REFLECTOR: Static Port
Kevin Baker
flykb at verizon.net
Fri Apr 14 08:33:23 CDT 2006
Could you draw a picture just as to the location.
For some of us pics are worth a thousand words. ;-)
Thanks,
At 05:52 AM 4/13/2006, you wrote:
>I don't have a picture - not much to see actually. Just a small 1/16"
>hole located midway of the door opening, just below the duct for the oil
>lines, wiring, etc. (I really should put one of those decals around it
>marking the spot.)
>
>I did use the factory imbedded 3/8" tubing, just in the new
>location. Mine is on the copilot side. I thought about doing two and
>teeing, but decided to just do the one. I do have a valve inside the
>plane that I can open in case of icing, mud daubers, etc.
>
>Works good!
>
>----- Original Message ----- From: "Andrew Ellzey" <ajlz72756 at yahoo.com>
>To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>Sent: Wednesday, April 12, 2006 9:02 PM
>Subject: Re: REFLECTOR: Static Port
>
>
>>Ron,
>>
>>Can you post a picture of this new location? Did you follow the manual's
>>instructions to imbed the 3/8 aluminum tubing at this new location, or
>>did you do something different?
>>
>>Has anyone tried installing two static ports one on each side of the
>>aircraft, and T-ing the two together. Most aircraft have a static port on
>>both sides of the aircraft to compensate for any slipping of the
>>aircraft, either from a cross wind or just because most aircraft don't
>>fly true without a little rudder trim.
>>
>>Andy Ellzey
>>
>>
>>----- Original Message ----- From: "Ron Brown" <romott at adelphia.net>
>>To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>>Cc: "Glenn Babcock" <glenn.babcock at oracle.com>
>>Sent: Wednesday, April 12, 2006 6:07 PM
>>Subject: Re: REFLECTOR: Static Port
>>
>>
>>>For those of you who are still building and haven't installed your
>>>static port, I have an alternate location that seems to work great.
>>>
>>>I can't recall who did this originally (Perhaps Malcolm Collier) but
>>>someone suggested that under the door, just below the duct was an
>>>excellent location that works without having to do anything other than
>>>drill the small 1/16" hole. I did this as did Glenn Babcock. Both of
>>>our static ports work very well. I have done the high speed passes down
>>>the runway (I like 50 feet which is tree height around here). My
>>>altimeter is right on at 165 kts. No dams, no trip strips and no raised
>>>port - just a little hole.
>>>
>>>Ronnie
>>>
>>>----- Original Message ----- From: "Scott Derrick" <scott at tnstaafl.net>
>>>To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>>>Sent: Wednesday, April 12, 2006 12:10 PM
>>>Subject: Calibrating Static Port was: Re: REFLECTOR: Cirrus v. Velocity
>>>
>>>
>>>>I agree with Scott B. on the necessity of calibrating the static port.
>>>>
>>>>I bought my V and the static port was way off. My altitude was 400 ft
>>>>off at cruise! I don't know how far off my indicated airspeed was but
>>>>it must have been bad.
>>>>
>>>>The method described below to calibrate is fairly accurate and can be
>>>>fun also. Our static ports have a small plate or fence mounted for or
>>>>aft of the port, to calibrate you will need to change the thickness
>>>>and or the orientation. Flying this is easier and more safely done with
>>>>a co-pilot.
>>>>
>>>>You will be doing some low level flying so either you need to be
>>>>comfortable with this or have somebody else you trust that is
>>>>comfortable with low level flying. Do this at an airport that the
>>>>tower will let you do this or an uncontrolled airport that is not to
>>>>busy. Explain the procedure to the co-pilot so he or she understands
>>>>the procedure and objective.
>>>>
>>>>1.) set the field elevation in your altimeter when parked near the
>>>>runway threshold. The readings you are interested in are relative so
>>>>the absolute reading is not important. Do not use the announced
>>>>altimeter setting is it does not agree with the your field elevation.
>>>>
>>>>2.) You will need to fly as close to 20 ft AGL as you can. or some
>>>>other elevation that can be verified by your co-pilot. I use 20 feet
>>>>because the large hanger at my field is 20 ft high. It may help to
>>>>have somebody on the ground verify your height if your unsure when in
>>>>flight. The closer to the ground the easier it is the estimate. 100 ft
>>>>is very tough unless you have a radar altimeter. Your GPS altitude
>>>>unless you have WAAS is unreliable for this.
>>>>
>>>>3.) Make a low pass at the prearranged altitude at 90 knots. A trick
>>>>to make this a bit safer is to dial in some up trim so it takes a
>>>>couple pounds of down pressure on the stick to maintain level flight.
>>>>This way if you get distracted you will tend to climb away from terra
>>>>firma. note the altitude and speed.
>>>>4.) Make a low pass at cruise speed, same altitude. This will usually
>>>>be much appreciated by all at the airport with many requests to do
>>>>another. Note the altitude and speed.
>>>>
>>>>5.) Land and compare indicated altitude with real altitude. When I did
>>>>this on my plane I was indicating 400 ft AGL when actually 20 ft AGl.
>>>>
>>>>The plate or fence now will usually need to be adjusted. If its aft of
>>>>the hole, a thinner(as in height) will reduce the pressure and raise
>>>>your indicated altitude, thicker will increase the pressure and lower
>>>>the indicated altitude. If the fence is ahead of the hole the change in
>>>>thickness is reversed.
>>>>
>>>>Make a WAG as to the change needed and fly again. you may need to
>>>>adjust to some value between what is indicated during slow flight and
>>>>cruise. Keep track of the change made so any further adjustments will
>>>>divide and conquer the needed adjustment. Do this until your satisfied.
>>>>
>>>>Once your altimeter is reading correctly out airspeed should also be
>>>>relatively closer, unless your pitot is installed in a very bad spot.
>>>>
>>>>Fly Safe.
>>>>
>>>>Scott
>>>>
>>>>
>>>>Scott Baker wrote:
>>>>>I have noticed that many Velocity aircraft vary in their indicated air
>>>>>speed
>>>>>due to either an un-calibrated air speed indicator and the position of the
>>>>>static port. Calibrating the air speed indicator at the local
>>>>>avionics shop
>>>>>is a good thing to do - but that still leaves the possibility of air speed
>>>>>errors caused by the static port. I trust the Cirrus air speed because of
>>>>>its being certified. It's great to get a fast moving certified
>>>>>aircraft to
>>>>>do some side-by-side flights with the Velocity, just to make sure both air
>>>>>speed "meters" are indicating the same during formation flight.
>>>>>200 knots indicated in the Denver area is outstanding. The true air speed
>>>>>must be "right on up there". I have flown the company demonstrator
>>>>>(310hp)
>>>>>at Front Range and at Colorado Springs - giving demo rides with
>>>>>4-people on
>>>>>board and about 40-gallons of fuel - and the aircraft performed quite
>>>>>well.
>>>>>I've talked to several Cirrus 22 owners who have taken a demo ride in
>>>>>the XL
>>>>>with the Continental IO-550. All of them seemed impressed - and most
>>>>>admitted the Velocity had a small but noticable performance advantage.
>>>>>Most
>>>>>were looking for a way to reduce the cost of aircraft ownership.
>>>>>Several of
>>>>>the Cirrus owners were upset with the cost of aircraft insurance.
>>>>>Sunny Eymann recently sold his Velocity XL in favor of a Cirrus 22 because
>>>>>he liked the feel of the Cirrus in a cross-wind landing - something
>>>>>that is
>>>>>an everyday event in Key West. Still, he likes the Velocity - he just
>>>>>felt
>>>>>the Cirrus was the right aircraft for him.
>>>>>Random thoughts.
>>>>>Scott B.
>>>>>
>>>>>
>>>>>----- Original Message -----
>>>>>From: "Tom Martino" <tmartino at troubleshooter.com>
>>>>>To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>>>>>Sent: Monday, April 10, 2006 10:51 AM
>>>>>Subject: RE: REFLECTOR: Take Off Performance
>>>>>
>>>>>
>>>>>1600 Pounds. Actually a little less now that I am removing the back
>>>>>seats. If I push it I can darn near indicate 200 knots ... but normal
>>>>>cruise would be less.
>>>>>
>>>>>-----Original Message-----
>>>>>From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
>>>>>Behalf Of Al Gietzen
>>>>>Sent: Monday, April 10, 2006 8:23 AM
>>>>>To: 'Velocity Aircraft Owners and Builders list'
>>>>>Subject: RE: REFLECTOR: Take Off Performance
>>>>>
>>>>>Tom;
>>>>>
>>>>>I'm curious what the empty weight is on your Velocity.
>>>>>
>>>>>Thanks,
>>>>>
>>>>>Al
>>>>>
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>>>>>
>>>>>_______________________________________________
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>>>>>
>>>>>
>>>>>
>>>>
>>>>--
>>>>
>>>>-
>>>> The true barriers of our liberty in this country are our state
>>>> governments...
>>>>
>>>> Thomas Jefferson
>>>>_______________________________________________
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>>>
>>>_______________________________________________
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>>>http://www.tvbf.org/mailman/listinfo/reflector
>>>
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>>
>>_______________________________________________
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>>http://www.tvbf.org/mailman/listinfo/reflector
>>
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>
>_______________________________________________
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>http://www.tvbf.org/mailman/listinfo/reflector
>
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