page of AZ Republic - > Great News > > Congratulations to Kevin Steiner > and Brooke Bessesen!!!!!! Their > Velocity is gracing the front > page of the Arizona Republic as > a part of celebration of flight > in AZ - in preparation for the > 100th anniversary. For those of > you not familiar with AZ > Republic, it is the state's > largest newspaper and is > published primarily for the > Phoenix metro area but is > available statewide. The > picture is great publicity for > Velocity. All in the picture > look great - your dog is a > wonderful touch.......... The > picture is at > http://www.azcentral.com/arizonarepublic/news/articles/1214aviation-main.html > > They are quoted in an article at > http://www.azcentral.com/news/articles/1214aviation-spirit.html > > As a aside, Kevin and Brooke, we > didn't realize you had moved to > Deer Valley Airport. Where are > you located (Kevin, I think you > know we are at the SE hangars at > 21-5)? We'd love to come and > see your airplane while we are > out there. We've been out most > weekends trying to fly off our > 40 hours. We're about 1/2 way > done. We fly on most Saturdays > in the AM and on Sundays during > the mid-day. Let us know when > you are usually out there and > hopefully we can come by to see > your beautiful Velocity. > > > > > > > CONFIDENTIALITY NOTICE: This e-mail message, including any attachments, > is for the sole use of the intended recipient(s) and may contain confidential > and privileged information or otherwise protected by law. Any unauthorized > review, use, disclosure or distribution is prohibited. If you are not the > intended recipient, please contact the sender by reply e-mail and destroy > all copies of the original message. > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Fri Dec 19 22:37:24 2003 From: reflector@tvbf.org (Donald Royer) Date: Fri, 19 Dec 2003 15:37:24 -0700 Subject: REFLECTOR:Oil Leaks - Franklin Message-ID: <410-2200312519223724470@earthlink.net> They are having problems. When I talked to them about a month ago several things were going wrong at once. First, when Pratt and Whitney bought out PZL in Poland they stopped production of the Franklin engine and they cancelled all of the Franklin dealerships including the Askeland brothers' one. In addition, their landlord cancelled their lease as of the end of the year because he was selling the building. When I talked to them they were going to try to carry on some where some how, but nothing had been settled at that point. I hope that they can stay in the business because they are straight shooters and they are very knowledgeable about the Franklin engines. I am only about thirty miles from Fort Collins and so I will try to keep track of what happens with them, report back to the Franklin drivers in the group. Don Royer > [Original Message] > From: John Dibble > To: > Date: 12/19/03 11:10:11 AM > Subject: Re: REFLECTOR:Oil Leaks - Franklin > > Good luck in getting a response. I have left messages, faxed, and never > gotten a response. > > John > > Ronnie Brown wrote: > > >Using www.google.com ,I found > >Franklin Aircraft Engines, Inc., in Fort Collins, Colorado. Their phone > >number is 970 224-4404. Their email address is franklin@ezlink.com. John > >Askeland is the owner and president of the company. > > > >----- Original Message ----- > >From: "steve" > >To: "Brian Michalk" > >Sent: Friday, December 19, 2003 9:13 AM > >Subject: Re[2]: REFLECTOR:Oil Leaks - Franklin > > > > > >| Hi Brian, > >| > >| Friday, December 19, 2003, 12:05:47 AM, you wrote: > >| > >| BM> There is a factory fix for leaking around the crankshaft seal. Call > >| BM> Askeland for it. Very simple to install. > >| > >| Sorry, but who is/are Askeland ? I have not heard that name before. But I > >am > >| glad to hear that there is an easy fix. > >| > >| ...Steve > >| > >| > >| _______________________________________________ > >| To change your email address, visit > >http://www.tvbf.org/mailman/listinfo/reflector > >| > >| Visit the gallery! www.tvbf.org/gallery > >| user:pw = tvbf:jamaicangoose > >| Check new archives: www.tvbf.org/pipermail > >| Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > >_______________________________________________ > >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > >Visit the gallery! www.tvbf.org/gallery > >user:pw = tvbf:jamaicangoose > >Check new archives: www.tvbf.org/pipermail > >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > > > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 19 23:10:39 2003 From: reflector@tvbf.org (John Dibble) Date: Fri, 19 Dec 2003 17:10:39 -0600 Subject: REFLECTOR:Oil Leaks - Franklin In-Reply-To: <410-2200312519223724470@earthlink.net> References: <410-2200312519223724470@earthlink.net> Message-ID: <3FE3856F.8010609@bluefrog.com> Donald Royer wrote: >They are having problems. When I talked to them about a month ago several >things were going wrong at once. First, when Pratt and Whitney bought out >PZL in Poland they > Who? Pratt and Whitney? or PZL? Is Pratt and Whitney who I should now contact about Franklin engines? Thanks for the info. John > stopped production of the Franklin engine and they >cancelled all of the Franklin dealerships including the Askeland brothers' >one. In addition, their landlord cancelled their lease as of the end of the >year because he was selling the building. When I talked to them they were >going to try to carry on some where some how, but nothing had been settled >at that point. I hope that they can stay in the business because they are >straight shooters and they are very knowledgeable about the Franklin >engines. > >I am only about thirty miles from Fort Collins and so I will try to keep >track of what happens with them, report back to the Franklin drivers in the >group. > >Don Royer > > From reflector@tvbf.org Sun Dec 21 00:31:34 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 20 Dec 2003 18:31:34 -0600 Subject: REFLECTOR:FADEC info References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> Message-ID: <3FE4E9E6.B66B0CCC@frontiernet.net> <... safe to say that (probably) all of the gotcha scenarios have been addressed ...> That's comforting. I had hoped that my questions were specific enough to warrant specific answers. I think it would be interesting to know, if EGTs were driving fuel delivery, how they address failure modes such as gradual deterioration (inaccurate output) of the probes and how one might go about distinguishing between a deteriorating EGT probe and a deteriorating something else (like cylinder) that has a similar effect on EGT. But then again, my questions were somewhat rhetorical. I am much more interested in auto conversions for a variety of reasons not least of which is that I am not in a position to spend what FADEC costs. Seems to me that spending all those thousands of $ to put a "modern" face on an anachronistic Lyc is an exercise in trying to make a silk purse out of a sow's ear. Will it be as reliable and accurate as late model automotive fuel controls? ... Jim S. Wayne Lanza wrote: > Hi Jim, > If you haven't been made aware of the Aerosance web site - here ya > go... > I worked closely for a week with the designers of the system while > installing > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > aircraft. > They have designed many failure mode operations into the system, safe to > say that (probably) all of the gotcha scenarios have been addressed. > > Have a Great Holiday, > Wayne Lanza > Composite Design > > goto the Aerosance web page at - http://www.FADEC.com > ________________________________________________________________ > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > I need some help with some specifics on how FADEC works. > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > degrees Rich of > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > cylinder to > > another according to individual EGTs (which of course are caused by > > uneven air > > delivery through the non symmetric intake runners)? > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > erroneous readings for a > > while until they quit altogether. How does FADEC [allege?] to deal > > with partial > > failures of EGT probe? Total failure? > > > > Inquiring minds need to know .... Jim S. > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Sun Dec 21 00:52:34 2003 From: reflector@tvbf.org (Greg Poole) Date: Sun, 21 Dec 2003 11:52:34 +1100 Subject: REFLECTOR:OT: Thanks Guys! References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> <3FE4E9E6.B66B0CCC@frontiernet.net> Message-ID: <005b01c3c75c$b8e8f7a0$4deb64cb@CPQ15218298181> Jim S., Often, when reading your (& Scott's & Jim A's) posts, I end up thinking "gee - that guys coming on a bit strong" (read; room for some negative reaction from others) ...but credit where credit is due ....& now that it is close to years' end....I want to thank you blokes collectively for not being afraid to fearlessly challenge, question and research beliefs and generally accepted "wisdoms". I am sure others like myself are stimulated & ultimately educated by the different point of view (right or wrong) you fellas put across at the risk of being savaged.(..on the other hand you could all be just plain ignorant & thick skinned!! *^)). In any event you raise the subject and others qualify, question & seek to inform from your lead - thanks! Now to our unsung hero behind the scenes ....Brian Michalk. Brian - thanks for quietly tending the Reflector and making sure we all get our daily dose of Velocityism. I'm going away for two weeks Christmas break on Monday and am sure will be wondering what matters are being persued in my absence. To All in the Velocity camp; A Merry Christmas and Safe New Year, Greg in Sydney. Std RG E. ----- Original Message ----- From: "Jim Sower" To: Sent: Sunday, December 21, 2003 11:31 AM Subject: Re: REFLECTOR:FADEC info > <... safe to say that (probably) all of the gotcha scenarios have been addressed ...> > That's comforting. I had hoped that my questions were specific enough to warrant > specific answers. I think it would be interesting to know, if EGTs were driving fuel > delivery, how they address failure modes such as gradual deterioration (inaccurate > output) of the probes and how one might go about distinguishing between a > deteriorating EGT probe and a deteriorating something else (like cylinder) that has a > similar effect on EGT. > > But then again, my questions were somewhat rhetorical. I am much more interested in > auto conversions for a variety of reasons not least of which is that I am not in a > position to spend what FADEC costs. Seems to me that spending all those thousands of > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying to make a > silk purse out of a sow's ear. > > Will it be as reliable and accurate as late model automotive fuel controls? ... Jim S. > > Wayne Lanza wrote: > > > Hi Jim, > > If you haven't been made aware of the Aerosance web site - here ya > > go... > > I worked closely for a week with the designers of the system while > > installing > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > aircraft. > > They have designed many failure mode operations into the system, safe to > > say that (probably) all of the gotcha scenarios have been addressed. > > > > Have a Great Holiday, > > Wayne Lanza > > Composite Design > > > > goto the Aerosance web page at - http://www.FADEC.com > > ________________________________________________________________ > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > I need some help with some specifics on how FADEC works. > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > degrees Rich of > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > cylinder to > > > another according to individual EGTs (which of course are caused by > > > uneven air > > > delivery through the non symmetric intake runners)? > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > erroneous readings for a > > > while until they quit altogether. How does FADEC [allege?] to deal > > > with partial > > > failures of EGT probe? Total failure? > > > > > > Inquiring minds need to know .... Jim S. > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 21 00:56:27 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 20 Dec 2003 16:56:27 -0800 Subject: REFLECTOR:FADEC info References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> <3FE4E9E6.B66B0CCC@frontiernet.net> Message-ID: <000801c3c75d$4411a980$38903c42@quiknet.com> Jim, It sounds like you've been sucking on lemons. How 'bout a little Christmas spirit?! The FADEC system had to get through the FAA process of sprinkling with holy water, so they had to come up with a system that kept the pilot's grubby hands out of the finer points of engine operation, and would be pretty reliable, if not as efficient as it has the potential to be. I am still pretty interested in the potential of fadec, but I'm not overly impressed with the currently-available implementation. Unfortunately, once a system gets certified the cost of getting the FAA's blessing on system revisions is prohibitive, and you stop amortizing the already-sunk development cost. Right now there's a limited market for non-certified engine controls, and that market is pretty diffuse - if everyone would buy the same system there might be enough of a market to cover the development cost, but that's not likely to happen. Keith ----- Original Message ----- From: "Jim Sower" To: Sent: Saturday, December 20, 2003 4:31 PM Subject: Re: REFLECTOR:FADEC info > <... safe to say that (probably) all of the gotcha scenarios have been addressed ...> > That's comforting. I had hoped that my questions were specific enough to warrant > specific answers. I think it would be interesting to know, if EGTs were driving fuel > delivery, how they address failure modes such as gradual deterioration (inaccurate > output) of the probes and how one might go about distinguishing between a > deteriorating EGT probe and a deteriorating something else (like cylinder) that has a > similar effect on EGT. > > But then again, my questions were somewhat rhetorical. I am much more interested in > auto conversions for a variety of reasons not least of which is that I am not in a > position to spend what FADEC costs. Seems to me that spending all those thousands of > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying to make a > silk purse out of a sow's ear. > > Will it be as reliable and accurate as late model automotive fuel controls? ... Jim S. > > Wayne Lanza wrote: > > > Hi Jim, > > If you haven't been made aware of the Aerosance web site - here ya > > go... > > I worked closely for a week with the designers of the system while > > installing > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > aircraft. > > They have designed many failure mode operations into the system, safe to > > say that (probably) all of the gotcha scenarios have been addressed. > > > > Have a Great Holiday, > > Wayne Lanza > > Composite Design > > > > goto the Aerosance web page at - http://www.FADEC.com > > ________________________________________________________________ > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > I need some help with some specifics on how FADEC works. > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > degrees Rich of > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > cylinder to > > > another according to individual EGTs (which of course are caused by > > > uneven air > > > delivery through the non symmetric intake runners)? > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > erroneous readings for a > > > while until they quit altogether. How does FADEC [allege?] to deal > > > with partial > > > failures of EGT probe? Total failure? > > > > > > Inquiring minds need to know .... Jim S. > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 21 01:18:49 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 20 Dec 2003 17:18:49 -0800 Subject: REFLECTOR:OT: Thanks Guys! References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> <3FE4E9E6.B66B0CCC@frontiernet.net> <005b01c3c75c$b8e8f7a0$4deb64cb@CPQ15218298181> Message-ID: <000a01c3c760$641fcf60$38903c42@quiknet.com> Greg, Thanks for your consistent efforts to inject a bit of civility into this anarchic forum! Your posts generally bring a smile to my face! Keith ----- Original Message ----- From: "Greg Poole" To: Sent: Saturday, December 20, 2003 4:52 PM Subject: REFLECTOR:OT: Thanks Guys! > Jim S., > > Often, when reading your (& Scott's & Jim A's) posts, I end up thinking > "gee - that guys coming on a bit strong" (read; room for some negative > reaction from others) ...but credit where credit is due ....& now that it is > close to years' end....I want to thank you blokes collectively for not being > afraid to fearlessly challenge, question and research beliefs and generally > accepted "wisdoms". > > I am sure others like myself are stimulated & ultimately educated by the > different point of view (right or wrong) you fellas put across at the risk > of being savaged.(..on the other hand you could all be just plain ignorant & > thick skinned!! *^)). In any event you raise the subject and others qualify, > question & seek to inform from your lead - thanks! > > Now to our unsung hero behind the scenes ....Brian Michalk. Brian - thanks > for quietly tending the Reflector and making sure we all get our daily dose > of Velocityism. I'm going away for two weeks Christmas break on Monday and > am sure will be wondering what matters are being persued in my absence. > > To All in the Velocity camp; A Merry Christmas and Safe New Year, > > Greg in Sydney. > Std RG E. > > > ----- Original Message ----- > From: "Jim Sower" > To: > Sent: Sunday, December 21, 2003 11:31 AM > Subject: Re: REFLECTOR:FADEC info > > > > <... safe to say that (probably) all of the gotcha scenarios have been > addressed ...> > > That's comforting. I had hoped that my questions were specific enough to > warrant > > specific answers. I think it would be interesting to know, if EGTs were > driving fuel > > delivery, how they address failure modes such as gradual deterioration > (inaccurate > > output) of the probes and how one might go about distinguishing between a > > deteriorating EGT probe and a deteriorating something else (like cylinder) > that has a > > similar effect on EGT. > > > > But then again, my questions were somewhat rhetorical. I am much more > interested in > > auto conversions for a variety of reasons not least of which is that I am > not in a > > position to spend what FADEC costs. Seems to me that spending all those > thousands of > > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying > to make a > > silk purse out of a sow's ear. > > > > Will it be as reliable and accurate as late model automotive fuel > controls? ... Jim S. > > > > Wayne Lanza wrote: > > > > > Hi Jim, > > > If you haven't been made aware of the Aerosance web site - here ya > > > go... > > > I worked closely for a week with the designers of the system while > > > installing > > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > > aircraft. > > > They have designed many failure mode operations into the system, safe to > > > say that (probably) all of the gotcha scenarios have been addressed. > > > > > > Have a Great Holiday, > > > Wayne Lanza > > > Composite Design > > > > > > goto the Aerosance web page at - http://www.FADEC.com > > > ________________________________________________________________ > > > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > > > I need some help with some specifics on how FADEC works. > > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > > degrees Rich of > > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > > cylinder to > > > > another according to individual EGTs (which of course are caused by > > > > uneven air > > > > delivery through the non symmetric intake runners)? > > > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > > erroneous readings for a > > > > while until they quit altogether. How does FADEC [allege?] to deal > > > > with partial > > > > failures of EGT probe? Total failure? > > > > > > > > Inquiring minds need to know .... Jim S. > > > > > > _______________________________________________ > > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! www.tvbf.org/gallery > > > user:pw = tvbf:jamaicangoose > > > Check new archives: www.tvbf.org/pipermail > > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > -- > > Jim Sower > > Crossville, TN; Chapter 5 > > Long-EZ N83RT, Velocity N4095T > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > From reflector@tvbf.org Sun Dec 21 01:55:00 2003 From: reflector@tvbf.org (Nolan Frederick) Date: Sat, 20 Dec 2003 18:55:00 -0700 Subject: REFLECTOR:FADEC info References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> <3FE4E9E6.B66B0CCC@frontiernet.net> Message-ID: <003601c3c765$72556810$eac262d8@nolan> Jim, and all you Velocityites: Merry Christmas to all and may you all enjoy 2004. And may none scratch their bird. Now, I still read the Reflector because I still love Velocities. I think they are the most beautiful little airplane around. Some of you may remember me, I had that XLRG that Jean Prudhomme and I were finishing up down in Florida but had to bail out of the project because my money manager lost $68k of my airplane money and I sold the nearly finished XLRG to Steve Bryke. I took what was left and bought a second hand GlaStar kit which I have been working on for the past 13 months. I still have a lot to do. I hope none of you will object if I occasionally add a comment or two on the Reflector. If you do, just say so and I'll get off. Incidentally, I gave Brian a bit more than he was asking for last year for my privledge of being on the Reflector so I don't feel like too much of a free-loader. Now, I'd like to add a comment re Jim Sower's apparent dissaffection with the FADEC for Lycosaurs: I've gone around and around with people re the engine for my GlaStar. The oldtimers all tell me to go with the Lyc's or Conti's. The newer users say try a Subaru or a Mazda or even a LOM. Well, I finally decided to go with a Subaru. Please allow me to share a few thoughts re just exactly why: First, those Subaru boys have done a super job with their FADEC. Those things start when it's cold, They start when it's hot, they run reliably day after day at full throttle, Subaru users don't have to worry or even wonder about EGT's, MAP's, Carb Icing, Shock Cooling, Crankshaft /prop fights breaking their crankshafts or their props. Modern electronic multi-coil ignition systems are more reliable than mags and can run on an auxiliary battery for close to half an hour. The Subaru FADEC will smooth out the engine timing to compensate for a fouled/failed spark plug, They don't need $5/quart oil and I've never heard of anyone having to strain their Subaru oil to look for engine parts coming out with their old $5/quart oil. Now friends, aren't these some things to which we should at least give a modicum of consideration when we start thinking of plunking down $30k for our engines? Love and Kisses to all nolan frederick N73VF ----- Original Message ----- From: "Jim Sower" To: Sent: Saturday, December 20, 2003 5:31 PM Subject: Re: REFLECTOR:FADEC info > <... safe to say that (probably) all of the gotcha scenarios have been addressed ...> > That's comforting. I had hoped that my questions were specific enough to warrant > specific answers. I think it would be interesting to know, if EGTs were driving fuel > delivery, how they address failure modes such as gradual deterioration (inaccurate > output) of the probes and how one might go about distinguishing between a > deteriorating EGT probe and a deteriorating something else (like cylinder) that has a > similar effect on EGT. > > But then again, my questions were somewhat rhetorical. I am much more interested in > auto conversions for a variety of reasons not least of which is that I am not in a > position to spend what FADEC costs. Seems to me that spending all those thousands of > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying to make a > silk purse out of a sow's ear. > > Will it be as reliable and accurate as late model automotive fuel controls? ... Jim S. > > Wayne Lanza wrote: > > > Hi Jim, > > If you haven't been made aware of the Aerosance web site - here ya > > go... > > I worked closely for a week with the designers of the system while > > installing > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > aircraft. > > They have designed many failure mode operations into the system, safe to > > say that (probably) all of the gotcha scenarios have been addressed. > > > > Have a Great Holiday, > > Wayne Lanza > > Composite Design > > > > goto the Aerosance web page at - http://www.FADEC.com > > ________________________________________________________________ > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > I need some help with some specifics on how FADEC works. > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > degrees Rich of > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > cylinder to > > > another according to individual EGTs (which of course are caused by > > > uneven air > > > delivery through the non symmetric intake runners)? > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > erroneous readings for a > > > while until they quit altogether. How does FADEC [allege?] to deal > > > with partial > > > failures of EGT probe? Total failure? > > > > > > Inquiring minds need to know .... Jim S. > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sun Dec 21 02:46:59 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Sat, 20 Dec 2003 21:46:59 -0500 Subject: REFLECTOR:OT: Thanks Guys! Message-ID: Just remember, you can't make a silk purse out of a Sow(er)'s ear. Product Alert. I've discovered a great product for reducing/eliminating bug splats on the leading edges. I applied this high tech polymer to the lead edges and it really works. From careful measurement and observation, I can attest that, after careful application, not a single bug has stuck to my leading edges. The only shortcoming is it is temperture sensitive...works best at <2C. I can not recommend this product too highly. Merry Christmas! Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of KeithHallsten Sent: Saturday, December 20, 2003 8:19 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:OT: Thanks Guys! Greg, Thanks for your consistent efforts to inject a bit of civility into this anarchic forum! Your posts generally bring a smile to my face! Keith ----- Original Message ----- From: "Greg Poole" To: Sent: Saturday, December 20, 2003 4:52 PM Subject: REFLECTOR:OT: Thanks Guys! > Jim S., > > Often, when reading your (& Scott's & Jim A's) posts, I end up thinking > "gee - that guys coming on a bit strong" (read; room for some negative > reaction from others) ...but credit where credit is due ....& now that it is > close to years' end....I want to thank you blokes collectively for not being > afraid to fearlessly challenge, question and research beliefs and generally > accepted "wisdoms". > > I am sure others like myself are stimulated & ultimately educated by the > different point of view (right or wrong) you fellas put across at the risk > of being savaged.(..on the other hand you could all be just plain ignorant & > thick skinned!! *^)). In any event you raise the subject and others qualify, > question & seek to inform from your lead - thanks! > > Now to our unsung hero behind the scenes ....Brian Michalk. Brian - thanks > for quietly tending the Reflector and making sure we all get our daily dose > of Velocityism. I'm going away for two weeks Christmas break on Monday and > am sure will be wondering what matters are being persued in my absence. > > To All in the Velocity camp; A Merry Christmas and Safe New Year, > > Greg in Sydney. > Std RG E. > > > ----- Original Message ----- > From: "Jim Sower" > To: > Sent: Sunday, December 21, 2003 11:31 AM > Subject: Re: REFLECTOR:FADEC info > > > > <... safe to say that (probably) all of the gotcha scenarios have been > addressed ...> > > That's comforting. I had hoped that my questions were specific enough to > warrant > > specific answers. I think it would be interesting to know, if EGTs were > driving fuel > > delivery, how they address failure modes such as gradual deterioration > (inaccurate > > output) of the probes and how one might go about distinguishing between a > > deteriorating EGT probe and a deteriorating something else (like cylinder) > that has a > > similar effect on EGT. > > > > But then again, my questions were somewhat rhetorical. I am much more > interested in > > auto conversions for a variety of reasons not least of which is that I am > not in a > > position to spend what FADEC costs. Seems to me that spending all those > thousands of > > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying > to make a > > silk purse out of a sow's ear. > > > > Will it be as reliable and accurate as late model automotive fuel > controls? ... Jim S. > > > > Wayne Lanza wrote: > > > > > Hi Jim, > > > If you haven't been made aware of the Aerosance web site - here ya > > > go... > > > I worked closely for a week with the designers of the system while > > > installing > > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > > aircraft. > > > They have designed many failure mode operations into the system, safe to > > > say that (probably) all of the gotcha scenarios have been addressed. > > > > > > Have a Great Holiday, > > > Wayne Lanza > > > Composite Design > > > > > > goto the Aerosance web page at - http://www.FADEC.com > > > ________________________________________________________________ > > > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > > > I need some help with some specifics on how FADEC works. > > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > > degrees Rich of > > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > > cylinder to > > > > another according to individual EGTs (which of course are caused by > > > > uneven air > > > > delivery through the non symmetric intake runners)? > > > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > > erroneous readings for a > > > > while until they quit altogether. How does FADEC [allege?] to deal > > > > with partial > > > > failures of EGT probe? Total failure? > > > > > > > > Inquiring minds need to know .... Jim S. > > > > > > _______________________________________________ > > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! www.tvbf.org/gallery > > > user:pw = tvbf:jamaicangoose > > > Check new archives: www.tvbf.org/pipermail > > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > -- > > Jim Sower > > Crossville, TN; Chapter 5 > > Long-EZ N83RT, Velocity N4095T > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sun Dec 21 05:55:14 2003 From: reflector@tvbf.org (Jim Sower) Date: Sat, 20 Dec 2003 23:55:14 -0600 Subject: REFLECTOR:FADEC info References: <978D241C-3219-11D8-A3F3-000393BC26D4@bellsouth.net> <3FE4E9E6.B66B0CCC@frontiernet.net> <000801c3c75d$4411a980$38903c42@quiknet.com> Message-ID: <3FE535C2.CF990D32@frontiernet.net> <... sounds like you've been sucking on lemons ...> Don't know exactly what you mean by that, but I guess it has to do with my gift for coming on too strong from time to time :o) No offense meant. Please don't take any. I'm not trying to be pissy. I just want some actual information about this stuff. Something with which to make an informed decision. Platitudes like ... the FAA says it's OK so don't worry ... don't work well for me. I look at some of the stuff that the FAA certifies (like the Tomahawk for example, and magnetos and Marvin Dribbler carbs) and I have to wonder. <... I'm not overly impressed with the currently-available implementation ....once certified the cost of ... revisions is prohibitive ...> Exactly. So I was looking for some convincing reason to believe that they'd done it right the first time. <... a limited market for non-certified engine controls, and that market is pretty diffuse ...> Last I heard, there were something on the order of 500-600 single engine spam cans manufactured a year. Heard that homebuilt first flights run 10-15 times that. Homebuilts can use auto engines while spam cans cannot, so the potential (key word here :o) market for automotive technology would appear to be 10 - 15 times that of certified stuff. The reliability of non-certified installations is growing by leaps and bounds and I expect it to increase exponentially as their history of success becomes more widely accepted. <... cover the development cost ...> The beauty of non certified technology is that Detroit and Yokohama are doing all the heavy lifting, and they constitute a HUGE "beta site" for us. All that needs done by us is the peripherals (fuel system, cooling, etc) so our "development" costs are far from prohibitive. Maybe I'm weird, but I just don't trust the government (and particularly the FAA) to look out for my best interests. If they say they are, I would like to see some credible supporting documentation. As for the principle of FADEC, I'm acquainted with a guy who wants to put a programmable, super reliable, duplex electronic fuel control and ignition system on a Continental. It would cost him about the price of one mag. Trouble is, after installing all this wonderful stuff (he'll have to significantly upgrade his fuel and electrical systems) he still has a #$)#&$ 1945 Continental. His idea, like FADEC appears to be an exercise (at the risk of repeating myself :o) in trying to make a silk purse out of a sow's ear. When's the last time FAA or GAMA or any of those guys did right by you and me? .... Jim S. KeithHallsten wrote: > Jim, > It sounds like you've been sucking on lemons. How 'bout a little Christmas > spirit?! > > The FADEC system had to get through the FAA process of sprinkling with holy > water, so they had to come up with a system that kept the pilot's grubby > hands out of the finer points of engine operation, and would be pretty > reliable, if not as efficient as it has the potential to be. I am still > pretty interested in the potential of fadec, but I'm not overly impressed > with the currently-available implementation. Unfortunately, once a system > gets certified the cost of getting the FAA's blessing on system revisions is > prohibitive, and you stop amortizing the already-sunk development cost. > Right now there's a limited market for non-certified engine controls, and > that market is pretty diffuse - if everyone would buy the same system there > might be enough of a market to cover the development cost, but that's not > likely to happen. > Keith > > ----- Original Message ----- > From: "Jim Sower" > To: > Sent: Saturday, December 20, 2003 4:31 PM > Subject: Re: REFLECTOR:FADEC info > > > <... safe to say that (probably) all of the gotcha scenarios have been > addressed ...> > > That's comforting. I had hoped that my questions were specific enough to > warrant > > specific answers. I think it would be interesting to know, if EGTs were > driving fuel > > delivery, how they address failure modes such as gradual deterioration > (inaccurate > > output) of the probes and how one might go about distinguishing between a > > deteriorating EGT probe and a deteriorating something else (like cylinder) > that has a > > similar effect on EGT. > > > > But then again, my questions were somewhat rhetorical. I am much more > interested in > > auto conversions for a variety of reasons not least of which is that I am > not in a > > position to spend what FADEC costs. Seems to me that spending all those > thousands of > > $ to put a "modern" face on an anachronistic Lyc is an exercise in trying > to make a > > silk purse out of a sow's ear. > > > > Will it be as reliable and accurate as late model automotive fuel > controls? ... Jim S. > > > > Wayne Lanza wrote: > > > > > Hi Jim, > > > If you haven't been made aware of the Aerosance web site - here ya > > > go... > > > I worked closely for a week with the designers of the system while > > > installing > > > the Continental FADEC system in Velocity's XL Dash 5 demonstrator > > > aircraft. > > > They have designed many failure mode operations into the system, safe to > > > say that (probably) all of the gotcha scenarios have been addressed. > > > > > > Have a Great Holiday, > > > Wayne Lanza > > > Composite Design > > > > > > goto the Aerosance web page at - http://www.FADEC.com > > > ________________________________________________________________ > > > > > > On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > > > > > > > I need some help with some specifics on how FADEC works. > > > > <... FADEC system meters the fuel-air mixture to ... power ... 100 > > > > degrees Rich of > > > > peak ... cruise ... 100 degrees Lean of peak ...> > > > > > > > > Is it safe to assume that this FADEC feature is driven by EGT sensors? > > > > > > > > Is it further safe to assume that FADEC varies fuel delivery from one > > > > cylinder to > > > > another according to individual EGTs (which of course are caused by > > > > uneven air > > > > delivery through the non symmetric intake runners)? > > > > > > > > IIRC, EGT probes tend to fail by degrees, giving increasingly > > > > erroneous readings for a > > > > while until they quit altogether. How does FADEC [allege?] to deal > > > > with partial > > > > failures of EGT probe? Total failure? > > > > > > > > Inquiring minds need to know .... Jim S. > > > > > > _______________________________________________ > > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! www.tvbf.org/gallery > > > user:pw = tvbf:jamaicangoose > > > Check new archives: www.tvbf.org/pipermail > > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > -- > > Jim Sower > > Crossville, TN; Chapter 5 > > Long-EZ N83RT, Velocity N4095T > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Sun Dec 21 12:29:03 2003 From: reflector@tvbf.org (Dennis Martin) Date: Sun, 21 Dec 2003 04:29:03 -0800 Subject: REFLECTOR:FADEC info In-Reply-To: <3FE4E9E6.B66B0CCC@frontiernet.net> Message-ID: <435FBC0D-33B1-11D8-ABF6-000A956FDDD8@cougar.netutah.net> My Electromotive FADEC (for Chevy V-6 odd fire engine) has EGT failure mode backup - engine automatically goes into limp home mode if any one of the sensors goes south. I also have two magnetic hall sensors, one for each bank of cylinders. If one goes out, I'll run a bit rough, but can still limp home with half of the pistons still firing. Same for six-pack set of coils. If one goes out (or a bank of three goes out), I still have a back-up set of coils. Nothing's fail-safe, but this is how they designed the computer. I'm installing two computers, just in case. Dennis Martin On Saturday, December 20, 2003, at 04:31 PM, Jim Sower wrote: > <... safe to say that (probably) all of the gotcha scenarios have been > addressed ...> > That's comforting. I had hoped that my questions were specific enough > to warrant > specific answers. I think it would be interesting to know, if EGTs > were driving fuel > delivery, how they address failure modes such as gradual deterioration > (inaccurate > output) of the probes and how one might go about distinguishing > between a > deteriorating EGT probe and a deteriorating something else (like > cylinder) that has a > similar effect on EGT. > > But then again, my questions were somewhat rhetorical. I am much more > interested in > auto conversions for a variety of reasons not least of which is that I > am not in a > position to spend what FADEC costs. Seems to me that spending all > those thousands of > $ to put a "modern" face on an anachronistic Lyc is an exercise in > trying to make a > silk purse out of a sow's ear. > > Will it be as reliable and accurate as late model automotive fuel > controls? ... Jim S. > > Wayne Lanza wrote: > >> Hi Jim, >> If you haven't been made aware of the Aerosance web site - here ya >> go... >> I worked closely for a week with the designers of the system while >> installing >> the Continental FADEC system in Velocity's XL Dash 5 demonstrator >> aircraft. >> They have designed many failure mode operations into the system, safe >> to >> say that (probably) all of the gotcha scenarios have been addressed. >> >> Have a Great Holiday, >> Wayne Lanza >> Composite Design >> >> goto the Aerosance web page at - http://www.FADEC.com >> ________________________________________________________________ >> >> On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: >> >>> I need some help with some specifics on how FADEC works. >>> <... FADEC system meters the fuel-air mixture to ... power ... 100 >>> degrees Rich of >>> peak ... cruise ... 100 degrees Lean of peak ...> >>> >>> Is it safe to assume that this FADEC feature is driven by EGT >>> sensors? >>> >>> Is it further safe to assume that FADEC varies fuel delivery from one >>> cylinder to >>> another according to individual EGTs (which of course are caused by >>> uneven air >>> delivery through the non symmetric intake runners)? >>> >>> IIRC, EGT probes tend to fail by degrees, giving increasingly >>> erroneous readings for a >>> while until they quit altogether. How does FADEC [allege?] to deal >>> with partial >>> failures of EGT probe? Total failure? >>> >>> Inquiring minds need to know .... Jim S. >> >> _______________________________________________ >> To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! www.tvbf.org/gallery >> user:pw = tvbf:jamaicangoose >> Check new archives: www.tvbf.org/pipermail >> Check old archives: >> http://www.tvbf.org/archives/velocity/maillist.html > > -- > Jim Sower > Crossville, TN; Chapter 5 > Long-EZ N83RT, Velocity N4095T > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 21 15:14:01 2003 From: reflector@tvbf.org (Jim Sower) Date: Sun, 21 Dec 2003 09:14:01 -0600 Subject: REFLECTOR:FADEC info References: <435FBC0D-33B1-11D8-ABF6-000A956FDDD8@cougar.netutah.net> Message-ID: <3FE5B8B9.834B050D@frontiernet.net> Exactly. In the automotive conversion world, besides from having a far superior long block, you can duplex EVERYTHING for, basically, pocket change (compared to the cost of a mag or set of Lyc plugs). Everything about them is better than anything certified except for the peripheral growing pains which are a temporary situation. Dennis Martin wrote: > My Electromotive FADEC (for Chevy V-6 odd fire engine) has EGT failure > mode backup - engine automatically goes into limp home mode if any one > of the sensors goes south. I also have two magnetic hall sensors, one > for each bank of cylinders. If one goes out, I'll run a bit rough, but > can still limp home with half of the pistons still firing. Same for > six-pack set of coils. If one goes out (or a bank of three goes out), > I still have a back-up set of coils. Nothing's fail-safe, but this is > how they designed the computer. I'm installing two computers, just in > case. > > Dennis Martin > > On Saturday, December 20, 2003, at 04:31 PM, Jim Sower wrote: > > > <... safe to say that (probably) all of the gotcha scenarios have been > > addressed ...> > > That's comforting. I had hoped that my questions were specific enough > > to warrant > > specific answers. I think it would be interesting to know, if EGTs > > were driving fuel > > delivery, how they address failure modes such as gradual deterioration > > (inaccurate > > output) of the probes and how one might go about distinguishing > > between a > > deteriorating EGT probe and a deteriorating something else (like > > cylinder) that has a > > similar effect on EGT. > > > > But then again, my questions were somewhat rhetorical. I am much more > > interested in > > auto conversions for a variety of reasons not least of which is that I > > am not in a > > position to spend what FADEC costs. Seems to me that spending all > > those thousands of > > $ to put a "modern" face on an anachronistic Lyc is an exercise in > > trying to make a > > silk purse out of a sow's ear. > > > > Will it be as reliable and accurate as late model automotive fuel > > controls? ... Jim S. > > > > Wayne Lanza wrote: > > > >> Hi Jim, > >> If you haven't been made aware of the Aerosance web site - here ya > >> go... > >> I worked closely for a week with the designers of the system while > >> installing > >> the Continental FADEC system in Velocity's XL Dash 5 demonstrator > >> aircraft. > >> They have designed many failure mode operations into the system, safe > >> to > >> say that (probably) all of the gotcha scenarios have been addressed. > >> > >> Have a Great Holiday, > >> Wayne Lanza > >> Composite Design > >> > >> goto the Aerosance web page at - http://www.FADEC.com > >> ________________________________________________________________ > >> > >> On Thursday, December 18, 2003, at 11:16 PM, Jim Sower wrote: > >> > >>> I need some help with some specifics on how FADEC works. > >>> <... FADEC system meters the fuel-air mixture to ... power ... 100 > >>> degrees Rich of > >>> peak ... cruise ... 100 degrees Lean of peak ...> > >>> > >>> Is it safe to assume that this FADEC feature is driven by EGT > >>> sensors? > >>> > >>> Is it further safe to assume that FADEC varies fuel delivery from one > >>> cylinder to > >>> another according to individual EGTs (which of course are caused by > >>> uneven air > >>> delivery through the non symmetric intake runners)? > >>> > >>> IIRC, EGT probes tend to fail by degrees, giving increasingly > >>> erroneous readings for a > >>> while until they quit altogether. How does FADEC [allege?] to deal > >>> with partial > >>> failures of EGT probe? Total failure? > >>> > >>> Inquiring minds need to know .... Jim S. > >> > >> _______________________________________________ > >> To change your email address, visit > >> http://www.tvbf.org/mailman/listinfo/reflector > >> > >> Visit the gallery! www.tvbf.org/gallery > >> user:pw = tvbf:jamaicangoose > >> Check new archives: www.tvbf.org/pipermail > >> Check old archives: > >> http://www.tvbf.org/archives/velocity/maillist.html > > > > -- > > Jim Sower > > Crossville, TN; Chapter 5 > > Long-EZ N83RT, Velocity N4095T > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T From reflector@tvbf.org Wed Dec 17 20:14:56 2003 From: reflector@tvbf.org (Jeffrey Clough) Date: Wed, 17 Dec 2003 12:14:56 -0800 (PST) Subject: REFLECTOR:Cowl fasteners In-Reply-To: Message-ID: <20031217201456.56671.qmail@web41607.mail.yahoo.com> --0-1600359163-1071692096=:54115 Content-Type: text/plain; charset=us-ascii Wonder if we could get a 'package' deal? I'm gonna need 'em too... JClough Brian Michalk wrote:@font-face { font-family: Verdana;}P.MsoNormal { FONT-FAMILY: "Times New Roman"; FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt}LI.MsoNormal { FONT-FAMILY: "Times New Roman"; FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt}DIV.MsoNormal { FONT-FAMILY: "Times New Roman"; FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt}A:link { COLOR: blue; TEXT-DECORATION: underline}SPAN.MsoHyperlink { COLOR: blue; TEXT-DECORATION: underline}A:visited { COLOR: purple; TEXT-DECORATION: underline}SPAN.MsoHyperlinkFollowed { COLOR: purple; TEXT-DECORATION: underline}SPAN.EmailStyle17 { COLOR: windowtext; FONT-FAMILY: Verdana; FONT-STYLE: normal; FONT-WEIGHT: normal; TEXT-DECORATION: none}DIV.Section1 { page: Section1}It's not going to be cheap. I think they recommend six inch placement. You might be able to get away with 8 inch, due to the large surface area they cover. However, for my cowl, I've already got six inch holes that I've been using with clecos. I think it will take less than 30 to do the cowls and wing flanges properly. That's $300. However, compare that to the cost of a potential prop strike repair, and it somehow doesn't seem so bad. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream Sent: Wednesday, December 17, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job on the cowl? Robin ----- Original Message ----- From: Brian Michalk To: reflector@tvbf.org Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it. I've talked to people who just finished their Velocity, and a major complaint is that in the beginning, due to inspections or repairs, it is tedious to continuously remove and reinstall the cowl. I would consider something like this a safety item. I'm lazy, if I am going to have a hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? – and looks good? Al --------------------------------- Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing --0-1600359163-1071692096=:54115 Content-Type: text/html; charset=us-ascii
Wonder if we could get a 'package' deal? I'm gonna need 'em too... JClough

Brian Michalk <michalk@awpi.com> wrote:
It's not going to be cheap.  I think they recommend six inch placement.  You might be able to get away with 8 inch, due to the large surface area they cover.  However, for my cowl, I've already got six inch holes that I've been using with clecos.
 
I think it will take less than 30 to do the cowls and wing flanges properly.  That's $300.  However, compare that to the cost of a potential prop strike repair, and it somehow doesn't seem so bad.
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream
Sent: Wednesday, December 17, 2003 10:00 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Cowl fasteners

How many of these do you think it will take to do a good job on the cowl?
 
Robin
----- Original Message -----
Sent: Wednesday, December 17, 2003 9:28 AM
Subject: RE: REFLECTOR:Cowl fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the left.  They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it.  I've talked to people who just finished their Velocity, and a major complaint is that in the beginning, due to inspections or repairs, it is tedious to continuously remove and reinstall the cowl.  I would consider something like this a safety item.  I'm lazy, if I am going to have a hard time to get in and inspect something, I may defer it till later.
 
I spoke to them and examined the product at Sun n Fun.  Looks good.
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen
Sent: Wednesday, December 17, 2003 9:10 AM
To: reflector
Subject: REFLECTOR:Cowl fasteners

Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? – and looks good?

 

Al

 

 

Do you Yahoo!?
New Yahoo! Photos - easier uploading and sharing --0-1600359163-1071692096=:54115-- From reflector@tvbf.org Sun Dec 21 20:22:52 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sun, 21 Dec 2003 12:22:52 -0800 Subject: REFLECTOR:Cowl fasteners References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> Message-ID: <000e01c3c800$35c58c40$38903c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C3C7BD.276FF1A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Me, too! Does anyone want to become a minor stocking distributor? How = many different thicknesses (part numbers) will be needed on a plane? Keith ----- Original Message -----=20 From: Jeffrey Clough=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 12:14 PM Subject: RE: REFLECTOR:Cowl fasteners Wonder if we could get a 'package' deal? I'm gonna need 'em too... = JClough Brian Michalk wrote:=20 It's not going to be cheap. I think they recommend six inch = placement. You might be able to get away with 8 inch, due to the large = surface area they cover. However, for my cowl, I've already got six = inch holes that I've been using with clecos. I think it will take less than 30 to do the cowls and wing flanges = properly. That's $300. However, compare that to the cost of a = potential prop strike repair, and it somehow doesn't seem so bad. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Robin Ream Sent: Wednesday, December 17, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job on = the cowl? Robin ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at = about $10 per fastener assembly, but I'm convinced they are worth it. = I've talked to people who just finished their Velocity, and a major = complaint is that in the beginning, due to inspections or repairs, it is = tedious to continuously remove and reinstall the cowl. I would consider = something like this a safety item. I'm lazy, if I am going to have a = hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks = good. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has = someone found a good cam-lock type fastener that only requires a 90 = degree twist, that works well for our application? - and looks good? Al -------------------------------------------------------------------------= ----- Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing ------=_NextPart_000_000B_01C3C7BD.276FF1A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Me, too!  Does anyone want to = become a minor=20 stocking distributor?  How many different thicknesses (part = numbers) will=20 be needed on a plane?
Keith
 
----- Original Message -----
From:=20 Jeffrey = Clough=20
Sent: Wednesday, December 17, = 2003 12:14=20 PM
Subject: RE: REFLECTOR:Cowl=20 fasteners

Wonder if we could get a 'package' deal? I'm gonna need 'em = too...=20 JClough

Brian Michalk <michalk@awpi.com> = wrote:=20
It's not going to be cheap.  I think = they=20 recommend six inch placement.  You might be able to get away = with 8=20 inch, due to the large surface area they cover.  However, for = my cowl,=20 I've already got six inch holes that I've been using with=20 clecos.
 
I=20 think it will take less than 30 to do the cowls and wing flanges=20 properly.  That's $300.  However, compare that to the cost = of a=20 potential prop strike repair, and it somehow doesn't seem so=20 bad.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Robin=20 Ream
Sent: Wednesday, December 17, 2003 10:00 = AM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Cowl=20 fasteners

How many of these do you think it will take to do a good job = on the=20 cowl?
 
Robin
----- Original Message ----- =
From:=20 Brian=20 Michalk
Sent: Wednesday, December = 17, 2003=20 9:28 AM
Subject: RE: = REFLECTOR:Cowl=20 fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the = left. =20 They are pricey at about $10 per fastener assembly, but I'm = convinced=20 they are worth it.  I've talked to people who just finished = their=20 Velocity, and a major complaint is that in the beginning, due to = inspections or repairs, it is tedious to continuously remove and = reinstall the cowl.  I would consider something like this a = safety=20 item.  I'm lazy, if I am going to have a hard time to get = in and=20 inspect something, I may defer it till = later.
 
I spoke to them and examined the = product at Sun=20 n Fun.  Looks good.
-----Original Message-----
From:=20 reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf=20 Of Al Gietzen
Sent: Wednesday, December 17, 2003 = 9:10=20 AM
To: reflector
Subject: REFLECTOR:Cowl=20 fasteners

Before I = install=20 butterfly nuts for countersunk screws; has someone found a = good=20 cam-lock type fastener that only requires a 90 degree twist, = that=20 works well for our application? =96 and looks = good?

 

Al

 

 

Do you Yahoo!?
New=20 Yahoo! Photos - easier uploading and = sharing ------=_NextPart_000_000B_01C3C7BD.276FF1A0-- From reflector@tvbf.org Sun Dec 21 23:02:52 2003 From: reflector@tvbf.org (Tony Babb) Date: Sun, 21 Dec 2003 15:02:52 -0800 Subject: REFLECTOR:Cowl fasteners References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> <000e01c3c800$35c58c40$38903c42@quiknet.com> Message-ID: <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C3C7D3.81CA1FC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Count me in too. ----- Original Message -----=20 From: KeithHallsten=20 To: reflector@tvbf.org=20 Sent: Sunday, December 21, 2003 12:22 PM Subject: Re: REFLECTOR:Cowl fasteners Me, too! Does anyone want to become a minor stocking distributor? = How many different thicknesses (part numbers) will be needed on a plane? Keith ----- Original Message -----=20 From: Jeffrey Clough=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 12:14 PM Subject: RE: REFLECTOR:Cowl fasteners Wonder if we could get a 'package' deal? I'm gonna need 'em too... = JClough Brian Michalk wrote:=20 It's not going to be cheap. I think they recommend six inch = placement. You might be able to get away with 8 inch, due to the large = surface area they cover. However, for my cowl, I've already got six = inch holes that I've been using with clecos. I think it will take less than 30 to do the cowls and wing flanges = properly. That's $300. However, compare that to the cost of a = potential prop strike repair, and it somehow doesn't seem so bad. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream Sent: Wednesday, December 17, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job on = the cowl? Robin ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at = about $10 per fastener assembly, but I'm convinced they are worth it. = I've talked to people who just finished their Velocity, and a major = complaint is that in the beginning, due to inspections or repairs, it is = tedious to continuously remove and reinstall the cowl. I would consider = something like this a safety item. I'm lazy, if I am going to have a = hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. Looks = good. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; has = someone found a good cam-lock type fastener that only requires a 90 = degree twist, that works well for our application? - and looks good? Al -------------------------------------------------------------------------= --- Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing ------=_NextPart_000_0043_01C3C7D3.81CA1FC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Count me in too.
----- Original Message -----
From:=20 KeithHallsten
Sent: Sunday, December 21, 2003 = 12:22=20 PM
Subject: Re: REFLECTOR:Cowl=20 fasteners

Me, too!  Does anyone want to = become a minor=20 stocking distributor?  How many different thicknesses (part = numbers) will=20 be needed on a plane?
Keith
 
----- Original Message -----
From:=20 Jeffrey = Clough=20
Sent: Wednesday, December 17, = 2003=20 12:14 PM
Subject: RE: REFLECTOR:Cowl=20 fasteners

Wonder if we could get a 'package' deal? I'm gonna need 'em = too...=20 JClough

Brian Michalk <michalk@awpi.com> = wrote:=20
It's not going to be cheap.  I = think they=20 recommend six inch placement.  You might be able to get away = with 8=20 inch, due to the large surface area they cover.  However, for = my=20 cowl, I've already got six inch holes that I've been using with=20 clecos.
 
I think it will take less than 30 to do = the cowls=20 and wing flanges properly.  That's $300.  However, = compare that=20 to the cost of a potential prop strike repair, and it somehow = doesn't seem=20 so bad.
-----Original Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf=20 Of Robin Ream
Sent: Wednesday, December 17, 2003 = 10:00=20 AM
To: reflector@tvbf.org
Subject: Re:=20 REFLECTOR:Cowl fasteners

How many of these do you think it will take to do a good = job on the=20 cowl?
 
Robin
----- Original Message ----- =
From:=20 Brian=20 Michalk
Sent: Wednesday, = December 17,=20 2003 9:28 AM
Subject: RE: = REFLECTOR:Cowl=20 fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the = left. =20 They are pricey at about $10 per fastener assembly, but I'm = convinced=20 they are worth it.  I've talked to people who just = finished their=20 Velocity, and a major complaint is that in the beginning, due = to=20 inspections or repairs, it is tedious to continuously remove = and=20 reinstall the cowl.  I would consider something like this = a=20 safety item.  I'm lazy, if I am going to have a hard time = to get=20 in and inspect something, I may defer it till=20 later.
 
I spoke to them and examined the = product at=20 Sun n Fun.  Looks good.
-----Original Message-----
From:=20 reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On=20 Behalf Of Al Gietzen
Sent: Wednesday, December = 17,=20 2003 9:10 AM
To: reflector
Subject:=20 REFLECTOR:Cowl fasteners

Before I = install=20 butterfly nuts for countersunk screws; has someone found a = good=20 cam-lock type fastener that only requires a 90 degree twist, = that=20 works well for our application? =96 and looks = good?

 

Al

 

 

Do you Yahoo!?
New=20 Yahoo! Photos - easier uploading and=20 sharing ------=_NextPart_000_0043_01C3C7D3.81CA1FC0-- From reflector@tvbf.org Mon Dec 22 11:45:06 2003 From: reflector@tvbf.org (Dan Smalley) Date: Mon, 22 Dec 2003 06:45:06 -0500 Subject: REFLECTOR:Cowl fasteners References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> <000e01c3c800$35c58c40$38903c42@quiknet.com> <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> Message-ID: <004401c3c881$0f90f380$b3c6d942@daniel> This is a multi-part message in MIME format. ------=_NextPart_000_0041_01C3C857.2261A380 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Count me in too. D. Smalley ----- Original Message -----=20 From: Tony Babb=20 To: reflector@tvbf.org=20 Sent: Sunday, December 21, 2003 6:02 PM Subject: Re: REFLECTOR:Cowl fasteners Count me in too. ----- Original Message -----=20 From: KeithHallsten=20 To: reflector@tvbf.org=20 Sent: Sunday, December 21, 2003 12:22 PM Subject: Re: REFLECTOR:Cowl fasteners Me, too! Does anyone want to become a minor stocking distributor? = How many different thicknesses (part numbers) will be needed on a plane? Keith ----- Original Message -----=20 From: Jeffrey Clough=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 12:14 PM Subject: RE: REFLECTOR:Cowl fasteners Wonder if we could get a 'package' deal? I'm gonna need 'em too... = JClough Brian Michalk wrote:=20 It's not going to be cheap. I think they recommend six inch = placement. You might be able to get away with 8 inch, due to the large = surface area they cover. However, for my cowl, I've already got six = inch holes that I've been using with clecos. I think it will take less than 30 to do the cowls and wing = flanges properly. That's $300. However, compare that to the cost of a = potential prop strike repair, and it somehow doesn't seem so bad. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream Sent: Wednesday, December 17, 2003 10:00 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Cowl fasteners How many of these do you think it will take to do a good job = on the cowl? Robin ----- Original Message -----=20 From: Brian Michalk=20 To: reflector@tvbf.org=20 Sent: Wednesday, December 17, 2003 9:28 AM Subject: RE: REFLECTOR:Cowl fasteners I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at = about $10 per fastener assembly, but I'm convinced they are worth it. = I've talked to people who just finished their Velocity, and a major = complaint is that in the beginning, due to inspections or repairs, it is = tedious to continuously remove and reinstall the cowl. I would consider = something like this a safety item. I'm lazy, if I am going to have a = hard time to get in and inspect something, I may defer it till later. I spoke to them and examined the product at Sun n Fun. = Looks good. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Wednesday, December 17, 2003 9:10 AM To: reflector Subject: REFLECTOR:Cowl fasteners Before I install butterfly nuts for countersunk screws; = has someone found a good cam-lock type fastener that only requires a 90 = degree twist, that works well for our application? - and looks good? Al -------------------------------------------------------------------------= - Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing ------=_NextPart_000_0041_01C3C857.2261A380 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Count me in too.  D. = Smalley
----- Original Message -----
From:=20 Tony=20 Babb
Sent: Sunday, December 21, 2003 = 6:02=20 PM
Subject: Re: REFLECTOR:Cowl=20 fasteners

Count me in too.
----- Original Message -----
From:=20 KeithHallsten
Sent: Sunday, December 21, = 2003 12:22=20 PM
Subject: Re: REFLECTOR:Cowl=20 fasteners

Me, too!  Does anyone want to = become a=20 minor stocking distributor?  How many different thicknesses = (part=20 numbers) will be needed on a plane?
Keith
 
----- Original Message ----- =
From:=20 Jeffrey=20 Clough
Sent: Wednesday, December = 17, 2003=20 12:14 PM
Subject: RE: REFLECTOR:Cowl = fasteners

Wonder if we could get a 'package' deal? I'm gonna need 'em = too...=20 JClough

Brian Michalk <michalk@awpi.com> = wrote:=20
It's not going to be cheap.  I = think they=20 recommend six inch placement.  You might be able to get = away with 8=20 inch, due to the large surface area they cover.  However, = for my=20 cowl, I've already got six inch holes that I've been using with=20 clecos.
 
I think it will take less than 30 to = do the=20 cowls and wing flanges properly.  That's $300.  = However,=20 compare that to the cost of a potential prop strike repair, and = it=20 somehow doesn't seem so bad.
-----Original Message-----
From:=20 reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf=20 Of Robin Ream
Sent: Wednesday, December 17, 2003 = 10:00=20 AM
To: reflector@tvbf.org
Subject: Re:=20 REFLECTOR:Cowl fasteners

How many of these do you think it will take to do a good = job on=20 the cowl?
 
Robin
----- Original Message ----- =
From:=20 Brian=20 Michalk
Sent: Wednesday, = December 17,=20 2003 9:28 AM
Subject: RE: = REFLECTOR:Cowl=20 fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the = left.  They are pricey at about $10 per fastener = assembly, but=20 I'm convinced they are worth it.  I've talked to people = who=20 just finished their Velocity, and a major complaint is that = in the=20 beginning, due to inspections or repairs, it is tedious to=20 continuously remove and reinstall the cowl.  I would = consider=20 something like this a safety item.  I'm lazy, if I am = going to=20 have a hard time to get in and inspect something, I may = defer it=20 till later.
 
I spoke to them and examined the = product at=20 Sun n Fun.  Looks good.
-----Original = Message-----
From:=20 reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On=20 Behalf Of Al Gietzen
Sent: Wednesday, = December 17,=20 2003 9:10 AM
To: reflector
Subject:=20 REFLECTOR:Cowl fasteners

Before I = install=20 butterfly nuts for countersunk screws; has someone found a = good=20 cam-lock type fastener that only requires a 90 degree = twist, that=20 works well for our application? =96 and looks=20 good?

 

Al

 

 

Do you Yahoo!?
New=20 Yahoo! Photos - easier uploading and=20 sharing ------=_NextPart_000_0041_01C3C857.2261A380-- From reflector@tvbf.org Mon Dec 22 21:33:24 2003 From: reflector@tvbf.org (Dennis Martin) Date: Mon, 22 Dec 2003 14:33:24 -0700 Subject: REFLECTOR:Cowl fasteners In-Reply-To: <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> <000e01c3c800$35c58c40$38903c42@quiknet.com> <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> Message-ID: --============_-1139993674==_ma============ Content-Type: text/plain; charset="iso-8859-1" ; format="flowed" Content-Transfer-Encoding: quoted-printable Please count me in. I'm in assuming we're talking about the C-Lock system. I may need only half the normal quantity. Thanks to Kurt Winker, my bottom cowl is the only place I'll need them since I used the piano hinge method on my top cowl. Dennis Martin >Count me in too. > >----- Original Message ----- >From: KeithHallsten >To: reflector@tvbf.org >Sent: Sunday, December 21, 2003 12:22 PM >Subject: Re: REFLECTOR:Cowl fasteners > >Me, too! Does anyone want to become a minor stocking distributor? >How many different thicknesses (part numbers) will be needed on a >plane? >Keith > > >----- Original Message ----- >From: Jeffrey Clough >To: reflector@tvbf.org >Sent: Wednesday, December 17, 2003 12:14 PM >Subject: RE: REFLECTOR:Cowl fasteners > >Wonder if we could get a 'package' deal? I'm gonna need 'em too... JClough > >Brian Michalk <michalk@awpi.com> wrote: > >@font-face { font-family: Verdana; } P.MsoNormal { FONT-SIZE: >12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } >LI.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: >"Times New Roman" } DIV.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0in >0in 0pt; FONT-FAMILY: "Times New Roman" } A:link { COLOR: blue; >TEXT-DECORATION: underline } SPAN.MsoHyperlink { COLOR: blue; >TEXT-DECORATION: underline } A:visited { COLOR: purple; >TEXT-DECORATION: underline } SPAN.MsoHyperlinkFollowed { > COLOR: purple; TEXT-DECORATION: underline } SPAN.EmailStyle17 >{ FONT-WEIGHT: normal; COLOR: windowtext; FONT-STYLE: normal; >FONT-FAMILY: Verdana; TEXT-DECORATION: none } DIV.Section1 { page: >Section1 } >It's not going to be cheap. I think they recommend six inch >placement. You might be able to get away with 8 inch, due to the >large surface area they cover. However, for my cowl, I've already >got six inch holes that I've been using with clecos. > >I think it will take less than 30 to do the cowls and wing flanges >properly. That's $300. However, compare that to the cost of a >potential prop strike repair, and it somehow doesn't seem so bad. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >Behalf Of Robin Ream >Sent: Wednesday, December 17, 2003 10:00 AM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Cowl fasteners > >How many of these do you think it will take to do a good job on the cowl? > >Robin > >----- Original Message ----- >From: Brian Michalk >To: reflector@tvbf.org >Sent: Wednesday, December 17, 2003 9:28 AM >Subject: RE: REFLECTOR:Cowl fasteners > >I'm going with www.skybolt.com > >Look at the CLoc fasteners on the left. They are pricey at about >$10 per fastener assembly, but I'm convinced they are worth it. >I've talked to people who just finished their Velocity, and a major >complaint is that in the beginning, due to inspections or repairs, >it is tedious to continuously remove and reinstall the cowl. I >would consider something like this a safety item. I'm lazy, if I am >going to have a hard time to get in and inspect something, I may >defer it till later. > >I spoke to them and examined the product at Sun n Fun. Looks good. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >Behalf Of Al Gietzen >Sent: Wednesday, December 17, 2003 9:10 AM >To: reflector >Subject: REFLECTOR:Cowl fasteners > >Before I install butterfly nuts for countersunk screws; has someone >found a good cam-lock type fastener that only requires a 90 degree >twist, that works well for our application? =F6 and looks good? > > > >Al > > > > > > >Do you Yahoo!? >New >Yahoo! Photos - easier uploading and sharing --============_-1139993674==_ma============ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: REFLECTOR:Cowl fasteners
Please count me in.  I'm in assuming we're talking about the C-Lock system.  I may need only half the normal quantity.

Thanks to Kurt Winker, my bottom cowl is the only place I'll need them since I used the piano hinge method on my top cowl.

Dennis Martin

Count me in too.
----- Original Message -----
From: KeithHallsten
To: reflector@tvbf.org
Sent: Sunday, December 21, 2003 12:22 PM
Subject: Re: REFLECTOR:Cowl fasteners

Me, too!  Does anyone want to become a minor stocking distributor?  How many different thicknesses (part numbers) will be needed on a plane?
Keith
 
----- Original Message -----
From: Jeffrey Clough
To: reflector@tvbf.org
Sent: Wednesday, December 17, 2003 12:14 PM
Subject: RE: REFLECTOR:Cowl fasteners

Wonder if we could get a 'package' deal? I'm gonna need 'em too... JClough

Brian Michalk <michalk@awpi.com> wrote:
@font-face {    font-family: Verdana; } P.MsoNormal {   FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } LI.MsoNormal {   FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } DIV.MsoNormal {  FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; =46ONT-FAMILY: "Times New Roman" } A:link { COLOR: blue; TEXT-DECORATION: underline } SPAN.MsoHyperlink {   COLOR: blue; TEXT-DECORATION: underline } A:visited {   COLOR: purple; TEXT-DECORATION: underline } SPAN.MsoHyperlinkFollowed { COLOR: purple; TEXT-DECORATION: underline } SPAN.EmailStyle17 { FONT-WEIGHT: normal; COLOR: windowtext; FONT-STYLE: normal; =46ONT-FAMILY: Verdana; TEXT-DECORATION: none } DIV.Section1 {        page: Section1 }
It's not going to be cheap.  I think they recommend six inch placement.  You might be able to get away with 8 inch, due to the large surface area they cover.  However, for my cowl, I've already got six inch holes that I've been using with clecos.
 
I think it will take less than 30 to do the cowls and wing flanges properly.  That's $300.  However, compare that to the cost of a potential prop strike repair, and it somehow doesn't seem so bad.
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream
Sent: Wednesday, December 17, 2003 10:00 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Cowl fasteners
How many of these do you think it will take to do a good job on the cowl?
 
Robin
----- Original Message -----
From: Brian Michalk
To: reflector@tvbf.org
Sent: Wednesday, December 17, 2003 9:28 AM
Subject: RE: REFLECTOR:Cowl fasteners

I'm going with www.skybolt.com
 
Look at the CLoc fasteners on the left.  They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it.  I've talked to people who just finished their Velocity, and a major complaint is that in the beginning, due to inspections or repairs, it is tedious to continuously remove and reinstall the cowl.  I would consider something like this a safety item.  I'm lazy, if I am going to have a hard time to get in and inspect something, I may defer it till later.
 
I spoke to them and examined the product at Sun n Fun.  Looks good.
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen
Sent: Wednesday, December 17, 2003 9:10 AM
To: reflector
Subject: REFLECTOR:Cowl fasteners
Before I install butterfly nuts for countersunk screws; has someone found a good cam-lock type fastener that only requires a 90 degree twist, that works well for our application? =F6 and looks good?
 
Al
 
 
Do you Yahoo!?
New Yahoo! Photos - easier uploading and sharing

--============_-1139993674==_ma============-- From reflector@tvbf.org Mon Dec 22 22:26:28 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Mon, 22 Dec 2003 17:26:28 -0500 Subject: REFLECTOR:Cowl fasteners In-Reply-To: References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> <000e01c3c800$35c58c40$38903c42@quiknet.com> <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> Message-ID: Can someone post the site for the fasteners again Jack From reflector@tvbf.org Tue Dec 23 02:34:03 2003 From: reflector@tvbf.org (KeithHallsten) Date: Mon, 22 Dec 2003 18:34:03 -0800 Subject: REFLECTOR:Cowl fasteners References: <20031217201456.56671.qmail@web41607.mail.yahoo.com> <000e01c3c800$35c58c40$38903c42@quiknet.com> <004d01c3c816$a58f1800$6401a8c0@pwcinternal.com> Message-ID: <001101c3c8fd$3ae0d4c0$38903c42@quiknet.com> Jack, Brian wrote: "I'm going with www.skybolt.com Look at the CLoc fasteners on the left. They are pricey at about $10 per fastener assembly, but I'm convinced they are worth it. . . . " ----- Original Message ----- From: "Jack Sheehan" To: Sent: Monday, December 22, 2003 2:26 PM Subject: Re: REFLECTOR:Cowl fasteners > Can someone post the site for the fasteners again > Jack > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Tue Dec 23 04:29:06 2003 From: reflector@tvbf.org (Brian Michalk) Date: Mon, 22 Dec 2003 22:29:06 -0600 Subject: REFLECTOR:Cowl fasteners In-Reply-To: <001101c3c8fd$3ae0d4c0$38903c42@quiknet.com> Message-ID: I called SkyBolt today, but they were closed. I'll see if they'll give us a discount on a group buy. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of KeithHallsten > Sent: Monday, December 22, 2003 8:34 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Cowl fasteners > > > Jack, > > Brian wrote: > "I'm going with www.skybolt.com > > Look at the CLoc fasteners on the left. They are pricey at about $10 per > fastener assembly, but I'm convinced they are worth it. . . . " > > > ----- Original Message ----- > From: "Jack Sheehan" > To: > Sent: Monday, December 22, 2003 2:26 PM > Subject: Re: REFLECTOR:Cowl fasteners > > > > Can someone post the site for the fasteners again > > Jack > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Tue Dec 23 15:16:39 2003 From: reflector@tvbf.org (Jim Agnew) Date: Tue, 23 Dec 2003 07:16:39 -0800 (PST) Subject: REFLECTOR:Cowl fasteners In-Reply-To: Message-ID: <20031223151639.53090.qmail@web41313.mail.yahoo.com> Remember that these fasteners can only be used with overlapping lift off seams since they are captive and stick out. This prevents use on slide in seams like the fuselage to cowl joint. Jim --- Brian Michalk wrote: > I called SkyBolt today, but they were closed. I'll see > if they'll give us a > discount on a group buy. > > Brian Michalk > Life is what you make of it ... never wish you had done > something. > Aviator, experimental aircraft builder, motorcyclist, > SCUBA diver > musician, home-brewer, entrepreneur and barely single > > > > -----Original Message----- > > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On > > Behalf Of KeithHallsten > > Sent: Monday, December 22, 2003 8:34 PM > > To: reflector@tvbf.org > > Subject: Re: REFLECTOR:Cowl fasteners > > > > > > Jack, > > > > Brian wrote: > > "I'm going with www.skybolt.com > > > > Look at the CLoc fasteners on the left. They are > pricey at about $10 per > > fastener assembly, but I'm convinced they are worth it. > . . . " > > > > > > ----- Original Message ----- > > From: "Jack Sheehan" > > To: > > Sent: Monday, December 22, 2003 2:26 PM > > Subject: Re: REFLECTOR:Cowl fasteners > > > > > > > Can someone post the site for the fasteners again > > > Jack > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! www.tvbf.org/gallery > > > user:pw = tvbf:jamaicangoose > > > Check new archives: www.tvbf.org/pipermail > > > Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > > > > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed & Flying From reflector@tvbf.org Tue Dec 23 16:36:43 2003 From: reflector@tvbf.org (Brian Michalk) Date: Tue, 23 Dec 2003 10:36:43 -0600 Subject: REFLECTOR:Cowl fasteners In-Reply-To: <20031223151639.53090.qmail@web41313.mail.yahoo.com> Message-ID: Wouldn't the captive part be mounted on the cowl? > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Jim Agnew > Sent: Tuesday, December 23, 2003 9:17 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Cowl fasteners > > > Remember that these fasteners can only be used with > overlapping lift off seams since they are captive and stick > out. This prevents use on slide in seams like the fuselage > to cowl joint. > > Jim > From reflector@tvbf.org Tue Dec 23 18:18:53 2003 From: reflector@tvbf.org (Brian Michalk) Date: Tue, 23 Dec 2003 12:18:53 -0600 Subject: REFLECTOR:Cowl fasteners In-Reply-To: Message-ID: Talking to myself.... http://www.skybolt.com/ph81.htm http://www.skybolt.com/PHOTOS%20LARGER%20IMAG/DSCN3482.JPG Aren't these installations very similar to our flange construction? > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Brian Michalk > Sent: Tuesday, December 23, 2003 10:37 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:Cowl fasteners > > > Wouldn't the captive part be mounted on the cowl? > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Jim Agnew > > Sent: Tuesday, December 23, 2003 9:17 AM > > To: reflector@tvbf.org > > Subject: RE: REFLECTOR:Cowl fasteners > > > > > > Remember that these fasteners can only be used with > > overlapping lift off seams since they are captive and stick > > out. This prevents use on slide in seams like the fuselage > > to cowl joint. > > > > Jim > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Tue Dec 23 18:54:29 2003 From: reflector@tvbf.org (KeithHallsten) Date: Tue, 23 Dec 2003 10:54:29 -0800 Subject: REFLECTOR:Craftmanship Message-ID: <001901c3c986$32515ee0$38903c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_0016_01C3C943.23A7D7E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here's a post by Bob Nuckolls on the subject of making decisions in = component selection that's applicable to a lot of areas of building our = Velocities. Food for thought! Time: 10:04:04 AM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Choices, choices, choices . . . --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" = From time to time, a builder writes to ask, "I got a really good deal = on this kind of wire, can I use it to wire up my whizzy-giget?" Or, "Why = should I go out an buy this $high$ connector that takes a special tool = when this $low$ connector does the same job and installs with a = soldering iron?" I've been pondering this situation for the past several = days. Indulge me please while I share some past experiences: When I was in the 4th or 5th grade, I shared an interest in model = aircraft construction with a cousin about 5 years my senior. He worked = in a hobby shop and I think took much of his compensation in store = stock. His models were all beautifully crafted and flew well. I recall a = conversation about glue. His personal choice was a product called = Ambroid while my personal preference was for a less expensive, faster = drying Testor's model cement. As I recall, Ambroid sold for perhaps three or four times the price of = Testors. It also took 12-18 hours to reach full strength. When you considered the cost of a kit, cost of engine, and hours to = assemble, and a quest of lowest cost of ownership (lots of = maintenance-free flying), the difference in $total$ for assembling with = Ambroid vs. Testors was insignificant. He also covered in silk while I = used tissue. I suspect there were additional differences in our choice = materials and techniques wherein I went the $low$ route . . . but in the = final analysis made little difference in the total cost of our = respective projects. Perhaps it was a moot point in my case; cousin Calvin's models usually = lived to fly many a mission while my own were not so fortunate. Had any = of his models survived to the present time, it's a certainty that they would be the = finest examples of model construction of that era. Would we build a model that way today? Epoxy wasn't around then. Nor = were any form of composite materials. You had to shrink coverings to = contour with multiple coats of finish, not with a hot iron. Radio = control was bang-bang, rudder only, at wide open throttle. Today it's = fully three-axis with trims accessory control channels + throttle. I open my seminars with a statement to the effect, "You folks are = building the finest airplanes to have ever flown." This always raises a = few eyebrows, "Wha-da-ya- mean? I don't know all that much about it." I can confidently reply, "Yes, and that's why. You participate on list = servers to tap the collective gray-matter of the OBAM aircraft = community. You are attending this seminar to achieve a higher level of = understanding. If you break something, it gets replaced. If a part doesn't work quite = right, you rebuild it as needed until it does. Unlike those new = graduates bucking rivets on an assembly line while dreaming about what = they're going to do after work that evening, YOU are paying attention to = achieving the very best the community knows how to do. I'll suggest there is more VALUE in a nicely built RV [or Velocity] than = ANY spam can irrespective of how nice the paint looks or what = electro-whizzies are bolted to the panel. Finally, no two OBAM aircraft = are built exactly the same way. Certified airplanes are literally = carved into regulatory stone of conformance, your airplane can freely = evolve. OBAM aircraft are by definition at the leading edge of = performance and value in aviation." Remember the Jimmy Stewart movie "Flight of the Phoenix"? The folks = trying to assemble a man-rated, flying aircraft from a pile of salvage = were not pleased to discover that their "designer's" previous experience = was limited to building flying models. It took some time for folks to = understand that basic principles of structures and flight were = interchangeable between the worlds of miniature and full-scale. I suggest that after you've purchased kit, engine, propeller, brakes, = and a panel full of whippy radios and instruments, the impact on total = cost for the-best-we-know-how-to-do versus materials or tools you = discovered at a garage sale or hardware store is trivial. My experience at workbench of cousin Calvin stands out my memory as a = benchmark of Calvin's superior sense craftsmanship. He chose to build = in a manner that represented the very best the model building community = knew how to do. To be sure, few OBAM aircraft builders are going to be using today's = techniques and technologies 20 years from now . . . May I suggest we = should be wary of tools, techniques and materials popularly used 20 = years ago? May I further suggest that it's not so much a question of = "will it work" as "will it be something you'll look back on 20 years from now as the best we = knew how to do today?" Dee and I offer our best wishes for you and yours for the upcoming = holidays. We're looking forward to meeting many of you in what promises = to be a busy seminar schedule for next year. It's always enjoyable and = gratifying to work with folks building the finest airplanes to have ever = flown. Bob . . . ------=_NextPart_000_0016_01C3C943.23A7D7E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Here's a post by Bob Nuckolls on the = subject of=20 making decisions in component selection that's applicable to a lot of = areas of=20 building our Velocities.  Food for thought!
 
Time: 10:04:04 AM PST US
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subj= ect:=20 AeroElectric-List: Choices, choices, choices . . .

-->=20 AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>

=  From=20 time to time, a builder writes to ask, "I got a really good deal on this = kind of=20 wire, can I use it to wire up my whizzy-giget?" Or, "Why should I go out = an buy=20 this $high$ connector that takes a special tool when this $low$ = connector does=20 the same job and installs with a soldering iron?" I've been pondering = this=20 situation for the past several days. Indulge me please while I share = some past=20 experiences:

When I was in the 4th or 5th grade, I shared an = interest in=20 model aircraft construction with a cousin about 5 years my senior. He = worked in=20 a hobby shop and I think took much of his compensation in store stock. = His=20 models were all beautifully crafted and flew well. I recall a = conversation about=20 glue. His personal choice was a product called Ambroid while my personal = preference was for a less expensive, faster drying Testor's model = cement.
As=20 I recall, Ambroid sold for perhaps three or four times the price of = Testors. It=20 also took 12-18 hours to reach full strength.

When you considered = the=20 cost of a kit, cost of engine, and hours to assemble, and a quest of = lowest cost=20 of ownership (lots of maintenance-free flying), the difference in = $total$ for=20 assembling with Ambroid vs. Testors was insignificant. He also covered = in silk=20 while I used tissue. I suspect there were additional differences in our = choice=20 materials and techniques wherein I went the $low$ route . . . but in the = final=20 analysis made little difference in the total cost of our=20 respective
projects.

Perhaps it was a moot point in my case; = cousin=20 Calvin's models usually lived to fly many a mission while my own were = not so=20 fortunate. Had any of his models
survived to the present time, it's a = certainty that they would be the finest examples of model construction = of that=20 era.

Would we build a model that way today? Epoxy wasn't around = then. Nor=20 were any form of composite materials.  You had to shrink coverings = to=20 contour with multiple coats of finish, not with a hot iron. Radio = control was=20 bang-bang, rudder only, at wide open throttle.  Today it's fully = three-axis=20 with trims accessory
control channels + throttle.

I open my = seminars=20 with a statement to the effect, "You folks are building the finest = airplanes to=20 have ever flown." This always raises a few eyebrows, = "Wha-da-ya-
mean? I=20 don't know all that much about it."

I can confidently reply, = "Yes, and=20 that's why. You participate on list servers to tap the collective = gray-matter of=20 the OBAM aircraft community. You are attending this seminar to achieve a = higher=20 level of understanding.

If you break something, it gets = replaced. =20 If a part doesn't work quite right, you rebuild it as needed until it = does.=20 Unlike those new graduates bucking rivets on an assembly line while = dreaming=20 about what they're going to do after work that evening, YOU are paying = attention=20 to achieving the very best the community knows how to do.

I'll = suggest=20 there is more VALUE in a nicely built RV [or Velocity] than ANY spam can = irrespective of how nice the paint looks or what electro-whizzies are = bolted to=20 the panel.  Finally, no two OBAM aircraft are built exactly the = same=20 way.  Certified airplanes are literally carved into regulatory = stone of=20 conformance, your airplane can freely evolve. OBAM aircraft are by = definition at=20 the leading edge of performance and value in aviation."

Remember = the=20 Jimmy Stewart movie "Flight of the Phoenix"?  The folks trying to = assemble=20 a man-rated, flying aircraft from a pile of salvage were not pleased to = discover=20 that their "designer's" previous experience was limited to building = flying=20 models.  It took some time for folks to understand that basic = principles of=20 structures and flight were interchangeable between the worlds of = miniature and=20 full-scale.

I suggest that after you've purchased kit, engine, = propeller,=20 brakes, and a panel full of whippy radios and instruments, the impact on = total=20 cost for the-best-we-know-how-to-do versus materials or tools you = discovered at=20 a garage sale or hardware store is trivial.

My experience at = workbench of=20 cousin Calvin stands out my memory as a benchmark of Calvin's superior = sense=20 craftsmanship.  He chose to build in a manner that represented the = very=20 best the model building community knew how to do.

To be sure, few = OBAM=20 aircraft builders are going to be using today's techniques and = technologies 20=20 years from now . . . May I suggest we should be wary of tools, = techniques and=20 materials popularly used 20 years ago?  May I further suggest that = it's not=20 so much a question of "will it work" as "will
it be something = you'll=20 look back on 20 years from now as the best we knew how to do = today?"

Dee=20 and I offer our best wishes for you and yours for the upcoming = holidays. =20 We're looking forward to meeting many of you in what promises to be a = busy=20 seminar schedule for next year. It's always enjoyable and gratifying to = work=20 with folks building the finest airplanes to have ever=20 flown.

     Bob . . .
------=_NextPart_000_0016_01C3C943.23A7D7E0-- From reflector@tvbf.org Tue Dec 23 19:12:57 2003 From: reflector@tvbf.org (KeithHallsten) Date: Tue, 23 Dec 2003 11:12:57 -0800 Subject: REFLECTOR:Cowl fasteners References: Message-ID: <002801c3c988$c6f9c9e0$38903c42@quiknet.com> Yes, some of them are - but the pins that go into those sockets on the flange stick out of the back of the outer piece of the cowl, so you have to be able to approach the flange with the outer cowl directly, not with a sliding approach. At the connection to the fuselage near the firewall, this is not the case. ----- Original Message ----- From: "Brian Michalk" To: Sent: Tuesday, December 23, 2003 10:18 AM Subject: RE: REFLECTOR:Cowl fasteners > Talking to myself.... > http://www.skybolt.com/ph81.htm > http://www.skybolt.com/PHOTOS%20LARGER%20IMAG/DSCN3482.JPG > > Aren't these installations very similar to our flange construction? > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Brian Michalk > > Sent: Tuesday, December 23, 2003 10:37 AM > > To: reflector@tvbf.org > > Subject: RE: REFLECTOR:Cowl fasteners > > > > > > Wouldn't the captive part be mounted on the cowl? > > > > > -----Original Message----- > > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > > Behalf Of Jim Agnew > > > Sent: Tuesday, December 23, 2003 9:17 AM > > > To: reflector@tvbf.org > > > Subject: RE: REFLECTOR:Cowl fasteners > > > > > > > > > Remember that these fasteners can only be used with > > > overlapping lift off seams since they are captive and stick > > > out. This prevents use on slide in seams like the fuselage > > > to cowl joint. > > > > > > Jim > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! www.tvbf.org/gallery > > user:pw = tvbf:jamaicangoose > > Check new archives: www.tvbf.org/pipermail > > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > From reflector@tvbf.org Wed Dec 24 03:43:26 2003 From: reflector@tvbf.org (Donald Royer) Date: Tue, 23 Dec 2003 20:43:26 -0700 Subject: REFLECTOR:Cowl Fasteners Message-ID: <410-220031232434326670@earthlink.net> ------=_NextPart_84815C5ABAF209EF376268C8 Content-type: text/plain; charset=US-ASCII I have just now gotten around to looking at the thread on cowl fasteners.. These are the fasteners that I have been living with for years on my Mooney. I would not think of using them on my Velocity.They are not secure enough.. A regular item on the Mooney's annual is replacing the two or three CamLocs that have departed during the year. This is no big deal on the Mooney, but it would be a big deal on the Velocity. They might be OK for a while, but when they get a little worn or loose they will occasionally pop open of their own accord. Especially when they get a little bent or misaligned it is sometimes difficult to give them a full 90 degree twist to seat them properly, and if they are not seated properly they will work loose. I have used plain screws on my cowl. They are more trouble to get on and off, but they are much more secure. Donald Royer ------=_NextPart_84815C5ABAF209EF376268C8 Content-Type: text/html; charset=US-ASCII

I have just now gotten around to looking at the thread on cowl fasteners.. These are the fasteners that I have been living with for years on my Mooney. I would not think of using them on my Velocity.They are not secure enough.. A regular item on the Mooney's annual is replacing the two or three CamLocs that have departed during the year. This is no big deal on the Mooney, but it would be a big deal on the Velocity.
They might be OK for a while, but when they get a little worn or loose they will occasionally pop open of their own accord. Especially when they get a little bent or misaligned it is sometimes difficult to give them a full 90 degree twist to seat them properly, and if they are not seated properly they will work loose.
 
I have used plain screws on my cowl. They are more trouble to get on and off, but they are much more secure.
 
Donald Royer
 
 

------=_NextPart_84815C5ABAF209EF376268C8-- From reflector@tvbf.org Wed Dec 24 05:24:04 2003 From: reflector@tvbf.org (steve korney) Date: Wed, 24 Dec 2003 05:24:04 +0000 Subject: REFLECTOR:Looks like a Velocity ...No Canard Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_fbc_1690_3cce Content-Type: text/plain; format=flowed This article was written 60 years ago, It show how long the design has been around. PROPOSAL FOR A GOODYEAR RACER By Don S. Mitchell -------------------------------------------------------------------------------- (NOTE: This was a paper written by Don Mitchell (year unknown) and provided to TWITT by Richard Avalon of U.S. Pacific, a distributor of Mitchell B-10 and U-2 plans. It is a unique perspective on how Don thought about the use of flying wings. For those interested in more on Mitchell designs, you can contact Richard at: mitchellwing@earthlink.net or on the web: home.earthlink.net/~mitchellwing/. Also see his mini-autobiography.) -------------------------------------------------------------------------------- DON MITCHELL SHORT BIO Don Mitchell is a veteran of the aviation industry, thoroughly trained and schooled in engineering and construction. He has co-designed and built four of the outstanding sailplanes and power gliders in the country. He has gone through the “N.C.” procedure for approved type certificate for aircraft on seven occasions and knows the workings of the Civil Aeronautics Administration as well as many of the men in it. (ed. - This gives some idea of the time period.) Any references or additional information regarding Mr. Mitchell’s background are available upon request. INTRODUCTION The National Air Races held annually at Cleveland, Ohio are a thrilling air show a valuable source of aircraft improvement. In 1946, to encourage the design and development of light aircraft the Goodyear Tire & Rubber Company created and spon-sored the “Goodyear Trophy Race” as part of the National Air Races. This booklet is submitted in a sincere effort to obtain a sponsor and co-owner for the racer herein described. It is a project that vigorously breaks away from the exhausted conventional design. It is not, however, a flight of the im-agination, but rather one based on sound advanced aerodynamics with practical data proving this type of aircraft is without parallel. It is a project that not only will admirably perform its main purpose of winning races, but one that can be used as a nucleus for the design of cheap, safe, high performance light aircraft, military pilotless jet drones, target ships, and practical roadable airplanes. The reader will recognize within these covers the outline of a project that will have an immediate satisfaction and profit to the sponsor, designer, and to the aircraft industry as a whole. DSM SPECIFICATIONS Top Speed 245 M.P.H. Landing Speed 55 M.P.H. Engine Continental C-85 85 H.P. at 2570 R.P.M. Pusher Installation Span 18 feet Area 72 Sq. Feet Sweepback 40 Degrees Total length 9 Feet Nacelle height 43 Inches Weight empty 400 lbs. ** Ballast 100 lbs. ** Landing Gear Tandem (Two Goodyear tires and wheels- 5.00-5) Brake on rear wheel No dihedral. No wing twist. ** 500 lbs. minimum weight empty required for Goodyear Race. CONSTRUCTION MATERIAL: Sitka spruce spars and ribs. Three-ply plastic bonded mahogany plywood skin. Molded plastic bonded mahogany semi-monocoque pod (nacelle). Plexiglass bubble canopy. This airplane meets all of the regulations and requirements for the Goodyear Trophy Race. WHY THIS RACER? Because, . . . It is ultra modern and sensational in appearance; . . . It has sparkling, exciting performance; it has the ability to smash records; . . . It has eye appeal and fires the imagin-ation - qualities necessary for wide-spread and lasting publicity; . . . It has the “New Look” in aviation; . . . It has terrific potentialities besides racing; . . . It will be the first flying wing to compete in the National Air Races; . . . It has a basic control method destined to bring a new era to aviation. Winning races is the prime purpose of a racing airplane. THIS flying wing will do that -- and much more. It will bring instant publicity. Publicity poured out by papers, magazines, radio and newsreels; by articles elaborating on the future possibilities of the ship, its natural adaptability to civilian light planes, to military jet drones, to radio target ships, to roadable aircraft; by articles on the fantastic simplicity of the structure, on the safety and efficiency of the control method. The publicity will continue indefinitely because this racer stimulates and excites the imagination with its many wonderful possibilities. It will bring lasting fame and honor to the sponsor for having foresight and vision to back a ship years ahead in design. The conventional airplane has been developed to a remarkable degree in the past fifteen years, but, it has been apparent for some time now that any real advancement must come through a new overall design change; one that inherently embodies the characteristics of lower drag, less structural weight, higher strength, simpler construction, better blended design, and more compact form. THIS PROPOSED RACER HAS ALL OF THESE CHARACTERISTICS. They give to the ship more speed, acceleration, maneu-verability, safety and lower cost. Characteristics unobtainable at any price in conventional aircraft. The heart of this racer is the external control surfaces functioning as elevators and ailerons (ailevators). Only through the use of these ailevators can a compact, rugged, superbly blended design such as this be accomplished. Only through the use of ailevators can stability, safety, and controllability be accomplished in a flying wing without sacrificing any high speed advantages. The thin, swept, cantilever wing, small cross section nacelle, tandem landing gear, and advanced cooling arrangement of the Continental C-85 pusher engine installation gives this ship a clear forty five mile per hour high speed margin over the best racers built to date in the same class. The super compact design of the ship combined with the ailevator control makes for lightning and precision maneuverability. Visibility is excellent due to the bubble canopy and the absence of engine or bulky fuselage in front of the pilot. These are of the utmost importance in aircraft. The tandem landing gear, aside from being more streamlined, is safer in taking off or landing. The center of gravity is so low in relation to the ground contact points that nosing over is eliminated even when landing with the brakes set. A small skid midway out on the wing keeps the wing tip up off the ground in ground handling. The pusher engine installation has better streamlining and higher propeller efficiency. The engine is completely enclosed within the beautifully streamlined housing. Cooling air is taken in at the leading edge of the wing, forced around the four cylinders and ejected rearward through an annular slot at the propeller spinner. A blower is installed at the propeller end of the engine shaft for moving the air through the ducts. This installation reduces cooling drag by more than 50% over conventional methods. The air outlet, besides boosting propeller efficiency, helps to control the boundary layer over the aft part of the nacelle resulting in a marked reduction of the overall drag of the ship. THIS RACER WOULD BE THE FIRST FLYING WING TO PARTICIPATE IN ANY RACE IN THE U.S.A. This flying wing racer is not big EXCEPT IN PERFORMANCE total length being only about nine feet, span eighteen feet, and the height to top of nacelle a mere forty-three inches. This compactness is realized through making it a flying wing. Its safety and top performance realized through the use of the AILEVATORS for complete and exacting controls at low as well as high speeds. The detailed design and engineering have been meticulously worked out to a point where construction of the actual ship could be started immediately. Its spontaneous acceptance will bring a new, a safer, a more practical era to aviation. Will YOU be the sponsor? THE MITCHELL EXTERNAL “AILEVATOR” CONTROL METHOD FOR FLYING WINGS Why haven’t there been built commercial versions of flying wings? such as: ......................Lightplanes ......................Roadable Aircraft ......................Sailplanes ......................Executive Transports In the face of the many basic aerodynamic and structural advantages of flying wings we still find that commercial versions are not in existence. Here is the reason: All of the control methods used to date on flying wings are completely inadequate and incapable of meeting the requirements for safe precision control and stability at both high and low speeds. It has always been a simple problem to: .......1. Make flying wings controllable at low speeds (high angle of attack). .......2. Make flying wings controllable at high speeds (low angle of attack). But, it has not been possible to make the same flying wing safe and controllable at both high and low speeds. The Mitchell external “ailevators” solve this basic problem in a simple, straightforward, efficient, and direct manner, thereby removing all of the barriers standing in the way of practical civilian flying wings. Ailevators are external central surfaces much smaller in area than the main wing. They are located slightly below the trailing edge of the main wing and towards the tips. There is a passageway for free airflow between the leading edge of the surface and the trailing edge of the main wing. Ailevators are not a part of the main wing. They are independent surfaces located so that they favorably influence the airflow over the main wing. At high and medium speeds they cut down the drag on the main wing by smoothing out the airflow leaving the trailing edge. The external surfaces are used as ailerons and elevators, hence the word AILEVATORS. Wing tip stalling of conventional flying wings takes place when the ship attains a moderate angle of attack. When it occurs, elevator effectiveness is lost and, as a result, the ship is unstable and uncontrollable. Slots, twist (washout), or change in airfoil toward the tips do help this condition but do not conquer it, and in themselves present serious structural, aerodynamic, and production problems. EXTERNAL AILEVATORS PREVENT WING TIP STALLING AT ALL ANGLES OF ATTACK without the use of any of the complicated stall aids mentioned above. They do this partly by controlling the boundary layer over the wing due to the favorable airflow between the trailing edge of the wing and leading edge of the surface, and partly by lowering aerodynamically the angle of attack of the wing preceding the surface when the ship is brought up to medium and high angles of attack. The technical aspects of the control method are quite involved and will not be gone into at this time, however complete information on the control system is available. COST BREAKDOWN The money required for the construction of this shin must and would be kept to a minimum. Naturally the smaller the in-vestment the greater the profit in winning races. The major cost items are: 1. AIR FRAME.................................................................... $60.00 Mr. Mitchell has on hand all of the material for the air frame except a few pieces of plywood. He has pulleys, cables, rod ends, bolts, tubing and miscellaneous parts. 2. WHEELS, BRAKES, TIRES...............................................$50.00 For this racer these items can be obtained through the Goodyear Tire & Rubber Company at cost. 3. MOTOR, EXTENSION SHAFT.......................................$987.00 The Continental 85 h.p. engine lists for $787.00. It is not necessary, however, to use a new engine, and., if desired, a satisfactory reconditioned one may be obtained at considerably less cost. The extension shaft is a simple machine shop job and need not run over $200.00. 4. PROPELLERS...............................................................$800.00 The maximum performance of any ship is to a large extent determined by the choice of the propeller. This ship, being a pusher installation, cuts down on the choice of available propellers. However, the Sensinich Propeller Company has a wood pusher propeller design that would be satisfactory to start with. The cost of this propeller is $65.00 each. Several other propellers would have to be made and tried in flight to obtain the one for maximum performance. For this reason $800.00 is set aside for propellers. 5. PLEXIGLASS BUBBLE....................................................$50.00 The canopy is of simple design and could be molded by Mr. Mitchell or he could have it done at minimum cost through his personal connections with a leading aircraft plexiglass molding company. 6. LABOR - SHOP - MACHINERY.................................$3,300.00 This is a small ship and the room required for construction would be minimal. Best... Steve _________________________________________________________________ Working moms: Find helpful tips here on managing kids, home, work — and yourself. http://special.msn.com/msnbc/workingmom.armx ------=_NextPart_000_fbc_1690_3cce Content-Type: image/pjpeg; name="Goodyear3V.jpg" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="Goodyear3V.jpg" /9j/4AAQSkZJRgABAQAAAQABAAD/2wBDAAMCAgMCAgMDAwMEAwMEBQgFBQQE BQoHBwYIDAoMDAsKCwsNDhIQDQ4RDgsLEBYQERMUFRUVDA8XGBYUGBIUFRT/ 2wBDAQMEBAUEBQkFBQkUDQsNFBQUFBQUFBQUFBQUFBQUFBQUFBQUFBQUFBQU FBQUFBQUFBQUFBQUFBQUFBQUFBQUFBT/wAARCAFwAScDASIAAhEBAxEB/8QA HwAAAQUBAQEBAQEAAAAAAAAAAAECAwQFBgcICQoL/8QAtRAAAgEDAwIEAwUF BAQAAAF9AQIDAAQRBRIhMUEGE1FhByJxFDKBkaEII0KxwRVS0fAkM2JyggkK FhcYGRolJicoKSo0NTY3ODk6Q0RFRkdISUpTVFVWV1hZWmNkZWZnaGlqc3R1 dnd4eXqDhIWGh4iJipKTlJWWl5iZmqKjpKWmp6ipqrKztLW2t7i5usLDxMXG x8jJytLT1NXW19jZ2uHi4+Tl5ufo6erx8vP09fb3+Pn6/8QAHwEAAwEBAQEB AQEBAQAAAAAAAAECAwQFBgcICQoL/8QAtREAAgECBAQDBAcFBAQAAQJ3AAEC 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9OKAPinUv+CtPw70Vrdb/wAIeI4GuIlnjVZLRyUPQ8TcdOhqn/w+C+F54HhP xQW7cWuD/wCRq+xdW+EngbXmVtS8GeHtQZU8tTd6XBKQv90bkPHtVWP4H/Dm GERJ4A8LpEBjYujWwGPTGygD5h8Ff8FOdF+JN/JYeE/hV408SahGu9rTTEgn kCjqSFkOAPevUtK/aW8ea5biW0/Z78cxDkY1CeytSCPZ5s/jivZfDHgLwz4J Nx/wj3h3SdB+0Y87+zLGK28zHTdsUZx71u0AeID42/E2W1EsfwE1/dnBjl13 TkI/8i5qLS/jX8WtSkKt8AdUtABndP4ksF5z0617pRQB5I3xM+KIKlfgzOwI yQfEtlkH0pP+FnfFL/oi9x/4Utj/AI164OtLk0Af/9k= ------=_NextPart_000_fbc_1690_3cce-- From reflector@tvbf.org Wed Dec 24 05:38:27 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 24 Dec 2003 00:38:27 -0500 (EST) Subject: REFLECTOR:Gear Speed In-Reply-To: <410-220031232434326670@earthlink.net> References: <410-220031232434326670@earthlink.net> Message-ID: <.216.127.179.74.1072244307.squirrel@www.tnstaafl.net> I landed at CXP yesterday with my nose gear up. I tried for 1/2 an hour to get it to come down but it refused. Long story I will tell later when I'm a home. Nobody was hurt, me and my wife. Though she was shaken up quite a bit by the event. The plane handled it well. Its truly amazing how far the nose drops without a nose gear. A considerable amount of the nose was ground off, and of course the nose gear doors were trashed which were open. It ground off a couple inches of the speed brake as well though it still functions. My question is about gear extended speed. I'm going to have to fly home from Cason City, NV to Grants NM with the gear down. About a 3.5 hour flight at normal speeds. I've installed a temporairy aluminum plate over the gaping hole where the geard doors and some of the surrounding fusalage usde to be. I've removed the main gear doors and taped the brake lines to the gear legs. I'm assuming the speed limit was done to keep the gear doors on and since i"m flying without them I can now go as fast as I can peddle. Anybody see anything wrong with that? I'd call the factory but I'm pretty sure they are closed for the holidays. Scott From reflector@tvbf.org Wed Dec 24 10:25:41 2003 From: reflector@tvbf.org (Scott Baker) Date: Wed, 24 Dec 2003 05:25:41 -0500 Subject: REFLECTOR:Gear Speed References: <410-220031232434326670@earthlink.net> <.216.127.179.74.1072244307.squirrel@www.tnstaafl.net> Message-ID: <001101c3ca08$4b7fed50$0200a8c0@DAD> With the main gear doors removed, and the front gear doors gone :-( proceed at normal power settings. The Vne for the fixed gear Velocity is 200 knots - and although the gear design is somewhat different between the RG and FG ... there is not a great deal of difference in strength. Be sure to tighten the shimmy dampener nut to specs (don't know if things got loose during the landing). If hydraulics were at fault (and not fixed for the flight home), safety wire the main gear and nose gear overcenter mechanisms into the down and locked positions, and pull the gear pump circuit breaker. If hydraulics are working, disregard this suggestion. Terrible Christmas present! Glad everyone is okay! Scott B. ----- Original Message ----- From: To: Sent: Wednesday, December 24, 2003 12:38 AM Subject: REFLECTOR:Gear Speed > I landed at CXP yesterday with my nose gear up. I tried for 1/2 an hour > to get it to come down but it refused. Long story I will tell later when > I'm a home. > > Nobody was hurt, me and my wife. Though she was shaken up quite a bit by > the event. > > The plane handled it well. Its truly amazing how far the nose drops > without a nose gear. A considerable amount of the nose was ground off, and > of course the nose gear doors were trashed which were open. It ground off > a couple inches of the speed brake as well though it still functions. > > My question is about gear extended speed. I'm going to have to fly home > from Cason City, NV to Grants NM with the gear down. About a 3.5 hour > flight at normal speeds. > > I've installed a temporairy aluminum plate over the gaping hole where the > geard doors and some of the surrounding fusalage usde to be. I've removed > the main gear doors and taped the brake lines to the gear legs. > > I'm assuming the speed limit was done to keep the gear doors on and since > i"m flying without them I can now go as fast as I can peddle. > > Anybody see anything wrong with that? I'd call the factory but I'm pretty > sure they are closed for the holidays. > > Scott > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 24 14:07:01 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Wed, 24 Dec 2003 09:07:01 -0500 Subject: REFLECTOR:Gear Speed Message-ID: Scott, If I understood your description, you were going to leave the mains down as well as the (now fixed) nose gear down? As you noted, there's not much hardware left to blow off the front so why don't you retract the mains and have at it. At some point, the nose gear may impart nose down drag but it can probably be overcome with some elevator trim and maybe a little encouragement on the stick. When you figure out the cause (if you haven't already), how about sharing? Be assured, we're not celebrating in your misfortune but I would hope you wouldn't begrudge the rest of us an opportunity to learn from it. Have a safe, if somewhat slower flight home for Christmas. When you put it back together, it'll be an ideal opportunity to make all those little improvements you've been thinking about. End product; better, faster, prettier! Not all bad. Despite all this, have a good holiday. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of scott@tnstaafl.net Sent: Wednesday, December 24, 2003 12:38 AM To: reflector@tvbf.org Subject: REFLECTOR:Gear Speed I landed at CXP yesterday with my nose gear up. I tried for 1/2 an hour to get it to come down but it refused. Long story I will tell later when I'm a home. Nobody was hurt, me and my wife. Though she was shaken up quite a bit by the event. The plane handled it well. Its truly amazing how far the nose drops without a nose gear. A considerable amount of the nose was ground off, and of course the nose gear doors were trashed which were open. It ground off a couple inches of the speed brake as well though it still functions. My question is about gear extended speed. I'm going to have to fly home from Cason City, NV to Grants NM with the gear down. About a 3.5 hour flight at normal speeds. I've installed a temporairy aluminum plate over the gaping hole where the geard doors and some of the surrounding fusalage usde to be. I've removed the main gear doors and taped the brake lines to the gear legs. I'm assuming the speed limit was done to keep the gear doors on and since i"m flying without them I can now go as fast as I can peddle. Anybody see anything wrong with that? I'd call the factory but I'm pretty sure they are closed for the holidays. Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Wed Dec 24 15:08:43 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 24 Dec 2003 09:08:43 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: References: Message-ID: <3FE9ABFB.4010907@bluefrog.com> Scott, Welcome to the club. I did the same thing 6 months ago. Clearly the emergency gear down procedure is flawed and finding a fix is on my long list of to-dos. Even if the hydraulics are working, I caution against retracting. I tried it and there was a deafening resonating noise in the cabin and I understand this indicates a dangerous air flow situation that can destroy the prop. Since you have added the aluminum plate, perhaps you won't have this problem, but of course you can't retract. It will fly ok without the plate at 130 kias with gear down. John Chuck Jensen wrote: >Scott, > >If I understood your description, you were going to leave the mains down as >well as the (now fixed) nose gear down? As you noted, there's not much >hardware left to blow off the front so why don't you retract the mains and >have at it. At some point, the nose gear may impart nose down drag but it >can probably be overcome with some elevator trim and maybe a little >encouragement on the stick. > >When you figure out the cause (if you haven't already), how about sharing? >Be assured, we're not celebrating in your misfortune but I would hope you >wouldn't begrudge the rest of us an opportunity to learn from it. > >Have a safe, if somewhat slower flight home for Christmas. When you put it >back together, it'll be an ideal opportunity to make all those little >improvements you've been thinking about. End product; better, faster, >prettier! Not all bad. > >Despite all this, have a good holiday. > >Chuck Jensen > > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >Behalf Of scott@tnstaafl.net >Sent: Wednesday, December 24, 2003 12:38 AM >To: reflector@tvbf.org >Subject: REFLECTOR:Gear Speed > > >I landed at CXP yesterday with my nose gear up. I tried for 1/2 an hour >to get it to come down but it refused. Long story I will tell later when >I'm a home. > >Nobody was hurt, me and my wife. Though she was shaken up quite a bit by >the event. > >The plane handled it well. Its truly amazing how far the nose drops >without a nose gear. A considerable amount of the nose was ground off, and >of course the nose gear doors were trashed which were open. It ground off >a couple inches of the speed brake as well though it still functions. > >My question is about gear extended speed. I'm going to have to fly home >from Cason City, NV to Grants NM with the gear down. About a 3.5 hour >flight at normal speeds. > >I've installed a temporairy aluminum plate over the gaping hole where the >geard doors and some of the surrounding fusalage usde to be. I've removed >the main gear doors and taped the brake lines to the gear legs. > >I'm assuming the speed limit was done to keep the gear doors on and since >i"m flying without them I can now go as fast as I can peddle. > >Anybody see anything wrong with that? I'd call the factory but I'm pretty >sure they are closed for the holidays. > >Scott >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html >_______________________________________________ >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > From reflector@tvbf.org Wed Dec 24 17:02:08 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 24 Dec 2003 12:02:08 -0500 (EST) Subject: REFLECTOR:Gear Speed In-Reply-To: <001101c3ca08$4b7fed50$0200a8c0@DAD> References: <410-220031232434326670@earthlink.net> <.216.127.179.74.1072244307.squirrel@www.tnstaafl.net> <001101c3ca08$4b7fed50$0200a8c0@DAD> Message-ID: <.216.127.179.13.1072285328.squirrel@www.tnstaafl.net> OK, I thought the doors were the limiting factor on gear extension speed. The hydraulics are working fine. After landing I took the nose access door off, lifted the nose up, gave the tire a wack and it came right down. I taxied off the runway with the fire truck leading the way. I'll leave the hydraulics powered on, but I'll tape the switch in the down poisition just to be sure my gear up automatic procedure after takeoff doesn't cause me to try that with the alumimum plate where the geard doors used to be. After sifting through the parts I think I figured out what happened. The nose gear got caught on the top edge of one of the main gear guide bars inside the nose. I had always thought the gear came up way to high, the bottom of the casting just 1/2 to 1/4 from the top of the bars. I think the stop on the nose gear hydraulic ram is to short. Some how the nose gear was at teh right angle and a bump in flight allowed it to flex upward enough to catch the edge. There was a large dent on the top of one of the bars from teh hydraulic pressure trying to pull the gear down. Once it got caught up there it twisted slightly and the oposite corner caught on one of the finse of the oil cooler which has a small shiney spot and black aluminum dust wher it was wearing on the nose casting. I will put a longer stop bushing on the nose gear ram to lower the spot the gear comes to when retracted to insure it can't get up there anymore. I'd fly with the gear up and the front doord gone but the guide bars were broken/ground off during the landing so its not safe t retract the nose gear until I do some extensive rebuilding. It was a stressfull experiance but also kind of a non event. I'm glad I was in a Velocity for this kind of accident. No FAA involvment as far as I know. I wonder can I stil buy gear doors for the Standard RG? Both of mine are pretty wasted. Merry Christmass to all, Scott > With the main gear doors removed, and the front gear doors gone :-( > proceed > at normal power settings. > The Vne for the fixed gear Velocity is 200 knots - and although the gear > design is somewhat different between the RG and FG ... there is not a > great > deal of difference in strength. Be sure to tighten the shimmy dampener > nut > to specs (don't know if things got loose during the landing). If > hydraulics > were at fault (and not fixed for the flight home), safety wire the main > gear > and nose gear overcenter mechanisms into the down and locked positions, > and > pull the gear pump circuit breaker. If hydraulics are working, disregard > this suggestion. > Terrible Christmas present! > Glad everyone is okay! > Scott B. > > ----- Original Message ----- > From: > To: > Sent: Wednesday, December 24, 2003 12:38 AM > Subject: REFLECTOR:Gear Speed > > >> I landed at CXP yesterday with my nose gear up. I tried for 1/2 an hour >> to get it to come down but it refused. Long story I will tell later when >> I'm a home. >> >> Nobody was hurt, me and my wife. Though she was shaken up quite a bit >> by >> the event. >> >> The plane handled it well. Its truly amazing how far the nose drops >> without a nose gear. A considerable amount of the nose was ground off, >> and >> of course the nose gear doors were trashed which were open. It ground >> off >> a couple inches of the speed brake as well though it still functions. >> >> My question is about gear extended speed. I'm going to have to fly home >> from Cason City, NV to Grants NM with the gear down. About a 3.5 hour >> flight at normal speeds. >> >> I've installed a temporairy aluminum plate over the gaping hole where >> the >> geard doors and some of the surrounding fusalage usde to be. I've >> removed >> the main gear doors and taped the brake lines to the gear legs. >> >> I'm assuming the speed limit was done to keep the gear doors on and >> since >> i"m flying without them I can now go as fast as I can peddle. >> >> Anybody see anything wrong with that? I'd call the factory but I'm >> pretty >> sure they are closed for the holidays. >> >> Scott >> _______________________________________________ >> To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! www.tvbf.org/gallery >> user:pw = tvbf:jamaicangoose >> Check new archives: www.tvbf.org/pipermail >> Check old archives: http://www.tvbf.org/archives/velocity/maillist.html >> > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Wed Dec 24 18:40:02 2003 From: reflector@tvbf.org (Scott Baker) Date: Wed, 24 Dec 2003 13:40:02 -0500 Subject: REFLECTOR:Gear Speed References: <3FE9ABFB.4010907@bluefrog.com> Message-ID: <001301c3ca4d$5ac79e30$0200a8c0@DAD> John, What have you found wrong with the emergency gear-extension procedure? Scott B. ----- Original Message ----- From: "John Dibble" To: Sent: Wednesday, December 24, 2003 10:08 AM Subject: Re: REFLECTOR:Gear Speed > Scott, > Welcome to the club. I did the same thing 6 months ago. Clearly the > emergency gear down procedure is flawed and finding a fix is on my long > list of to-dos. From reflector@tvbf.org Wed Dec 24 16:50:19 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 24 Dec 2003 08:50:19 -0800 Subject: REFLECTOR:Gear Speed In-Reply-To: Message-ID: <5.2.0.9.2.20031224083920.042361e0@mail.adelphia.net> At 09:07 AM 12/24/03 -0500, you wrote: >Scott, > >If I understood your description, you were going to leave the mains down as >well as the (now fixed) nose gear down? As you noted, there's not much >hardware left to blow off the front so why don't you retract the mains and >have at it. At some point, the nose gear may impart nose down drag but it >can probably be overcome with some elevator trim and maybe a little >encouragement on the stick. Having the nose gear down but not the mains will tend to destabilize an airplane around the yaw axis. It may not be a factor with the Velocity, but it's something to think about, especially if you're toward the rear of the CG envelope. From reflector@tvbf.org Wed Dec 24 19:02:36 2003 From: reflector@tvbf.org (Robin Ream) Date: Wed, 24 Dec 2003 13:02:36 -0600 Subject: REFLECTOR:trying to locate Rob Johnson Message-ID: <000c01c3ca50$7f85dea0$6400a8c0@robin> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C3CA1E.33C62880 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Hello guys, Does anyone know how to contact Rob Johnson? His old email address = and web links don't respond anymore. - Thanks. Robin ------=_NextPart_000_0009_01C3CA1E.33C62880 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Hello guys,
 
    Does anyone know how to contact Rob = Johnson?  His=20 old email address and web links don't respond anymore.  - =20 Thanks.
 
Robin
------=_NextPart_000_0009_01C3CA1E.33C62880-- From reflector@tvbf.org Wed Dec 24 19:14:02 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 24 Dec 2003 14:14:02 -0500 Subject: REFLECTOR:trying to locate Rob Johnson References: <000c01c3ca50$7f85dea0$6400a8c0@robin> Message-ID: <003101c3ca52$180c63a0$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_002E_01C3CA28.2ECA0540 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Merry Christmas! Rob has been on the Reflector in the past few days. It was signed = RJohn15183@aol.com=20 Ronnie ----- Original Message -----=20 From: Robin Ream=20 To: REFLECTOR=20 Sent: Wednesday, December 24, 2003 2:02 PM Subject: REFLECTOR:trying to locate Rob Johnson Hello guys, Does anyone know how to contact Rob Johnson? His old email = address and web links don't respond anymore. - Thanks. Robin ------=_NextPart_000_002E_01C3CA28.2ECA0540 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Merry Christmas!
 
Rob has been on the Reflector in the past few = days.  It=20 was signed RJohn15183@aol.com 
 
Ronnie
----- Original Message -----
From:=20 Robin=20 Ream
Sent: Wednesday, December 24, = 2003 2:02=20 PM
Subject: REFLECTOR:trying to = locate Rob=20 Johnson

Hello guys,
 
    Does anyone know how to contact Rob = Johnson?  His=20 old email address and web links don't respond anymore.  - =20 Thanks.
 
Robin
------=_NextPart_000_002E_01C3CA28.2ECA0540-- From reflector@tvbf.org Wed Dec 24 20:28:03 2003 From: reflector@tvbf.org (Dennis Martin) Date: Wed, 24 Dec 2003 13:28:03 -0700 Subject: REFLECTOR:Looks like a Velocity ...No Canard In-Reply-To: References: Message-ID: Great minds often share similar visions. Thanks for sharing, Dennis Martin >This article was written 60 years ago, It show how long the design >has been around. > > > >PROPOSAL FOR A GOODYEAR RACER >By Don S. Mitchell > > >-------------------------------------------------------------------------------- From reflector@tvbf.org Wed Dec 24 21:42:39 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 24 Dec 2003 16:42:39 EST Subject: REFLECTOR:Gear Speed Message-ID: <1e8.1604712f.2d1b624f@aol.com> -------------------------------1072302158 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hi Scott Sorry to hear about your nose gear problem. We have two Velocities here at Dayton (A34). only 10 miles from Carson. We had an unplanned gear extension at 200Kts With no damage to the gear doors. My normal extend speed we use is 120Kts. Call me if I can Help Mack Murphree (775)2469364 -------------------------------1072302158 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hi Scott
Sorry to hear about your nose gear problem. W= e have two Velocities here at Dayton (A34).
only 10 miles from Carson.
We had an unplanned gear extension at 200Kts With no damage to the gear= doors. My normal extend speed we use is 120Kts.
Call me if I can Help
Mack Murphree (775)2469364
-------------------------------1072302158-- From reflector@tvbf.org Thu Dec 25 00:10:03 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 24 Dec 2003 18:10:03 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: <001301c3ca4d$5ac79e30$0200a8c0@DAD> References: <3FE9ABFB.4010907@bluefrog.com> <001301c3ca4d$5ac79e30$0200a8c0@DAD> Message-ID: <3FEA2ADB.5040800@bluefrog.com> This is a multi-part message in MIME format. --------------010208030803090903060401 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Scott, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). John Scott Baker wrote: >John, >What have you found wrong with the emergency gear-extension procedure? >Scott B. > > >----- Original Message ----- >From: "John Dibble" >To: >Sent: Wednesday, December 24, 2003 10:08 AM >Subject: Re: REFLECTOR:Gear Speed > > > > >>Scott, >>Welcome to the club. I did the same thing 6 months ago. Clearly the >>emergency gear down procedure is flawed and finding a fix is on my long >>list of to-dos. >> >> > >_______________________________________________ >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > --------------010208030803090903060401 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Scott,
On the ground (up on blocks) it works fine.  In the air when I had a dead battery, I was unable to get the nose down and locked.  My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying.  I plan to see if I can duplicate this condition on the ground.  Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure).

John

Scott Baker wrote:
John,
What have you found wrong with the emergency gear-extension procedure?  
Scott B.


----- Original Message ----- 
From: "John Dibble" <aminetech@bluefrog.com>
To: <reflector@tvbf.org>
Sent: Wednesday, December 24, 2003 10:08 AM
Subject: Re: REFLECTOR:Gear Speed


  
Scott,
Welcome to the club.  I did the same thing 6 months ago.  Clearly the 
emergency gear down procedure is flawed and finding a fix is on my long 
list of to-dos.  
    

_______________________________________________
To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector

Visit the gallery!  www.tvbf.org/gallery
user:pw = tvbf:jamaicangoose
Check new archives: www.tvbf.org/pipermail
Check old archives: http://www.tvbf.org/archives/velocity/maillist.html
--------------010208030803090903060401-- From reflector@tvbf.org Sat Dec 20 21:24:37 2003 From: reflector@tvbf.org (Kerry & Evelyn Woods) Date: Sat, 20 Dec 2003 15:24:37 -0600 Subject: REFLECTOR:Test References: <128.35bee67c.2cf0e355@aol.com> Message-ID: <000401c3ca81$89f01370$3a00ba3f@woods> This is a multi-part message in MIME format. ------=_NextPart_000_001D_01C3C70D.60FF1D20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Testing ------=_NextPart_000_001D_01C3C70D.60FF1D20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Testing
 
------=_NextPart_000_001D_01C3C70D.60FF1D20-- From reflector@tvbf.org Thu Dec 25 01:25:49 2003 From: reflector@tvbf.org (Dave Black) Date: Wed, 24 Dec 2003 20:25:49 -0500 Subject: REFLECTOR:Gear Speed References: <3FE9ABFB.4010907@bluefrog.com> <001301c3ca4d$5ac79e30$0200a8c0@DAD> <3FEA2ADB.5040800@bluefrog.com> Message-ID: <3FEA3C9E.B3361CE7@comcast.net> John, > On the ground (up on blocks) it works fine. In the air when I > had a dead battery, I was unable to get the nose down and > locked. My guess is that the door springs are not strong > enough to overcome the air pressure on the doors when flying. > I plan to see if I can duplicate this condition on the > ground. Until then I monitor my electrical system frequently > with the plan to lower my gear at the first sign of low > voltage (alternator failure). Just to clarify, we are dealing with two entirely different nose gear failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to prevent such a problem. This demonstrates how important it is that guides be tall enough to prevent any part of the nose wheel assembly getting stuck, even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd repeatedly extend and retract the gear in the hope the nose gear might become dislodged. But I'd also make preparation for a mains only landing. For the purpose of minimizing damage, CG should be shifted to the aft limit of the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension procedure. Your gear extended OK, but not to the point of being locked. In the past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end of its travel. They also act in concert with the overcenter linkage to hold the gear down. But without the hydraulics, the gear falls into position by gravity only, and the final kick must be given by the air strut. However, air loads could easily overcome the ability of a weak strut to push the linkage overcenter. Should this happen, a slow speed dive with abrupt pull-up could well give the gear the push it needs to go overcenter and lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down. Of course, it's better to change or at least check the air strut annually so you know it'll be able to push the linkage overcenter. It might be wise to test the manual dump procedure in the air periodically to ensure the air strut can still do its job. No matter how you slice it, that nose gear air strut is a weak link that has been the cause of many incidents. You may remember the discussions of keeping a special dowel in the cockpit to hold the linkage overcenter after manual extension. That's because if the air strut is a little weak, it alone may not be sufficient to keep the linkage overcenter during a landing. That same dowel be useful in pushing the linkage overcenter in a situation like yours. But the whole dowel idea is merely a Band-Aid for a deficiency in the gear extension system. The main gear used to have air struts as well, but after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear strut were replaced (or at least assisted) by a spring also. Dave Black Shortwing RG From reflector@tvbf.org Thu Dec 25 03:25:13 2003 From: reflector@tvbf.org (John Dibble) Date: Wed, 24 Dec 2003 21:25:13 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: <3FEA3C9E.B3361CE7@comcast.net> References: <3FE9ABFB.4010907@bluefrog.com> <001301c3ca4d$5ac79e30$0200a8c0@DAD> <3FEA2ADB.5040800@bluefrog.com> <3FEA3C9E.B3361CE7@comcast.net> Message-ID: <3FEA5899.7000604@bluefrog.com> This is a multi-part message in MIME format. --------------010302050306090201070105 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Dave, Thanks for your comments. Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all. Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure. Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all. I plan to test this idea on the ground. John Dave Black wrote: >John, > > > >>On the ground (up on blocks) it works fine. In the air when I >>had a dead battery, I was unable to get the nose down and >>locked. My guess is that the door springs are not strong >>enough to overcome the air pressure on the doors when flying. >>I plan to see if I can duplicate this condition on the >>ground. Until then I monitor my electrical system frequently >>with the plan to lower my gear at the first sign of low >>voltage (alternator failure). >> >> > >Just to clarify, we are dealing with two entirely different nose gear failure >modes here: > >1) Scott's gear got hung up on the top of the very guide intended to prevent >such a problem. This demonstrates how important it is that guides be tall >enough to prevent any part of the nose wheel assembly getting stuck, even if >the gear over retracts. Because once the nose gear is stuck in the UP >position, there's virtually no way to reliably get it down while in flight. >I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd >repeatedly extend and retract the gear in the hope the nose gear might become >dislodged. But I'd also make preparation for a mains only landing. For the >purpose of minimizing damage, CG should be shifted to the aft limit of the >envelope. This means your passenger should move to the back seat. > >2) Your problem was the failure of the free-fall gear extension procedure. >Your gear extended OK, but not to the point of being locked. In the past, this >has usually been traced to a loss of pressure in the air strut. When the >hydraulics are working, they PUSH the nose gear all the way to the end of its >travel. They also act in concert with the overcenter linkage to hold the gear >down. But without the hydraulics, the gear falls into position by gravity >only, and the final kick must be given by the air strut. > >However, air loads could easily overcome the ability of a weak strut to push >the linkage overcenter. Should this happen, a slow speed dive with abrupt >pull-up could well give the gear the push it needs to go overcenter and lock. >Once locked, I'd recommend switching the dump valve back to the normal >position so the hydraulics can help hold the nose gear down. > >Of course, it's better to change or at least check the air strut annually so >you know it'll be able to push the linkage overcenter. It might be wise to >test the manual dump procedure in the air periodically to ensure the air strut >can still do its job. > >No matter how you slice it, that nose gear air strut is a weak link that has >been the cause of many incidents. You may remember the discussions of keeping >a special dowel in the cockpit to hold the linkage overcenter after manual >extension. That's because if the air strut is a little weak, it alone may not >be sufficient to keep the linkage overcenter during a landing. That same dowel > be useful in pushing the linkage overcenter in a situation like yours. > >But the whole dowel idea is merely a Band-Aid for a deficiency in the gear >extension system. The main gear used to have air struts as well, but after a >series of main gear collapses the struts were replaced by springs and an >ingenious downlock system added. I'd be a lot happier if the nose gear strut >were replaced (or at least assisted) by a spring also. > >Dave Black >Shortwing RG > > > --------------010302050306090201070105 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Dave,
Thanks for your comments.  Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all.  Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure.  Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all.  I plan to test this idea on the ground.

John

Dave Black wrote:
John,

  
On the ground (up on blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to prevent
such a problem. This demonstrates how important it is that guides be tall
enough to prevent any part of the nose wheel assembly getting stuck, even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd
repeatedly extend and retract the gear in the hope the nose gear might become
dislodged. But I'd also make preparation for a mains only landing. For the
purpose of minimizing damage, CG should be shifted to the aft limit of the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension procedure.
Your gear extended OK, but not to the point of being locked. In the past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end of its
travel. They also act in concert with the overcenter linkage to hold the gear
down. But without the hydraulics, the gear falls into position by gravity
only, and the final kick must be given by the air strut. 

However, air loads could easily overcome the ability of a weak strut to push
the linkage overcenter. Should this happen, a slow speed dive with abrupt
pull-up could well give the gear the push it needs to go overcenter and lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down. 

Of course, it's better to change or at least check the air strut annually so
you know it'll be able to push the linkage overcenter. It might be wise to
test the manual dump procedure in the air periodically to ensure the air strut
can still do its job. 

No matter how you slice it, that nose gear air strut is a weak link that has
been the cause of many incidents. You may remember the discussions of keeping
a special dowel in the cockpit to hold the linkage overcenter after manual
extension. That's because if the air strut is a little weak, it alone may not
be sufficient to keep the linkage overcenter during a landing. That same dowel
<might> be useful in pushing the linkage overcenter in a situation like yours. 

But the whole dowel idea is merely a Band-Aid for a deficiency in the gear
extension system. The main gear used to have air struts as well, but after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear strut
were replaced (or at least assisted) by a spring also. 

Dave Black
Shortwing RG
--------------010302050306090201070105-- From reflector@tvbf.org Thu Dec 25 15:04:30 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Thu, 25 Dec 2003 10:04:30 -0500 Subject: REFLECTOR:Gear Speed Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3CAF8.6B8252D0 Content-Type: text/plain John, Not being able to see the nose down in flight is a very fixable thing. On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture. In flight, you can very easily tell when the nose gear is down, even if you can't make out details. There's also another mirror on a leading edge wing fence that serves the same purpose for the mains. I never bother looking at them unless my gear lights indicate some anomaly. Of course, if the mirror indicates the nose wheel is extended, the keel hole and stick are still necessary to ensure the nose gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign and fix. I don't have quantitative numbers but anecdotal evidence seems to indicate that the vast majority of the gear failures are associated with the nose unit. Granted, it usually results in minimal, or no, injury, but its hard on hardware and is a chronic problem. Hopefully, with some good analysis and solid engineering, a simple fix can be made to the nose gear so that it is as dependable as the mains seem to be. All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all. Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure. Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all. I plan to test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). Just to clarify, we are dealing with two entirely different nose gear failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to prevent such a problem. This demonstrates how important it is that guides be tall enough to prevent any part of the nose wheel assembly getting stuck, even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd repeatedly extend and retract the gear in the hope the nose gear might become dislodged. But I'd also make preparation for a mains only landing. For the purpose of minimizing damage, CG should be shifted to the aft limit of the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension procedure. Your gear extended OK, but not to the point of being locked. In the past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end of its travel. They also act in concert with the overcenter linkage to hold the gear down. But without the hydraulics, the gear falls into position by gravity only, and the final kick must be given by the air strut. However, air loads could easily overcome the ability of a weak strut to push the linkage overcenter. Should this happen, a slow speed dive with abrupt pull-up could well give the gear the push it needs to go overcenter and lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down. Of course, it's better to change or at least check the air strut annually so you know it'll be able to push the linkage overcenter. It might be wise to test the manual dump procedure in the air periodically to ensure the air strut can still do its job. No matter how you slice it, that nose gear air strut is a weak link that has been the cause of many incidents. You may remember the discussions of keeping a special dowel in the cockpit to hold the linkage overcenter after manual extension. That's because if the air strut is a little weak, it alone may not be sufficient to keep the linkage overcenter during a landing. That same dowel be useful in pushing the linkage overcenter in a situation like yours. But the whole dowel idea is merely a Band-Aid for a deficiency in the gear extension system. The main gear used to have air struts as well, but after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear strut were replaced (or at least assisted) by a spring also. Dave Black Shortwing RG ------_=_NextPart_001_01C3CAF8.6B8252D0 Content-Type: text/html
John,
 
Not being able to see the nose down in flight is a very fixable thing.  On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture.  In flight,  you can very easily tell when the nose gear is down, even if you can't make out details.  There's also another mirror on a leading edge wing fence that serves the same purpose for the mains.  I never bother looking at them unless my gear lights indicate some anomaly.  Of course, if the mirror indicates the nose wheel is extended, the keel hole and stick are still necessary to ensure the nose gear is overcenter and stays there.
 
I agree with Dave Black...its time this was treated to a redesign and fix.  I don't have quantitative numbers but anecdotal evidence seems to indicate that the vast majority of the gear failures are associated with the nose unit.  Granted, it usually results in minimal, or no, injury, but its hard on hardware and is a chronic problem.  Hopefully, with some good analysis and solid engineering, a simple fix can be made to the nose gear so that it is as dependable as the mains seem to be.  All if favor, say "YEA."

Chuck Jensen, in ETn, where its Christmas and life is good.

 

 

 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble
Sent: Wednesday, December 24, 2003 10:25 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Gear Speed

Dave,
Thanks for your comments.  Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all.  Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure.  Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all.  I plan to test this idea on the ground.

John

Dave Black wrote:
John,

  
On the ground (up on blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to prevent
such a problem. This demonstrates how important it is that guides be tall
enough to prevent any part of the nose wheel assembly getting stuck, even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd
repeatedly extend and retract the gear in the hope the nose gear might become
dislodged. But I'd also make preparation for a mains only landing. For the
purpose of minimizing damage, CG should be shifted to the aft limit of the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension procedure.
Your gear extended OK, but not to the point of being locked. In the past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end of its
travel. They also act in concert with the overcenter linkage to hold the gear
down. But without the hydraulics, the gear falls into position by gravity
only, and the final kick must be given by the air strut. 

However, air loads could easily overcome the ability of a weak strut to push
the linkage overcenter. Should this happen, a slow speed dive with abrupt
pull-up could well give the gear the push it needs to go overcenter and lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down. 

Of course, it's better to change or at least check the air strut annually so
you know it'll be able to push the linkage overcenter. It might be wise to
test the manual dump procedure in the air periodically to ensure the air strut
can still do its job. 

No matter how you slice it, that nose gear air strut is a weak link that has
been the cause of many incidents. You may remember the discussions of keeping
a special dowel in the cockpit to hold the linkage overcenter after manual
extension. That's because if the air strut is a little weak, it alone may not
be sufficient to keep the linkage overcenter during a landing. That same dowel
<might> be useful in pushing the linkage overcenter in a situation like yours. 

But the whole dowel idea is merely a Band-Aid for a deficiency in the gear
extension system. The main gear used to have air struts as well, but after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear strut
were replaced (or at least assisted) by a spring also. 

Dave Black
Shortwing RG
------_=_NextPart_001_01C3CAF8.6B8252D0-- From reflector@tvbf.org Thu Dec 25 15:58:09 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 25 Dec 2003 10:58:09 -0500 (EST) Subject: REFLECTOR:Gear Speed In-Reply-To: <1e8.1604712f.2d1b624f@aol.com> References: <1e8.1604712f.2d1b624f@aol.com> Message-ID: <.216.127.178.226.1072367889.squirrel@www.tnstaafl.net> Thanks Mack, I'm planning a test flight Friday to see how she fly's with the temporary repair job. If all goes well we're flying back to ABQ Fri or Sat, weather permitting. Scott > Hi Scott > Sorry to hear about your nose gear problem. We have two Velocities here at > Dayton (A34). > only 10 miles from Carson. > We had an unplanned gear extension at 200Kts With no damage to the gear > doors. My normal extend speed we use is 120Kts. > Call me if I can Help > Mack Murphree (775)2469364 > From reflector@tvbf.org Thu Dec 25 16:44:55 2003 From: reflector@tvbf.org (Scott Baker) Date: Thu, 25 Dec 2003 11:44:55 -0500 Subject: REFLECTOR:Gear Speed References: Message-ID: <000d01c3cb06$70e53e20$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C3CADC.848FAC50 Content-Type: multipart/alternative; boundary="----=_NextPart_001_000A_01C3CADC.84944030" ------=_NextPart_001_000A_01C3CADC.84944030 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. = The gas spring only comes into play when the hydraulic system has failed = (gear motor failure or hydraulic leak). The gas spring is designed to = give the nose gear that last little push to move the linkage into the = overcenter position. Gravity and air froces work to get the nose gear = 95% "there". That's not good enough, of course, for a landing - the = gear needs to be in it's overcenter position. The gas spring system = does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical causes = of the nose gear not coming down. Some have experienced problems with = the gear hanging up inside the nose compartment (the gas spring doesn't = come into play during this kind of situation). There are several things = that can lead to the gear hanging itself - most are eliminated by making = sure that the side guides are installed in such a way that the nose = casting doesn't get caught on something inside the nose gear = compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the = system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage (inside = the nose section), or on the underside of the aircraft / signifies a = leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing everyone = a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable thing. = On my Velo (a Prudhomme production), a small (about 2" dia) convex = mirror is positioned just outboard of the elevator on a thin molded = fixture. In flight, you can very easily tell when the nose gear is = down, even if you can't make out details. There's also another mirror = on a leading edge wing fence that serves the same purpose for the mains. = I never bother looking at them unless my gear lights indicate some = anomaly. Of course, if the mirror indicates the nose wheel is extended, = the keel hole and stick are still necessary to ensure the nose gear is = overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign and = fix. I don't have quantitative numbers but anecdotal evidence seems to = indicate that the vast majority of the gear failures are associated with = the nose unit. Granted, it usually results in minimal, or no, injury, = but its hard on hardware and is a chronic problem. Hopefully, with some = good analysis and solid engineering, a simple fix can be made to the = nose gear so that it is as dependable as the mains seem to be. All if = favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in = flight, I can't know whether the gear came down and failed to lock, or = did not come down at all. Because it goes down and locks on the ground, = I tend to think that if the wheel came down in flight then it should = have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG ------=_NextPart_001_000A_01C3CADC.84944030 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Nay ... and Yea.
I agree with Dave that the gas = spring design=20 could be improved upon.  The gas spring only comes into play = when the=20 hydraulic system has failed (gear motor failure or hydraulic = leak).  The=20 gas spring is designed to give the nose gear that last little push = to move=20 the linkage into the overcenter position.  Gravity and air froces = work to=20 get the nose gear 95% "there".  That's not good enough, of course, = for a=20 landing - the gear needs to be in it's overcenter = position.  The gas=20 spring system does work if it receives regular inspection and = maintenance. =20 By regular, I mean on an annual schedule.  The tailgate of my Jeep = Cherokee=20 doesn't stay up during cold temperatures because the gas springs have = lost their=20 power.  That doesn't mean the Jeep designed a problematic system = ... it=20 means they designed a system that requires more frequent changing of the = gas=20 springs.  Jeep might think that this is okay, but that doesn't mean = that I=20 have to like replacing the gas springs (therefore the = "Yea").
 
Before we go re-inventing things, let's = consider=20 the statistical causes of the nose gear not coming down.  Some have = experienced problems with the gear hanging up inside the nose = compartment (the=20 gas spring doesn't come into play during this kind of situation).  = There=20 are several things that can lead to the gear hanging itself - most are=20 eliminated by making sure that the side guides are installed in such a = way that=20 the nose casting doesn't get caught on something inside the nose gear=20 compartment.  Special note:3D""
Don't ignor lubrication of the nose = gear=20 linkage.  When testing the system without hydraulic power (on = jacks), does=20 the nose gear system free fall without hesitation?  I've seen some=20 installations where the nose gear doesn't want to come down by = gravity. =20 Find out why.  Something is binding.  This is a = maintenance/check item=20 that needs to be working smoothly.  Make it a habit to test the = free-fall,=20 down and locked, system during flight every so often (monthly?) to = confirm=20 things are working as they should ...(be sure to put the dump valve back = into=20 the normal position and power up the hydraulics before landing).  = If,=20 during the air test, you don't get a green light quickly and "with = authority"=20 ... then put the aircraft back up on jacks and find out what's stopping = the=20 system from falling into position.  What I'm saying here is = identify and=20 fix potential problems before they become real problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" light = stays on=20 after the gear is retracted - or comes on often during flight - or = during taxi /=20 signifies a hydraulic leak, or a problem with the dump valve, or worn = seals in=20 any of the hydraulic cylinders
> The observance of hydraulic fluid = on the floor=20 of the fuselage (inside the nose section), or on the underside of the = aircraft /=20 signifies a leak ... probably a loose fitting.
 
.... relatives coming up the driveway = ... gotta go=20 ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December 25, = 2003 10:04=20 AM
Subject: RE: REFLECTOR:Gear = Speed

John,
 
Not=20 being able to see the nose down in flight is a very fixable = thing.  On my=20 Velo (a Prudhomme production), a small (about 2" dia) convex = mirror is=20 positioned just outboard of the elevator on a thin molded = fixture.  In=20 flight,  you can very easily tell when the nose gear is = down, even=20 if you can't make out details.  There's also another mirror on a = leading=20 edge wing fence that serves the same purpose for the mains.  I = never=20 bother looking at them unless my gear lights indicate some = anomaly.  Of=20 course, if the mirror indicates the nose wheel is extended, the keel = hole and=20 stick are still necessary to ensure the nose gear is overcenter and = stays=20 there.
 
I agree with Dave Black...its time this was treated = to=20 a redesign and fix.  I don't have quantitative numbers but = anecdotal=20 evidence seems to indicate that the vast majority of the gear failures = are=20 associated with the nose unit.  Granted, it usually results in = minimal,=20 or no, injury, but its hard on hardware and is a chronic = problem. =20 Hopefully, with some good analysis and solid engineering, a simple fix = can be=20 made to the nose gear so that it is as dependable as the mains = seem to=20 be.  All if favor, say "YEA."

Chuck Jensen, in ETn, where = its Christmas=20 and life is good.

 

 

 -----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of John=20 Dibble
Sent: Wednesday, December 24, 2003 10:25 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

Dave,
Thanks for = your=20 comments.  Since I can not see the nose wheel in flight, I = can't know=20 whether the gear came down and failed to lock, or did not come down = at=20 all.  Because it goes down and locks on the ground, I tend to = think=20 that if the wheel came down in flight then it should have locked as = the=20 extra force of the air would have assisted the extension = procedure. =20 Therefore I think that the doors were held closed by the air = pressure and=20 the wheel did not drop down at all.  I plan to test this idea = on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up on =
blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG
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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_0009_01C3CADC.848FAC50-- From reflector@tvbf.org Thu Dec 25 19:23:23 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Thu, 25 Dec 2003 14:23:23 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> Message-ID: <000f01c3cb1c$9168e780$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C3CAF2.A80370C0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_000C_01C3CAF2.A80C9880" ------=_NextPart_001_000C_01C3CAF2.A80C9880 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Good note Scott B. I wrote one along the same thoughts as yours and = decided to trash it. I think my gear works great and Velocity has a = good design. The best solution to RG problems is Down and Welded!! = However, if you just gotta have RG, I think the Velocity system is a = good one - Even Burt has problems with his RG. But sure as I start bragging on it ............. Thanks for your note!!!! Happy New Year Ronnie ----- Original Message -----=20 From: Scott Baker=20 To: Reflector=20 Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. = The gas spring only comes into play when the hydraulic system has failed = (gear motor failure or hydraulic leak). The gas spring is designed to = give the nose gear that last little push to move the linkage into the = overcenter position. Gravity and air froces work to get the nose gear = 95% "there". That's not good enough, of course, for a landing - the = gear needs to be in it's overcenter position. The gas spring system = does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical = causes of the nose gear not coming down. Some have experienced problems = with the gear hanging up inside the nose compartment (the gas spring = doesn't come into play during this kind of situation). There are = several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way that the nose casting doesn't get caught on something inside the = nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the = system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage = (inside the nose section), or on the underside of the aircraft / = signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing = everyone a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable = thing. On my Velo (a Prudhomme production), a small (about 2" dia) = convex mirror is positioned just outboard of the elevator on a thin = molded fixture. In flight, you can very easily tell when the nose gear = is down, even if you can't make out details. There's also another = mirror on a leading edge wing fence that serves the same purpose for the = mains. I never bother looking at them unless my gear lights indicate = some anomaly. Of course, if the mirror indicates the nose wheel is = extended, the keel hole and stick are still necessary to ensure the nose = gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign = and fix. I don't have quantitative numbers but anecdotal evidence seems = to indicate that the vast majority of the gear failures are associated = with the nose unit. Granted, it usually results in minimal, or no, = injury, but its hard on hardware and is a chronic problem. Hopefully, = with some good analysis and solid engineering, a simple fix can be made = to the nose gear so that it is as dependable as the mains seem to be. = All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in = flight, I can't know whether the gear came down and failed to lock, or = did not come down at all. Because it goes down and locks on the ground, = I tend to think that if the wheel came down in flight then it should = have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, =20 On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG =20 ------=_NextPart_001_000C_01C3CAF2.A80C9880 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Good note Scott B.  I wrote one along the same = thoughts=20 as yours and decided to trash it.  I think my gear works great and=20 Velocity has a good design. The best solution to RG=20 problems is Down and Welded!!  However, if you just = gotta=20 have RG, I think the Velocity system is a good one - Even Burt has = problems with=20 his RG.
 
But sure as I start bragging on it = .............
 
Thanks for your note!!!!
 
Happy New Year
Ronnie
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Thursday, December 25, = 2003 11:44=20 AM
Subject: Re: REFLECTOR:Gear = Speed

Nay ... and Yea.
I agree with Dave that the gas = spring design=20 could be improved upon.  The gas spring only comes into play = when=20 the hydraulic system has failed (gear motor failure or hydraulic = leak). =20 The gas spring is designed to give the nose gear that last little = push to=20 move the linkage into the overcenter position.  Gravity and air = froces=20 work to get the nose gear 95% "there".  That's not good enough, = of=20 course, for a landing - the gear needs to be in it's overcenter=20 position.  The gas spring system does work if it receives = regular=20 inspection and maintenance.  By regular, I mean on an annual=20 schedule.  The tailgate of my Jeep Cherokee doesn't stay up = during cold=20 temperatures because the gas springs have lost their power.  That = doesn't=20 mean the Jeep designed a problematic system ... it means they designed = a=20 system that requires more frequent changing of the gas springs.  = Jeep=20 might think that this is okay, but that doesn't mean that I have to = like=20 replacing the gas springs (therefore the "Yea").
 
Before we go re-inventing things, = let's consider=20 the statistical causes of the nose gear not coming down.  Some = have=20 experienced problems with the gear hanging up inside the nose = compartment (the=20 gas spring doesn't come into play during this kind of = situation).  There=20 are several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way=20 that the nose casting doesn't get caught on something inside the nose = gear=20 compartment.  Special note:3D""
Don't ignor lubrication of the nose = gear=20 linkage.  When testing the system without hydraulic power (on = jacks),=20 does the nose gear system free fall without hesitation?  I've = seen some=20 installations where the nose gear doesn't want to come down by = gravity. =20 Find out why.  Something is binding.  This is a = maintenance/check=20 item that needs to be working smoothly.  Make it a habit to test = the=20 free-fall, down and locked, system during flight every so often = (monthly?) to=20 confirm things are working as they should ...(be sure to put the dump = valve=20 back into the normal position and power up the hydraulics before=20 landing).  If, during the air test, you don't get a green light = quickly=20 and "with authority" ... then put the aircraft back up on jacks and = find out=20 what's stopping the system from falling into position.  What I'm = saying=20 here is identify and fix potential problems before they become real=20 problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" = light stays on=20 after the gear is retracted - or comes on often during flight - or = during taxi=20 / signifies a hydraulic leak, or a problem with the dump valve, or = worn seals=20 in any of the hydraulic cylinders
> The observance of hydraulic = fluid on the=20 floor of the fuselage (inside the nose section), or on the underside = of the=20 aircraft / signifies a leak ... probably a loose fitting.
 
.... relatives coming up the driveway = ... gotta=20 go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December 25, = 2003 10:04=20 AM
Subject: RE: REFLECTOR:Gear = Speed

John,
 
Not being able to see the nose down in flight is a very = fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about 2"=20 dia) convex mirror is positioned just outboard of the elevator on a = thin=20 molded fixture.  In flight,  you can very easily = tell when=20 the nose gear is down, even if you can't make out details.  = There's=20 also another mirror on a leading edge wing fence that serves the = same=20 purpose for the mains.  I never bother looking at them unless = my gear=20 lights indicate some anomaly.  Of course, if the mirror = indicates the=20 nose wheel is extended, the keel hole and stick are still necessary = to=20 ensure the nose gear is overcenter and stays = there.
 
I agree with Dave Black...its time this was = treated to=20 a redesign and fix.  I don't have quantitative numbers but = anecdotal evidence seems to indicate that the vast majority of the = gear=20 failures are associated with the nose unit.  Granted, it = usually=20 results in minimal, or no, injury, but its hard on hardware and is a = chronic=20 problem.  Hopefully, with some good analysis and solid = engineering, a=20 simple fix can be made to the nose gear so that it is as = dependable as=20 the mains seem to be.  All if favor, say = "YEA."

Chuck Jensen, in ETn, where = its Christmas=20 and life is good.

 

 

 -----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of John=20 Dibble
Sent: Wednesday, December 24, 2003 10:25 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

Dave,
Thanks = for your=20 comments.  Since I can not see the nose wheel in flight, I = can't know=20 whether the gear came down and failed to lock, or did not come = down at=20 all.  Because it goes down and locks on the ground, I tend to = think=20 that if the wheel came down in flight then it should have locked = as the=20 extra force of the air would have assisted the extension = procedure. =20 Therefore I think that the doors were held closed by the air = pressure and=20 the wheel did not drop down at all.  I plan to test this idea = on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up on =
blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

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RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_000B_01C3CAF2.A80370C0-- From reflector@tvbf.org Thu Dec 25 21:17:50 2003 From: reflector@tvbf.org (v350tx) Date: Thu, 25 Dec 2003 15:17:50 -0600 Subject: REFLECTOR:trying to locate Rob Johnson References: <000c01c3ca50$7f85dea0$6400a8c0@robin> Message-ID: <002101c3cb2c$8d7c50c0$6501a8c0@UPSTAIRS> This is a multi-part message in MIME format. ------=_NextPart_000_001E_01C3CAFA.427E8B10 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable He has a hangar at TKI ----- Original Message -----=20 From: Robin Ream=20 To: REFLECTOR=20 Sent: Wednesday, December 24, 2003 1:02 PM Subject: REFLECTOR:trying to locate Rob Johnson Hello guys, Does anyone know how to contact Rob Johnson? His old email = address and web links don't respond anymore. - Thanks. Robin ------=_NextPart_000_001E_01C3CAFA.427E8B10 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
He has a hangar at TKI
----- Original Message -----
From:=20 Robin=20 Ream
Sent: Wednesday, December 24, = 2003 1:02=20 PM
Subject: REFLECTOR:trying to = locate Rob=20 Johnson

Hello guys,
 
    Does anyone know how to contact Rob = Johnson?  His=20 old email address and web links don't respond anymore.  - =20 Thanks.
 
Robin
------=_NextPart_000_001E_01C3CAFA.427E8B10-- From reflector@tvbf.org Thu Dec 25 21:43:20 2003 From: reflector@tvbf.org (Dave Black) Date: Thu, 25 Dec 2003 16:43:20 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <000f01c3cb1c$9168e780$59a2aa44@atlaga.adelphia.net> Message-ID: <3FEB59F8.F022121C@comcast.net> Ronnie, > Good note Scott B. I wrote one along the same thoughts as > yours and decided to trash it. I think my gear works great > and Velocity has a good design. It IS a good design. It's simple and reliable, as long as the gas strut is in good working order. But as we have seen, the gas strut becomes weak over time, and often does not get replaced when it should. Is this a design problem? Or is it a maintenance problem? One could make a case either way. But one thing's for certain: If a spring replaced the gas strut, less maintenance would be required and overall system reliability would be increased. The original main gear design involved gas struts. It was a simple and elegant design. Trouble was, owners did not always check the strength of their struts, and occasionally a linkage went undercenter upon landing. With the main gear, the hydraulics have no ability to hold the gear down (it's all done by the overcenter linkage). So there were a number of "collapsed upon landing" accidents. Eventually the overcenter mechanism was redesigned and the gas struts were replaced with springs. Obviously the nose gear is not as critical as the main gear. Plus, as long as the hydraulics are working, they help hold the nose gear down even if the overcenter comes unlocked. But nose gear problems are preventable. All we need to do is ensure our side guides allow NO place for the gear to become stuck, make certain the gear drops smoothly by gravity, and check regularly that the gas strut is powerful enough to force the linkage overcenter WITH AUTHORITY. Because this last item has bitten the Velocity community so many times, I vote for either replacing the gas strut with a spring or at least assisting it with one. This should be a simple mod rather than a redesign. Dave Black Shortwing RG From reflector@tvbf.org Thu Dec 25 23:29:44 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Thu, 25 Dec 2003 18:29:44 -0500 Subject: REFLECTOR:Gear Speed Message-ID: It's getting to be a habit; but I agree with Dave again. My earlier statement that I thought the front gear should be redesigned was not intemperate as much as it was a poor choice of words. I really should have indicated a mod may well be needed, as Dave so aptly pointed out. The current basic design is good. It's simple, straightforward, except for... As Dave also pointed out, it may well be a maintenance problem only because of the design. Good design mitigates or eliminates maintenance. In this case, if a design "mod" will eliminate the need to be vigilant about the status of the gas struts, then it looks like a solid winner. Just as the evolution on the main gear took it from good to great, the same can be done for the nose. From Dave's suggestion, it doesn't sound like it would be a massive undertaking. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dave Black Sent: Thursday, December 25, 2003 4:43 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Ronnie, > Good note Scott B. I wrote one along the same thoughts as > yours and decided to trash it. I think my gear works great > and Velocity has a good design. It IS a good design. It's simple and reliable, as long as the gas strut is in good working order. But as we have seen, the gas strut becomes weak over time, and often does not get replaced when it should. Is this a design problem? Or is it a maintenance problem? One could make a case either way. But one thing's for certain: If a spring replaced the gas strut, less maintenance would be required and overall system reliability would be increased. The original main gear design involved gas struts. It was a simple and elegant design. Trouble was, owners did not always check the strength of their struts, and occasionally a linkage went undercenter upon landing. With the main gear, the hydraulics have no ability to hold the gear down (it's all done by the overcenter linkage). So there were a number of "collapsed upon landing" accidents. Eventually the overcenter mechanism was redesigned and the gas struts were replaced with springs. Obviously the nose gear is not as critical as the main gear. Plus, as long as the hydraulics are working, they help hold the nose gear down even if the overcenter comes unlocked. But nose gear problems are preventable. All we need to do is ensure our side guides allow NO place for the gear to become stuck, make certain the gear drops smoothly by gravity, and check regularly that the gas strut is powerful enough to force the linkage overcenter WITH AUTHORITY. Because this last item has bitten the Velocity community so many times, I vote for either replacing the gas strut with a spring or at least assisting it with one. This should be a simple mod rather than a redesign. Dave Black Shortwing RG _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Thu Dec 25 23:21:15 2003 From: reflector@tvbf.org (John Dibble) Date: Thu, 25 Dec 2003 17:21:15 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: References: Message-ID: <3FEB70EB.9010701@bluefrog.com> This is a multi-part message in MIME format. --------------080809050406020309020207 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Chuck, Thanks for the mirror idea. I have windows in the strake luggage compartment, and I can see the mains through them. John Chuck Jensen wrote: > John, > > Not being able to see the nose down in flight is a very fixable > thing. On my Velo (a Prudhomme production), a small (about 2" dia) > convex mirror is positioned just outboard of the elevator on a thin > molded fixture. In flight, you can very easily tell when the nose > gear is down, even if you can't make out details. > --------------080809050406020309020207 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Chuck,
Thanks for the mirror idea.  I have windows in the strake luggage compartment, and I can see the mains through them.

John

Chuck Jensen wrote:
John,
 
Not being able to see the nose down in flight is a very fixable thing.  On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture.  In flight,  you can very easily tell when the nose gear is down, even if you can't make out details.

--------------080809050406020309020207-- From reflector@tvbf.org Thu Dec 25 23:32:11 2003 From: reflector@tvbf.org (Jeffrey Clough) Date: Thu, 25 Dec 2003 14:32:11 -0900 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> Message-ID: <000e01c3cb3f$52c31280$65b070d1@jeffreyhome> This is a multi-part message in MIME format. ------=_NextPart_000_000A_01C3CAF3.E1F32D60 Content-Type: multipart/alternative; boundary="----=_NextPart_001_000B_01C3CAF3.E1F32D60" ------=_NextPart_001_000B_01C3CAF3.E1F32D60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Yeah! My Jeep GC does the same thing...especially today when it was = -10=B0F! Wonder how the one on my Velo will do when it is cold? ----- Original Message -----=20 From: Scott Baker=20 To: Reflector=20 Sent: Thursday, December 25, 2003 7:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. = The gas spring only comes into play when the hydraulic system has failed = (gear motor failure or hydraulic leak). The gas spring is designed to = give the nose gear that last little push to move the linkage into the = overcenter position. Gravity and air froces work to get the nose gear = 95% "there". That's not good enough, of course, for a landing - the = gear needs to be in it's overcenter position. The gas spring system = does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical = causes of the nose gear not coming down. Some have experienced problems = with the gear hanging up inside the nose compartment (the gas spring = doesn't come into play during this kind of situation). There are = several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way that the nose casting doesn't get caught on something inside the = nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the = system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage = (inside the nose section), or on the underside of the aircraft / = signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing = everyone a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable = thing. On my Velo (a Prudhomme production), a small (about 2" dia) = convex mirror is positioned just outboard of the elevator on a thin = molded fixture. In flight, you can very easily tell when the nose gear = is down, even if you can't make out details. There's also another = mirror on a leading edge wing fence that serves the same purpose for the = mains. I never bother looking at them unless my gear lights indicate = some anomaly. Of course, if the mirror indicates the nose wheel is = extended, the keel hole and stick are still necessary to ensure the nose = gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign = and fix. I don't have quantitative numbers but anecdotal evidence seems = to indicate that the vast majority of the gear failures are associated = with the nose unit. Granted, it usually results in minimal, or no, = injury, but its hard on hardware and is a chronic problem. Hopefully, = with some good analysis and solid engineering, a simple fix can be made = to the nose gear so that it is as dependable as the mains seem to be. = All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in = flight, I can't know whether the gear came down and failed to lock, or = did not come down at all. Because it goes down and locks on the ground, = I tend to think that if the wheel came down in flight then it should = have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG ------=_NextPart_001_000B_01C3CAF3.E1F32D60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Yeah! My Jeep GC does the same thing...especially today when it was = -10=B0F!  Wonder how the one on my Velo will do when it is = cold?
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Thursday, December 25, = 2003 7:44=20 AM
Subject: Re: REFLECTOR:Gear = Speed

Nay ... and Yea.
I agree with Dave that the gas = spring design=20 could be improved upon.  The gas spring only comes into play = when=20 the hydraulic system has failed (gear motor failure or hydraulic = leak). =20 The gas spring is designed to give the nose gear that last little = push to=20 move the linkage into the overcenter position.  Gravity and air = froces=20 work to get the nose gear 95% "there".  That's not good enough, = of=20 course, for a landing - the gear needs to be in it's overcenter=20 position.  The gas spring system does work if it receives = regular=20 inspection and maintenance.  By regular, I mean on an annual=20 schedule.  The tailgate of my Jeep Cherokee doesn't stay up = during cold=20 temperatures because the gas springs have lost their power.  That = doesn't=20 mean the Jeep designed a problematic system ... it means they designed = a=20 system that requires more frequent changing of the gas springs.  = Jeep=20 might think that this is okay, but that doesn't mean that I have to = like=20 replacing the gas springs (therefore the "Yea").
 
Before we go re-inventing things, = let's consider=20 the statistical causes of the nose gear not coming down.  Some = have=20 experienced problems with the gear hanging up inside the nose = compartment (the=20 gas spring doesn't come into play during this kind of = situation).  There=20 are several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way=20 that the nose casting doesn't get caught on something inside the nose = gear=20 compartment.  Special note:3D""
Don't ignor lubrication of the nose = gear=20 linkage.  When testing the system without hydraulic power (on = jacks),=20 does the nose gear system free fall without hesitation?  I've = seen some=20 installations where the nose gear doesn't want to come down by = gravity. =20 Find out why.  Something is binding.  This is a = maintenance/check=20 item that needs to be working smoothly.  Make it a habit to test = the=20 free-fall, down and locked, system during flight every so often = (monthly?) to=20 confirm things are working as they should ...(be sure to put the dump = valve=20 back into the normal position and power up the hydraulics before=20 landing).  If, during the air test, you don't get a green light = quickly=20 and "with authority" ... then put the aircraft back up on jacks and = find out=20 what's stopping the system from falling into position.  What I'm = saying=20 here is identify and fix potential problems before they become real=20 problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" = light stays on=20 after the gear is retracted - or comes on often during flight - or = during taxi=20 / signifies a hydraulic leak, or a problem with the dump valve, or = worn seals=20 in any of the hydraulic cylinders
> The observance of hydraulic = fluid on the=20 floor of the fuselage (inside the nose section), or on the underside = of the=20 aircraft / signifies a leak ... probably a loose fitting.
 
.... relatives coming up the driveway = ... gotta=20 go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December 25, = 2003 10:04=20 AM
Subject: RE: REFLECTOR:Gear = Speed

John,
 
Not being able to see the nose down in flight is a very = fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about 2"=20 dia) convex mirror is positioned just outboard of the elevator on a = thin=20 molded fixture.  In flight,  you can very easily = tell when=20 the nose gear is down, even if you can't make out details.  = There's=20 also another mirror on a leading edge wing fence that serves the = same=20 purpose for the mains.  I never bother looking at them unless = my gear=20 lights indicate some anomaly.  Of course, if the mirror = indicates the=20 nose wheel is extended, the keel hole and stick are still necessary = to=20 ensure the nose gear is overcenter and stays = there.
 
I agree with Dave Black...its time this was = treated to=20 a redesign and fix.  I don't have quantitative numbers but = anecdotal evidence seems to indicate that the vast majority of the = gear=20 failures are associated with the nose unit.  Granted, it = usually=20 results in minimal, or no, injury, but its hard on hardware and is a = chronic=20 problem.  Hopefully, with some good analysis and solid = engineering, a=20 simple fix can be made to the nose gear so that it is as = dependable as=20 the mains seem to be.  All if favor, say = "YEA."

Chuck Jensen, in ETn, where = its Christmas=20 and life is good.

 

 

 -----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of John=20 Dibble
Sent: Wednesday, December 24, 2003 10:25 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

Dave,
Thanks = for your=20 comments.  Since I can not see the nose wheel in flight, I = can't know=20 whether the gear came down and failed to lock, or did not come = down at=20 all.  Because it goes down and locks on the ground, I tend to = think=20 that if the wheel came down in flight then it should have locked = as the=20 extra force of the air would have assisted the extension = procedure. =20 Therefore I think that the doors were held closed by the air = pressure and=20 the wheel did not drop down at all.  I plan to test this idea = on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up on =
blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_000A_01C3CAF3.E1F32D60-- From reflector@tvbf.org Fri Dec 26 03:39:00 2003 From: reflector@tvbf.org (Fred Marconi) Date: Thu, 25 Dec 2003 22:39:00 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> Message-ID: <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> This is a multi-part message in MIME format. ------=_NextPart_000_003B_01C3CB37.E40553A0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_003C_01C3CB37.E40553A0" ------=_NextPart_001_003C_01C3CB37.E40553A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Scott: If the gear clears the well how much help does the wind at 80 mph play = on pushing the gear into position. If one notices the gear is not = totally down will not a jerk of the control stick on the vertical axis = help jerk the gear into place? =20 I AM ALMOST THERE!!!! =20 Fred ----- Original Message -----=20 From: Scott Baker=20 To: Reflector=20 Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. = The gas spring only comes into play when the hydraulic system has failed = (gear motor failure or hydraulic leak). The gas spring is designed to = give the nose gear that last little push to move the linkage into the = overcenter position. Gravity and air froces work to get the nose gear = 95% "there". That's not good enough, of course, for a landing - the = gear needs to be in it's overcenter position. The gas spring system = does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical = causes of the nose gear not coming down. Some have experienced problems = with the gear hanging up inside the nose compartment (the gas spring = doesn't come into play during this kind of situation). There are = several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way that the nose casting doesn't get caught on something inside the = nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the = system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage = (inside the nose section), or on the underside of the aircraft / = signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing = everyone a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable = thing. On my Velo (a Prudhomme production), a small (about 2" dia) = convex mirror is positioned just outboard of the elevator on a thin = molded fixture. In flight, you can very easily tell when the nose gear = is down, even if you can't make out details. There's also another = mirror on a leading edge wing fence that serves the same purpose for the = mains. I never bother looking at them unless my gear lights indicate = some anomaly. Of course, if the mirror indicates the nose wheel is = extended, the keel hole and stick are still necessary to ensure the nose = gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign = and fix. I don't have quantitative numbers but anecdotal evidence seems = to indicate that the vast majority of the gear failures are associated = with the nose unit. Granted, it usually results in minimal, or no, = injury, but its hard on hardware and is a chronic problem. Hopefully, = with some good analysis and solid engineering, a simple fix can be made = to the nose gear so that it is as dependable as the mains seem to be. = All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in = flight, I can't know whether the gear came down and failed to lock, or = did not come down at all. Because it goes down and locks on the ground, = I tend to think that if the wheel came down in flight then it should = have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG ------=_NextPart_001_003C_01C3CB37.E40553A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Scott:
 
If the gear clears the well how much help does the = wind at 80=20 mph play on pushing the gear into position.  If one notices the = gear is not=20 totally down will not a jerk of the control stick on the vertical axis = help jerk=20 the gear into place? 
 
I AM ALMOST THERE!!!! 
 
Fred
 
 
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Thursday, December 25, = 2003 11:44=20 AM
Subject: Re: REFLECTOR:Gear = Speed

Nay ... and Yea.
I agree with Dave that the gas = spring design=20 could be improved upon.  The gas spring only comes into play = when=20 the hydraulic system has failed (gear motor failure or hydraulic = leak). =20 The gas spring is designed to give the nose gear that last little = push to=20 move the linkage into the overcenter position.  Gravity and air = froces=20 work to get the nose gear 95% "there".  That's not good enough, = of=20 course, for a landing - the gear needs to be in it's overcenter=20 position.  The gas spring system does work if it receives = regular=20 inspection and maintenance.  By regular, I mean on an annual=20 schedule.  The tailgate of my Jeep Cherokee doesn't stay up = during cold=20 temperatures because the gas springs have lost their power.  That = doesn't=20 mean the Jeep designed a problematic system ... it means they designed = a=20 system that requires more frequent changing of the gas springs.  = Jeep=20 might think that this is okay, but that doesn't mean that I have to = like=20 replacing the gas springs (therefore the "Yea").
 
Before we go re-inventing things, = let's consider=20 the statistical causes of the nose gear not coming down.  Some = have=20 experienced problems with the gear hanging up inside the nose = compartment (the=20 gas spring doesn't come into play during this kind of = situation).  There=20 are several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way=20 that the nose casting doesn't get caught on something inside the nose = gear=20 compartment.  Special note:3D""
Don't ignor lubrication of the nose = gear=20 linkage.  When testing the system without hydraulic power (on = jacks),=20 does the nose gear system free fall without hesitation?  I've = seen some=20 installations where the nose gear doesn't want to come down by = gravity. =20 Find out why.  Something is binding.  This is a = maintenance/check=20 item that needs to be working smoothly.  Make it a habit to test = the=20 free-fall, down and locked, system during flight every so often = (monthly?) to=20 confirm things are working as they should ...(be sure to put the dump = valve=20 back into the normal position and power up the hydraulics before=20 landing).  If, during the air test, you don't get a green light = quickly=20 and "with authority" ... then put the aircraft back up on jacks and = find out=20 what's stopping the system from falling into position.  What I'm = saying=20 here is identify and fix potential problems before they become real=20 problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" = light stays on=20 after the gear is retracted - or comes on often during flight - or = during taxi=20 / signifies a hydraulic leak, or a problem with the dump valve, or = worn seals=20 in any of the hydraulic cylinders
> The observance of hydraulic = fluid on the=20 floor of the fuselage (inside the nose section), or on the underside = of the=20 aircraft / signifies a leak ... probably a loose fitting.
 
.... relatives coming up the driveway = ... gotta=20 go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December 25, = 2003 10:04=20 AM
Subject: RE: REFLECTOR:Gear = Speed

John,
 
Not being able to see the nose down in flight is a very = fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about 2"=20 dia) convex mirror is positioned just outboard of the elevator on a = thin=20 molded fixture.  In flight,  you can very easily = tell when=20 the nose gear is down, even if you can't make out details.  = There's=20 also another mirror on a leading edge wing fence that serves the = same=20 purpose for the mains.  I never bother looking at them unless = my gear=20 lights indicate some anomaly.  Of course, if the mirror = indicates the=20 nose wheel is extended, the keel hole and stick are still necessary = to=20 ensure the nose gear is overcenter and stays = there.
 
I agree with Dave Black...its time this was = treated to=20 a redesign and fix.  I don't have quantitative numbers but = anecdotal evidence seems to indicate that the vast majority of the = gear=20 failures are associated with the nose unit.  Granted, it = usually=20 results in minimal, or no, injury, but its hard on hardware and is a = chronic=20 problem.  Hopefully, with some good analysis and solid = engineering, a=20 simple fix can be made to the nose gear so that it is as = dependable as=20 the mains seem to be.  All if favor, say = "YEA."

Chuck Jensen, in ETn, where = its Christmas=20 and life is good.

 

 

 -----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of John=20 Dibble
Sent: Wednesday, December 24, 2003 10:25 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

Dave,
Thanks = for your=20 comments.  Since I can not see the nose wheel in flight, I = can't know=20 whether the gear came down and failed to lock, or did not come = down at=20 all.  Because it goes down and locks on the ground, I tend to = think=20 that if the wheel came down in flight then it should have locked = as the=20 extra force of the air would have assisted the extension = procedure. =20 Therefore I think that the doors were held closed by the air = pressure and=20 the wheel did not drop down at all.  I plan to test this idea = on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up on =
blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

  =
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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_003B_01C3CB37.E40553A0-- From reflector@tvbf.org Fri Dec 26 03:28:56 2003 From: reflector@tvbf.org (Jeffrey Clough) Date: Thu, 25 Dec 2003 18:28:56 -0900 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> Message-ID: <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> This is a multi-part message in MIME format. ------=_NextPart_000_000E_01C3CB14.F4C68060 Content-Type: multipart/alternative; boundary="----=_NextPart_001_000F_01C3CB14.F4C68060" ------=_NextPart_001_000F_01C3CB14.F4C68060 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The Gear has to CLEAR the well....won't do much good if the airstream = keeps the gear doors closed...... ----- Original Message -----=20 From: Fred Marconi=20 To: Scott Baker ; reflector@tvbf.org=20 Sent: Thursday, December 25, 2003 6:39 PM Subject: Re: REFLECTOR:Gear Speed Scott: If the gear clears the well how much help does the wind at 80 mph play = on pushing the gear into position. If one notices the gear is not = totally down will not a jerk of the control stick on the vertical axis = help jerk the gear into place? =20 I AM ALMOST THERE!!!! =20 Fred ----- Original Message -----=20 From: Scott Baker=20 To: Reflector=20 Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. = The gas spring only comes into play when the hydraulic system has = failed (gear motor failure or hydraulic leak). The gas spring is = designed to give the nose gear that last little push to move the linkage = into the overcenter position. Gravity and air froces work to get the = nose gear 95% "there". That's not good enough, of course, for a landing = - the gear needs to be in it's overcenter position. The gas spring = system does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical = causes of the nose gear not coming down. Some have experienced problems = with the gear hanging up inside the nose compartment (the gas spring = doesn't come into play during this kind of situation). There are = several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way that the nose casting doesn't get caught on something inside the = nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the = system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage = (inside the nose section), or on the underside of the aircraft / = signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing = everyone a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable = thing. On my Velo (a Prudhomme production), a small (about 2" dia) = convex mirror is positioned just outboard of the elevator on a thin = molded fixture. In flight, you can very easily tell when the nose gear = is down, even if you can't make out details. There's also another = mirror on a leading edge wing fence that serves the same purpose for the = mains. I never bother looking at them unless my gear lights indicate = some anomaly. Of course, if the mirror indicates the nose wheel is = extended, the keel hole and stick are still necessary to ensure the nose = gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign = and fix. I don't have quantitative numbers but anecdotal evidence seems = to indicate that the vast majority of the gear failures are associated = with the nose unit. Granted, it usually results in minimal, or no, = injury, but its hard on hardware and is a chronic problem. Hopefully, = with some good analysis and solid engineering, a simple fix can be made = to the nose gear so that it is as dependable as the mains seem to be. = All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in = flight, I can't know whether the gear came down and failed to lock, or = did not come down at all. Because it goes down and locks on the ground, = I tend to think that if the wheel came down in flight then it should = have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG ------=_NextPart_001_000F_01C3CB14.F4C68060 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The Gear has to CLEAR the well....won't do much good if the = airstream keeps=20 the gear doors closed......
----- Original Message -----
From:=20 Fred=20 Marconi
To: Scott Baker ; reflector@tvbf.org
Sent: Thursday, December 25, = 2003 6:39=20 PM
Subject: Re: REFLECTOR:Gear = Speed

Scott:
 
If the gear clears the well how much help does the = wind at=20 80 mph play on pushing the gear into position.  If one notices = the gear=20 is not totally down will not a jerk of the control stick on the = vertical axis=20 help jerk the gear into place? 
 
I AM ALMOST THERE!!!! 
 
Fred
 
 
----- Original Message -----
From:=20 Scott = Baker=20
Sent: Thursday, December 25, = 2003 11:44=20 AM
Subject: Re: REFLECTOR:Gear = Speed

Nay ... and Yea.
I agree with Dave that the gas=20 spring design could be improved upon.  The gas = spring only=20 comes into play when the hydraulic system has failed (gear motor = failure or=20 hydraulic leak).  The gas spring is designed to give the = nose gear=20 that last little push to move the linkage into the overcenter=20 position.  Gravity and air froces work to get the nose gear 95% = "there".  That's not good enough, of course, for a landing - = the gear=20 needs to be in it's overcenter position.  The gas spring = system=20 does work if it receives regular inspection and maintenance.  = By=20 regular, I mean on an annual schedule.  The tailgate of my Jeep = Cherokee doesn't stay up during cold temperatures because the gas = springs=20 have lost their power.  That doesn't mean the Jeep designed a=20 problematic system ... it means they designed a system that requires = more=20 frequent changing of the gas springs.  Jeep might think that = this is=20 okay, but that doesn't mean that I have to like replacing the gas = springs=20 (therefore the "Yea").
 
Before we go re-inventing things, = let's=20 consider the statistical causes of the nose gear not coming = down.  Some=20 have experienced problems with the gear hanging up inside the nose=20 compartment (the gas spring doesn't come into play during this kind = of=20 situation).  There are several things that can lead to the gear = hanging=20 itself - most are eliminated by making sure that the side guides are = installed in such a way that the nose casting doesn't get caught on=20 something inside the nose gear compartment.  Special note:3D""=20
Don't ignor lubrication of the nose = gear=20 linkage.  When testing the system without hydraulic power (on = jacks),=20 does the nose gear system free fall without hesitation?  I've = seen some=20 installations where the nose gear doesn't want to come down by=20 gravity.  Find out why.  Something is binding.  This = is a=20 maintenance/check item that needs to be working smoothly.  Make = it a=20 habit to test the free-fall, down and locked, system during flight = every so=20 often (monthly?) to confirm things are working as they should ...(be = sure to=20 put the dump valve back into the normal position and power up the = hydraulics=20 before landing).  If, during the air test, you don't get a = green light=20 quickly and "with authority" ... then put the aircraft back up on = jacks and=20 find out what's stopping the system from falling into = position.  What=20 I'm saying here is identify and fix potential problems before they = become=20 real problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" = light stays=20 on after the gear is retracted - or comes on often during flight - = or during=20 taxi / signifies a hydraulic leak, or a problem with the dump valve, = or worn=20 seals in any of the hydraulic cylinders
> The observance of hydraulic = fluid on the=20 floor of the fuselage (inside the nose section), or on the underside = of the=20 aircraft / signifies a leak ... probably a loose = fitting.
 
.... relatives coming up the = driveway ... gotta=20 go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December = 25, 2003=20 10:04 AM
Subject: RE: REFLECTOR:Gear = Speed

John,
 
Not being able to see the nose down in flight is a very = fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about 2"=20 dia) convex mirror is positioned just outboard of the elevator on = a thin=20 molded fixture.  In flight,  you can very easily = tell when=20 the nose gear is down, even if you can't make out details.  = There's=20 also another mirror on a leading edge wing fence that serves the = same=20 purpose for the mains.  I never bother looking at them unless = my gear=20 lights indicate some anomaly.  Of course, if the mirror = indicates the=20 nose wheel is extended, the keel hole and stick are still = necessary to=20 ensure the nose gear is overcenter and stays = there.
 
I agree with Dave Black...its time this was = treated to=20 a redesign and fix.  I don't have quantitative numbers = but=20 anecdotal evidence seems to indicate that the vast majority of the = gear=20 failures are associated with the nose unit.  Granted, it = usually=20 results in minimal, or no, injury, but its hard on hardware and is = a=20 chronic problem.  Hopefully, with some good analysis and = solid=20 engineering, a simple fix can be made to the nose gear so = that it is=20 as dependable as the mains seem to be.  All if favor, say=20 "YEA."

Chuck Jensen, in ETn, = where its=20 Christmas and life is good.

 

 

 -----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of John=20 Dibble
Sent: Wednesday, December 24, 2003 10:25 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

Dave,
Thanks = for your=20 comments.  Since I can not see the nose wheel in flight, I = can't=20 know whether the gear came down and failed to lock, or did not = come down=20 at all.  Because it goes down and locks on the ground, I = tend to=20 think that if the wheel came down in flight then it should have = locked=20 as the extra force of the air would have assisted the extension=20 procedure.  Therefore I think that the doors were held = closed by=20 the air pressure and the wheel did not drop down at all.  I = plan to=20 test this idea on the ground.

John

Dave Black = wrote:
John,

  
On the ground (up on =
blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

  =
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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_000E_01C3CB14.F4C68060-- From reflector@tvbf.org Fri Dec 26 05:10:17 2003 From: reflector@tvbf.org (Scott Baker) Date: Fri, 26 Dec 2003 00:10:17 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> Message-ID: <000f01c3cb6e$90e20b00$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C3CB44.A4A383A0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_000C_01C3CB44.A4A383A0" ------=_NextPart_001_000C_01C3CB44.A4A383A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The air stream doesn't offer a lot of force against the split nose gear = doors. The weight of the nose gear leg, casting, wheel, and tire offer = a goodly amount of weight. If the gear doesn't freely free fall through = the doors at 120 knots, then something else (not the doors) is holding = things up. The nose gear's free fall operation needn't be the subject of theory or = to "Gee, I wonder if the slip stream is going to keep the gear doors = from opening" speculation. Go fly the aircraft, test the emergency gear = extension process and confirm that everything is working as it should. = The gear should fall with deliberate movement and travel to the "down = and locked" position with authority. If it doesn't, find out what's = stopping the system from doing so, and fix it. The slip stream will move the gear to the point that it _almost_ reaches = the overcenter position. A mirror will not tell you if the nose gear is = in the overcenter/locked position. If the gas spring is weak, it may = not have enough force to push the linkage to the overcenter/locked = position. Also, if the gas spring is weak, it may get the gear to the = overcenter position - but it may not have enough force to keep it in the = overcenter position following touchdown. Many Velocity builders have = installed a little hole in the side of the keel to stick a pry-bar into = the keel to help move the nose gear linkage that last little bit into = the overcenter position (this is a failsafe to a failsafe). Pulling = some "G-forces" will help move the nose gear to the overcenter position. = It may not always do the job. Scott B. ----- Original Message -----=20 From: Jeffrey Clough=20 To: reflector@tvbf.org=20 Sent: Thursday, December 25, 2003 10:28 PM Subject: Re: REFLECTOR:Gear Speed The Gear has to CLEAR the well....won't do much good if the airstream = keeps the gear doors closed...... ----- Original Message -----=20 From: Fred Marconi=20 To: Scott Baker ; reflector@tvbf.org=20 Sent: Thursday, December 25, 2003 6:39 PM Subject: Re: REFLECTOR:Gear Speed Scott: If the gear clears the well how much help does the wind at 80 mph = play on pushing the gear into position. If one notices the gear is not = totally down will not a jerk of the control stick on the vertical axis = help jerk the gear into place? =20 I AM ALMOST THERE!!!! =20 Fred ----- Original Message -----=20 From: Scott Baker=20 To: Reflector=20 Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved = upon. The gas spring only comes into play when the hydraulic system has = failed (gear motor failure or hydraulic leak). The gas spring is = designed to give the nose gear that last little push to move the linkage = into the overcenter position. Gravity and air froces work to get the = nose gear 95% "there". That's not good enough, of course, for a landing = - the gear needs to be in it's overcenter position. The gas spring = system does work if it receives regular inspection and maintenance. By = regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee = doesn't stay up during cold temperatures because the gas springs have = lost their power. That doesn't mean the Jeep designed a problematic = system ... it means they designed a system that requires more frequent = changing of the gas springs. Jeep might think that this is okay, but = that doesn't mean that I have to like replacing the gas springs = (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical = causes of the nose gear not coming down. Some have experienced problems = with the gear hanging up inside the nose compartment (the gas spring = doesn't come into play during this kind of situation). There are = several things that can lead to the gear hanging itself - most are = eliminated by making sure that the side guides are installed in such a = way that the nose casting doesn't get caught on something inside the = nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing = the system without hydraulic power (on jacks), does the nose gear system = free fall without hesitation? I've seen some installations where the = nose gear doesn't want to come down by gravity. Find out why. = Something is binding. This is a maintenance/check item that needs to be = working smoothly. Make it a habit to test the free-fall, down and = locked, system during flight every so often (monthly?) to confirm things = are working as they should ...(be sure to put the dump valve back into = the normal position and power up the hydraulics before landing). If, = during the air test, you don't get a green light quickly and "with = authority" ... then put the aircraft back up on jacks and find out = what's stopping the system from falling into position. What I'm saying = here is identify and fix potential problems before they become real = problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is = retracted - or comes on often during flight - or during taxi / signifies = a hydraulic leak, or a problem with the dump valve, or worn seals in any = of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage = (inside the nose section), or on the underside of the aircraft / = signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing = everyone a merry Christmas! Scott B. ----- Original Message -----=20 From: Chuck Jensen=20 To: 'reflector@tvbf.org'=20 Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable = thing. On my Velo (a Prudhomme production), a small (about 2" dia) = convex mirror is positioned just outboard of the elevator on a thin = molded fixture. In flight, you can very easily tell when the nose gear = is down, even if you can't make out details. There's also another = mirror on a leading edge wing fence that serves the same purpose for the = mains. I never bother looking at them unless my gear lights indicate = some anomaly. Of course, if the mirror indicates the nose wheel is = extended, the keel hole and stick are still necessary to ensure the nose = gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a = redesign and fix. I don't have quantitative numbers but anecdotal = evidence seems to indicate that the vast majority of the gear failures = are associated with the nose unit. Granted, it usually results in = minimal, or no, injury, but its hard on hardware and is a chronic = problem. Hopefully, with some good analysis and solid engineering, a = simple fix can be made to the nose gear so that it is as dependable as = the mains seem to be. All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel = in flight, I can't know whether the gear came down and failed to lock, = or did not come down at all. Because it goes down and locks on the = ground, I tend to think that if the wheel came down in flight then it = should have locked as the extra force of the air would have assisted the = extension procedure. Therefore I think that the doors were held closed = by the air pressure and the wheel did not drop down at all. I plan to = test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). =20 Just to clarify, we are dealing with two entirely different nose gear = failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to = prevent such a problem. This demonstrates how important it is that guides be = tall enough to prevent any part of the nose wheel assembly getting stuck, = even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in = flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and = I'd repeatedly extend and retract the gear in the hope the nose gear might = become dislodged. But I'd also make preparation for a mains only landing. For = the purpose of minimizing damage, CG should be shifted to the aft limit of = the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension = procedure. Your gear extended OK, but not to the point of being locked. In the = past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end = of its travel. They also act in concert with the overcenter linkage to hold the = gear down. But without the hydraulics, the gear falls into position by = gravity only, and the final kick must be given by the air strut.=20 However, air loads could easily overcome the ability of a weak strut to = push the linkage overcenter. Should this happen, a slow speed dive with = abrupt pull-up could well give the gear the push it needs to go overcenter and = lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down.=20 Of course, it's better to change or at least check the air strut = annually so you know it'll be able to push the linkage overcenter. It might be wise = to test the manual dump procedure in the air periodically to ensure the air = strut can still do its job.=20 No matter how you slice it, that nose gear air strut is a weak link that = has been the cause of many incidents. You may remember the discussions of = keeping a special dowel in the cockpit to hold the linkage overcenter after = manual extension. That's because if the air strut is a little weak, it alone = may not be sufficient to keep the linkage overcenter during a landing. That same = dowel be useful in pushing the linkage overcenter in a situation like = yours.=20 But the whole dowel idea is merely a Band-Aid for a deficiency in the = gear extension system. The main gear used to have air struts as well, but = after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear = strut were replaced (or at least assisted) by a spring also.=20 Dave Black Shortwing RG ------=_NextPart_001_000C_01C3CB44.A4A383A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The air stream doesn't offer a lot of = force against=20 the split nose gear doors.  The weight of the nose gear leg, = casting,=20 wheel, and tire offer a goodly amount of weight.  If the gear = doesn't=20 freely free fall through the doors at 120 knots, then something else = (not the=20 doors) is holding things up.
The nose gear's free = fall operation=20 needn't be the subject of theory or to "Gee, I wonder if the slip stream = is=20 going to keep the gear doors from opening" speculation.  Go fly the = aircraft, test the emergency gear extension process and confirm that = everything=20 is working as it should.  The gear should fall with deliberate = movement and=20 travel to the "down and locked" position with authority.  If it = doesn't,=20 find out what's stopping the system from doing so, and fix = it.
The slip stream will move the gear to = the point=20 that it _almost_ reaches the overcenter position.  A mirror will = not tell=20 you if the nose gear is in the overcenter/locked position.  If the = gas=20 spring is weak, it may not have enough force to push the linkage to the=20 overcenter/locked position.  Also, if the gas spring is weak, it = may get=20 the gear to the overcenter position - but it may not have enough force = to keep=20 it in the overcenter position following touchdown.  Many Velocity = builders=20 have installed a little hole in the side of the keel to stick a pry-bar = into the=20 keel to help move the nose gear linkage that last little bit into = the=20 overcenter position (this is a failsafe to a failsafe).  Pulling = some=20 "G-forces" will help move the nose gear to the overcenter=20 position.  It may not always do the job.
Scott B.
----- Original Message -----
From:=20 Jeffrey=20 Clough
Sent: Thursday, December 25, = 2003 10:28=20 PM
Subject: Re: REFLECTOR:Gear = Speed

The Gear has to CLEAR the well....won't do much good if the = airstream=20 keeps the gear doors closed......
----- Original Message -----
From:=20 Fred=20 Marconi
To: Scott Baker ; reflector@tvbf.org
Sent: Thursday, December 25, = 2003 6:39=20 PM
Subject: Re: REFLECTOR:Gear = Speed

Scott:
 
If the gear clears the well how much help does = the wind at=20 80 mph play on pushing the gear into position.  If one notices = the gear=20 is not totally down will not a jerk of the control stick on the = vertical=20 axis help jerk the gear into place? 
 
I AM ALMOST THERE!!!! 
 
Fred
 
 
----- Original Message ----- =
From:=20 Scott Baker=20
Sent: Thursday, December = 25, 2003=20 11:44 AM
Subject: Re: REFLECTOR:Gear = Speed

Nay ... and Yea.
I agree with Dave that the gas=20 spring design could be improved upon.  The gas = spring only=20 comes into play when the hydraulic system has failed (gear motor = failure=20 or hydraulic leak).  The gas spring is designed to give = the nose=20 gear that last little push to move the linkage into the overcenter = position.  Gravity and air froces work to get the nose gear = 95%=20 "there".  That's not good enough, of course, for a landing - = the gear=20 needs to be in it's overcenter position.  The gas spring = system=20 does work if it receives regular inspection and maintenance.  = By=20 regular, I mean on an annual schedule.  The tailgate of my = Jeep=20 Cherokee doesn't stay up during cold temperatures because the gas = springs=20 have lost their power.  That doesn't mean the Jeep designed a = problematic system ... it means they designed a system that = requires more=20 frequent changing of the gas springs.  Jeep might think that = this is=20 okay, but that doesn't mean that I have to like replacing the gas = springs=20 (therefore the "Yea").
 
Before we go re-inventing things, = let's=20 consider the statistical causes of the nose gear not coming = down. =20 Some have experienced problems with the gear hanging up inside the = nose=20 compartment (the gas spring doesn't come into play during this = kind of=20 situation).  There are several things that can lead to the = gear=20 hanging itself - most are eliminated by making sure that the side = guides=20 are installed in such a way that the nose casting doesn't get = caught on=20 something inside the nose gear compartment.  Special = note:3D""=20
Don't ignor lubrication of the = nose gear=20 linkage.  When testing the system without hydraulic power (on = jacks),=20 does the nose gear system free fall without hesitation?  I've = seen=20 some installations where the nose gear doesn't want to come down = by=20 gravity.  Find out why.  Something is binding.  = This is a=20 maintenance/check item that needs to be working smoothly.  = Make it a=20 habit to test the free-fall, down and locked, system during flight = every=20 so often (monthly?) to confirm things are working as they should = ...(be=20 sure to put the dump valve back into the normal position and power = up the=20 hydraulics before landing).  If, during the air test, you = don't get a=20 green light quickly and "with authority" ... then put the aircraft = back up=20 on jacks and find out what's stopping the system from falling into = position.  What I'm saying here is identify and fix potential = problems before they become real problems.
 
Don't ignor "danger" signals (it = happens!)=20 ..
> The blue "gear pump running" = light stays=20 on after the gear is retracted - or comes on often during flight - = or=20 during taxi / signifies a hydraulic leak, or a problem with the = dump=20 valve, or worn seals in any of the hydraulic = cylinders
> The observance of hydraulic = fluid on the=20 floor of the fuselage (inside the nose section), or on the = underside of=20 the aircraft / signifies a leak ... probably a loose = fitting.
 
.... relatives coming up the = driveway ...=20 gotta go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, December = 25, 2003=20 10:04 AM
Subject: RE: = REFLECTOR:Gear=20 Speed

John,
 
Not being able to see the nose down in flight is a very = fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about 2"=20 dia) convex mirror is positioned just outboard of the elevator = on a thin=20 molded fixture.  In flight,  you can very easily=20 tell when the nose gear is down, even if you can't make out = details.  There's also another mirror on a leading edge = wing fence=20 that serves the same purpose for the mains.  I never bother = looking=20 at them unless my gear lights indicate some anomaly.  Of = course, if=20 the mirror indicates the nose wheel is extended, the keel hole = and stick=20 are still necessary to ensure the nose gear is overcenter and = stays=20 there.
 
I agree with Dave Black...its time this was = treated to=20 a redesign and fix.  I don't have quantitative numbers = but=20 anecdotal evidence seems to indicate that the vast majority of = the gear=20 failures are associated with the nose unit.  Granted, it = usually=20 results in minimal, or no, injury, but its hard on hardware and = is a=20 chronic problem.  Hopefully, with some good analysis and = solid=20 engineering, a simple fix can be made to the nose gear so = that it=20 is as dependable as the mains seem to be.  All if favor, = say=20 "YEA."

Chuck Jensen, in ETn, = where its=20 Christmas and life is good.

 

 

 -----Original Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf=20 Of John Dibble
Sent: Wednesday, December 24, 2003 = 10:25=20 PM
To: reflector@tvbf.org
Subject: Re:=20 REFLECTOR:Gear Speed

Dave,
Thanks for your=20 comments.  Since I can not see the nose wheel in flight, = I can't=20 know whether the gear came down and failed to lock, or did not = come=20 down at all.  Because it goes down and locks on the = ground, I=20 tend to think that if the wheel came down in flight then it = should=20 have locked as the extra force of the air would have assisted = the=20 extension procedure.  Therefore I think that the doors = were held=20 closed by the air pressure and the wheel did not drop down at=20 all.  I plan to test this idea on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up =
on blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

  =
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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_000B_01C3CB44.A4A383A0-- From reflector@tvbf.org Fri Dec 26 05:43:32 2003 From: reflector@tvbf.org (Dave Black) Date: Fri, 26 Dec 2003 00:43:32 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> Message-ID: <3FEBCA84.DACF748B@comcast.net> Fred, > If one notices > the gear is not totally down will not a jerk of the control > stick on the vertical axis help jerk the gear into place? It's certainly worth a try! The "G" force snap it into position. But if such a maneuver is required, it's a signal that you most likely have a weak gas strut and are at high risk for the linkage coming unlocked during landing. After an emergency gear deployment, switching the dump valve back to the normal position can help hold the nose gear overcenter. If you observe problems with the gear locking (and are able to land without incident) please check into the cause before further flight. Just as with the Jeep, our gas struts will be considerably weaker during winter. It may be that we simply can not rely on the gas strut to push the linkage overcenter and hold it there when it's cold outside. > If the gear clears the well how much help does the wind at 80 > mph play on pushing the gear into position. The wind should push the nose gear 95% of the way down. But I don't see how the wind could actually force the linkage overcenter. It certainly could not hold it there. Only the gas strut or the hydraulics can do that. Dave Black Shortwing RG From reflector@tvbf.org Fri Dec 26 05:55:50 2003 From: reflector@tvbf.org (CBarber) Date: Thu, 25 Dec 2003 23:55:50 -0600 Subject: REFLECTOR:Gear Speed and sanding micro In-Reply-To: <000f01c3cb6e$90e20b00$0200a8c0@DAD> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0024_01C3CB42.9F84DAB0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0025_01C3CB42.9F84DAB0" ------=_NextPart_001_0025_01C3CB42.9F84DAB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Hmmmmm, I have been surprised how much I have enjoyed this thread considering I am building a fixed gear. . Maybe there is comfort in not having to mess with the gear down issue.....even though I will be slower :-(. Oh, I don't know if y'all know this, but there is A LOT of sanding to do to micro on the wings It's like shampoo bottle instructions, "fill, sand, sand more, repeat"......my arms are actually sore (gotta get back to the gym). Geeeez. I am guessing it is much easier with the really long perma-grit bar Andy sent me to use. Thanks again Andy (I have once again reviewed your notes). Any of y'all with additional thoughts or suggestions on easing this task will be warmly received. FYI, for those of you in to this kind of thing, while enjoying this thread and avoiding too much sanding on Christmas, I added some pictures to my webpage, again thanks to Andy (stay warm up there in Michigan). All the best and Merry Christmas, Happy Hanukah, Joyous Kwanza etc. Chris Christopher Barber Barber & Pi, LLP Attorneys and Counselors at Law 11930 S Sam Houston Pkwy E Suite 103 Houston, Texas 77089-4755 281-464-LAWS (5297) "Serving the needs of Senior Texans" CBarber@TexasAttorney.net www.TexasAttorney.net -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Baker Sent: Thursday, December 25, 2003 11:10 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed The air stream doesn't offer a lot of force against the split nose gear doors. The weight of the nose gear leg, casting, wheel, and tire offer a goodly amount of weight. If the gear doesn't freely free fall through the doors at 120 knots, then something else (not the doors) is holding things up. The nose gear's free fall operation needn't be the subject of theory or to "Gee, I wonder if the slip stream is going to keep the gear doors from opening" speculation. Go fly the aircraft, test the emergency gear extension process and confirm that everything is working as it should. The gear should fall with deliberate movement and travel to the "down and locked" position with authority. If it doesn't, find out what's stopping the system from doing so, and fix it. The slip stream will move the gear to the point that it _almost_ reaches the overcenter position. A mirror will not tell you if the nose gear is in the overcenter/locked position. If the gas spring is weak, it may not have enough force to push the linkage to the overcenter/locked position. Also, if the gas spring is weak, it may get the gear to the overcenter position - but it may not have enough force to keep it in the overcenter position following touchdown. Many Velocity builders have installed a little hole in the side of the keel to stick a pry-bar into the keel to help move the nose gear linkage that last little bit into the overcenter position (this is a failsafe to a failsafe). Pulling some "G-forces" will help move the nose gear to the overcenter position. It may not always do the job. Scott B. ----- Original Message ----- From: Jeffrey Clough To: reflector@tvbf.org Sent: Thursday, December 25, 2003 10:28 PM Subject: Re: REFLECTOR:Gear Speed The Gear has to CLEAR the well....won't do much good if the airstream keeps the gear doors closed...... ----- Original Message ----- From: Fred Marconi To: Scott Baker ; reflector@tvbf.org Sent: Thursday, December 25, 2003 6:39 PM Subject: Re: REFLECTOR:Gear Speed Scott: If the gear clears the well how much help does the wind at 80 mph play on pushing the gear into position. If one notices the gear is not totally down will not a jerk of the control stick on the vertical axis help jerk the gear into place? I AM ALMOST THERE!!!! Fred ----- Original Message ----- From: Scott Baker To: Reflector Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. The gas spring only comes into play when the hydraulic system has failed (gear motor failure or hydraulic leak). The gas spring is designed to give the nose gear that last little push to move the linkage into the overcenter position. Gravity and air froces work to get the nose gear 95% "there". That's not good enough, of course, for a landing - the gear needs to be in it's overcenter position. The gas spring system does work if it receives regular inspection and maintenance. By regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee doesn't stay up during cold temperatures because the gas springs have lost their power. That doesn't mean the Jeep designed a problematic system ... it means they designed a system that requires more frequent changing of the gas springs. Jeep might think that this is okay, but that doesn't mean that I have to like replacing the gas springs (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical causes of the nose gear not coming down. Some have experienced problems with the gear hanging up inside the nose compartment (the gas spring doesn't come into play during this kind of situation). There are several things that can lead to the gear hanging itself - most are eliminated by making sure that the side guides are installed in such a way that the nose casting doesn't get caught on something inside the nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the system without hydraulic power (on jacks), does the nose gear system free fall without hesitation? I've seen some installations where the nose gear doesn't want to come down by gravity. Find out why. Something is binding. This is a maintenance/check item that needs to be working smoothly. Make it a habit to test the free-fall, down and locked, system during flight every so often (monthly?) to confirm things are working as they should ...(be sure to put the dump valve back into the normal position and power up the hydraulics before landing). If, during the air test, you don't get a green light quickly and "with authority" ... then put the aircraft back up on jacks and find out what's stopping the system from falling into position. What I'm saying here is identify and fix potential problems before they become real problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is retracted - or comes on often during flight - or during taxi / signifies a hydraulic leak, or a problem with the dump valve, or worn seals in any of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage (inside the nose section), or on the underside of the aircraft / signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing everyone a merry Christmas! Scott B. ----- Original Message ----- From: Chuck Jensen To: 'reflector@tvbf.org' Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable thing. On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture. In flight, you can very easily tell when the nose gear is down, even if you can't make out details. There's also another mirror on a leading edge wing fence that serves the same purpose for the mains. I never bother looking at them unless my gear lights indicate some anomaly. Of course, if the mirror indicates the nose wheel is extended, the keel hole and stick are still necessary to ensure the nose gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign and fix. I don't have quantitative numbers but anecdotal evidence seems to indicate that the vast majority of the gear failures are associated with the nose unit. Granted, it usually results in minimal, or no, injury, but its hard on hardware and is a chronic problem. Hopefully, with some good analysis and solid engineering, a simple fix can be made to the nose gear so that it is as dependable as the mains seem to be. All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all. Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure. Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all. I plan to test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). Just to clarify, we are dealing with two entirely different nose gear failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to prevent such a problem. This demonstrates how important it is that guides be tall enough to prevent any part of the nose wheel assembly getting stuck, even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd repeatedly extend and retract the gear in the hope the nose gear might become dislodged. But I'd also make preparation for a mains only landing. For the purpose of minimizing damage, CG should be shifted to the aft limit of the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension procedure. Your gear extended OK, but not to the point of being locked. In the past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end of its travel. They also act in concert with the overcenter linkage to hold the gear down. But without the hydraulics, the gear falls into position by gravity only, and the final kick must be given by the air strut. However, air loads could easily overcome the ability of a weak strut to push the linkage overcenter. Should this happen, a slow speed dive with abrupt pull-up could well give the gear the push it needs to go overcenter and lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down. Of course, it's better to change or at least check the air strut annually so you know it'll be able to push the linkage overcenter. It might be wise to test the manual dump procedure in the air periodically to ensure the air strut can still do its job. No matter how you slice it, that nose gear air strut is a weak link that has been the cause of many incidents. You may remember the discussions of keeping a special dowel in the cockpit to hold the linkage overcenter after manual extension. That's because if the air strut is a little weak, it alone may not be sufficient to keep the linkage overcenter during a landing. That same dowel be useful in pushing the linkage overcenter in a situation like yours. But the whole dowel idea is merely a Band-Aid for a deficiency in the gear extension system. The main gear used to have air struts as well, but after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear strut were replaced (or at least assisted) by a spring also. Dave Black Shortwing RG ------=_NextPart_001_0025_01C3CB42.9F84DAB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hmmmmm, I have been surprised how much I have enjoyed this = thread=20 considering I am building a fixed gear. <g>.  Maybe there is = comfort=20 in not having to mess with the gear down issue.....even though I will be = slower  :-(.
 
Oh, I=20 don't know if y'all know this, but there is A LOT of sanding to do to = micro on=20 the wings <g> It's like shampoo bottle instructions, "fill, sand, = sand=20 more, repeat"......my arms are actually sore (gotta get back to the = gym).=20 Geeeez.  I am guessing it is much easier with the really long = perma-grit=20 bar Andy sent me to use.  Thanks again Andy (I have once again = reviewed=20 your notes). Any of y'all with additional thoughts or = suggestions on=20 easing this task will be warmly received.
 
FYI,=20 for those of you in to this kind of thing, while enjoying this thread = and=20 avoiding too much sanding on Christmas, I added some pictures to my = webpage,=20 again thanks to Andy (stay warm up there in = Michigan).
 
All=20 the best and Merry Christmas, Happy Hanukah, Joyous Kwanza=20 etc.
 
Chris
 


Christopher=20 Barber

Barber & Pi,=20 LLP
Attorneys and Counselors at Law
11930 S = Sam=20 Houston Pkwy E
Suite 103
Houston, Texas 77089-4755
281-464-LAWS = (5297)

"Serving the needs of Senior=20 Texans"

CBarber@TexasAttorney.net
www.TexasAttorney.net 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Scott=20 Baker
Sent: Thursday, December 25, 2003 11:10 = PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Gear=20 Speed

The air stream doesn't offer a lot of = force=20 against the split nose gear doors.  The weight of the nose gear = leg,=20 casting, wheel, and tire offer a goodly amount of weight.  If the = gear=20 doesn't freely free fall through the doors at 120 knots, then = something else=20 (not the doors) is holding things up.
The nose gear's free = fall operation=20 needn't be the subject of theory or to "Gee, I wonder if the slip = stream is=20 going to keep the gear doors from opening" speculation.  Go fly = the=20 aircraft, test the emergency gear extension process and confirm that=20 everything is working as it should.  The gear should fall with = deliberate=20 movement and travel to the "down and locked" position with = authority.  If=20 it doesn't, find out what's stopping the system from doing so, and fix = it.
The slip stream will move the gear to = the point=20 that it _almost_ reaches the overcenter position.  A mirror will = not tell=20 you if the nose gear is in the overcenter/locked position.  If = the gas=20 spring is weak, it may not have enough force to push the linkage to = the=20 overcenter/locked position.  Also, if the gas spring is weak, it = may get=20 the gear to the overcenter position - but it may not have enough force = to keep=20 it in the overcenter position following touchdown.  Many Velocity = builders have installed a little hole in the side of the keel to stick = a=20 pry-bar into the keel to help move the nose gear linkage that last = little=20 bit into the overcenter position (this is a failsafe to a=20 failsafe).  Pulling some "G-forces" will help move the = nose=20 gear to the overcenter position.  It may not always do the=20 job.
Scott B.
----- Original Message -----
From:=20 Jeffrey=20 Clough
Sent: Thursday, December 25, = 2003 10:28=20 PM
Subject: Re: REFLECTOR:Gear = Speed

The Gear has to CLEAR the well....won't do much good if the = airstream=20 keeps the gear doors closed......
----- Original Message ----- =
From:=20 Fred=20 Marconi
To: Scott Baker ; reflector@tvbf.org
Sent: Thursday, December = 25, 2003=20 6:39 PM
Subject: Re: REFLECTOR:Gear = Speed

Scott:
 
If the gear clears the well how much help does = the wind=20 at 80 mph play on pushing the gear into position.  If one = notices the=20 gear is not totally down will not a jerk of the control stick on = the=20 vertical axis help jerk the gear into place? 
 
I AM ALMOST THERE!!!! 
 
Fred
 
 
----- Original Message ----- =
From:=20 Scott=20 Baker
Sent: Thursday, December = 25, 2003=20 11:44 AM
Subject: Re: = REFLECTOR:Gear=20 Speed

Nay ... and Yea.
I agree with Dave that the gas=20 spring design could be improved upon.  The gas=20 spring only comes into play when the hydraulic system has = failed=20 (gear motor failure or hydraulic leak).  The gas = spring is=20 designed to give the nose gear that last little push to move the = linkage=20 into the overcenter position.  Gravity and air froces work = to get=20 the nose gear 95% "there".  That's not good enough, of = course, for=20 a landing - the gear needs to be in it's overcenter=20 position.  The gas spring system does work if it = receives=20 regular inspection and maintenance.  By regular, I mean on = an=20 annual schedule.  The tailgate of my Jeep Cherokee doesn't = stay up=20 during cold temperatures because the gas springs have lost their = power.  That doesn't mean the Jeep designed a problematic = system=20 ... it means they designed a system that requires more frequent = changing=20 of the gas springs.  Jeep might think that this is okay, = but that=20 doesn't mean that I have to like replacing the gas springs = (therefore=20 the "Yea").
 
Before we go re-inventing = things, let's=20 consider the statistical causes of the nose gear not coming = down. =20 Some have experienced problems with the gear hanging up inside = the nose=20 compartment (the gas spring doesn't come into play during this = kind of=20 situation).  There are several things that can lead to the = gear=20 hanging itself - most are eliminated by making sure that the = side guides=20 are installed in such a way that the nose casting doesn't get = caught on=20 something inside the nose gear compartment.  Special = note:
Don't ignor lubrication of the = nose gear=20 linkage.  When testing the system without hydraulic power = (on=20 jacks), does the nose gear system free fall without = hesitation? =20 I've seen some installations where the nose gear doesn't want to = come=20 down by gravity.  Find out why.  Something is = binding. =20 This is a maintenance/check item that needs to be working=20 smoothly.  Make it a habit to test the free-fall, down and = locked,=20 system during flight every so often (monthly?) to confirm things = are=20 working as they should ...(be sure to put the dump valve back = into the=20 normal position and power up the hydraulics before = landing).  If,=20 during the air test, you don't get a green light quickly and = "with=20 authority" ... then put the aircraft back up on jacks and find = out=20 what's stopping the system from falling into position.  = What I'm=20 saying here is identify and fix potential problems before they = become=20 real problems.
 
Don't ignor "danger" signals = (it happens!)=20 ..
> The blue "gear pump = running" light=20 stays on after the gear is retracted - or comes on often during = flight -=20 or during taxi / signifies a hydraulic leak, or a problem with = the dump=20 valve, or worn seals in any of the hydraulic = cylinders
> The observance of = hydraulic fluid on=20 the floor of the fuselage (inside the nose section), or on the = underside=20 of the aircraft / signifies a leak ... probably a loose=20 fitting.
 
.... relatives coming up the = driveway ...=20 gotta go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
From:=20 Chuck=20 Jensen
Sent: Thursday, = December 25, 2003=20 10:04 AM
Subject: RE: = REFLECTOR:Gear=20 Speed

John,
 
Not being able to see the nose down in flight is a = very fixable=20 thing.  On my Velo (a Prudhomme production), a small = (about=20 2" dia) convex mirror is positioned just outboard of the = elevator on a=20 thin molded fixture.  In flight,  you can very = easily=20 tell when the nose gear is down, even if you can't make = out=20 details.  There's also another mirror on a leading edge = wing=20 fence that serves the same purpose for the mains.  I = never bother=20 looking at them unless my gear lights indicate some = anomaly.  Of=20 course, if the mirror indicates the nose wheel is extended, = the keel=20 hole and stick are still necessary to ensure the nose gear is=20 overcenter and stays there.
 
I agree with Dave Black...its time this was = treated=20 to a redesign and fix.  I don't have quantitative = numbers=20 but anecdotal evidence seems to indicate that the vast = majority of the=20 gear failures are associated with the nose unit.  = Granted, it=20 usually results in minimal, or no, injury, but its hard on = hardware=20 and is a chronic problem.  Hopefully, with some good = analysis and=20 solid engineering, a simple fix can be made to the nose = gear so=20 that it is as dependable as the mains seem to be.  All if = favor,=20 say "YEA."

Chuck Jensen, in ETn, = where its=20 Christmas and life is good.

 

 

 -----Original Message-----
From:=20 reflector-admin@tvbf.org = [mailto:reflector-admin@tvbf.org]On Behalf=20 Of John Dibble
Sent: Wednesday, December 24, = 2003 10:25=20 PM
To: reflector@tvbf.org
Subject: Re:=20 REFLECTOR:Gear Speed

Dave,
Thanks for=20 your comments.  Since I can not see the nose wheel in = flight, I=20 can't know whether the gear came down and failed to lock, or = did not=20 come down at all.  Because it goes down and locks on = the=20 ground, I tend to think that if the wheel came down in = flight then=20 it should have locked as the extra force of the air would = have=20 assisted the extension procedure.  Therefore I think = that the=20 doors were held closed by the air pressure and the wheel did = not=20 drop down at all.  I plan to test this idea on the=20 ground.

John

Dave Black wrote:
John,

  
On the ground (up =
on blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear =
failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to =
prevent
such a problem. This demonstrates how important it is that guides be =
tall
enough to prevent any part of the nose wheel assembly getting stuck, =
even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in =
flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and =
I'd
repeatedly extend and retract the gear in the hope the nose gear might =
become
dislodged. But I'd also make preparation for a mains only landing. For =
the
purpose of minimizing damage, CG should be shifted to the aft limit of =
the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension =
procedure.
Your gear extended OK, but not to the point of being locked. In the =
past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end =
of its
travel. They also act in concert with the overcenter linkage to hold the =
gear
down. But without the hydraulics, the gear falls into position by =
gravity
only, and the final kick must be given by the air strut.=20

However, air loads could easily overcome the ability of a weak strut to =
push
the linkage overcenter. Should this happen, a slow speed dive with =
abrupt
pull-up could well give the gear the push it needs to go overcenter and =
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.=20

Of course, it's better to change or at least check the air strut =
annually so
you know it'll be able to push the linkage overcenter. It might be wise =
to
test the manual dump procedure in the air periodically to ensure the air =
strut
can still do its job.=20

No matter how you slice it, that nose gear air strut is a weak link that =
has
been the cause of many incidents. You may remember the discussions of =
keeping
a special dowel in the cockpit to hold the linkage overcenter after =
manual
extension. That's because if the air strut is a little weak, it alone =
may not
be sufficient to keep the linkage overcenter during a landing. That same =
dowel
<might> be useful in pushing the linkage overcenter in a situation =
like yours.=20

But the whole dowel idea is merely a Band-Aid for a deficiency in the =
gear
extension system. The main gear used to have air struts as well, but =
after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear =
strut
were replaced (or at least assisted) by a spring also.=20

Dave Black
Shortwing RG

  =
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ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z ------=_NextPart_000_0024_01C3CB42.9F84DAB0-- From reflector@tvbf.org Fri Dec 26 06:15:26 2003 From: reflector@tvbf.org (Dave Black) Date: Fri, 26 Dec 2003 01:15:26 -0500 Subject: REFLECTOR:Gear Speed and sanding micro References: Message-ID: <3FEBD1FE.D66F670@comcast.net> > CBarber, > Hmmmmm, I have been surprised how much I have enjoyed this > thread considering I am building a fixed gear. . Maybe > there is comfort in not having to mess with the gear down > issue.....even though I will be slower :-(. You'll only be slower when you fly. The fact that you'll finish building your FG six months to a year sooner than us RG guys will give you an insurmountable head-start in any race. > Oh, I don't know if y'all know this, but there is A LOT of > sanding to do to micro on the wings It's like shampoo > bottle instructions, "fill, sand, sand more, repeat"......my > arms are actually sore (gotta get back to the gym). Geeeez. I > am guessing it is much easier with the really long perma-grit > bar Andy sent me to use. Thanks again Andy (I have once again > reviewed your notes). Any of y'all with additional thoughts or > suggestions on easing this task will be warmly received. Definitely use the long sanding bar or block. And yes, there is a LOT of sanding. Simply sand until the first glass begins to show through. Then fill and sand again until there are no more valleys. Simple to describe; takes a long time to do! Dave Black Shortwing RG From reflector@tvbf.org Fri Dec 26 13:44:14 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Fri, 26 Dec 2003 08:44:14 -0500 Subject: REFLECTOR:Gear Speed and sanding micro Message-ID: Chuck Jensen Diversified Technologies 2680 Westcott Blvd Knoxville, TN 37931 Phn: 865-539-9000 x25 Cell: 865-406-9001 Fax: 865-539-9001 cjensen@dts9000.com -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dave Black Sent: Friday, December 26, 2003 1:15 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed and sanding micro > CBarber, > Hmmmmm, I have been surprised how much I have enjoyed this > thread considering I am building a fixed gear. . Maybe > there is comfort in not having to mess with the gear down > issue.....even though I will be slower :-(. You'll only be slower when you fly. The fact that you'll finish building your FG six months to a year sooner than us RG guys will give you an insurmountable head-start in any race. > Oh, I don't know if y'all know this, but there is A LOT of > sanding to do to micro on the wings It's like shampoo > bottle instructions, "fill, sand, sand more, repeat"......my > arms are actually sore (gotta get back to the gym). Geeeez. I > am guessing it is much easier with the really long perma-grit > bar Andy sent me to use. Thanks again Andy (I have once again > reviewed your notes). Any of y'all with additional thoughts or > suggestions on easing this task will be warmly received. Definitely use the long sanding bar or block. And yes, there is a LOT of sanding. Simply sand until the first glass begins to show through. Then fill and sand again until there are no more valleys. Simple to describe; takes a long time to do! Dave Black Shortwing RG _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Fri Dec 26 17:02:08 2003 From: reflector@tvbf.org (Alex Balic) Date: Fri, 26 Dec 2003 11:02:08 -0600 Subject: REFLECTOR:RE: sanding micro In-Reply-To: Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_evTnId4cxbaLPn102YbRLw) Content-type: multipart/alternative; boundary="Boundary_(ID_DMW89MFeiXNVC1gXwCqS3w)" --Boundary_(ID_DMW89MFeiXNVC1gXwCqS3w) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT Chris, If you are not already doing this, very lightly mist the sanding areas with a contrasting color pf spray paint (I used dark green with good effect) then when you start sanding, you can see the high spots (white) against the low spots (dark green) and you can see when you are nearing completion, when you start to hit glass, stop, mix some more micro, and put it into all of the low spots, then your work will be much easier- I got my wing surfaces filled in 3 cycles using this method- used it when I was sanding the primer down too..... I have a rather large sanding board (10" x 50") that I installed some floor sanding paper to (80 grit I think) the stuff is really durable, and sands the micro well- also keep your compressed air / vacuum cleaner handy, as as it is good to remove the dust often to allow for faster removal of material.- I blow the sanding board out each time also.... Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of CBarber Sent: Thursday, December 25, 2003 11:56 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Gear Speed and sanding micro Hmmmmm, I have been surprised how much I have enjoyed this thread considering I am building a fixed gear. . Maybe there is comfort in not having to mess with the gear down issue.....even though I will be slower :-(. Oh, I don't know if y'all know this, but there is A LOT of sanding to do to micro on the wings It's like shampoo bottle instructions, "fill, sand, sand more, repeat"......my arms are actually sore (gotta get back to the gym). Geeeez. I am guessing it is much easier with the really long perma-grit bar Andy sent me to use. Thanks again Andy (I have once again reviewed your notes). Any of y'all with additional thoughts or suggestions on easing this task will be warmly received. FYI, for those of you in to this kind of thing, while enjoying this thread and avoiding too much sanding on Christmas, I added some pictures to my webpage, again thanks to Andy (stay warm up there in Michigan). All the best and Merry Christmas, Happy Hanukah, Joyous Kwanza etc. Chris Christopher Barber Barber & Pi, LLP Attorneys and Counselors at Law 11930 S Sam Houston Pkwy E Suite 103 Houston, Texas 77089-4755 281-464-LAWS (5297) "Serving the needs of Senior Texans" CBarber@TexasAttorney.net www.TexasAttorney.net -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Baker Sent: Thursday, December 25, 2003 11:10 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed The air stream doesn't offer a lot of force against the split nose gear doors. The weight of the nose gear leg, casting, wheel, and tire offer a goodly amount of weight. If the gear doesn't freely free fall through the doors at 120 knots, then something else (not the doors) is holding things up. The nose gear's free fall operation needn't be the subject of theory or to "Gee, I wonder if the slip stream is going to keep the gear doors from opening" speculation. Go fly the aircraft, test the emergency gear extension process and confirm that everything is working as it should. The gear should fall with deliberate movement and travel to the "down and locked" position with authority. If it doesn't, find out what's stopping the system from doing so, and fix it. The slip stream will move the gear to the point that it _almost_ reaches the overcenter position. A mirror will not tell you if the nose gear is in the overcenter/locked position. If the gas spring is weak, it may not have enough force to push the linkage to the overcenter/locked position. Also, if the gas spring is weak, it may get the gear to the overcenter position - but it may not have enough force to keep it in the overcenter position following touchdown. Many Velocity builders have installed a little hole in the side of the keel to stick a pry-bar into the keel to help move the nose gear linkage that last little bit into the overcenter position (this is a failsafe to a failsafe). Pulling some "G-forces" will help move the nose gear to the overcenter position. It may not always do the job. Scott B. ----- Original Message ----- From: Jeffrey Clough To: reflector@tvbf.org Sent: Thursday, December 25, 2003 10:28 PM Subject: Re: REFLECTOR:Gear Speed The Gear has to CLEAR the well....won't do much good if the airstream keeps the gear doors closed...... ----- Original Message ----- From: Fred Marconi To: Scott Baker ; reflector@tvbf.org Sent: Thursday, December 25, 2003 6:39 PM Subject: Re: REFLECTOR:Gear Speed Scott: If the gear clears the well how much help does the wind at 80 mph play on pushing the gear into position. If one notices the gear is not totally down will not a jerk of the control stick on the vertical axis help jerk the gear into place? I AM ALMOST THERE!!!! Fred ----- Original Message ----- From: Scott Baker To: Reflector Sent: Thursday, December 25, 2003 11:44 AM Subject: Re: REFLECTOR:Gear Speed Nay ... and Yea. I agree with Dave that the gas spring design could be improved upon. The gas spring only comes into play when the hydraulic system has failed (gear motor failure or hydraulic leak). The gas spring is designed to give the nose gear that last little push to move the linkage into the overcenter position. Gravity and air froces work to get the nose gear 95% "there". That's not good enough, of course, for a landing - the gear needs to be in it's overcenter position. The gas spring system does work if it receives regular inspection and maintenance. By regular, I mean on an annual schedule. The tailgate of my Jeep Cherokee doesn't stay up during cold temperatures because the gas springs have lost their power. That doesn't mean the Jeep designed a problematic system ... it means they designed a system that requires more frequent changing of the gas springs. Jeep might think that this is okay, but that doesn't mean that I have to like replacing the gas springs (therefore the "Yea"). Before we go re-inventing things, let's consider the statistical causes of the nose gear not coming down. Some have experienced problems with the gear hanging up inside the nose compartment (the gas spring doesn't come into play during this kind of situation). There are several things that can lead to the gear hanging itself - most are eliminated by making sure that the side guides are installed in such a way that the nose casting doesn't get caught on something inside the nose gear compartment. Special note: Don't ignor lubrication of the nose gear linkage. When testing the system without hydraulic power (on jacks), does the nose gear system free fall without hesitation? I've seen some installations where the nose gear doesn't want to come down by gravity. Find out why. Something is binding. This is a maintenance/check item that needs to be working smoothly. Make it a habit to test the free-fall, down and locked, system during flight every so often (monthly?) to confirm things are working as they should ...(be sure to put the dump valve back into the normal position and power up the hydraulics before landing). If, during the air test, you don't get a green light quickly and "with authority" ... then put the aircraft back up on jacks and find out what's stopping the system from falling into position. What I'm saying here is identify and fix potential problems before they become real problems. Don't ignor "danger" signals (it happens!) .. > The blue "gear pump running" light stays on after the gear is retracted - or comes on often during flight - or during taxi / signifies a hydraulic leak, or a problem with the dump valve, or worn seals in any of the hydraulic cylinders > The observance of hydraulic fluid on the floor of the fuselage (inside the nose section), or on the underside of the aircraft / signifies a leak ... probably a loose fitting. .... relatives coming up the driveway ... gotta go ... wishing everyone a merry Christmas! Scott B. ----- Original Message ----- From: Chuck Jensen To: 'reflector@tvbf.org' Sent: Thursday, December 25, 2003 10:04 AM Subject: RE: REFLECTOR:Gear Speed John, Not being able to see the nose down in flight is a very fixable thing. On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture. In flight, you can very easily tell when the nose gear is down, even if you can't make out details. There's also another mirror on a leading edge wing fence that serves the same purpose for the mains. I never bother looking at them unless my gear lights indicate some anomaly. Of course, if the mirror indicates the nose wheel is extended, the keel hole and stick are still necessary to ensure the nose gear is overcenter and stays there. I agree with Dave Black...its time this was treated to a redesign and fix. I don't have quantitative numbers but anecdotal evidence seems to indicate that the vast majority of the gear failures are associated with the nose unit. Granted, it usually results in minimal, or no, injury, but its hard on hardware and is a chronic problem. Hopefully, with some good analysis and solid engineering, a simple fix can be made to the nose gear so that it is as dependable as the mains seem to be. All if favor, say "YEA." Chuck Jensen, in ETn, where its Christmas and life is good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble Sent: Wednesday, December 24, 2003 10:25 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Dave, Thanks for your comments. Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all. Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure. Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all. I plan to test this idea on the ground. John Dave Black wrote: John, On the ground (up on blocks) it works fine. In the air when I had a dead battery, I was unable to get the nose down and locked. My guess is that the door springs are not strong enough to overcome the air pressure on the doors when flying. I plan to see if I can duplicate this condition on the ground. Until then I monitor my electrical system frequently with the plan to lower my gear at the first sign of low voltage (alternator failure). Just to clarify, we are dealing with two entirely different nose gear failure modes here: 1) Scott's gear got hung up on the top of the very guide intended to prevent such a problem. This demonstrates how important it is that guides be tall enough to prevent any part of the nose wheel assembly getting stuck, even if the gear over retracts. Because once the nose gear is stuck in the UP position, there's virtually no way to reliably get it down while in flight. I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd repeatedly extend and retract the gear in the hope the nose gear might become dislodged. But I'd also make preparation for a mains only landing. For the purpose of minimizing damage, CG should be shifted to the aft limit of the envelope. This means your passenger should move to the back seat. 2) Your problem was the failure of the free-fall gear extension procedure. Your gear extended OK, but not to the point of being locked. In the past, this has usually been traced to a loss of pressure in the air strut. When the hydraulics are working, they PUSH the nose gear all the way to the end of its travel. They also act in concert with the overcenter linkage to hold the gear down. But without the hydraulics, the gear falls into position by gravity only, and the final kick must be given by the air strut. However, air loads could easily overcome the ability of a weak strut to push the linkage overcenter. Should this happen, a slow speed dive with abrupt pull-up could well give the gear the push it needs to go overcenter and lock. Once locked, I'd recommend switching the dump valve back to the normal position so the hydraulics can help hold the nose gear down. Of course, it's better to change or at least check the air strut annually so you know it'll be able to push the linkage overcenter. It might be wise to test the manual dump procedure in the air periodically to ensure the air strut can still do its job. No matter how you slice it, that nose gear air strut is a weak link that has been the cause of many incidents. You may remember the discussions of keeping a special dowel in the cockpit to hold the linkage overcenter after manual extension. That's because if the air strut is a little weak, it alone may not be sufficient to keep the linkage overcenter during a landing. That same dowel be useful in pushing the linkage overcenter in a situation like yours. But the whole dowel idea is merely a Band-Aid for a deficiency in the gear extension system. The main gear used to have air struts as well, but after a series of main gear collapses the struts were replaced by springs and an ingenious downlock system added. I'd be a lot happier if the nose gear strut were replaced (or at least assisted) by a spring also. Dave Black Shortwing RG --Boundary_(ID_DMW89MFeiXNVC1gXwCqS3w) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: 7BIT
Chris,
If you are not already doing this, very lightly mist the sanding areas with a contrasting color pf spray paint (I used dark green with good effect) then when you start sanding, you can see the high spots (white) against the low spots (dark green) and you can see when you are nearing completion, when you start to hit glass, stop, mix some more micro, and put it into all of the low spots, then your work will be much easier- I got my wing surfaces filled in 3 cycles  using this method- used it when I was sanding the primer down too..... I have a rather large sanding board (10" x 50") that I installed some floor sanding paper to (80 grit I think) the stuff is really durable, and sands the micro well- also keep your compressed air / vacuum cleaner handy, as as it is good to remove the dust often to allow for faster removal of material.- I blow the sanding board out each time also....
Alex
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of CBarber
Sent: Thursday, December 25, 2003 11:56 PM
To: reflector@tvbf.org
Subject: RE: REFLECTOR:Gear Speed and sanding micro

Hmmmmm, I have been surprised how much I have enjoyed this thread considering I am building a fixed gear. <g>.  Maybe there is comfort in not having to mess with the gear down issue.....even though I will be slower  :-(.
 
Oh, I don't know if y'all know this, but there is A LOT of sanding to do to micro on the wings <g> It's like shampoo bottle instructions, "fill, sand, sand more, repeat"......my arms are actually sore (gotta get back to the gym). Geeeez.  I am guessing it is much easier with the really long perma-grit bar Andy sent me to use.  Thanks again Andy (I have once again reviewed your notes). Any of y'all with additional thoughts or suggestions on easing this task will be warmly received.
 
FYI, for those of you in to this kind of thing, while enjoying this thread and avoiding too much sanding on Christmas, I added some pictures to my webpage, again thanks to Andy (stay warm up there in Michigan).
 
All the best and Merry Christmas, Happy Hanukah, Joyous Kwanza etc.
 
Chris
 


Christopher Barber

Barber & Pi, LLP
Attorneys and Counselors at Law
11930 S Sam Houston Pkwy E
Suite 103
Houston, Texas 77089-4755
281-464-LAWS (5297)

"Serving the needs of Senior Texans"

CBarber@TexasAttorney.net
www.TexasAttorney.net 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Baker
Sent: Thursday, December 25, 2003 11:10 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Gear Speed

The air stream doesn't offer a lot of force against the split nose gear doors.  The weight of the nose gear leg, casting, wheel, and tire offer a goodly amount of weight.  If the gear doesn't freely free fall through the doors at 120 knots, then something else (not the doors) is holding things up.
The nose gear's free fall operation needn't be the subject of theory or to "Gee, I wonder if the slip stream is going to keep the gear doors from opening" speculation.  Go fly the aircraft, test the emergency gear extension process and confirm that everything is working as it should.  The gear should fall with deliberate movement and travel to the "down and locked" position with authority.  If it doesn't, find out what's stopping the system from doing so, and fix it.
The slip stream will move the gear to the point that it _almost_ reaches the overcenter position.  A mirror will not tell you if the nose gear is in the overcenter/locked position.  If the gas spring is weak, it may not have enough force to push the linkage to the overcenter/locked position.  Also, if the gas spring is weak, it may get the gear to the overcenter position - but it may not have enough force to keep it in the overcenter position following touchdown.  Many Velocity builders have installed a little hole in the side of the keel to stick a pry-bar into the keel to help move the nose gear linkage that last little bit into the overcenter position (this is a failsafe to a failsafe).  Pulling some "G-forces" will help move the nose gear to the overcenter position.  It may not always do the job.
Scott B.
----- Original Message -----
Sent: Thursday, December 25, 2003 10:28 PM
Subject: Re: REFLECTOR:Gear Speed

The Gear has to CLEAR the well....won't do much good if the airstream keeps the gear doors closed......
----- Original Message -----
Sent: Thursday, December 25, 2003 6:39 PM
Subject: Re: REFLECTOR:Gear Speed

Scott:
 
If the gear clears the well how much help does the wind at 80 mph play on pushing the gear into position.  If one notices the gear is not totally down will not a jerk of the control stick on the vertical axis help jerk the gear into place? 
 
I AM ALMOST THERE!!!! 
 
Fred
 
 
----- Original Message -----
Sent: Thursday, December 25, 2003 11:44 AM
Subject: Re: REFLECTOR:Gear Speed

Nay ... and Yea.
I agree with Dave that the gas spring design could be improved upon.  The gas spring only comes into play when the hydraulic system has failed (gear motor failure or hydraulic leak).  The gas spring is designed to give the nose gear that last little push to move the linkage into the overcenter position.  Gravity and air froces work to get the nose gear 95% "there".  That's not good enough, of course, for a landing - the gear needs to be in it's overcenter position.  The gas spring system does work if it receives regular inspection and maintenance.  By regular, I mean on an annual schedule.  The tailgate of my Jeep Cherokee doesn't stay up during cold temperatures because the gas springs have lost their power.  That doesn't mean the Jeep designed a problematic system ... it means they designed a system that requires more frequent changing of the gas springs.  Jeep might think that this is okay, but that doesn't mean that I have to like replacing the gas springs (therefore the "Yea").
 
Before we go re-inventing things, let's consider the statistical causes of the nose gear not coming down.  Some have experienced problems with the gear hanging up inside the nose compartment (the gas spring doesn't come into play during this kind of situation).  There are several things that can lead to the gear hanging itself - most are eliminated by making sure that the side guides are installed in such a way that the nose casting doesn't get caught on something inside the nose gear compartment.  Special note:
Don't ignor lubrication of the nose gear linkage.  When testing the system without hydraulic power (on jacks), does the nose gear system free fall without hesitation?  I've seen some installations where the nose gear doesn't want to come down by gravity.  Find out why.  Something is binding.  This is a maintenance/check item that needs to be working smoothly.  Make it a habit to test the free-fall, down and locked, system during flight every so often (monthly?) to confirm things are working as they should ...(be sure to put the dump valve back into the normal position and power up the hydraulics before landing).  If, during the air test, you don't get a green light quickly and "with authority" ... then put the aircraft back up on jacks and find out what's stopping the system from falling into position.  What I'm saying here is identify and fix potential problems before they become real problems.
 
Don't ignor "danger" signals (it happens!) ..
> The blue "gear pump running" light stays on after the gear is retracted - or comes on often during flight - or during taxi / signifies a hydraulic leak, or a problem with the dump valve, or worn seals in any of the hydraulic cylinders
> The observance of hydraulic fluid on the floor of the fuselage (inside the nose section), or on the underside of the aircraft / signifies a leak ... probably a loose fitting.
 
.... relatives coming up the driveway ... gotta go ... wishing everyone a merry Christmas!
Scott B.
 
 
 
----- Original Message -----
Sent: Thursday, December 25, 2003 10:04 AM
Subject: RE: REFLECTOR:Gear Speed

John,
 
Not being able to see the nose down in flight is a very fixable thing.  On my Velo (a Prudhomme production), a small (about 2" dia) convex mirror is positioned just outboard of the elevator on a thin molded fixture.  In flight,  you can very easily tell when the nose gear is down, even if you can't make out details.  There's also another mirror on a leading edge wing fence that serves the same purpose for the mains.  I never bother looking at them unless my gear lights indicate some anomaly.  Of course, if the mirror indicates the nose wheel is extended, the keel hole and stick are still necessary to ensure the nose gear is overcenter and stays there.
 
I agree with Dave Black...its time this was treated to a redesign and fix.  I don't have quantitative numbers but anecdotal evidence seems to indicate that the vast majority of the gear failures are associated with the nose unit.  Granted, it usually results in minimal, or no, injury, but its hard on hardware and is a chronic problem.  Hopefully, with some good analysis and solid engineering, a simple fix can be made to the nose gear so that it is as dependable as the mains seem to be.  All if favor, say "YEA."

Chuck Jensen, in ETn, where its Christmas and life is good.

 

 

 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble
Sent: Wednesday, December 24, 2003 10:25 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Gear Speed

Dave,
Thanks for your comments.  Since I can not see the nose wheel in flight, I can't know whether the gear came down and failed to lock, or did not come down at all.  Because it goes down and locks on the ground, I tend to think that if the wheel came down in flight then it should have locked as the extra force of the air would have assisted the extension procedure.  Therefore I think that the doors were held closed by the air pressure and the wheel did not drop down at all.  I plan to test this idea on the ground.

John

Dave Black wrote:
John,

  
On the ground (up on blocks) it works fine.  In the air when I
had a dead battery, I was unable to get the nose down and
locked.  My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground.  Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
    

Just to clarify, we are dealing with two entirely different nose gear failure
modes here:

1) Scott's gear got hung up on the top of the very guide intended to prevent
such a problem. This demonstrates how important it is that guides be tall
enough to prevent any part of the nose wheel assembly getting stuck, even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd
repeatedly extend and retract the gear in the hope the nose gear might become
dislodged. But I'd also make preparation for a mains only landing. For the
purpose of minimizing damage, CG should be shifted to the aft limit of the
envelope. This means your passenger should move to the back seat.

2) Your problem was the failure of the free-fall gear extension procedure.
Your gear extended OK, but not to the point of being locked. In the past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end of its
travel. They also act in concert with the overcenter linkage to hold the gear
down. But without the hydraulics, the gear falls into position by gravity
only, and the final kick must be given by the air strut. 

However, air loads could easily overcome the ability of a weak strut to push
the linkage overcenter. Should this happen, a slow speed dive with abrupt
pull-up could well give the gear the push it needs to go overcenter and lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down. 

Of course, it's better to change or at least check the air strut annually so
you know it'll be able to push the linkage overcenter. It might be wise to
test the manual dump procedure in the air periodically to ensure the air strut
can still do its job. 

No matter how you slice it, that nose gear air strut is a weak link that has
been the cause of many incidents. You may remember the discussions of keeping
a special dowel in the cockpit to hold the linkage overcenter after manual
extension. That's because if the air strut is a little weak, it alone may not
be sufficient to keep the linkage overcenter during a landing. That same dowel
<might> be useful in pushing the linkage overcenter in a situation like yours. 

But the whole dowel idea is merely a Band-Aid for a deficiency in the gear
extension system. The main gear used to have air struts as well, but after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear strut
were replaced (or at least assisted) by a spring also. 

Dave Black
Shortwing RG
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RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA FFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAU UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF ABRRRQAUUUUAf//Z --Boundary_(ID_evTnId4cxbaLPn102YbRLw)-- From reflector@tvbf.org Fri Dec 26 18:47:00 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Fri, 26 Dec 2003 13:47:00 -0500 Subject: REFLECTOR:Jean Pruhomme Whereabouts? Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3CBE0.A99DC100 Content-Type: text/plain; charset="iso-8859-1" I tried sending a couple emails to Jean Prudhomme; they all bounced back as undeliverable. Has Jean's email address changed from a lienair@bellsouth.net? Jean, are you out there? Chuck Jensen ------_=_NextPart_001_01C3CBE0.A99DC100 Content-Type: text/html; charset="iso-8859-1"
I tried sending a couple emails to Jean Prudhomme; they all bounced back as undeliverable.  Has Jean's email address changed from alienair@bellsouth.net?  Jean, are you out there?
 
Chuck Jensen 
 
 
------_=_NextPart_001_01C3CBE0.A99DC100-- From reflector@tvbf.org Fri Dec 26 20:27:41 2003 From: reflector@tvbf.org (John Dibble) Date: Fri, 26 Dec 2003 14:27:41 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: <000f01c3cb6e$90e20b00$0200a8c0@DAD> References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> <000f01c3cb6e$90e20b00$0200a8c0@DAD> Message-ID: <3FEC99BD.2060702@bluefrog.com> This is a multi-part message in MIME format. --------------070900000805060701040700 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Scott Baker wrote: > The air stream doesn't offer a lot of force against the split nose > gear doors. How do you know this? Have you ever measured how much force there is? > The weight of the nose gear leg, casting, wheel, and tire offer a > goodly amount of weight. So prove to me that the air stream force on the doors is less than goodly. > If the gear doesn't freely free fall through the doors at 120 knots, > then something else (not the doors) is holding things up. > The nose gear's free fall operation needn't be the subject of theory > or to "Gee, I wonder if the slip stream is going to keep the gear > doors from opening" speculation. It wouldn't be subject to theory if you can explain to me why my nose gear drops and locks perfectly on the ground and not in the air. > Go fly the aircraft, test the emergency gear extension process and > confirm that everything is working as it should. I did fly it - with a dead battery (not intentionally of course) - and it didn't work as it should. Now I'm trying to find out why. John > The gear should fall with deliberate movement and travel to the > "down and locked" position with authority. If it doesn't, find out > what's stopping the system from doing so, and fix it. > The slip stream will move the gear to the point that it _almost_ > reaches the overcenter position. A mirror will not tell you if the > nose gear is in the overcenter/locked position. If the gas spring is > weak, it may not have enough force to push the linkage to the > overcenter/locked position. Also, if the gas spring is weak, it may > get the gear to the overcenter position - but it may not have enough > force to keep it in the overcenter position following touchdown. Many > Velocity builders have installed a little hole in the side of the keel > to stick a pry-bar into the keel to help move the nose gear linkage > that last little bit into the overcenter position (this is a failsafe > to a failsafe). Pulling some "G-forces" will help move the nose gear > to the overcenter position. It may not always do the job. Scott B. --------------070900000805060701040700 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit

Scott Baker wrote:
The air stream doesn't offer a lot of force against the split nose gear doors.
How do you know this?  Have you ever measured how much force there is?
  The weight of the nose gear leg, casting, wheel, and tire offer a goodly amount of weight.
So prove to me that the air stream force on the doors is less than goodly.
  If the gear doesn't freely free fall through the doors at 120 knots, then something else (not the doors) is holding things up.
The nose gear's free fall operation needn't be the subject of theory or to "Gee, I wonder if the slip stream is going to keep the gear doors from opening" speculation.
It wouldn't be subject to theory if you can explain to me why my nose gear drops and locks perfectly on the ground and not in the air.
  Go fly the aircraft, test the emergency gear extension process and confirm that everything is working as it should.
I did fly it - with a dead battery (not intentionally of course) - and it didn't work as it should.  Now I'm trying to find out why.

John
  The gear should fall with deliberate movement and travel to the "down and locked" position with authority.  If it doesn't, find out what's stopping the system from doing so, and fix it.
The slip stream will move the gear to the point that it _almost_ reaches the overcenter position.  A mirror will not tell you if the nose gear is in the overcenter/locked position.  If the gas spring is weak, it may not have enough force to push the linkage to the overcenter/locked position.  Also, if the gas spring is weak, it may get the gear to the overcenter position - but it may not have enough force to keep it in the overcenter position following touchdown.  Many Velocity builders have installed a little hole in the side of the keel to stick a pry-bar into the keel to help move the nose gear linkage that last little bit into the overcenter position (this is a failsafe to a failsafe).  Pulling some "G-forces" will help move the nose gear to the overcenter position.  It may not always do the job.
Scott B.
--------------070900000805060701040700-- From reflector@tvbf.org Fri Dec 26 20:54:53 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 26 Dec 2003 12:54:53 -0800 Subject: REFLECTOR:Gear Speed In-Reply-To: <3FEC99BD.2060702@bluefrog.com> References: <000f01c3cb6e$90e20b00$0200a8c0@DAD> <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> <000f01c3cb6e$90e20b00$0200a8c0@DAD> Message-ID: <5.2.0.9.2.20031226123814.03c39ca0@mail.adelphia.net> At 02:27 PM 12/26/03 -0600, John Dibble wrote: >Scott Baker wrote: >>The air stream doesn't offer a lot of force against the split nose gear >>doors. >How do you know this? Have you ever measured how much force there is? We measured the force on the forward gear doors on Berkut, which are very similar. At 120 mph it was 12-15 lbs. >> The weight of the nose gear leg, casting, wheel, and tire offer a >> goodly amount of weight. >So prove to me that the air stream force on the doors is less than goodly. What we found was that the force on the gear was much more than the force on the doors. Since the doors opened sideways, as soon as they cracked, the force went to nothing and they opened up nicely. At higher speeds the gear would come partway out of the well, but not get anywhere close to overcentering. We went to a system where springs were trying to open the doors, and the nose gear strut was keeping them closed. As soon as it started to open, the doors opened immediately. The door springs also helped push the gear down an inch or so. But it's common in gravity fall extend systems to have to slow the plane down a lot, and for the over center spring to just be strong enough to kick the links into their over center position. There's another failure mode that I feel I must mention. As was previously said, gas struts get weak when it's cold, and can bleed down their pressure over time. But every once in a great while they can seize. A little bit of grit gets in the orifice and stops the piston from moving in either directions. Imagine if the gas strut was suddenly replaced by a steel bar. Now, I'm saying this as a general observation. I haven't worked with the Velocity retract system, and it may well not apply. In most applications I've seen (like Lancair) if a strut seizes in a normal gear extend, it will probably rip the mounting ball out of it's threads. The real danger is if it happens on retract. Then the hydraulics drive the rigid strut through whatever structure is behind it, or twist it into a pretzel. We first made a deep cup that the body of the strut fit into, so if it siezed on extend it could pull out of the cup, and telescope to it's full length. Later we made telescoping tubes the same dimension as the gas strut, but with just a compression spring inside. From reflector@tvbf.org Fri Dec 26 21:27:46 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 26 Dec 2003 16:27:46 -0500 Subject: REFLECTOR:Jean Pruhomme Whereabouts? Message-ID: <69EEC1A3.66AC4E51.00182997@aol.com> Jean is sailing around the islands. He has changed his email to ailenair@hotmail.com. He will not get until he gets into a port so expect sevral day delay. Steve 787Sb XL-RG From reflector@tvbf.org Fri Dec 26 22:35:16 2003 From: reflector@tvbf.org (Kerry & Evelyn Woods) Date: Fri, 26 Dec 2003 16:35:16 -0600 Subject: REFLECTOR:(no subject) References: Message-ID: <000901c3cc00$89ada230$dc00ba3f@woods> test From reflector@tvbf.org Sat Dec 27 03:09:54 2003 From: reflector@tvbf.org (Scott Baker) Date: Fri, 26 Dec 2003 22:09:54 -0500 Subject: REFLECTOR:Gear Speed References: <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> <000f01c3cb6e$90e20b00$0200a8c0@DAD> <3FEC99BD.2060702@bluefrog.com> Message-ID: <002101c3cc26$ea323b90$0200a8c0@DAD> This is a multi-part message in MIME format. ------=_NextPart_000_001E_01C3CBFC.FDF9CEB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable One last time ... In situations where the hydraulics are not working - and an emergency = gear extension is performed, the gear should always free fall and enter = the locked/overcenter position with ease. The emergency gear extension = system works. Test the operation of the manual gear extension during = simulated emergency conditions - if something does not work, fix it. = Your questions, John, lead me to believe that your manual gear extension = operation isn't working - or that you have not tested it in flight to = confirm that it works - and that you suspect that it probably will not = work. If that's the case, if it were me, I would not fly the aircraft = until I was satisfied that it works 100% correctly, 100% of the time. = If this is something that you don't feel qualified to do yourself, then = find someone who can do the job. I think it's time we give this subject a rest. Scott B. ----- Original Message -----=20 From: John Dibble=20 To: reflector@tvbf.org=20 Sent: Friday, December 26, 2003 3:27 PM Subject: Re: REFLECTOR:Gear Speed Scott Baker wrote: The air stream doesn't offer a lot of force against the split nose = gear doors. How do you know this? Have you ever measured how much force there is? The weight of the nose gear leg, casting, wheel, and tire offer a = goodly amount of weight. So prove to me that the air stream force on the doors is less than = goodly. If the gear doesn't freely free fall through the doors at 120 = knots, then something else (not the doors) is holding things up. The nose gear's free fall operation needn't be the subject of theory = or to "Gee, I wonder if the slip stream is going to keep the gear doors = from opening" speculation. It wouldn't be subject to theory if you can explain to me why my nose = gear drops and locks perfectly on the ground and not in the air. Go fly the aircraft, test the emergency gear extension process and = confirm that everything is working as it should. I did fly it - with a dead battery (not intentionally of course) - and = it didn't work as it should. Now I'm trying to find out why. John The gear should fall with deliberate movement and travel to the = "down and locked" position with authority. If it doesn't, find out = what's stopping the system from doing so, and fix it. The slip stream will move the gear to the point that it _almost_ = reaches the overcenter position. A mirror will not tell you if the nose = gear is in the overcenter/locked position. If the gas spring is weak, = it may not have enough force to push the linkage to the = overcenter/locked position. Also, if the gas spring is weak, it may get = the gear to the overcenter position - but it may not have enough force = to keep it in the overcenter position following touchdown. Many = Velocity builders have installed a little hole in the side of the keel = to stick a pry-bar into the keel to help move the nose gear linkage that = last little bit into the overcenter position (this is a failsafe to a = failsafe). Pulling some "G-forces" will help move the nose gear to the = overcenter position. It may not always do the job. Scott B. ------=_NextPart_000_001E_01C3CBFC.FDF9CEB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
One last time ...
In situations where the hydraulics are = not working=20 - and an emergency gear extension is performed, the gear should always = free fall=20 and enter the locked/overcenter position with ease.  The emergency = gear=20 extension system works.  Test the operation of the manual gear = extension=20 during simulated emergency conditions - if something does not work, fix=20 it.  Your questions, John, lead me to believe that your manual gear = extension operation isn't working - or that you have not tested it in = flight to=20 confirm that it works - and that you suspect that it probably will not=20 work.  If that's the case, if it were me, I would not fly the = aircraft=20 until I was satisfied that it works 100% correctly, 100% of the = time.  If=20 this is something that you don't feel qualified to do yourself, then = find=20 someone who can do the job.
I think it's time we give this subject = a=20 rest.
Scott B.
----- Original Message -----
From:=20 John=20 Dibble
Sent: Friday, December 26, 2003 = 3:27=20 PM
Subject: Re: REFLECTOR:Gear = Speed



Scott Baker wrote:
The air stream doesn't offer a lot = of force=20 against the split nose gear doors.
How do = you know=20 this?  Have you ever measured how much force there is?
  The weight of the nose gear = leg,=20 casting, wheel, and tire offer a goodly amount of=20 weight.
So prove to me that the air stream = force on=20 the doors is less than goodly.
  If the gear doesn't freely = free fall=20 through the doors at 120 knots, then something else (not the doors) = is=20 holding things up.
The nose gear's free = fall operation=20 needn't be the subject of theory or to "Gee, I wonder if the slip = stream is=20 going to keep the gear doors from opening"=20 speculation.
It wouldn't be subject to theory = if you=20 can explain to me why my nose gear drops and locks perfectly on the = ground and=20 not in the air.
  Go fly the aircraft, test = the emergency=20 gear extension process and confirm that everything is working as it=20 should.
I did fly it - with a dead battery = (not=20 intentionally of course) - and it didn't work as it should.  Now = I'm=20 trying to find out why.

John
  The gear should fall with = deliberate=20 movement and travel to the "down and locked" position with = authority. =20 If it doesn't, find out what's stopping the system from doing so, = and fix=20 it.
The slip stream will move the gear = to the point=20 that it _almost_ reaches the overcenter position.  A mirror = will not=20 tell you if the nose gear is in the overcenter/locked = position.  If the=20 gas spring is weak, it may not have enough force to push the linkage = to the=20 overcenter/locked position.  Also, if the gas spring is weak, = it may=20 get the gear to the overcenter position - but it may not have enough = force=20 to keep it in the overcenter position following touchdown.  = Many=20 Velocity builders have installed a little hole in the side of the = keel to=20 stick a pry-bar into the keel to help move the nose gear linkage = that last=20 little bit into the overcenter position (this is a failsafe to = a=20 failsafe).  Pulling some "G-forces" will help = move the nose=20 gear to the overcenter position.  It may not always do the=20 job.
Scott B.
------=_NextPart_000_001E_01C3CBFC.FDF9CEB0-- From reflector@tvbf.org Sat Dec 27 03:32:44 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 26 Dec 2003 22:32:44 EST Subject: REFLECTOR:Gear Speed, SBaker's Responses Message-ID: -------------------------------1072495964 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott: I've been very impressed with the clarity of your explanations on this matter re: gear extension. I feel very comfortable with all of your explanations. The monthly test of the system is an especially helpful suggestion. I'm also impressed with your patience in addressing the issue as many times as you have. Thanks for participating in the Reflector. It is so nice to have a Pro watching over us. Bill Torres Velocity Std Elite RG Richmond, VA -------------------------------1072495964 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Scott:
 
 I've been very impressed with the clarity of your explanations on= this matter re: gear extension.  I feel very comfortable with all of y= our explanations.  The monthly test of the system is an especially help= ful suggestion.  I'm also impressed with your patience in addressing th= e issue as many times as you have.
 
Thanks for participating in the Reflector.  It is so nice to have=20= a Pro watching over us.
 
Bill Torres
Velocity Std Elite=20= RG
Richmond, VA
-------------------------------1072495964-- From reflector@tvbf.org Sat Dec 27 04:21:07 2003 From: reflector@tvbf.org (steve korney) Date: Sat, 27 Dec 2003 04:21:07 +0000 Subject: REFLECTOR:Gear Speed Message-ID: Pardon me Scott, but it's not time to put it to rest until everybody puts it to rest...John has some questions that he feels need to be answered... Best... Steve _________________________________________________________________ Enjoy a special introductory offer for dial-up Internet access — limited time only! http://join.msn.com/?page=dept/dialup From reflector@tvbf.org Sat Dec 27 05:05:03 2003 From: reflector@tvbf.org (Scott Baker) Date: Sat, 27 Dec 2003 00:05:03 -0500 Subject: REFLECTOR:Gear Speed References: Message-ID: <001201c3cc36$ffcb7510$0200a8c0@DAD> That may be. But John should not be wondering if his gear will work or not. If he has problems that he can't figure out, I suggest that he consult with a mechanic that he trusts or call the factory for support. If he wants my advise, I'll do what I can do to offer helpful suggestions - but I'm tired and I don't want to argue or debate or to provide scientific evidence that air forces will not keep the gear doors from opening during an emergency gear down procedure. Scott B. ----- Original Message ----- From: "steve korney" To: Sent: Friday, December 26, 2003 11:21 PM Subject: Re: REFLECTOR:Gear Speed > Pardon me Scott, but it's not time to put it to rest until everybody puts it > to rest...John has some questions that he feels need to be answered... > > > > Best... Steve > > _________________________________________________________________ > Enjoy a special introductory offer for dial-up Internet access - limited > time only! http://join.msn.com/?page=dept/dialup > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sat Dec 27 05:48:29 2003 From: reflector@tvbf.org (Dave Black) Date: Sat, 27 Dec 2003 00:48:29 -0500 Subject: REFLECTOR:Gear Speed References: <001201c3cc36$ffcb7510$0200a8c0@DAD> Message-ID: <3FED1D2D.BD85448A@comcast.net> Scott, Steve, > John should not be wondering if his gear will work or not. None of us should. If this thread has done anything, it has pointed out how important it is to periodically perform an inflight test of the emergency gear extension system. > I don't want to argue or debate or to provide scientific evidence that > air forces will not keep the gear doors from opening during an emergency > gear down procedure. The 'air forces' theory sounds plausible enough. However in all the years Retractable Velocities have been flying, this has never before been observed or identified as a problem. Yet, we have documented these problems: 1) Weak gas strut (failure to push/hold linkage overcenter) 2) Gear caught in well (inadequate side guides) 3) Gear mechanism binds; fails to drop with authority 4) Gear door stuck closed for reasons unrelated to air loads, such as sequence valve stuck or side arms too tight 5) Overcenter linkage adjusted improperly (hard to push overcenter or won't stay there) 6) Gas strut seized, freezing gear in 'UP' position Though I can not contribute any quantitative data on the ability of the gear's weight to push the doors open, in five years on the Reflector and talking with other Velocity owners I've never heard of any problem in this area. If air loads on the doors were truly a problem, surely it would affect the majority of Velocity RGs. Further, if air loads were at fault, slowing to 80 or 90k and performing a 2 or 3G pull-up would surely force the gear down. That nose gear is heavy, and I just can't imagine it being held in the well by air pressure alone. Admittedly, this is not scientific evidence. But in the interest of saving time, I suggest you rule out the 6 items above before going to the trouble to measure air loads on the doors. Dave Black Shortwing RG From reflector@tvbf.org Sat Dec 27 07:10:40 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 26 Dec 2003 23:10:40 -0800 Subject: REFLECTOR:Gear Speed In-Reply-To: <3FED1D2D.BD85448A@comcast.net> References: <001201c3cc36$ffcb7510$0200a8c0@DAD> Message-ID: <5.2.0.9.2.20031226230405.025d8ec0@mail.adelphia.net> At 12:48 AM 12/27/03 -0500, Dave Black wrote: > >Yet, we have documented these problems: >1) Weak gas strut (failure to push/hold linkage overcenter) >2) Gear caught in well (inadequate side guides) >3) Gear mechanism binds; fails to drop with authority >4) Gear door stuck closed for reasons unrelated to air loads, such as sequence >valve stuck or side arms too tight >5) Overcenter linkage adjusted improperly (hard to push overcenter or won't >stay there) >6) Gas strut seized, freezing gear in 'UP' position The odds of a gas strut seizing are very, very low, in the 10,000 to 1 range. It's just an unusual failure mode that I wanted to point out. The odds of it happening on the very same gear extension as a hydraulic failure are down in the 6 sigma range, literally a million to one. If it does happen, it will happen with a working hydraulic system. Then, the outcome depends on how strong the mounts for the balls are, and how strong the hydraulics are. I suspect it would rip the ball out. Remember, a nose gear failure in a Velocity is nothing compared to a nose gear failure in a tractor RG. It's a few weekends to repair. In a Lancair 4 it's $25k for a new prop and an engine teardown. From reflector@tvbf.org Sat Dec 27 07:36:31 2003 From: reflector@tvbf.org (Alex Balic) Date: Sat, 27 Dec 2003 01:36:31 -0600 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: <3FED1D2D.BD85448A@comcast.net> Message-ID: I was going to ask why we do not use a spring cartridge device instead of the nitrogen strut for the over center linkage, the difference is the dampening effect of the gas strut (good for opening your hatchback or for the gull wing doors, but not really needed for the over center linkage I don't think. There are a couple of companies that make them, and they have many sizes and rod end configurations- is there any reason why these can not be used? -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dave Black Sent: Friday, December 26, 2003 11:48 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Gear Speed Scott, Steve, > John should not be wondering if his gear will work or not. None of us should. If this thread has done anything, it has pointed out how important it is to periodically perform an inflight test of the emergency gear extension system. > I don't want to argue or debate or to provide scientific evidence that > air forces will not keep the gear doors from opening during an emergency > gear down procedure. The 'air forces' theory sounds plausible enough. However in all the years Retractable Velocities have been flying, this has never before been observed or identified as a problem. Yet, we have documented these problems: 1) Weak gas strut (failure to push/hold linkage overcenter) 2) Gear caught in well (inadequate side guides) 3) Gear mechanism binds; fails to drop with authority 4) Gear door stuck closed for reasons unrelated to air loads, such as sequence valve stuck or side arms too tight 5) Overcenter linkage adjusted improperly (hard to push overcenter or won't stay there) 6) Gas strut seized, freezing gear in 'UP' position Though I can not contribute any quantitative data on the ability of the gear's weight to push the doors open, in five years on the Reflector and talking with other Velocity owners I've never heard of any problem in this area. If air loads on the doors were truly a problem, surely it would affect the majority of Velocity RGs. Further, if air loads were at fault, slowing to 80 or 90k and performing a 2 or 3G pull-up would surely force the gear down. That nose gear is heavy, and I just can't imagine it being held in the well by air pressure alone. Admittedly, this is not scientific evidence. But in the interest of saving time, I suggest you rule out the 6 items above before going to the trouble to measure air loads on the doors. Dave Black Shortwing RG _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sat Dec 27 09:11:08 2003 From: reflector@tvbf.org (Dave Black) Date: Sat, 27 Dec 2003 04:11:08 -0500 Subject: REFLECTOR:RE:weak gas struts References: Message-ID: <3FED4CAD.E8413F9D@comcast.net> Alex, > I was going to ask why we do not use a spring cartridge device instead of > the nitrogen strut for the over center linkage, the difference is the > dampening effect of the gas strut... I suspect the gas strut is a good deal gentler on the gear mechanism than a spring would be. Without the gas strut, the gear's free-fall would be hastened by the spring and the force of the wind. It slam up against the stops pretty hard. Of course, this would happen only during emergency gear extension. The normal extension cycle would be as gentle as always. > There are a couple of companies that > make them, and they have many sizes and rod end configurations- Who makes them? I'd be interested in trying one out. > is there any reason why these can not be used? As far as I know, only the sudden, undamped stop at the end of the emergency extension cycle. Maybe it'll prove better to have a screen door type strut along with the spring strut. Dave Black Shortwing RG From reflector@tvbf.org Sat Dec 27 15:32:09 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sat, 27 Dec 2003 07:32:09 -0800 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: <3FED4CAD.E8413F9D@comcast.net> Message-ID: <001101c3cc8e$97b85c10$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0012_01C3CC4B.89951C10 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Alex, > I was going to ask why we do not use a spring cartridge device instead of > the nitrogen strut for the over center linkage, the difference is the > dampening effect of the gas strut... I suspect the gas strut is a good deal gentler on the gear mechanism than a spring would be. Without the gas strut, the gear's free-fall would be hastened by the spring and the force of the wind. It slam up against the stops pretty hard. The rate of travel would still be dampened by the hydraulic cylinder, that fluid still has to go in one end and out the other, through a tube i.d. of about .125". Al ------=_NextPart_000_0012_01C3CC4B.89951C10 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Alex,

 

> I was going to ask why we do not use a spring cartridge device instead = of

> the nitrogen strut for the over center linkage, the difference is = the

> dampening effect of the gas strut...

 

I suspect the gas strut is a good deal gentler on the gear mechanism than = a

spring would be. Without the gas strut, the gear's free-fall would be = hastened

by the spring and the force of the wind. It <could> slam up against = the stops

pretty hard.

 

The rate of = travel would still be dampened by the hydraulic cylinder, that fluid still has = to go in one end and out the other, through a tube i.d. of about = .125”.

 <= /font>

Al

------=_NextPart_000_0012_01C3CC4B.89951C10-- From reflector@tvbf.org Sat Dec 27 15:32:46 2003 From: reflector@tvbf.org (Wayne) Date: Sat, 27 Dec 2003 10:32:46 -0500 Subject: REFLECTOR:Gear Speed References: <001201c3cc36$ffcb7510$0200a8c0@DAD> <5.2.0.9.2.20031226230405.025d8ec0@mail.adelphia.net> Message-ID: <000801c3cc8e$ae854de0$6500a8c0@hppav> ----- Original Message ----- From: To: Sent: Saturday, December 27, 2003 2:10 AM Subject: Re: REFLECTOR:Gear Speed Hmm when my fixed nose gear strut broke off the nose gear went through the prop and managed to damage the tip of a blade. >From a monetary standpoint I'm glad it wasnt one of those West German props (mine is from the sloppy East German). Wayne > > Remember, a nose gear failure in a Velocity is nothing compared to a nose > gear failure in a tractor RG. It's a few weekends to repair. In a Lancair > 4 it's $25k for a new prop and an engine teardown. > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > From reflector@tvbf.org Sat Dec 27 16:15:20 2003 From: reflector@tvbf.org (John Dibble) Date: Sat, 27 Dec 2003 10:15:20 -0600 Subject: REFLECTOR:Gear Speed In-Reply-To: <5.2.0.9.2.20031226123814.03c39ca0@mail.adelphia.net> References: <000f01c3cb6e$90e20b00$0200a8c0@DAD> <000d01c3cb06$70e53e20$0200a8c0@DAD> <003f01c3cb61$cd1e7f20$6700a8c0@thebeach.net> <001201c3cb60$6591d1a0$5eb070d1@jeffreyhome> <000f01c3cb6e$90e20b00$0200a8c0@DAD> <5.2.0.9.2.20031226123814.03c39ca0@mail.adelphia.net> Message-ID: <3FEDB018.8090108@bluefrog.com> Richard@Riley.net wrote: > At 02:27 PM 12/26/03 -0600, John Dibble wrote: > > >> Scott Baker wrote: >> >>> The air stream doesn't offer a lot of force against the split nose >>> gear doors. >> >> How do you know this? Have you ever measured how much force there is? > > > We measured the force on the forward gear doors on Berkut, which are > very similar. At 120 mph it was 12-15 lbs. Thank you. I think 12-15 lbs is significant. My guess is that the gear weighs more. However, when fully retracted the gas spring also pushes up on the gear. The force of the spring is supposed to be less than the gear weight, so the gear will drop if the hydraulic pressure is released. But, perhaps the combined force of the spring and the air stream force on the doors is enough to prevent the gear from dropping down. John From reflector@tvbf.org Sat Dec 27 17:15:28 2003 From: reflector@tvbf.org (John Dibble) Date: Sat, 27 Dec 2003 11:15:28 -0600 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: <3FED4CAD.E8413F9D@comcast.net> References: <3FED4CAD.E8413F9D@comcast.net> Message-ID: <3FEDBE30.10208@bluefrog.com> This is a multi-part message in MIME format. --------------070508020107090506080008 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Dave Black wrote: >Alex, > > > >>I was going to ask why we do not use a spring cartridge device instead of >>the nitrogen strut for the over center linkage, the difference is the >>dampening effect of the gas strut... >> >> > >I suspect the gas strut is a good deal gentler on the gear mechanism than a >spring would be. Without the gas strut, the gear's free-fall would be hastened >by the spring and the force of the wind. It slam up against the stops >pretty hard. Of course, this would happen only during emergency gear >extension. The normal extension cycle would be as gentle as always. > I would think that the hydraulic system would dampen the extension. The hydraulic fluid has to flow past the dump valve as the gear extends. John > > --------------070508020107090506080008 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit

Dave Black wrote:
Alex,

  
I was going to ask why we do not use a spring cartridge device instead of
the nitrogen strut for the over center linkage, the difference is the
dampening effect of the gas strut... 
    

I suspect the gas strut is a good deal gentler on the gear mechanism than a
spring would be. Without the gas strut, the gear's free-fall would be hastened
by the spring and the force of the wind. It <could> slam up against the stops
pretty hard. Of course, this would happen only during emergency gear
extension. The normal extension cycle would be as gentle as always.
I would think that the hydraulic system would dampen the extension.  The hydraulic fluid has to flow past the dump valve as the gear extends.

John
--------------070508020107090506080008-- From reflector@tvbf.org Sat Dec 27 20:31:43 2003 From: reflector@tvbf.org (Dave Black) Date: Sat, 27 Dec 2003 15:31:43 -0500 Subject: REFLECTOR:RE:weak gas struts References: <001101c3cc8e$97b85c10$6400a8c0@BigAl> Message-ID: <3FEDEC2F.D4511EDC@comcast.net> Al, > The rate of travel would still be dampened by the hydraulic > cylinder, that fluid still has to go in one end and out the > other, through a tube i.d. of about .125”. Good point! It's certainly worth a try. Dave Black Shortwing RG From reflector@tvbf.org Sat Dec 27 23:06:48 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sat, 27 Dec 2003 15:06:48 -0800 Subject: REFLECTOR:Custom Cowl Message-ID: <000601c3ccce$1b02bf40$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C3CC8B.0CDF7F40 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Anyone interested in how I did my custom engine cowl can check it out at http://members.cox.net/alg3/CustomCowl.htm Al ------=_NextPart_000_0007_01C3CC8B.0CDF7F40 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Anyone interested in how I did my custom engine = cowl can check it out at

http://members.cox.ne= t/alg3/CustomCowl.htm

 

Al

------=_NextPart_000_0007_01C3CC8B.0CDF7F40-- From reflector@tvbf.org Sun Dec 28 02:04:20 2003 From: reflector@tvbf.org (steve korney) Date: Sun, 28 Dec 2003 02:04:20 +0000 Subject: REFLECTOR:RE:weak gas struts Message-ID: The fluid only has to pushed out...It can draw a big vacuum bubble on the other side... Best... Steve _________________________________________________________________ Tired of slow downloads? Compare online deals from your local high-speed providers now. https://broadband.msn.com From reflector@tvbf.org Sun Dec 28 03:37:50 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sat, 27 Dec 2003 21:37:50 -0600 Subject: REFLECTOR:Custom Cowl In-Reply-To: <000601c3ccce$1b02bf40$6400a8c0@BigAl> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_004F_01C3CCC1.AD2F2B90 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit None of the pictures worked for me. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Al Gietzen Sent: Saturday, December 27, 2003 5:07 PM To: reflector Subject: REFLECTOR:Custom Cowl Anyone interested in how I did my custom engine cowl can check it out at http://members.cox.net/alg3/CustomCowl.htm Al ------=_NextPart_000_004F_01C3CCC1.AD2F2B90 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
None=20 of the pictures worked for me.
 

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = barely=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Al=20 Gietzen
Sent: Saturday, December 27, 2003 5:07 = PM
To:=20 reflector
Subject: REFLECTOR:Custom = Cowl

Anyone interested in = how I did=20 my custom engine cowl can check it out at

http://members.cox.ne= t/alg3/CustomCowl.htm

 

Al

------=_NextPart_000_004F_01C3CCC1.AD2F2B90-- From reflector@tvbf.org Sun Dec 28 03:40:03 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 27 Dec 2003 19:40:03 -0800 Subject: REFLECTOR:Custom Cowl References: <000601c3ccce$1b02bf40$6400a8c0@BigAl> Message-ID: <000d01c3ccf4$474cae00$38903c42@quiknet.com> This is a multi-part message in MIME format. ------=_NextPart_000_000A_01C3CCB1.38F71360 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Al, When I look at your Custom Cowl page, only 2 of the 8 photos display. = Is there something I need to set or do to see these, or are the links = broken? I'm using Internet Explorer 6.0 Keith =20 ----- Original Message -----=20 From: Al Gietzen=20 To: reflector=20 Sent: Saturday, December 27, 2003 3:06 PM Subject: REFLECTOR:Custom Cowl Anyone interested in how I did my custom engine cowl can check it out = at http://members.cox.net/alg3/CustomCowl.htm Al ------=_NextPart_000_000A_01C3CCB1.38F71360 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al,
 
When I look at your Custom Cowl page, = only 2 of the=20 8 photos display.  Is there something I need to set or do to see = these, or=20 are the links broken?  I'm using Internet Explorer 6.0
 
Keith
 
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Saturday, December 27, = 2003 3:06=20 PM
Subject: REFLECTOR:Custom = Cowl

Anyone interested in = how I did=20 my custom engine cowl can check it out at

http://members.cox.ne= t/alg3/CustomCowl.htm

 

Al

------=_NextPart_000_000A_01C3CCB1.38F71360-- From reflector@tvbf.org Sun Dec 28 05:07:36 2003 From: reflector@tvbf.org (Alex Balic) Date: Sat, 27 Dec 2003 23:07:36 -0600 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: Message-ID: Steve, How does it produce this bubble? In my experience, you can lock a hydraulic cylinder from either side by blocking either the intake or exhaust port. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of steve korney Sent: Saturday, December 27, 2003 8:04 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:RE:weak gas struts The fluid only has to pushed out...It can draw a big vacuum bubble on the other side... Best... Steve _________________________________________________________________ Tired of slow downloads? Compare online deals from your local high-speed providers now. https://broadband.msn.com _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sun Dec 28 06:31:25 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sat, 27 Dec 2003 22:31:25 -0800 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: Message-ID: <001201c3cd0c$37c4eca0$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0013_01C3CCC9.29A1ACA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable =20 =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of steve korney Sent: Saturday, December 27, 2003 6:04 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:RE:weak gas struts =20 The fluid only has to pushed out...It can draw a big vacuum bubble on the=20 other side... =20 Best... Steve =20 Well; yes it can; but don=92t you think the force required to maintain that vacuum would be quite a damper? Guessing 1 =BD=94 dia should give = over 40 lbs on the cylinder rod, in addition to the force required to push the fluid out the other end. I don=92t know what the linkage mechanical advantage (or disadvantage) is. =20 Al ------=_NextPart_000_0013_01C3CCC9.29A1ACA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

 

 

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of steve korney
Sent: Saturday, December 27, 2003 6:04 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:RE:weak gas struts

 

The fluid only has to pushed out...It can draw a big vacuum bubble on the =

other side...

 

Best... Steve

 

Well; yes it can; but don’t you think the = force required to maintain that vacuum would be quite a damper?  Guessing = 1 ½” dia should give over 40 lbs on the cylinder rod, in addition to the = force required to push the fluid out the other end.  I don’t know = what the linkage mechanical advantage (or disadvantage) is.

 <= /font>

Al

------=_NextPart_000_0013_01C3CCC9.29A1ACA0-- From reflector@tvbf.org Sun Dec 28 06:40:19 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sat, 27 Dec 2003 22:40:19 -0800 Subject: REFLECTOR:Custom Cowl In-Reply-To: Message-ID: <001701c3cd0d$764a8510$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0018_01C3CCCA.68274510 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Subject: RE: REFLECTOR:Custom Cowl None of the pictures worked for me. Brian Michalk < http://www.michalk.com> I don't know what the problem is. It works fine on three computers in my house. I suspect it is a server issue; and since my computers are all on the Cox ISP, it works. I know some servers don't like spaces in titles, and that may be the problem. I'll check it out. Al ------=_NextPart_000_0018_01C3CCCA.68274510 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Subject: RE: REFLECTOR:Custom Cowl

 

None of the = pictures worked for me.

 Brian Michalk  <http://www.michalk.com>

I don’t know what the problem = is.  It works fine on three computers in my house.  I suspect it is a = server issue; and since my computers are all on the Cox ISP, it works.  I = know some servers don’t like spaces in titles, and that may be the = problem.  I’ll check it out.

Al

------=_NextPart_000_0018_01C3CCCA.68274510-- From reflector@tvbf.org Sun Dec 28 06:55:45 2003 From: reflector@tvbf.org (steve korney) Date: Sun, 28 Dec 2003 06:55:45 +0000 Subject: REFLECTOR:RE:weak gas struts Message-ID: Iv'e found on an emergency gear release, that the mains always come down first and then the nose gear starts down after the mains are down and locked....The nose gear has already given up it's mechanical advantage laying on the nose gear doors waiting for the pressure to relax in the system... Best... Steve _________________________________________________________________ Take advantage of our limited-time introductory offer for dial-up Internet access. http://join.msn.com/?page=dept/dialup From reflector@tvbf.org Sun Dec 28 14:59:26 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sun, 28 Dec 2003 09:59:26 -0500 Subject: REFLECTOR:Custom Cowl References: <001701c3cd0d$764a8510$6400a8c0@BigAl> Message-ID: <005201c3cd53$303eaf60$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_004F_01C3CD29.4714BB00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Al's missing pictures are = http://members.cox.net/alg3/Custom%20Cowl_files/image002.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image004.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image006.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image008.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image010.jpg and http://members.cox.net/alg3/Custom%20Cowl_files/image012.jpg ----- Original Message -----=20 From: Al Gietzen=20 To: reflector@tvbf.org=20 Sent: Sunday, December 28, 2003 1:40 AM Subject: RE: REFLECTOR:Custom Cowl Subject: RE: REFLECTOR:Custom Cowl None of the pictures worked for me. Brian Michalk I don't know what the problem is. It works fine on three computers in = my house. I suspect it is a server issue; and since my computers are = all on the Cox ISP, it works. I know some servers don't like spaces in = titles, and that may be the problem. I'll check it out. Al ------=_NextPart_000_004F_01C3CD29.4714BB00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al's missing pictures are  htt= p://members.cox.net/alg3/Custom%20Cowl_files/image002.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image004.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image006.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image008.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image010.jpg =20 and
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image012.jpg
 
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Sunday, December 28, 2003 = 1:40=20 AM
Subject: RE: REFLECTOR:Custom = Cowl

Subject: RE:=20 REFLECTOR:Custom Cowl

 

None of=20 the pictures worked for me.

 Brian Michalk  <http://www.michalk.com>

<= /P>

I = don’t know what=20 the problem is.  It works fine on three computers in my = house.  I=20 suspect it is a server issue; and since my computers are all on the = Cox ISP,=20 it works.  I know some servers don’t like spaces in titles, = and that may=20 be the problem.  I’ll check it out.

Al

------=_NextPart_000_004F_01C3CD29.4714BB00-- From reflector@tvbf.org Sun Dec 28 15:05:31 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sun, 28 Dec 2003 10:05:31 -0500 Subject: REFLECTOR:Velocity in the News Message-ID: <005f01c3cd54$09f36980$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_005C_01C3CD2A.20B10B20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable http://www.aero-news.net/index.cfm?ContentBlockID=3Db5e01985-f0b8-4ea4-9c= eb-9dda5b36ae67&=20 ------=_NextPart_000_005C_01C3CD2A.20B10B20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
http://www.aero-news.net/index.cfm?ContentBlockI= D=3Db5e01985-f0b8-4ea4-9ceb-9dda5b36ae67& 
------=_NextPart_000_005C_01C3CD2A.20B10B20-- From reflector@tvbf.org Sun Dec 28 16:13:11 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sun, 28 Dec 2003 11:13:11 -0500 Subject: REFLECTOR:Congratulations to Mike Schmitt, Elite 173 RG Message-ID: <0a6a01c3cd5d$7e371ea0$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0A67_01C3CD33.94A0D3E0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable I just ran across your EAA Centennial write up at: http://www.eaa.org/homebuilders/list/Velocity%20173%20Elite%20RG_Schmitt.= asp#TopOfPage CONGRATULATIONS!!!!!!!! ------=_NextPart_000_0A67_01C3CD33.94A0D3E0 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
I just ran across your EAA Centennial write up=20 at:
 
http://www.eaa.org/homebuilders/list/Velocity%2017= 3%20Elite%20RG_Schmitt.asp#TopOfPage
 
CONGRATULATIONS!!!!!!!!
------=_NextPart_000_0A67_01C3CD33.94A0D3E0-- From reflector@tvbf.org Sun Dec 28 16:35:42 2003 From: reflector@tvbf.org (Velocity xl) Date: Sun, 28 Dec 2003 10:35:42 -0600 Subject: REFLECTOR:Efis Message-ID: <000c01c3cd60$a2ff7130$6400a8c0@Mom> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C3CD2E.57E45F80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I lost the links to some of the Efis systems. I found Blue mountain, Dynon Avionics who else did I miss. I seams I remember one that was close to the prices of the Dynon unit = but was supposed to be a little better. Ron ------=_NextPart_000_0009_01C3CD2E.57E45F80 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I lost the links to some of the Efis = systems.
I found Blue mountain,
Dynon Avionics
who else did I miss.
I seams I remember one that was close to the = prices of the=20 Dynon unit but was supposed to be a little better.
 
Ron
------=_NextPart_000_0009_01C3CD2E.57E45F80-- From reflector@tvbf.org Sun Dec 28 16:37:30 2003 From: reflector@tvbf.org (John Dibble) Date: Sun, 28 Dec 2003 10:37:30 -0600 Subject: REFLECTOR:RE:weak gas struts In-Reply-To: References: Message-ID: <3FEF06CA.40504@bluefrog.com> Steve The weight of the gear "pulls" hydraulic fluid through the dump valve. Because it is a single system, the mains and nose "pull" against each other and the heavier mains drop first. Did you observe this in the air or on the ground. If in the air, how did you know that the nose gear was laying on the doors? I'm thinking that stronger door springs will resolve my issue of air stream pressure on the doors. I don't know if stronger springs will damage anything or not. Has anyone installed stronger door springs? John steve korney wrote: > Iv'e found on an emergency gear release, that the mains always come > down first and then the nose gear starts down after the mains are down > and locked....The nose gear has already given up it's mechanical > advantage laying on the nose gear doors waiting for the pressure to > relax in the system... > > > > Best... Steve > > _________________________________________________________________ > Take advantage of our limited-time introductory offer for dial-up > Internet access. http://join.msn.com/?page=dept/dialup > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > From reflector@tvbf.org Sun Dec 28 16:43:47 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 28 Dec 2003 11:43:47 EST Subject: REFLECTOR:Custom Cowl Message-ID: <14c.28a41829.2d206243@aol.com> -------------------------------1072629827 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hey Al, Perfect timing. Thanks for the progress on your cowl ( & Ron for making the pics work). The only glass work I have left to do is to clean up the cowl exit. The stock "sideways keyhole" shape of the elite doesn't quite do it for me. I plan a similar exit to your setup, to make up for my higher thrust line and exhaust exit. did you use West systems for your resin, or something else? what's left for me is wiring "ship power", plumbing, and interior minus the seats. Keep us posted & thanks, Kurt Winker 173 FGE 4.3L Aluminum V-6 -------------------------------1072629827 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hey Al,
Perfect timing. Thanks for the progress on your cowl ( & Ron for ma= king the pics work). 
 
The only glass work I have left to do is to clean up the cowl exit. The= stock "sideways keyhole" shape of the elite doesn't quite do it for me.
I plan a similar exit to your setup, to make up for my higher thrust li= ne and exhaust exit.
did you use West systems for your resin, or something else?
 
what's left for me is wiring "ship power", plumbing, and interior minus= the seats.
 
Keep us posted & thanks, 
 
Kurt Winker
173 FGE 4.3L Aluminum V-6
-------------------------------1072629827-- From reflector@tvbf.org Sun Dec 28 16:48:57 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sun, 28 Dec 2003 10:48:57 -0600 Subject: REFLECTOR:Custom Cowl In-Reply-To: <005201c3cd53$303eaf60$59a2aa44@atlaga.adelphia.net> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0098_01C3CD30.3194B760 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Wow. That looks great. Is there any way to quantify how much drag reduction is gained? Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and barely single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Ronnie Brown Sent: Sunday, December 28, 2003 8:59 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Custom Cowl Al's missing pictures are http://members.cox.net/alg3/Custom%20Cowl_files/image002.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image004.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image006.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image008.jpg http://members.cox.net/alg3/Custom%20Cowl_files/image010.jpg and http://members.cox.net/alg3/Custom%20Cowl_files/image012.jpg ----- Original Message ----- From: Al Gietzen To: reflector@tvbf.org Sent: Sunday, December 28, 2003 1:40 AM Subject: RE: REFLECTOR:Custom Cowl Subject: RE: REFLECTOR:Custom Cowl None of the pictures worked for me. Brian Michalk I don’t know what the problem is. It works fine on three computers in my house. I suspect it is a server issue; and since my computers are all on the Cox ISP, it works. I know some servers don’t like spaces in titles, and that may be the problem. I’ll check it out. Al ------=_NextPart_000_0098_01C3CD30.3194B760 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Wow.
 
That=20 looks great.  Is there any way to quantify how much drag reduction = is=20 gained?
 

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = barely=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Ronnie=20 Brown
Sent: Sunday, December 28, 2003 8:59 AM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Custom=20 Cowl

Al's missing pictures are  htt= p://members.cox.net/alg3/Custom%20Cowl_files/image002.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image004.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image006.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image008.jpg
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image010.jpg =20 and
htt= p://members.cox.net/alg3/Custom%20Cowl_files/image012.jpg
 
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Sunday, December 28, = 2003 1:40=20 AM
Subject: RE: REFLECTOR:Custom = Cowl

Subject: RE:=20 REFLECTOR:Custom Cowl

 

None=20 of the pictures worked for me.

 Brian Michalk  <http://www.michalk.com>

<= /P>

I = don=92t know what=20 the problem is.  It works fine on three computers in my = house.  I=20 suspect it is a server issue; and since my computers are all on the = Cox ISP,=20 it works.  I know some servers don=92t like spaces in titles, = and that=20 may be the problem.  I=92ll check it out.

Al

------=_NextPart_000_0098_01C3CD30.3194B760-- From reflector@tvbf.org Sun Dec 28 16:47:45 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sun, 28 Dec 2003 11:47:45 -0500 Subject: REFLECTOR:Efis References: <000c01c3cd60$a2ff7130$6400a8c0@Mom> Message-ID: <002801c3cd62$51d97240$59a2aa44@atlaga.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0025_01C3CD38.689713E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Another one is at http://www.grtavionics.com/=20 ----- Original Message -----=20 From: Velocity xl=20 To: reflector@tvbf.org=20 Sent: Sunday, December 28, 2003 11:35 AM Subject: REFLECTOR:Efis I lost the links to some of the Efis systems. I found Blue mountain, Dynon Avionics who else did I miss. I seams I remember one that was close to the prices of the Dynon unit = but was supposed to be a little better. Ron ------=_NextPart_000_0025_01C3CD38.689713E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Another one is at http://www.grtavionics.com/ = ;
----- Original Message -----
From:=20 Velocity=20 xl
Sent: Sunday, December 28, 2003 = 11:35=20 AM
Subject: REFLECTOR:Efis

I lost the links to some of the Efis=20 systems.
I found Blue mountain,
Dynon Avionics
who else did I miss.
I seams I remember one that was close to the = prices of=20 the Dynon unit but was supposed to be a little better.
 
Ron
------=_NextPart_000_0025_01C3CD38.689713E0-- From reflector@tvbf.org Sun Dec 28 17:47:37 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Sun, 28 Dec 2003 12:47:37 -0500 Subject: REFLECTOR:Efis Message-ID: This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ------_=_NextPart_001_01C3CD6A.AE5D20F0 Content-Type: text/plain; charset="iso-8859-1" Wayne Lanza, at the Velo Factory (but independent) distributes the Digifly that is certainly worth a look. Up in price, but the Grand Rapids Technology unit also has plenty to offer. I've been looking too, though looking is cheaper than buying. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity xl Sent: Sunday, December 28, 2003 11:36 AM To: reflector@tvbf.org Subject: REFLECTOR:Efis I lost the links to some of the Efis systems. I found Blue mountain, Dynon Avionics who else did I miss. I seams I remember one that was close to the prices of the Dynon unit but was supposed to be a little better. Ron ------_=_NextPart_001_01C3CD6A.AE5D20F0 Content-Type: text/html; charset="iso-8859-1"
Wayne Lanza, at the Velo Factory (but independent) distributes the Digifly that is certainly worth a look.  Up in price, but the Grand Rapids Technology unit also has plenty to offer.  I've been looking too, though looking is cheaper than buying.
 
Chuck Jensen 
 
 -----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Velocity xl
Sent: Sunday, December 28, 2003 11:36 AM
To: reflector@tvbf.org
Subject: REFLECTOR:Efis

I lost the links to some of the Efis systems.
I found Blue mountain,
Dynon Avionics
who else did I miss.
I seams I remember one that was close to the prices of the Dynon unit but was supposed to be a little better.
 
Ron
------_=_NextPart_001_01C3CD6A.AE5D20F0-- From reflector@tvbf.org Sun Dec 28 17:27:01 2003 From: reflector@tvbf.org (John Overman) Date: Sun, 28 Dec 2003 09:27:01 -0800 (PST) Subject: REFLECTOR:Efis In-Reply-To: Message-ID: <20031228172701.21837.qmail@web41306.mail.yahoo.com> > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On Behalf Of > Velocity xl > Sent: Sunday, December 28, 2003 11:36 AM > To: reflector@tvbf.org > Subject: REFLECTOR:Efis > > > > I lost the links to some of the Efis systems. > I found Blue mountain, > Dynon Avionics > who else did I miss. > I seams I remember one that was close to the prices > of the Dynon unit but > was supposed to be a little better. > > Ron > For a do it yourself on a budget system check out http://www.myglasscockpit.com John __________________________________ Do you Yahoo!? New Yahoo! Photos - easier uploading and sharing. http://photos.yahoo.com/ From reflector@tvbf.org Sun Dec 28 18:03:08 2003 From: reflector@tvbf.org (Velocity xl) Date: Sun, 28 Dec 2003 12:03:08 -0600 Subject: REFLECTOR:Efis References: <20031228172701.21837.qmail@web41306.mail.yahoo.com> Message-ID: <001801c3cd6c$d9faa4f0$6400a8c0@Mom> Boy I wish you had not sent me that. Now you got me off thinking about building my own system . Some times to much information can be dangerous. Just kidding Thanks Ron ----- Original Message ----- From: "John Overman" To: Sent: Sunday, December 28, 2003 11:27 AM Subject: RE: REFLECTOR:Efis > > > > > -----Original Message----- > > From: reflector-admin@tvbf.org > > [mailto:reflector-admin@tvbf.org]On Behalf Of > > Velocity xl > > Sent: Sunday, December 28, 2003 11:36 AM > > To: reflector@tvbf.org > > Subject: REFLECTOR:Efis > > > > > > > > I lost the links to some of the Efis systems. > > I found Blue mountain, > > Dynon Avionics > > who else did I miss. > > I seams I remember one that was close to the prices > > of the Dynon unit but > > was supposed to be a little better. > > > > Ron > > > For a do it yourself on a budget system check out > http://www.myglasscockpit.com > John > > > __________________________________ > Do you Yahoo!? > New Yahoo! Photos - easier uploading and sharing. > http://photos.yahoo.com/ > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 28 18:03:15 2003 From: reflector@tvbf.org (Velocity xl) Date: Sun, 28 Dec 2003 12:03:15 -0600 Subject: REFLECTOR:Efis References: <20031228172701.21837.qmail@web41306.mail.yahoo.com> Message-ID: <001901c3cd6c$dda13ec0$6400a8c0@Mom> Boy I wish you had not sent me that. Now you got me off thinking about building my own system . Some times to much information can be dangerous. Just kidding Thanks Ron ----- Original Message ----- From: "John Overman" To: Sent: Sunday, December 28, 2003 11:27 AM Subject: RE: REFLECTOR:Efis > > > > > -----Original Message----- > > From: reflector-admin@tvbf.org > > [mailto:reflector-admin@tvbf.org]On Behalf Of > > Velocity xl > > Sent: Sunday, December 28, 2003 11:36 AM > > To: reflector@tvbf.org > > Subject: REFLECTOR:Efis > > > > > > > > I lost the links to some of the Efis systems. > > I found Blue mountain, > > Dynon Avionics > > who else did I miss. > > I seams I remember one that was close to the prices > > of the Dynon unit but > > was supposed to be a little better. > > > > Ron > > > For a do it yourself on a budget system check out > http://www.myglasscockpit.com > John > > > __________________________________ > Do you Yahoo!? > New Yahoo! Photos - easier uploading and sharing. > http://photos.yahoo.com/ > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Sun Dec 28 19:11:04 2003 From: reflector@tvbf.org (Velocity xl) Date: Sun, 28 Dec 2003 13:11:04 -0600 Subject: REFLECTOR:Vacuum pump Message-ID: <000c01c3cd76$576d4600$6400a8c0@Mom> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C3CD44.0C606520 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Any one know the Rpm that the vacuum pump on a io 360 run's at? I have a pump and can see that it has a small gear = on it . I assume it would run off the starter gear. Does any one know = how many teeth or approximate diameter of that gear is? Ron ------=_NextPart_000_0009_01C3CD44.0C606520 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Any one know the Rpm that the vacuum = pump
on a io 360 run's at? I have a pump and can see = that=20 it has a small gear on it . I assume it would = run off=20 the starter gear. Does any one know how many teeth or approximate diameter of that gear is?
 
Ron
------=_NextPart_000_0009_01C3CD44.0C606520-- From reflector@tvbf.org Sun Dec 28 20:01:01 2003 From: reflector@tvbf.org (Wayne) Date: Sun, 28 Dec 2003 15:01:01 -0500 Subject: REFLECTOR:Vacuum pump References: <000c01c3cd76$576d4600$6400a8c0@Mom> Message-ID: <001601c3cd7d$51f40ae0$6500a8c0@hppav> This is a multi-part message in MIME format. ------=_NextPart_000_0013_01C3CD53.68A24330 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Maybe Mack can correct me if I am wrong but I believe it is about 1.5 x = engine rpm. =20 I threw mine away aand went total electric. ----- Original Message -----=20 From: Velocity xl=20 To: reflector@tvbf.org=20 Sent: Sunday, December 28, 2003 2:11 PM Subject: REFLECTOR:Vacuum pump Any one know the Rpm that the vacuum pump on a io 360 run's at? I have a pump and can see that it has a small = gear on it . I assume it would run off the starter gear. Does any one = know how many teeth or approximate diameter of that gear is? Ron ------=_NextPart_000_0013_01C3CD53.68A24330 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Maybe Mack can correct me if I am wrong = but I=20 believe it is about 1.5 x engine rpm. 
 I threw mine away aand went total = electric.
----- Original Message -----
From:=20 Velocity=20 xl
Sent: Sunday, December 28, 2003 = 2:11=20 PM
Subject: REFLECTOR:Vacuum = pump

Any one know the Rpm that the vacuum = pump
on a io 360 run's at? I have a pump and can = see that=20 it has a small gear on it . I assume it = would run off=20 the starter gear. Does any one know how many teeth or = approximate diameter of that gear is?
 
Ron
------=_NextPart_000_0013_01C3CD53.68A24330-- From reflector@tvbf.org Sun Dec 28 22:34:08 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Sun, 28 Dec 2003 17:34:08 -0500 Subject: REFLECTOR:EFIS systems In-Reply-To: <000c01c3cd60$a2ff7130$6400a8c0@Mom> Message-ID: --Apple-Mail-2--145632061 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=ISO-8859-1; format=flowed I am the U.S. representative for Digifly who have been building EFIS=20= systems as far back as 15 years ago. Too bad they haven't had effective representation in=20 the states until now. I will be glad to answer your questions about the new Digifly FMS100=20 systems. Check the Composite Design web page and email me with your questions - include a=20= phone number and time to call you if you prefer voice information or try 772 664=20 8953 after 8pm EST. I am a contractor at Velocity, I design all of their drop in wiring=20 systems, power panels and other goodies. Some are shown on my web sire others are can be seen on=20= the Velocity site. The Velocity site and catalog are going through a major revision at=20 this time, be patient, they are really putting a lot of effort into it... Thank You & Happy holidays to all! Wayne Lanza Pres. Composite Design, Inc. Visit us at - http://www.CompositeDesignInc.com ________________________________________________________________________ On Sunday, December 28, 2003, at 11:35 AM, Velocity xl wrote: > I lost the links to some of the Efis systems. > I found Blue mountain, > Dynon Avionics > who else did I miss. > I seams I remember one that was close to the prices of the Dynon unit=20= > but was supposed to be a little better. > =A0 > Ron --Apple-Mail-2--145632061 Content-Transfer-Encoding: quoted-printable Content-Type: text/enriched; charset=ISO-8859-1 I am the U.S. representative for Digifly who have been building EFIS systems as far back as 15 years ago. Too bad they haven't had effective representation in the states until now. I will be glad to answer your questions about the new Digifly FMS100 systems. Check the Composite Design web page and email me with your questions - include a phone number and time to call you if you prefer voice information or try 772 664 8953 after 8pm EST. I am a contractor at Velocity, I design all of their drop in wiring systems, power panels and other goodies. Some are shown on my web sire others are can be seen on the Velocity site. The Velocity site and catalog are going through a major revision at this time, be patient, they are really putting a lot of effort into it... Thank You & Happy holidays to all! Wayne Lanza Pres. Composite Design, Inc. Visit us at - http://www.CompositeDesignInc.com ________________________________________________________________________ =20 On Sunday, December 28, 2003, at 11:35 AM, Velocity xl wrote: ArialI lost the links to some of the Efis systems. ArialI found Blue mountain, ArialDynon Avionics Arialwho else did I miss. ArialI seams I remember one that was close to the prices of the Dynon unit but was supposed to be a little = better. =A0 ArialRon = --Apple-Mail-2--145632061-- From reflector@tvbf.org Sun Dec 28 23:51:50 2003 From: reflector@tvbf.org (Al Gietzen) Date: Sun, 28 Dec 2003 15:51:50 -0800 Subject: REFLECTOR:Custom Cowl In-Reply-To: <000601c3ccce$1b02bf40$6400a8c0@BigAl> Message-ID: <003701c3cd9d$90171fe0$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0038_01C3CD5A.81F3DFE0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Sorry for the confusion guys; just an error in addressing. It should work now. Thanks, Ronnie, for addressing the photos, but you missed a couple. Al Subject: REFLECTOR:Custom Cowl Anyone interested in how I did my custom engine cowl can check it out at http://members.cox.net/alg3/CustomCowl.htm Al ------=_NextPart_000_0038_01C3CD5A.81F3DFE0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Sorry for the confusion = guys; just an error in addressing.  It should work now.  Thanks, Ronnie, = for addressing the photos, but you missed a couple.    = Al

 

Subject: REFLECTOR:Custom Cowl

 

Anyone interested in how = I did my custom engine cowl can check it out at

http://members.cox.ne= t/alg3/CustomCowl.htm

 

Al

------=_NextPart_000_0038_01C3CD5A.81F3DFE0-- From reflector@tvbf.org Mon Dec 29 01:07:53 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 29 Dec 2003 01:07:53 +0000 Subject: REFLECTOR:Vacuum pump Message-ID: The vacuum pump runs 1.30:1... Best... Steve _________________________________________________________________ Get reliable dial-up Internet access now with our limited-time introductory offer. http://join.msn.com/?page=dept/dialup From reflector@tvbf.org Mon Dec 29 01:27:37 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Sun, 28 Dec 2003 20:27:37 -0500 Subject: REFLECTOR:Digifly EFIS Message-ID: <2FF025E9-399E-11D8-8981-000393BC26D4@bellsouth.net> --Apple-Mail-8--135222529 Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset=US-ASCII; format=flowed I should have included this in my last email regarding the Digifly - OOP's As some of you know I bought N81VA from the factory last year and I have just about finished with a very complete rebuild/refurbish project. Basically EVERYTHING is new or rebuilt. I didn't leave a scrap of wiring or plumbing from the original aircraft (except for the antennas), the landing gear is all new and we went through the engine... Needless to say I built a new panel for my new toy and included the Fms systems in the effort. Find attached a small JPEG of my panel, if you would like more detail - just let me know. Cheers, Wayne --Apple-Mail-8--135222529 Content-Disposition: inline; filename=N81VA-Panel_2.jpg Content-Transfer-Encoding: base64 Content-Type: image/jpeg; x-unix-mode=0644; x-mac-type=4A504547; name="N81VA-Panel_2.jpg" /9j/4SFjRXhpZgAATU0AKgAAAAgADQEOAAIAAAALAAAAqgEPAAIAAAAGAAAAtgEQAAIAAAAFAAAA vAESAAMAAAABAAEAAAESAAMAAAABAAEAAAEaAAUAAAABAAAAwgEbAAUAAAABAAAAygEoAAMAAAAB AAIAAAExAAIAAAAOAAAA0gEyAAIAAAAUAAAA4AE8AAIAAAAQAAAA9AITAAMAAAABAAIAAIdpAAQA AAABAAABBAAABCggICAgICAgICAgAABOSUtPTgBFOTUwAAAASAAAAAEAAABIAAAAAQAAUXVpY2tU aW1lIDYuMwAyMDAzOjEyOjI4IDIwOjIzOjAxAE1hYyBPUyBYIDEwLjIuNgAAF4KaAAUAAAABAAAC HoKdAAUAAAABAAACJogiAAMAAAABAAIAAIgnAAMAAAABAFAAAJAAAAcAAAAEMDIxMJADAAIAAAAU AAACLpAEAAIAAAAUAAACQpEBAAcAAAAEAQIDAJECAAUAAAABAAACVpIEAAoAAAABAAACXpIFAAUA AAABAAACZpIHAAMAAAABAAUAAJIIAAMAAAABAAIAAJIJAAMAAAABAAEAAJIKAAUAAAABAAACbpJ8 AAcAAAE0AAACdpKGAAcAAAB9AAADqqAAAAcAAAAEMDEwMKABAAMAAAABAAEAAKACAAQAAAABAAAE AKADAAQAAAABAAADAKMAAAcAAAABAwAAAKMBAAcAAAABAQAAAAAAAAAAAAAKAAACWAAAABoAAAAK 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REFLECTOR:Another webpage update In-Reply-To: Message-ID: Even though I am still having some problems with some of the links, for y'all who keep up, I have added more new pix to my webpage. Two significant updates in the same week, this may be some kind of record. But since I have caught a cold and don't feel up to sanding micro on my flying surfaces, I might as well do something. All the best, Chris www.lonestarvelocity.com Christopher Barber Barber & Pi, LLP Attorneys and Counselors at Law 11930 S Sam Houston Pkwy E Suite 103 Houston, Texas 77089-4755 281-464-LAWS (5297) "Serving the needs of Senior Texans" CBarber@TexasAttorney.net www.TexasAttorney.net From reflector@tvbf.org Mon Dec 29 02:01:12 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 29 Dec 2003 02:01:12 +0000 Subject: REFLECTOR:RE:weak gas struts Message-ID: The nose gear doors won't come open until the mains are down...There being sucked in the up position by the mains coming down... Best... Steve _________________________________________________________________ Tired of slow downloads? Compare online deals from your local high-speed providers now. https://broadband.msn.com From reflector@tvbf.org Mon Dec 29 02:16:57 2003 From: reflector@tvbf.org (Scott) Date: Sun, 28 Dec 2003 19:16:57 -0700 Subject: REFLECTOR:The continuing Gear Up Landing Saga In-Reply-To: References: Message-ID: <6.0.0.22.0.20031228183951.01afab68@mail.tnstaafl.net> After gluing on an aluminum plate on the bottom of the nose of my airplane, where I had worn an amazingly flat area where the gear doors used to be. Removed the main gear doors, and test flew the plane. What a performance reduction! I'd guess a 20-25 knot speed reduction and a loss of about 400 ft per minute climb rate. It must be those big ol holes in the bottom of the wings that the mains aren't filling up. Flew to North Las Vegas and stopped to see an ailing aunt and get in some video poker time. It was cold for Vegas, below freezing at night, but it had warmed up into the 40's by departure time the next day. No problems landing or taking off at VGT. During the preflight at Vegas I found the reason why the gear had hung up in the well at Carson City. The axle was unscrewed and about 3 threads were showing on the left fork! I can't believe I missed that on previous preflights and when I was patching the hole in the nose so I could fly home in Carson City! It was the left guide bar that had a gouge in it also. I think I remember somebody else mentioning the same thing happening to them! I screwed it back in at Vegas. Got to Grants after a 2.6 hour flight. Wind was straight down the runway at 15 knots and gusty. Nice landing until The nose wheel touched down. It was a gentle landing, one I would be happy to for anybody to see, but there was an odd vibration. I lifted the nose wheel up, still had just enough speed to do that, and then it settled on down as the elevator lost lift. Big vibration now! Kind of a wobbly feel and then the nose dropped about 6 inches and a very loud scraping sound! I radioed the terminal/FBO and said I had a problem, Wes was watching me land and he said I just lost my nose wheel on the radio. I saw him running out the door towards his truck as we skidded on past the FBO. Down the runway we went, making a racket and vibrating from the makeshift nose skid(fork casting). The plane started to veer a bit to the right so I touched the left brake, WHAM!! down on the nose we fell, I had just seen this view in Carson City last week, I couldn't believe I was once again landing sans nose gear. We finally ground to a halt. As I was unfastening my seat belt my wife said I'm right behind you! Out we jumped into a biting cold wind, it was 28 degrees, 15 knots gusting to 25. The nose gear strut had folded back under the plane ripping through the fuselage towards the rear and what was left of the fork was embedded in the bottom. At that moment somebody could have bought my airplane very cheap indeed. On the way to hauling it into the hanger I saw the nose wheel and went and picked it up. The side with the threads for the axle had a piece of the fork still on it. So what happened and was it related to the gear up in Carson last week. I think so. I can only surmise the axle bolt was loose for awhile. The only thing that holds the non-threaded side of the fork to the axle is a set screw which must have been loose. If its loose any side load on the axle from taxing or cross wind landing would thus be born by the threaded side of the fork. I think it was overstressed, though I saw no cracks in it when I tightened up the axle bolt in Vegas. Maybe the cold effected it somewhat(it was -4c on the way back)? So I think the loose bolt which caused the gear to hang up also caused the fork to be weakened over time. My plane was involved in a runway overrun accident prior to my ownership and maybe the fork was compromised then also? Anyway, I had thought I could repair the gear up damage in 30 to 40 hours work, now?, I don't know how much damage was done inside the keel to the gear mechanism yet. It being winter without a heated hanger will certainly put a damper on repairs also. Scott Getting my wife into this airplane again after two accidents might not be possible. We'll see. From reflector@tvbf.org Mon Dec 29 05:22:49 2003 From: reflector@tvbf.org (Dave Black) Date: Mon, 29 Dec 2003 00:22:49 -0500 Subject: REFLECTOR:RE:weak gas struts References: Message-ID: <3FEFBA29.1404E1D1@comcast.net> steve, > The nose gear doors... being > sucked in the up position by the mains coming down... I think it's a matter of the weight of the gear versus the pressure on the common hydraulic system. The lightest item will come up first and go down last. Without the sequence valve, the gear doors would be the first to come up. Dave Black Shortwing RG From reflector@tvbf.org Mon Dec 29 05:46:16 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 29 Dec 2003 05:46:16 +0000 Subject: REFLECTOR:RE:weak gas struts Message-ID: Exactly...And the last to go down... Best... Steve steve, > The nose gear doors... being > sucked in the up position by the mains coming down... I think it's a matter of the weight of the gear versus the pressure on the common hydraulic system. The lightest item will come up first and go down last. Without the sequence valve, the gear doors would be the first to come up. Dave Black Shortwing RG _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _________________________________________________________________ Tired of slow downloads? Compare online deals from your local high-speed providers now. https://broadband.msn.com From reflector@tvbf.org Mon Dec 29 06:01:25 2003 From: reflector@tvbf.org (Dave Black) Date: Mon, 29 Dec 2003 01:01:25 -0500 Subject: REFLECTOR:The continuing Gear Up Landing Saga References: <6.0.0.22.0.20031228183951.01afab68@mail.tnstaafl.net> Message-ID: <3FEFC334.5305AB13@comcast.net> Scott, I am very sorry to hear of your second nose gear accident. I can understand why the Spousal Unit might not want to fly for a while. > So what happened and was it related to the gear up in Carson last week. I > think so. I agree there is most likely a connection. Obviously your first incident resulted from the axle getting stuck on the side guide. > I can only surmise the axle bolt was loose for awhile. Probably. But WHY was it loose in the first place ? Had the casting already started to fracture before your first incident? If so, maybe that's how the axle became loose to jam into your side guide. Otherwise I cannot understand why you'd lose your nose wheel AFTER you'd tightened the locking nut. Your second incident seems more like something which could result from a loose locking nut than from one which had just been tightened. It will be interesting to see if the locknut stayed with the nose fork, and whether the screw threads are OK. Aren't there supposed to be TWO little hex screws in that locking hole on the nose fork? The second screw secures the first. It's been a while since I worked on my nose fork. Best, Dave Black Shortwing RG From reflector@tvbf.org Mon Dec 29 15:48:34 2003 From: reflector@tvbf.org (John Dibble) Date: Mon, 29 Dec 2003 09:48:34 -0600 Subject: REFLECTOR:The continuing Gear Up Landing Saga In-Reply-To: <6.0.0.22.0.20031228183951.01afab68@mail.tnstaafl.net> References: <6.0.0.22.0.20031228183951.01afab68@mail.tnstaafl.net> Message-ID: <3FF04CD2.1080404@bluefrog.com> Scott, I'm so sorry about the second incident. Two comments. 1) My axle is slightly bent. When I screw it in it turns freely for 1/2 rotation and requires a screwdriver for the other 1/2. I don't know if it is supposed to be this way, but I think this reduces the possibility of it unscrewing if the set screw comes loose. 2) When your axel was hung up on the gear guide, could the force of the hydraulic system have bent or weakened the strut? I also would have sold mine cheap with the gaping hole where the doors go. I had mine repaired at the factory. They molded a new piece in their fuselage mold and it looks good as new, so now it's a keeper. John Scott wrote: > After gluing on an aluminum plate on the bottom of the nose of my > airplane, where I had worn an amazingly flat area where the gear doors > used to be. > > Removed the main gear doors, and test flew the plane. What a > performance reduction! I'd guess a 20-25 knot speed reduction and a > loss of about 400 ft per minute climb rate. It must be those big ol > holes in the bottom of the wings that the mains aren't filling up. > > Flew to North Las Vegas and stopped to see an ailing aunt and get in > some video poker time. It was cold for Vegas, below freezing at > night, but it had warmed up into the 40's by departure time the next > day. No problems landing or taking off at VGT. > > During the preflight at Vegas I found the reason why the gear had hung > up in the well at Carson City. The axle was unscrewed and about 3 > threads were showing on the left fork! I can't believe I missed that > on previous preflights and when I was patching the hole in the nose so > I could fly home in Carson City! It was the left guide bar that had a > gouge in it also. I think I remember somebody else mentioning the > same thing happening to them! I screwed it back in at Vegas. > > Got to Grants after a 2.6 hour flight. > > Wind was straight down the runway at 15 knots and gusty. Nice landing > until The nose wheel touched down. It was a gentle landing, one I > would be happy to for anybody to see, but there was an odd vibration. > I lifted the nose wheel up, still had just enough speed to do that, > and then it settled on down as the elevator lost lift. Big vibration > now! Kind of a wobbly feel and then the nose dropped about 6 inches > and a very loud scraping sound! I radioed the terminal/FBO and said I > had a problem, Wes was watching me land and he said I just lost my > nose wheel on the radio. I saw him running out the door towards his > truck as we skidded on past the FBO. > > Down the runway we went, making a racket and vibrating from the > makeshift nose skid(fork casting). The plane started to veer a bit to > the right so I touched the left brake, WHAM!! down on the nose we > fell, I had just seen this view in Carson City last week, I couldn't > believe I was once again landing sans nose gear. We finally ground > to a halt. As I was unfastening my seat belt my wife said I'm right > behind you! > > Out we jumped into a biting cold wind, it was 28 degrees, 15 knots > gusting to 25. The nose gear strut had folded back under the plane > ripping through the fuselage towards the rear and what was left of > the fork was embedded in the bottom. > > At that moment somebody could have bought my airplane very cheap indeed. > > On the way to hauling it into the hanger I saw the nose wheel and went > and picked it up. The side with the threads for the axle had a piece > of the fork still on it. > > So what happened and was it related to the gear up in Carson last > week. I think so. > > I can only surmise the axle bolt was loose for awhile. The only thing > that holds the non-threaded side of the fork to the axle is a set > screw which must have been loose. If its loose any side load on the > axle from taxing or cross wind landing would thus be born by the > threaded side of the fork. I think it was overstressed, though I saw > no cracks in it when I tightened up the axle bolt in Vegas. Maybe the > cold effected it somewhat(it was -4c on the way back)? So I think > the loose bolt which caused the gear to hang up also caused the fork > to be weakened over time. My plane was involved in a runway overrun > accident prior to my ownership and maybe the fork was compromised then > also? > > Anyway, I had thought I could repair the gear up damage in 30 to 40 > hours work, now?, I don't know how much damage was done inside the > keel to the gear mechanism yet. It being winter without a heated > hanger will certainly put a damper on repairs also. > > Scott > > Getting my wife into this airplane again after two accidents might not > be possible. We'll see. > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > From reflector@tvbf.org Mon Dec 29 16:03:43 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 29 Dec 2003 11:03:43 -0500 Subject: REFLECTOR:The continuing Gear Up Landing Saga References: <6.0.0.22.0.20031228183951.01afab68@mail.tnstaafl.net> <3FF04CD2.1080404@bluefrog.com> Message-ID: <001301c3ce25$55e3a540$59a2aa44@atlaga.adelphia.net> One thing I have noticed on my V. Sometimes the nose wheel axle will bind, other times it turns very freely. I found that when it is bound up, hitting the fork with a rubber mallet (no, not too hard), will release the binding and allows the axle to turn easily. The fork is spreading out or narrowing up and causing the opposite hole to be out of alignment and binding the axle. And as Dave mentioned earlier, be sure to use TWO locking set screws. My axle started turning out after only a few flights. The first locking screw had started out even after I had put Loctite on it. Also, I'm sure everyone knows this by now (or not?), the factory is recommending replacement of older forks with a beefier (thicker) replacement. My 1999 RG STD kit had the old, thinner fork. Also, this applied to a 1995 FG kit. Ronnie ----- Original Message ----- From: "John Dibble" To: Sent: Monday, December 29, 2003 10:48 AM Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga | Scott, | I'm so sorry about the second incident. Two comments. | 1) My axle is slightly bent. When I screw it in it turns freely for 1/2 | rotation and requires a screwdriver for the other 1/2. I don't know if | it is supposed to be this way, but I think this reduces the possibility | of it unscrewing if the set screw comes loose. | 2) When your axel was hung up on the gear guide, could the force of the | hydraulic system have bent or weakened the strut? | I also would have sold mine cheap with the gaping hole where the doors | go. I had mine repaired at the factory. They molded a new piece in | their fuselage mold and it looks good as new, so now it's a keeper. | | John | | Scott wrote: | | > After gluing on an aluminum plate on the bottom of the nose of my | > airplane, where I had worn an amazingly flat area where the gear doors | > used to be. | > | > Removed the main gear doors, and test flew the plane. What a | > performance reduction! I'd guess a 20-25 knot speed reduction and a | > loss of about 400 ft per minute climb rate. It must be those big ol | > holes in the bottom of the wings that the mains aren't filling up. | > | > Flew to North Las Vegas and stopped to see an ailing aunt and get in | > some video poker time. It was cold for Vegas, below freezing at | > night, but it had warmed up into the 40's by departure time the next | > day. No problems landing or taking off at VGT. | > | > During the preflight at Vegas I found the reason why the gear had hung | > up in the well at Carson City. The axle was unscrewed and about 3 | > threads were showing on the left fork! I can't believe I missed that | > on previous preflights and when I was patching the hole in the nose so | > I could fly home in Carson City! It was the left guide bar that had a | > gouge in it also. I think I remember somebody else mentioning the | > same thing happening to them! I screwed it back in at Vegas. | > | > Got to Grants after a 2.6 hour flight. | > | > Wind was straight down the runway at 15 knots and gusty. Nice landing | > until The nose wheel touched down. It was a gentle landing, one I | > would be happy to for anybody to see, but there was an odd vibration. | > I lifted the nose wheel up, still had just enough speed to do that, | > and then it settled on down as the elevator lost lift. Big vibration | > now! Kind of a wobbly feel and then the nose dropped about 6 inches | > and a very loud scraping sound! I radioed the terminal/FBO and said I | > had a problem, Wes was watching me land and he said I just lost my | > nose wheel on the radio. I saw him running out the door towards his | > truck as we skidded on past the FBO. | > | > Down the runway we went, making a racket and vibrating from the | > makeshift nose skid(fork casting). The plane started to veer a bit to | > the right so I touched the left brake, WHAM!! down on the nose we | > fell, I had just seen this view in Carson City last week, I couldn't | > believe I was once again landing sans nose gear. We finally ground | > to a halt. As I was unfastening my seat belt my wife said I'm right | > behind you! | > | > Out we jumped into a biting cold wind, it was 28 degrees, 15 knots | > gusting to 25. The nose gear strut had folded back under the plane | > ripping through the fuselage towards the rear and what was left of | > the fork was embedded in the bottom. | > | > At that moment somebody could have bought my airplane very cheap indeed. | > | > On the way to hauling it into the hanger I saw the nose wheel and went | > and picked it up. The side with the threads for the axle had a piece | > of the fork still on it. | > | > So what happened and was it related to the gear up in Carson last | > week. I think so. | > | > I can only surmise the axle bolt was loose for awhile. The only thing | > that holds the non-threaded side of the fork to the axle is a set | > screw which must have been loose. If its loose any side load on the | > axle from taxing or cross wind landing would thus be born by the | > threaded side of the fork. I think it was overstressed, though I saw | > no cracks in it when I tightened up the axle bolt in Vegas. Maybe the | > cold effected it somewhat(it was -4c on the way back)? So I think | > the loose bolt which caused the gear to hang up also caused the fork | > to be weakened over time. My plane was involved in a runway overrun | > accident prior to my ownership and maybe the fork was compromised then | > also? | > | > Anyway, I had thought I could repair the gear up damage in 30 to 40 | > hours work, now?, I don't know how much damage was done inside the | > keel to the gear mechanism yet. It being winter without a heated | > hanger will certainly put a damper on repairs also. | > | > Scott | > | > Getting my wife into this airplane again after two accidents might not | > be possible. We'll see. | > | > _______________________________________________ | > To change your email address, visit | > http://www.tvbf.org/mailman/listinfo/reflector | > | > Visit the gallery! www.tvbf.org/gallery | > user:pw = tvbf:jamaicangoose | > Check new archives: www.tvbf.org/pipermail | > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > | > | > | | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Mon Dec 29 16:26:48 2003 From: reflector@tvbf.org (Brian Michalk) Date: Mon, 29 Dec 2003 10:26:48 -0600 Subject: REFLECTOR:The continuing Gear Up Landing Saga In-Reply-To: <001301c3ce25$55e3a540$59a2aa44@atlaga.adelphia.net> Message-ID: I have a fixed gear, but have not looked at the fork construction to see if it is similar to the RG. However, I have an observation; I just received my upgraded mill/lathe machine, and one of the best things they did was to replace the allen set screws with tapered pins. Would this be an option for the RG? A roll pin would work just as effectively, perhaps much better due to it's spring nature. From what I've seen, a castellated nut would protrude too far, and would catch on gear doors, etc. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Ronnie Brown > Sent: Monday, December 29, 2003 10:04 AM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga > > > One thing I have noticed on my V. Sometimes the nose wheel axle > will bind, > other times it turns very freely. I found that when it is bound > up, hitting > the fork with a rubber mallet (no, not too hard), will release the binding > and allows the axle to turn easily. The fork is spreading out or > narrowing > up and causing the opposite hole to be out of alignment and binding the > axle. > > And as Dave mentioned earlier, be sure to use TWO locking set screws. My > axle started turning out after only a few flights. The first > locking screw > had started out even after I had put Loctite on it. > > Also, I'm sure everyone knows this by now (or not?), the factory is > recommending replacement of older forks with a beefier (thicker) > replacement. My 1999 RG STD kit had the old, thinner fork. Also, this > applied to a 1995 FG kit. > > Ronnie > > > > > > > > ----- Original Message ----- > From: "John Dibble" > To: > Sent: Monday, December 29, 2003 10:48 AM > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga > > > | Scott, > | I'm so sorry about the second incident. Two comments. > | 1) My axle is slightly bent. When I screw it in it turns freely for 1/2 > | rotation and requires a screwdriver for the other 1/2. I don't know if > | it is supposed to be this way, but I think this reduces the possibility > | of it unscrewing if the set screw comes loose. > | 2) When your axel was hung up on the gear guide, could the force of the > | hydraulic system have bent or weakened the strut? > | I also would have sold mine cheap with the gaping hole where the doors > | go. I had mine repaired at the factory. They molded a new piece in > | their fuselage mold and it looks good as new, so now it's a keeper. > | > | John > | > | Scott wrote: > | > | > After gluing on an aluminum plate on the bottom of the nose of my > | > airplane, where I had worn an amazingly flat area where the gear doors > | > used to be. > | > > | > Removed the main gear doors, and test flew the plane. What a > | > performance reduction! I'd guess a 20-25 knot speed reduction and a > | > loss of about 400 ft per minute climb rate. It must be those big ol > | > holes in the bottom of the wings that the mains aren't filling up. > | > > | > Flew to North Las Vegas and stopped to see an ailing aunt and get in > | > some video poker time. It was cold for Vegas, below freezing at > | > night, but it had warmed up into the 40's by departure time the next > | > day. No problems landing or taking off at VGT. > | > > | > During the preflight at Vegas I found the reason why the gear had hung > | > up in the well at Carson City. The axle was unscrewed and about 3 > | > threads were showing on the left fork! I can't believe I missed that > | > on previous preflights and when I was patching the hole in the nose so > | > I could fly home in Carson City! It was the left guide bar that had a > | > gouge in it also. I think I remember somebody else mentioning the > | > same thing happening to them! I screwed it back in at Vegas. > | > > | > Got to Grants after a 2.6 hour flight. > | > > | > Wind was straight down the runway at 15 knots and gusty. Nice landing > | > until The nose wheel touched down. It was a gentle landing, one I > | > would be happy to for anybody to see, but there was an odd vibration. > | > I lifted the nose wheel up, still had just enough speed to do that, > | > and then it settled on down as the elevator lost lift. Big vibration > | > now! Kind of a wobbly feel and then the nose dropped about 6 inches > | > and a very loud scraping sound! I radioed the terminal/FBO and said I > | > had a problem, Wes was watching me land and he said I just lost my > | > nose wheel on the radio. I saw him running out the door towards his > | > truck as we skidded on past the FBO. > | > > | > Down the runway we went, making a racket and vibrating from the > | > makeshift nose skid(fork casting). The plane started to veer a bit to > | > the right so I touched the left brake, WHAM!! down on the nose we > | > fell, I had just seen this view in Carson City last week, I couldn't > | > believe I was once again landing sans nose gear. We finally ground > | > to a halt. As I was unfastening my seat belt my wife said I'm right > | > behind you! > | > > | > Out we jumped into a biting cold wind, it was 28 degrees, 15 knots > | > gusting to 25. The nose gear strut had folded back under the plane > | > ripping through the fuselage towards the rear and what was left of > | > the fork was embedded in the bottom. > | > > | > At that moment somebody could have bought my airplane very > cheap indeed. > | > > | > On the way to hauling it into the hanger I saw the nose wheel and went > | > and picked it up. The side with the threads for the axle had a piece > | > of the fork still on it. > | > > | > So what happened and was it related to the gear up in Carson last > | > week. I think so. > | > > | > I can only surmise the axle bolt was loose for awhile. The only thing > | > that holds the non-threaded side of the fork to the axle is a set > | > screw which must have been loose. If its loose any side load on the > | > axle from taxing or cross wind landing would thus be born by the > | > threaded side of the fork. I think it was overstressed, though I saw > | > no cracks in it when I tightened up the axle bolt in Vegas. Maybe the > | > cold effected it somewhat(it was -4c on the way back)? So I think > | > the loose bolt which caused the gear to hang up also caused the fork > | > to be weakened over time. My plane was involved in a runway overrun > | > accident prior to my ownership and maybe the fork was compromised then > | > also? > | > > | > Anyway, I had thought I could repair the gear up damage in 30 to 40 > | > hours work, now?, I don't know how much damage was done inside the > | > keel to the gear mechanism yet. It being winter without a heated > | > hanger will certainly put a damper on repairs also. > | > > | > Scott > | > > | > Getting my wife into this airplane again after two accidents might not > | > be possible. We'll see. > | > > | > _______________________________________________ > | > To change your email address, visit > | > http://www.tvbf.org/mailman/listinfo/reflector > | > > | > Visit the gallery! www.tvbf.org/gallery > | > user:pw = tvbf:jamaicangoose > | > Check new archives: www.tvbf.org/pipermail > | > Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > | > > | > > | > > | > | > | _______________________________________________ > | To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > | > | Visit the gallery! www.tvbf.org/gallery > | user:pw = tvbf:jamaicangoose > | Check new archives: www.tvbf.org/pipermail > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! www.tvbf.org/gallery > user:pw = tvbf:jamaicangoose > Check new archives: www.tvbf.org/pipermail > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > From reflector@tvbf.org Mon Dec 29 16:41:59 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 29 Dec 2003 11:41:59 -0500 Subject: REFLECTOR:The continuing Gear Up Landing Saga References: Message-ID: <002d01c3ce2a$ae24c720$59a2aa44@atlaga.adelphia.net> RG and FG forks are the same, one has the nose strut hole drilled 90 degrees to the other. (The FG has the fork turned 90 degrees to the rear compared to the more upright RG fork.) Brian, I'm not sure what you mean by >I just received my upgraded mill/lathe machine, and one of the best things they did was to replace the allen set screws with tapered pins. Ronnie ----- Original Message ----- From: "Brian Michalk" To: Sent: Monday, December 29, 2003 11:26 AM Subject: RE: REFLECTOR:The continuing Gear Up Landing Saga | I have a fixed gear, but have not looked at the fork construction to see if | it is similar to the RG. However, I have an observation; I just received | my upgraded mill/lathe machine, and one of the best things they did was to | replace the allen set screws with tapered pins. Would this be an option for | the RG? A roll pin would work just as effectively, perhaps much better due | to it's spring nature. From what I've seen, a castellated nut would | protrude too far, and would catch on gear doors, etc. | | > -----Original Message----- | > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On | > Behalf Of Ronnie Brown | > Sent: Monday, December 29, 2003 10:04 AM | > To: reflector@tvbf.org | > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga | > | > | > One thing I have noticed on my V. Sometimes the nose wheel axle | > will bind, | > other times it turns very freely. I found that when it is bound | > up, hitting | > the fork with a rubber mallet (no, not too hard), will release the binding | > and allows the axle to turn easily. The fork is spreading out or | > narrowing | > up and causing the opposite hole to be out of alignment and binding the | > axle. | > | > And as Dave mentioned earlier, be sure to use TWO locking set screws. My | > axle started turning out after only a few flights. The first | > locking screw | > had started out even after I had put Loctite on it. | > | > Also, I'm sure everyone knows this by now (or not?), the factory is | > recommending replacement of older forks with a beefier (thicker) | > replacement. My 1999 RG STD kit had the old, thinner fork. Also, this | > applied to a 1995 FG kit. | > | > Ronnie | > | > | > | > | > | > | > | > ----- Original Message ----- | > From: "John Dibble" | > To: | > Sent: Monday, December 29, 2003 10:48 AM | > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga | > | > | > | Scott, | > | I'm so sorry about the second incident. Two comments. | > | 1) My axle is slightly bent. When I screw it in it turns freely for 1/2 | > | rotation and requires a screwdriver for the other 1/2. I don't know if | > | it is supposed to be this way, but I think this reduces the possibility | > | of it unscrewing if the set screw comes loose. | > | 2) When your axel was hung up on the gear guide, could the force of the | > | hydraulic system have bent or weakened the strut? | > | I also would have sold mine cheap with the gaping hole where the doors | > | go. I had mine repaired at the factory. They molded a new piece in | > | their fuselage mold and it looks good as new, so now it's a keeper. | > | | > | John | > | | > | Scott wrote: | > | | > | > After gluing on an aluminum plate on the bottom of the nose of my | > | > airplane, where I had worn an amazingly flat area where the gear doors | > | > used to be. | > | > | > | > Removed the main gear doors, and test flew the plane. What a | > | > performance reduction! I'd guess a 20-25 knot speed reduction and a | > | > loss of about 400 ft per minute climb rate. It must be those big ol | > | > holes in the bottom of the wings that the mains aren't filling up. | > | > | > | > Flew to North Las Vegas and stopped to see an ailing aunt and get in | > | > some video poker time. It was cold for Vegas, below freezing at | > | > night, but it had warmed up into the 40's by departure time the next | > | > day. No problems landing or taking off at VGT. | > | > | > | > During the preflight at Vegas I found the reason why the gear had hung | > | > up in the well at Carson City. The axle was unscrewed and about 3 | > | > threads were showing on the left fork! I can't believe I missed that | > | > on previous preflights and when I was patching the hole in the nose so | > | > I could fly home in Carson City! It was the left guide bar that had a | > | > gouge in it also. I think I remember somebody else mentioning the | > | > same thing happening to them! I screwed it back in at Vegas. | > | > | > | > Got to Grants after a 2.6 hour flight. | > | > | > | > Wind was straight down the runway at 15 knots and gusty. Nice landing | | > | > until The nose wheel touched down. It was a gentle landing, one I | > | > would be happy to for anybody to see, but there was an odd vibration. | > | > I lifted the nose wheel up, still had just enough speed to do that, | > | > and then it settled on down as the elevator lost lift. Big vibration | > | > now! Kind of a wobbly feel and then the nose dropped about 6 inches | > | > and a very loud scraping sound! I radioed the terminal/FBO and said I | > | > had a problem, Wes was watching me land and he said I just lost my | > | > nose wheel on the radio. I saw him running out the door towards his | > | > truck as we skidded on past the FBO. | > | > | > | > Down the runway we went, making a racket and vibrating from the | > | > makeshift nose skid(fork casting). The plane started to veer a bit to | > | > the right so I touched the left brake, WHAM!! down on the nose we | > | > fell, I had just seen this view in Carson City last week, I couldn't | > | > believe I was once again landing sans nose gear. We finally ground | > | > to a halt. As I was unfastening my seat belt my wife said I'm right | > | > behind you! | > | > | > | > Out we jumped into a biting cold wind, it was 28 degrees, 15 knots | > | > gusting to 25. The nose gear strut had folded back under the plane | > | > ripping through the fuselage towards the rear and what was left of | > | > the fork was embedded in the bottom. | > | > | > | > At that moment somebody could have bought my airplane very | > cheap indeed. | > | > | > | > On the way to hauling it into the hanger I saw the nose wheel and went | > | > and picked it up. The side with the threads for the axle had a piece | > | > of the fork still on it. | > | > | > | > So what happened and was it related to the gear up in Carson last | > | > week. I think so. | > | > | > | > I can only surmise the axle bolt was loose for awhile. The only thing | > | > that holds the non-threaded side of the fork to the axle is a set | > | > screw which must have been loose. If its loose any side load on the | > | > axle from taxing or cross wind landing would thus be born by the | > | > threaded side of the fork. I think it was overstressed, though I saw | > | > no cracks in it when I tightened up the axle bolt in Vegas. Maybe the | > | > cold effected it somewhat(it was -4c on the way back)? So I think | > | > the loose bolt which caused the gear to hang up also caused the fork | > | > to be weakened over time. My plane was involved in a runway overrun | > | > accident prior to my ownership and maybe the fork was compromised then | > | > also? | > | > | > | > Anyway, I had thought I could repair the gear up damage in 30 to 40 | > | > hours work, now?, I don't know how much damage was done inside the | > | > keel to the gear mechanism yet. It being winter without a heated | > | > hanger will certainly put a damper on repairs also. | > | > | > | > Scott | > | > | > | > Getting my wife into this airplane again after two accidents might not | > | > be possible. We'll see. | > | > | > | > _______________________________________________ | > | > To change your email address, visit | > | > http://www.tvbf.org/mailman/listinfo/reflector | > | > | > | > Visit the gallery! www.tvbf.org/gallery | > | > user:pw = tvbf:jamaicangoose | > | > Check new archives: www.tvbf.org/pipermail | > | > Check old archives: | > http://www.tvbf.org/archives/velocity/maillist.html | > | > | > | > | > | > | > | | > | | > | _______________________________________________ | > | To change your email address, visit | > http://www.tvbf.org/mailman/listinfo/reflector | > | | > | Visit the gallery! www.tvbf.org/gallery | > | user:pw = tvbf:jamaicangoose | > | Check new archives: www.tvbf.org/pipermail | > | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > | > | > _______________________________________________ | > To change your email address, visit | > http://www.tvbf.org/mailman/listinfo/reflector | > | > Visit the gallery! www.tvbf.org/gallery | > user:pw = tvbf:jamaicangoose | > Check new archives: www.tvbf.org/pipermail | > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | From reflector@tvbf.org Mon Dec 29 16:58:27 2003 From: reflector@tvbf.org (Brian Michalk) Date: Mon, 29 Dec 2003 10:58:27 -0600 Subject: REFLECTOR:The continuing Gear Up Landing Saga In-Reply-To: <002d01c3ce2a$ae24c720$59a2aa44@atlaga.adelphia.net> Message-ID: Tapered pins: Think about the door levers, how they are drilled through, then pinned with AN bolts. I think using a roll pin would be better than a tapered pin. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Ronnie Brown > Sent: Monday, December 29, 2003 10:42 AM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga > > > RG and FG forks are the same, one has the nose strut hole drilled > 90 degrees > to the other. (The FG has the fork turned 90 degrees to the rear compared > to the more upright RG fork.) > > Brian, I'm not sure what you mean by > >I just received my upgraded mill/lathe machine, and one of the > best things > they did was to > replace the allen set screws with tapered pins. > > Ronnie > > ----- Original Message ----- > From: "Brian Michalk" > To: > Sent: Monday, December 29, 2003 11:26 AM > Subject: RE: REFLECTOR:The continuing Gear Up Landing Saga > > > | I have a fixed gear, but have not looked at the fork construction to see > if > | it is similar to the RG. However, I have an observation; I > just received > | my upgraded mill/lathe machine, and one of the best things they > did was to > | replace the allen set screws with tapered pins. Would this be an option > for > | the RG? A roll pin would work just as effectively, perhaps much better > due > | to it's spring nature. From what I've seen, a castellated nut would > | protrude too far, and would catch on gear doors, etc. > | > | > -----Original Message----- > | > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > | > Behalf Of Ronnie Brown > | > Sent: Monday, December 29, 2003 10:04 AM > | > To: reflector@tvbf.org > | > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga > | > > | > > | > One thing I have noticed on my V. Sometimes the nose wheel axle > | > will bind, > | > other times it turns very freely. I found that when it is bound > | > up, hitting > | > the fork with a rubber mallet (no, not too hard), will release the > binding > | > and allows the axle to turn easily. The fork is spreading out or > | > narrowing > | > up and causing the opposite hole to be out of alignment and > binding the > | > axle. > | > > | > And as Dave mentioned earlier, be sure to use TWO locking set screws. > My > | > axle started turning out after only a few flights. The first > | > locking screw > | > had started out even after I had put Loctite on it. > | > > | > Also, I'm sure everyone knows this by now (or not?), the factory is > | > recommending replacement of older forks with a beefier (thicker) > | > replacement. My 1999 RG STD kit had the old, thinner fork. > Also, this > | > applied to a 1995 FG kit. > | > > | > Ronnie > | > > | > > | > > | > > | > > | > > | > > | > ----- Original Message ----- > | > From: "John Dibble" > | > To: > | > Sent: Monday, December 29, 2003 10:48 AM > | > Subject: Re: REFLECTOR:The continuing Gear Up Landing Saga > | > > | > > | > | Scott, > | > | I'm so sorry about the second incident. Two comments. > | > | 1) My axle is slightly bent. When I screw it in it turns freely for > 1/2 > | > | rotation and requires a screwdriver for the other 1/2. I don't know > if > | > | it is supposed to be this way, but I think this reduces the > possibility > | > | of it unscrewing if the set screw comes loose. > | > | 2) When your axel was hung up on the gear guide, could the force of > the > | > | hydraulic system have bent or weakened the strut? > | > | I also would have sold mine cheap with the gaping hole > where the doors > | > | go. I had mine repaired at the factory. They molded a new piece in > | > | their fuselage mold and it looks good as new, so now it's a keeper. > | > | > | > | John > | > | > | > | Scott wrote: > | > | > | > | > After gluing on an aluminum plate on the bottom of the nose of my > | > | > airplane, where I had worn an amazingly flat area where the gear > doors > | > | > used to be. > | > | > > | > | > Removed the main gear doors, and test flew the plane. What a > | > | > performance reduction! I'd guess a 20-25 knot speed > reduction and a > | > | > loss of about 400 ft per minute climb rate. It must be > those big ol > | > | > holes in the bottom of the wings that the mains aren't filling up. > | > | > > | > | > Flew to North Las Vegas and stopped to see an ailing aunt > and get in > | > | > some video poker time. It was cold for Vegas, below freezing at > | > | > night, but it had warmed up into the 40's by departure > time the next > | > | > day. No problems landing or taking off at VGT. > | > | > > | > | > During the preflight at Vegas I found the reason why the gear had > hung > | > | > up in the well at Carson City. The axle was unscrewed and about 3 > | > | > threads were showing on the left fork! I can't believe I missed > that > | > | > on previous preflights and when I was patching the hole > in the nose > so > | > | > I could fly home in Carson City! It was the left guide > bar that had > a > | > | > gouge in it also. I think I remember somebody else mentioning the > | > | > same thing happening to them! I screwed it back in at Vegas. > | > | > > | > | > Got to Grants after a 2.6 hour flight. > | > | > > | > | > Wind was straight down the runway at 15 knots and gusty. Nice > landing > | > | > | > until The nose wheel touched down. It was a gentle > landing, one I > | > | > would be happy to for anybody to see, but there was an odd > vibration. > | > | > I lifted the nose wheel up, still had just enough speed > to do that, > | > | > and then it settled on down as the elevator lost lift. Big > vibration > | > | > now! Kind of a wobbly feel and then the nose dropped > about 6 inches > | > | > and a very loud scraping sound! I radioed the > terminal/FBO and said > I > | > | > had a problem, Wes was watching me land and he said I > just lost my > | > | > nose wheel on the radio. I saw him running out the door towards > his > | > | > truck as we skidded on past the FBO. > | > | > > | > | > Down the runway we went, making a racket and vibrating from the > | > | > makeshift nose skid(fork casting). The plane started to > veer a bit > to > | > | > the right so I touched the left brake, WHAM!! down on the nose we > | > | > fell, I had just seen this view in Carson City last week, I > couldn't > | > | > believe I was once again landing sans nose gear. We > finally ground > | > | > to a halt. As I was unfastening my seat belt my wife said > I'm right > | > | > behind you! > | > | > > | > | > Out we jumped into a biting cold wind, it was 28 degrees, 15 knots > | > | > gusting to 25. The nose gear strut had folded back under > the plane > | > | > ripping through the fuselage towards the rear and what > was left of > | > | > the fork was embedded in the bottom. > | > | > > | > | > At that moment somebody could have bought my airplane very > | > cheap indeed. > | > | > > | > | > On the way to hauling it into the hanger I saw the nose wheel and > went > | > | > and picked it up. The side with the threads for the axle > had a piece > | > | > of the fork still on it. > | > | > > | > | > So what happened and was it related to the gear up in Carson last > | > | > week. I think so. > | > | > > | > | > I can only surmise the axle bolt was loose for awhile. The only > thing > | > | > that holds the non-threaded side of the fork to the axle is a set > | > | > screw which must have been loose. If its loose any side > load on the > | > | > axle from taxing or cross wind landing would thus be born by the > | > | > threaded side of the fork. I think it was overstressed, though I > saw > | > | > no cracks in it when I tightened up the axle bolt in Vegas. Maybe > the > | > | > cold effected it somewhat(it was -4c on the way back)? > So I think > | > | > the loose bolt which caused the gear to hang up also > caused the fork > | > | > to be weakened over time. My plane was involved in a > runway overrun > | > | > accident prior to my ownership and maybe the fork was compromised > then > | > | > also? > | > | > > | > | > Anyway, I had thought I could repair the gear up damage > in 30 to 40 > | > | > hours work, now?, I don't know how much damage was done > inside the > | > | > keel to the gear mechanism yet. It being winter without a heated > | > | > hanger will certainly put a damper on repairs also. > | > | > > | > | > Scott > | > | > > | > | > Getting my wife into this airplane again after two accidents might > not > | > | > be possible. We'll see. > | > | > > | > | > _______________________________________________ > | > | > To change your email address, visit > | > | > http://www.tvbf.org/mailman/listinfo/reflector > | > | > > | > | > Visit the gallery! www.tvbf.org/gallery > | > | > user:pw = tvbf:jamaicangoose > | > | > Check new archives: www.tvbf.org/pipermail > | > | > Check old archives: > | > http://www.tvbf.org/archives/velocity/maillist.html > | > | > > | > | > > | > | > > | > | > | > | > | > | _______________________________________________ > | > | To change your email address, visit > | > http://www.tvbf.org/mailman/listinfo/reflector > | > | > | > | Visit the gallery! www.tvbf.org/gallery > | > | user:pw = tvbf:jamaicangoose > | > | Check new archives: www.tvbf.org/pipermail > | > | Check old archives: > http://www.tvbf.org/archives/velocity/maillist.html > | > > | > > | > _______________________________________________ > | > To change your email address, visit > | > http://www.tvbf.org/mailman/listinfo/reflector > | > > | > Visit the gallery! www.tvbf.org/gallery > | > user:pw = tvbf:jamaicangoose > | > Check new archives: www.tvbf.org/pipermail > | > Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | > | | _______________________________________________ | To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector | | Visit the gallery! www.tvbf.org/gallery | user:pw = tvbf:jamaicangoose | Check new archives: www.tvbf.org/pipermail | Check old archives: http://www.tvbf.org/archives/velocity/maillist.html | _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 30 01:03:29 2003 From: reflector@tvbf.org (dalexan48) Date: Mon, 29 Dec 2003 17:03:29 -0800 Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's References: <20031229164201.15418.6152.Mailman@dax.awpi.com> Message-ID: <000d01c3ce70$bd4ff9e0$286cfea9@net.pacbell.net> Hi all, Here is a performance report of sorts regarding the Lightspeed 20 3G's that I and several others purchased recently from Lightspeed with the help of Dennis Martin representing the Velocity Owners Group. I got three of the 20 3G's. They came within three days and were boxed very well. All had the suitable number of batteries and were ready to go. Tried a set on in the living room. Switching the units on and off yielded pretty startling results just sitting in house. We have a circulation fan running most of the time in the evening moving hot air to other areas of the house. With the ANR functioning, couldn't hear the fan! Can't wait to fly! Unfortunately, Mother Nature has 86'ed the Saturday breakfast flight for the last six weeks, but this last Saturday was brilliant blue here in northern California, so a bunch of pilots suffering from cabin fever took to the skies. We mounted up my friends' 200hp Beech Musketeer. Actually, we didn't even have to get much beyond starting the engine before the ANR made itself known by what WASN'T heard: the engine. For the most part, the only thing we heard was the hiss of the portable intercom. Sure, the was some engine noise in the background, but the reduction in noise as stunning. Switching between on-off was quite eye opening. With the headsets switched off, the drone and rumble of the engine could be considered deafening when compared to the ANR function. And this was with the headphones still in place functioning as a normal set would. Radio calls were crisp and conversation in the cockpit was clear. But the most telling thing happened on our first landing at Tracy, Ca. On short final when the engine power was reduced to idle, the engine noise was GONE! The pilot actually had to reference the tach to make sure the engine hadn't stalled! I was in the right seat and I pretty much had the same impression. On the return trip, I passed the headphones off to another pilot (C182). When we returned to Paradise, his thoughts were in line with my friends, "Gotta get a set of these!" Each leg of the flight was a little over an hour and during the time, the headsets remained comfortable to wear. Once adjusted, they feel like they are floating on your head. If I were to offer any contrary opinion it would be that the ear cups are a little stiff when first placed over the ears. But please bear in mind that the morning temp was about 40 degs. The ear cups quickly warmed up within about 2 minutes and sealed my ears well even with my glasses frame. Long ago, I had a set of David Clark 10-80's with gel seals and there is no comparison. And at 1/2 price of Bose, it would very hard to justify any expense over the price of the 20 3G's. I would like to hear from the Velocity owners who bought the 30 3G's to see what another $100 buys you with those. Thanks Lightspeed. Thanks Dennis. Job well done!!! Dale Alexander Velocity 173 Stealth Gullwing From reflector@tvbf.org Tue Dec 30 04:09:11 2003 From: reflector@tvbf.org (John Dibble) Date: Mon, 29 Dec 2003 22:09:11 -0600 Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's In-Reply-To: <000d01c3ce70$bd4ff9e0$286cfea9@net.pacbell.net> References: <20031229164201.15418.6152.Mailman@dax.awpi.com> <000d01c3ce70$bd4ff9e0$286cfea9@net.pacbell.net> Message-ID: <3FF0FA67.7060408@bluefrog.com> dalexan48 wrote: > If I were to offer any contrary opinion it would >be that the ear cups are a little stiff when first placed over the ears. But >please bear in mind that the morning temp was about 40 degs. The ear cups >quickly warmed up within about 2 minutes and sealed my ears well even with >my glasses frame. > I noticed the stiffness with the 30 3G's and feared I had wasted $1000 for two pair, but I agree that they feel great after a few minutes. The noise reduction is the best. Much better than David Clark H10-13X. I can now hear other sounds that I never heard before (e.g. a rattling noise - gotta figure out what that is). John > >Long ago, I had a set of David Clark 10-80's with gel seals and there is no >comparison. And at 1/2 price of Bose, it would very hard to justify any >expense over the price of the 20 3G's. I would like to hear from the >Velocity owners who bought the 30 3G's to see what another $100 buys you >with those. > >Thanks Lightspeed. Thanks Dennis. Job well done!!! > >Dale Alexander >Velocity 173 Stealth Gullwing > >_______________________________________________ >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! www.tvbf.org/gallery >user:pw = tvbf:jamaicangoose >Check new archives: www.tvbf.org/pipermail >Check old archives: http://www.tvbf.org/archives/velocity/maillist.html > > > > > From reflector@tvbf.org Tue Dec 30 04:28:14 2003 From: reflector@tvbf.org (Scott) Date: Mon, 29 Dec 2003 21:28:14 -0700 Subject: REFLECTOR:Velocity Pole-to-Pole In-Reply-To: References: Message-ID: <6.0.0.22.0.20031229212743.02b824a8@mail.tnstaafl.net> http://story.news.yahoo.com/news?tmpl=story&cid=1894&e=2&u=/ap/20031229/ap_on_sc/pole_to_pole_trip From reflector@tvbf.org Tue Dec 30 13:42:28 2003 From: reflector@tvbf.org (Chuck Jensen) Date: Tue, 30 Dec 2003 08:42:28 -0500 Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightsp eed's Message-ID: Dale, There may be (must be) a difference between the 20s and 30s 3G, though I'm not sure it's particularly noticeable. I have a 30 and a couple of the older 20s and I think I can tell the difference but I'm not sure what it is. Take the $100 and buy 40 gal 100LL. By the way, if you think the ear cuffs are a little stiff at 40, you ought to see them at 10F. But, as you observed, they warm/soften right up and you don't notice them. They're soft enough one can wear glasses under them and the bows won't stab you in the side of the head. Good product, good value. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of dalexan48 Sent: Monday, December 29, 2003 8:03 PM To: reflector@tvbf.org Cc: sales@anrheadsets.com Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's Hi all, Here is a performance report of sorts regarding the Lightspeed 20 3G's that I and several others purchased recently from Lightspeed with the help of Dennis Martin representing the Velocity Owners Group. I got three of the 20 3G's. They came within three days and were boxed very well. All had the suitable number of batteries and were ready to go. Tried a set on in the living room. Switching the units on and off yielded pretty startling results just sitting in house. We have a circulation fan running most of the time in the evening moving hot air to other areas of the house. With the ANR functioning, couldn't hear the fan! Can't wait to fly! Unfortunately, Mother Nature has 86'ed the Saturday breakfast flight for the last six weeks, but this last Saturday was brilliant blue here in northern California, so a bunch of pilots suffering from cabin fever took to the skies. We mounted up my friends' 200hp Beech Musketeer. Actually, we didn't even have to get much beyond starting the engine before the ANR made itself known by what WASN'T heard: the engine. For the most part, the only thing we heard was the hiss of the portable intercom. Sure, the was some engine noise in the background, but the reduction in noise as stunning. Switching between on-off was quite eye opening. With the headsets switched off, the drone and rumble of the engine could be considered deafening when compared to the ANR function. And this was with the headphones still in place functioning as a normal set would. Radio calls were crisp and conversation in the cockpit was clear. But the most telling thing happened on our first landing at Tracy, Ca. On short final when the engine power was reduced to idle, the engine noise was GONE! The pilot actually had to reference the tach to make sure the engine hadn't stalled! I was in the right seat and I pretty much had the same impression. On the return trip, I passed the headphones off to another pilot (C182). When we returned to Paradise, his thoughts were in line with my friends, "Gotta get a set of these!" Each leg of the flight was a little over an hour and during the time, the headsets remained comfortable to wear. Once adjusted, they feel like they are floating on your head. If I were to offer any contrary opinion it would be that the ear cups are a little stiff when first placed over the ears. But please bear in mind that the morning temp was about 40 degs. The ear cups quickly warmed up within about 2 minutes and sealed my ears well even with my glasses frame. Long ago, I had a set of David Clark 10-80's with gel seals and there is no comparison. And at 1/2 price of Bose, it would very hard to justify any expense over the price of the 20 3G's. I would like to hear from the Velocity owners who bought the 30 3G's to see what another $100 buys you with those. Thanks Lightspeed. Thanks Dennis. Job well done!!! Dale Alexander Velocity 173 Stealth Gullwing _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Tue Dec 30 14:45:50 2003 From: reflector@tvbf.org (Mike Schmitt) Date: Tue, 30 Dec 2003 09:45:50 -0500 Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's Message-ID: <9F648901D100E8488513EAFD5D75B58136C615@ntserver1.masa.masa.com> I'll check in on the thank you's. I have my light speeds and they are great. Mike Schmitt Ps I flew N72M on 12-17-03 for the first time. No runs, no hits and no errors. A great machine a dream come true. Thanks to all the folks on the refelector for there imput. -----Original Message----- From: Chuck Jensen [mailto:cjensen@dts9000.com] Sent: Tuesday, December 30, 2003 8:42 AM To: 'reflector@tvbf.org' Subject: RE: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's Dale, There may be (must be) a difference between the 20s and 30s 3G, though I'm not sure it's particularly noticeable. I have a 30 and a couple of the older 20s and I think I can tell the difference but I'm not sure what it is. Take the $100 and buy 40 gal 100LL. By the way, if you think the ear cuffs are a little stiff at 40, you ought to see them at 10F. But, as you observed, they warm/soften right up and you don't notice them. They're soft enough one can wear glasses under them and the bows won't stab you in the side of the head. Good product, good value. Chuck Jensen -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of dalexan48 Sent: Monday, December 29, 2003 8:03 PM To: reflector@tvbf.org Cc: sales@anrheadsets.com Subject: REFLECTOR:Thanks Dennis Martin for your help with the Lightspeed's Hi all, Here is a performance report of sorts regarding the Lightspeed 20 3G's that I and several others purchased recently from Lightspeed with the help of Dennis Martin representing the Velocity Owners Group. I got three of the 20 3G's. They came within three days and were boxed very well. All had the suitable number of batteries and were ready to go. Tried a set on in the living room. Switching the units on and off yielded pretty startling results just sitting in house. We have a circulation fan running most of the time in the evening moving hot air to other areas of the house. With the ANR functioning, couldn't hear the fan! Can't wait to fly! Unfortunately, Mother Nature has 86'ed the Saturday breakfast flight for the last six weeks, but this last Saturday was brilliant blue here in northern California, so a bunch of pilots suffering from cabin fever took to the skies. We mounted up my friends' 200hp Beech Musketeer. Actually, we didn't even have to get much beyond starting the engine before the ANR made itself known by what WASN'T heard: the engine. For the most part, the only thing we heard was the hiss of the portable intercom. Sure, the was some engine noise in the background, but the reduction in noise as stunning. Switching between on-off was quite eye opening. With the headsets switched off, the drone and rumble of the engine could be considered deafening when compared to the ANR function. And this was with the headphones still in place functioning as a normal set would. Radio calls were crisp and conversation in the cockpit was clear. But the most telling thing happened on our first landing at Tracy, Ca. On short final when the engine power was reduced to idle, the engine noise was GONE! The pilot actually had to reference the tach to make sure the engine hadn't stalled! I was in the right seat and I pretty much had the same impression. On the return trip, I passed the headphones off to another pilot (C182). When we returned to Paradise, his thoughts were in line with my friends, "Gotta get a set of these!" Each leg of the flight was a little over an hour and during the time, the headsets remained comfortable to wear. Once adjusted, they feel like they are floating on your head. If I were to offer any contrary opinion it would be that the ear cups are a little stiff when first placed over the ears. But please bear in mind that the morning temp was about 40 degs. The ear cups quickly warmed up within about 2 minutes and sealed my ears well even with my glasses frame. Long ago, I had a set of David Clark 10-80's with gel seals and there is no comparison. And at 1/2 price of Bose, it would very hard to justify any expense over the price of the 20 3G's. I would like to hear from the Velocity owners who bought the 30 3G's to see what another $100 buys you with those. Thanks Lightspeed. Thanks Dennis. Job well done!!! Dale Alexander Velocity 173 Stealth Gullwing _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! www.tvbf.org/gallery user:pw = tvbf:jamaicangoose Check new archives: www.tvbf.org/pipermail Check old archives: http://www.tvbf.org/archives/velocity/maillist.html From reflector@tvbf.org Sun Dec 28 06:21:21 2003 From: reflector@tvbf.org (steve korney) Date: Sun, 28 Dec 2003 06:21:21 +0000 Subject: REFLECTOR:RE:weak gas struts Message-ID: It's like cavitations...That's how a boat propeller makes bubbles under water... Best... Steve ----------------------------------------------------------------------------------------------------------- Steve, How does it produce this bubble? In my experience, you can lock a hydraulic cylinder from either side by blocking either the intake or exhaust port. _________________________________________________________________ Tired of slow downloads? Compare online deals from your local high-speed providers now. https://broadband.msn.com
----- Original Message -----
From:=20 Brett=20 Ferrell
Sent: Friday, December 19, 2003 = 7:46=20 AM
Subject: REFLECTOR:Infinity = sticks

For those of you flying Infinity = sticks, how did=20 you handle the installation?  I've got my adapter ready to go = onto the=20 factory control tube, but I'm trying to decide what to do with the = wire. =20 It seems it needs to exit the tube prior to the pivot bolts.  Is = that=20 what the rest of you have done, have the wire exit and wire tie it to = the=20 control stick the rest of the way or what?

Brett
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Velocity_AZ
Sent: Thursday, December 18, 2003 8:04=20 AM
To: reflector@tvbf.org
Subject: RE: = REFLECTOR:Velocity=20 on Front Page of AZ Republic - Great News

Alex,

 

I just=20 got the plane back from the interior shop two days ago.  Did a final w&b and = finished=20 flying off my 40 hours yesterday - on the 100 yr=20 anniversary!

 

I do=20 have a place you can view all the photos during the construction = process,=20 however, I don=92t have any pics of the paint job on it =96 I = haven=92t taken any=20 yet.  There is so much = detail in=20 it that unless you are standing right in front of it, you can=92t = really=20 appreciate it =96 pictures just don=92t do it justice.  However, I will upload a few = pics of=20 my interior today.  The = photos are=20 at Sony Imagestation =96 you have to join (create user name & = password) =96=20 it=92s free.

 

http://www.imagestation.com/album/?id=3D429136613= 1&code=3D7548966&mode=3Dinvite

 

There=20 is a fair picture of the entire plane (not close up, though) on the = cover of=20 this month=92s America=92s = Flyways.

 

Regards,

 

Kevin

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alex = Balic
Sent: Wednesday, December 17, = 2003 7:56=20 PM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Kevin,

Do you=20 have a web site or any other pictures of your aircraft? - I am = interested=20 in the paint scheme and interior that you used- it is hard to see = clearly in the rather small picture on the web site, and I would=20 like  more detail if possible...

 

Thanks

 

Alex=20

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of = Velocity_AZ
Sent: Monday, December 15, 2003 = 7:53=20 AM
To:=20 reflector@tvbf.org
Subject:=20 RE: REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

Thanks,=20 Pete.  It was quite a = thrill to=20 see our picture on the front page =96 we were expecting something much = smaller=20 in the Living section. If Saddam was captured just a little bit = earlier =96 we=20 would have been bumped =96 timing is=20 everything!

 

Send=20 me your email address so we could make arrangements to hook up at=20 DVT.

 

Kevin

 

 

-----Original=20 Message-----
From:=20 reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Peter = Wetmore
Sent: Sunday, December 14, 2003 = 11:41=20 AM
To: Velocity=20 Reflector
Subject:=20 REFLECTOR:Velocity on Front Page of AZ Republic - Great=20 News

 

Congratulations to=20 Kevin Steiner and Brooke Bessesen!!!!!!  Their Velocity is = gracing the=20 front page of the Arizona Republic as a part of celebration of flight = in AZ=20 - in preparation for the 100th anniversary.  For those of = you not=20 familiar with AZ Republic, it is the state's largest newspaper and is=20 published primarily for the Phoenix metro area but is available=20 statewide.  The picture is great publicity for = Velocity.  All=20 in the picture look great - your dog is a wonderful = touch.......... =20 The picture is at http://www.azcentral.com/arizonarepublic/news/articles/1214= aviation-main.html

 

They=20 are quoted in an article at = http://www.azcentral.com/news/articles/1214aviation-spirit.html

 

As a=20 aside, Kevin and Brooke, we didn't realize you had moved to Deer = Valley=20 Airport.  Where are you located (Kevin, I think you know we are = at the SE=20 hangars at 21-5)?  We'd love to come and see your airplane while = we are=20 out there.  We've been out most weekends trying to fly off our 40 = hours.  We're about 1/2 way done.  We fly on most Saturdays = in the=20 AM and on Sundays during the mid-day.  Let us know when you are = usually=20 out there and hopefully we can come by to see your beautiful=20 Velocity.