REFLECTOR: Another Velocity in the air!

[Barber Law Firm]

CONGRATULATIONS!  Yours is one of the projects turning into an airplane I
have watched the closest due to you web presence.  I have been to your site
so many times I dang near have it memorized.  If you get a chance could you
post a couple of pix of your yokes.  I too started with the SUV, but added
the second door, but I still have the yokes.  I built up the cut down keel a
bit so to add a center throttle quadrant.  I am very curious as to the way
you and others placed things in the panel with the yoke systems interfering
with things.....or, since the yoke controls are more important than most
panel stuff, panel stuff interfering with the yokes.  If you get a chance
could you post some pix of you yoke/instrument panel?  Thanks.

Again, Congrats.

All the best,

Chris

Christopher Barber

Attorney and Counselor at Law



"Serving the needs of Senior Texans"

Barber Law Firm
10827 Tower Bridge St.

Houston, Texas 77075-5032
281-464-LAWS (5297)


CBarber at TexasAttorney.net
www.TexasAttorney.net





  -----Original Message-----
  From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org]On
Behalf Of Hiroo Umeno
  Sent: Tuesday, September 05, 2006 12:23 PM
  To: reflector at tvbf.org
  Subject: REFLECTOR: Another Velocity in the air!


  I jumped the gun and started posting about Franklin engines so the news is
out now but just to make it "official", I will post it here.



  On August 24th, at 3:04pm PST, Velocity SUV (serial 103) N21HV took off
for the first time from Arlington Airport (AWO) with Steve Murphree at the
controls.  The first flight lasted a short 12 minutes.  Steve reported that
the aileron force was stiff (I have the yoke setup) and had the tendency to
over-control.  He also noted that the oil temps were running hot as well.
Back at the hangar, we lubed the controls, ground off some fiberglass from
wing - aileron gap that were rubbing, and generally loosened up things a
bit.



  The next morning, Chuck Harbert came out with a couple pairs of vortex
generators he made for us (Thanks Chuck!).  We put those ahead of the top
NACA scoops and, like magic, the oil temps came down.  Steve also noted some
left leaning tendency and stuck some mixing sticks on the right rudder.
That seemed to help things a bit.



  The following two days (Sat and Sun), Steve ran me through the wringer
drilling me on the finer points of flying the Velocity.  Some bad habits
from Cessnas I have to get rid of.

    a.. On take-off, I am used to firewalling the throttle, pull the nose up
and keep best climb and wait for the altimeter needle to crawl up to where I
want it.  On a Velocity, as soon as I get to safe altitude (500AGL, which
takes "seconds"), I need to pull the throttle back, pitch down, set climb
power / prop, and get some air flowing over those cylinders.
    b.. On landing, keeping the nose relatively low, instead of burying the
yoke in your gut as you do on Spam Cans.


  This weekend, I put another couple quality hours on the plane generally
getting used to the machine and brushing up on my landings using the really
long runway at Paine Field (PAE).  I am getting the plane down and stopped
in about 4'000 now.



  As you've all seen in my other thread, I am having issues with Frankling
starting and running a bit rough.  Both of which, the consensus appears to
be, is related to fouled mags from running full-rich for break-in.  Seems
like I need to get out my wire-brush next time I head out to the hangar.



  Some squawks and "to do"s now.



    a.. Attitude indication for Chelton AHRS dropping when accelerating past
30Kts or so.
    b.. Static port getting high-pressure from fuselage side / canard
leading edge.
    c.. Better cabin ventilation
    d.. Engine primer (as discussed separatedly)


  In general, I love the way the thing flies!  Every time I am in a turn or
something and look over and see the wingtip, it brings a grin in my face.



  Hiroo


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