REFLECTOR: Titanium Firewall

Tue May 15 08:18:55 CDT 2007

A while back I posted a question about firewall materials, someone replied 
that they used titanium. If the respondent or anyone else reads this who 
used titanium, I would like to know what thickness, designation, and where 
you purchased it.

Thanks,
Dean Unterreiner

----- Original Message ----- 
From: <reflector-request at tvbf.org>
To: <reflector at tvbf.org>
Sent: Tuesday, May 15, 2007 8:20 AM
Subject: Reflector Digest, Vol 36, Issue 38

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> Today's Topics:
>
>   1. Re:  SARL Race in Taylor Texas (Juanita Londenberg)
>   2. Re:  First Flight for N173RT (Robert Trent)
>   3.  Incident at PDK (Donald Royer)
>   4.   Oil Consumption (Ron Brown)
>   5. Re:  Incident at PDK (Chuck Jensen)
>
>
> ----------------------------------------------------------------------
>
> Message: 1
> Date: Mon, 14 May 2007 19:44:06 -0700 (PDT)
> From: Juanita Londenberg <i.fly.too at sbcglobal.net>
> Subject: Re: REFLECTOR: SARL Race in Taylor Texas
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID: <117078.46926.qm at web81109.mail.mud.yahoo.com>
> Content-Type: text/plain; charset=iso-8859-1
>
> Rene'
> Brian talked about doing this race (in a rented spam
> can) since we're not flying yet.  But we hangar in
> Taylor, so if you decide to come be sure to let us
> know.  Are you doing an overnighter -- we can fix you
> up.
>
> Juanita
> --- Rene Dugas <dugasd at bellsouth.net> wrote:
>
>> Any other Velocity pilots racing in the Taylor Texas
>> race this weekend?
>>
>> Rene'
>>
>> > _______________________________________________
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>
> ------------------------------
>
> Message: 2
> Date: Mon, 14 May 2007 22:58:26 -0400
> From: "Robert Trent" <RDTRENT1 at CHARTERMI.NET>
> Subject: Re: REFLECTOR: First Flight for N173RT
> To: "'Velocity Aircraft Owners and Builders list'"
> <reflector at tvbf.org>
> Message-ID: <20070515025834.UFBS15783.aa09.charter.net at DB68PT71>
> Content-Type: text/plain; charset="us-ascii"
>
> Mack
>
> I checked my vernatherm today. It only expanded 1/16th inch when heated in
> boiling water. I'm sure this isn't enough.
>
>
>
> A local A+P had a used spare that opened 3/16th inch when checked. I'm not
> sure that this is enough but I will give it a try.
>
> Do you know how much they should grow when heated to about 210 deg?
>
>
>
> Thanks
>
> Bob
>
>
>
>  _____
>
> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
> Behalf Of MMurp16900 at aol.com
> Sent: Monday, May 14, 2007 9:58 PM
> To: reflector at tvbf.org
> Subject: Re: REFLECTOR: First Flight for N173RT
>
>
>
> HI Bob
>
> Con grads on first flight
>
> Please understand The he vernatherm must be tightly closed against  seat
> then all oil goes thru the coolers
>
> Regards
>
> Mack
>
>
>
>
>
>  _____
>
> See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> 
> .
>
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> ------------------------------
>
> Message: 3
> Date: Mon, 14 May 2007 21:36:52 -0600
> From: "Donald Royer" <djroyer at earthlink.net>
> Subject: REFLECTOR: Incident at PDK
> To: "reflector at tvbf.org" <reflector at tvbf.org>
> Message-ID: <410-22007521533652468 at earthlink.net>
> Content-Type: text/plain; charset="us-ascii"
>
> Wednesday May 9 I made a VFR flight from Zephyrhills Florida to 
> Peachtree-Dekalb airport (PDK) in Atlanta. The problem occurred during the 
> landing. As shown in the report, there was a gusty wind and the air was 
> very turbulent. There were several other distracting factors that are 
> really not relevant to this report, and the net result was that I made a 
> hard landing. In retrospect, I feel that it was not all that hard and I 
> have had harder landings in the past without damage, but this time the 
> nose gear broke. One possible contributing factor may have been that I was 
> flying with the CG essentially at the aft limit and the resulting nose 
> high attitude may have caused the nose gear to slam down especially hard, 
> or maybe it was commutative fatigue from several severe cases of shimmy in 
> the past, but shimmy was not involved this time.
>
> The initial break was about three inches above the fork, right in the 
> lower bend in the leg. That seems to me to be a rather strange place for a 
> break, but it is clear that that is what broke first. The broken end of 
> the leg then dug into the asphalt runway (it left about a three inch hole 
> in the runway) and this caused a second break. The second break was in the 
> weld at the top of the pivot bolt tube. When the plane came to rest the 
> stub of the leg was pointing backwards, and the nose of the plane was on 
> the ground.
>
> The reason that the report says that it occurred on a taxiway is that 
> while sliding down the runway I came to a turnoff and turned off and 
> cleared the runway before it stopped. Of course, they still had to close 
> the runway while the nose wheel and fork were retrieved.
>
> Epps Aviation retrieved the plane and let me work in their shop and loaned 
> me tools for the next two days. Other than the gear leg itself, I was 
> surprised at how little damage was done. There was the expected cosmetic 
> scrape on the bottom of the nose and the nose gear doors were in sorry 
> shape, but they were still attached. The pivot bolt bushings, the 
> captivator, and the canard bulkhead were all undamaged which I think says 
> good things about how tough these Velocities are. The only other damage 
> was to the tip of one prop blade which looks like it probably struck the 
> nose wheel. It doesn't look too bad and I think that it is repairable, but 
> I will want an expert opinion before I fly with it.
>
> A new gear leg was overnighted up from Velocity. It has been installed and 
> the plane is back on it's wheels and tied down outside until I can get 
> back to finish getting it airworthy which should not take more than about 
> one more day. One thing that will have to be addressed at that time is, 
> that for reasons that I don't understand, the old fork doesn't fit 
> properly on the new leg. I can't tighten the Belleville washers.
>
> One last thing. There has recently been a discussion here about bent pivot 
> bolts. This one had to be cut out.
>
> Donald Royer
> -------------- next part --------------
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>
> ------------------------------
>
> Message: 4
> Date: Tue, 15 May 2007 08:15:25 -0400
> From: "Ron Brown" <romott at roadrunner.com>
> Subject: REFLECTOR:  Oil Consumption
> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
> Message-ID: <008001c796ea$b85aa390$0202a8c0 at romott>
> Content-Type: text/plain; format=flowed; charset="iso-8859-1";
> reply-type=original
>
> That's interesting information!
>
> My Don George rebuilt IO360-C1C angle valve engine has been using about 1
> quart in 4-5 hours ever since initial start up.  I felt I had done too 
> much
> taxi testing.  I too checked my crankcase pressure, it was within the
> Lycoming limits and my compressions are 78/80.  Changing the operating oil
> levels didn't seem to help either. I called Don and he said this 
> consumption
> was not out of line and not worth worrying about.
>
> I built and installed an oil/air separator which didn't  seem to help much
> other than it was returning some clean oil to the engine.  (I checked what
> was coming out of the separator and it was not milky and no water was
> present).
>
> Now that I hear that this is normal for Lycoming Angle Valve engines, I'll
> go worry about something else!
>
> Ronnie
>
> ----- Original Message ----- 
> From: "steve korney" <s_korney at hotmail.com>
> To: <reflector at tvbf.org>
> Sent: Monday, May 14, 2007 2:05 PM
> Subject: Re: REFLECTOR: One or Two oil coolers?
>
>
>>
>> Tec...
>>
>> I don't think the oil squirter nozzles cause more oil consumption...
>> Almost
>> all Lycoming angle valve engines have them... I get about 6 hours per
>> quart
>> of oil if I keep the rpm's down below 2500... Over that rpm, the
>> consumption
>> goes up slightly...  I start with 8 quarts... Add one when it drops to 6
>> quarts, back to 7... Add another when it drops back to 6, back to 7... 
>> add
>> another when it drops to 6, back to 7...Then I change oil at 25 hours...
>> Start all over again... At 50 hours, I change fillter and add 9 quarts...
>> One extra for the filter...
>>
>>
>> Best... Steve
>>
>>
>>
>>
>> ----Original Message Follows----
>> From: HYTEC45 at aol.com
>> Reply-To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
>> To: reflector at tvbf.org
>> Subject: Re: REFLECTOR: One or Two oil coolers?
>> Date: Mon, 14 May 2007 13:12:42 EDT
>>
>>
>> In a message dated 5/14/2007 8:31:55 A.M. Pacific Standard Time,
>> s_korney at hotmail.com writes:
>>
>> I put  those oil squirter nozzles on my parallel valve lycoming engine 
>> and
>> the  oil temp went up about 15 degrees F in cruise. Ended up putting a 6
>> cylinder oil cooler on the four cylinder system to take care of the 
>> higher
>> oil temps...The nozzles open at about 40 lbs. of oil pressure so you 
>> don't
>> loose any pressure at idle... I have adjustable oil pressure and it is 
>> set
>> to 83 psi. @ 185 F. and 78 psi. @ 210 F.  At start up in the morning 
>> it's
>> 120 psi. @ 60F and 1000 rpm's.  I let it warm to 90 F. before I  do a
>> run-up
>>
>>
>>
>>
>> Steve,
>>
>> Do you think the nozzles also increase oil consumption?  I have been
>> fighting high(er) consumption (1qt. in 2.5hrs) since day one (800hrs.). 
>> I
>> have even
>> gone so far as two hone and re-ring jobs, and finally had Don  @
>> Performance
>> Engine put together a new set of nitrited cylinders  w/ chrome rings. 
>> All
>> resulted in the same consumption results  exactly.  I can only point to
>> the
>> nozzles spraying oil directly onto the  piston/oil control rings.  Of
>> course
>> I have
>> used correct break-in  procedures, and went the hole breather/crank case
>> pressure thing and no  leaks.  Plugs and pipes look like ash.
>>
>> What kind of oil consumption are other V's /pushers seeing?
>> TEC
>>
>>
>>
>> ************************************** See what's free at
>> http://www.aol.com.
>>
>>
>> _______________________________________________
>> To change your email address, visit
>> http://www.tvbf.org/mailman/listinfo/reflector
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>>
>
>
> --------------------------------------------------------------------------------
>
>
>> _______________________________________________
>> To change your email address, visit
>> http://www.tvbf.org/mailman/listinfo/reflector
>>
>> Visit the gallery!  www.tvbf.org/gallery
>> user:pw = tvbf:jamaicangoose
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>> Check old archives: http://www.tvbf.org/archives/velocity/maillist.html
>
>
>
> ------------------------------
>
> Message: 5
> Date: Tue, 15 May 2007 08:20:49 -0400
> From: "Chuck Jensen" <cjensen at dts9000.com>
> Subject: Re: REFLECTOR: Incident at PDK
> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
> Message-ID: <8984A39879F2F5418251CBEEC9C689B33E76A5 at lucky.dts.local>
> Content-Type: text/plain; charset="us-ascii"
>
> Don,
>
> It's good to hear that things are in relatively good order---in the
> whole scheme of things, fiberglass is easy to fix.  You didn't say which
> runway it was, but if I was a betting man, I'd put my money on the
> runway being 02/20?  With anything more than a light breeze out of the
> west, a person is always in for a ride and with strong gusty
> winds.....well!!  It must be the air tumbling over the buildings to the
> west or somethings, but there's alway an interesting ride into 20.
> People sit on the 2nd story balcony of the restaurant there and get
> their entertainment watching GA aircraft attempt smooth landings.
> There's always a groan when someone actually greases one, otherwise let
> the ballooning, bouncing and porpoising begin.  Approach almost always
> uses 20 for GA...sadists.
>
> Regarding the shimmy you mentioned, I highly recommend Ken Mishler's
> nose gear pin.  Works like a champ.  I believe its available through
> Velocity, even though I bought mine direct from THE MAN.
>
> Chuck Jensen
>
> -----Original Message-----
> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
> Behalf Of Donald Royer
> Sent: Monday, May 14, 2007 11:37 PM
> To: reflector at tvbf.org
> Subject: REFLECTOR: Incident at PDK
>
>
>
> Wednesday May 9 I made a VFR flight from Zephyrhills Florida to
> Peachtree-Dekalb airport (PDK) in Atlanta. The problem occurred during
> the landing. As shown in the report, there was a gusty wind and the air
> was very turbulent. There were several other distracting factors that
> are really not relevant to this report, and the net result was that I
> made a hard landing. In retrospect, I feel that it was not all that hard
> and I have had harder landings in the past without damage, but this time
> the nose gear broke. One possible contributing factor may have been that
> I was flying with the CG essentially at the aft limit and the resulting
> nose high attitude may have caused the nose gear to slam down especially
> hard, or maybe it was commutative fatigue from several severe cases of
> shimmy in the past, but shimmy was not involved this time.
>
> The initial break was about three inches above the fork, right in the
> lower bend in the leg. That seems to me to be a rather strange place for
> a break, but it is clear that that is what broke first. The broken end
> of the leg then dug into the asphalt runway (it left about a three inch
> hole in the runway) and this caused a second break. The second break was
> in the weld at the top of the pivot bolt tube. When the plane came to
> rest the stub of the leg was pointing backwards, and the nose of the
> plane was on the ground.
>
> The reason that the report says that it occurred on a taxiway is that
> while sliding down the runway I came to a turnoff and turned off and
> cleared the runway before it stopped. Of course, they still had to close
> the runway while the nose wheel and fork were retrieved.
>
> Epps Aviation retrieved the plane and let me work in their shop and
> loaned me tools for the next two days. Other than the gear leg itself, I
> was surprised at how little damage was done. There was the expected
> cosmetic scrape on the bottom of the nose and the nose gear doors were
> in sorry shape, but they were still attached. The pivot bolt bushings,
> the captivator, and the canard bulkhead were all undamaged which I think
> says good things about how tough these Velocities are. The only other
> damage was to the tip of one prop blade which looks like it probably
> struck the nose wheel. It doesn't look too bad and I think that it is
> repairable, but I will want an expert opinion before I fly with it.
>
> A new gear leg was overnighted up from Velocity. It has been installed
> and the plane is back on it's wheels and tied down outside until I can
> get back to finish getting it airworthy which should not take more than
> about one more day. One thing that will have to be addressed at that
> time is, that for reasons that I don't understand, the old fork doesn't
> fit properly on the new leg. I can't tighten the Belleville washers.
>
> One last thing. There has recently been a discussion here about bent
> pivot bolts. This one had to be cut out.
>
> Donald Royer
> -------------- next part --------------
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>
> ------------------------------
>
> _______________________________________________
> Visit the gallery!  tvbf:jamaicangoose
>
> End of Reflector Digest, Vol 36, Issue 38
> ***************************************** 