REFLECTOR: Titanium Firewall

Tue May 15 09:18:34 CDT 2007

I am not sure what the advantage would be unless you already happen to have
a big sheet lying around (free) - weight savings would be minor, and the
Titanium will melt about 1000 degrees sooner than the stainless (1600f vs
2600f) in addition, the thermal conductivity of Ti is higher than stainless
as well- not to mention that it is extremely expensive. I suppose the big
plus would be the hanger-talk factor.

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Unterreiner
Sent: Tuesday, May 15, 2007 8:19 AM
To: reflector at tvbf.org
Subject: REFLECTOR: Titanium Firewall

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
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>
>
>
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>
>
>> _______________________________________________
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>
>
>
> ------------------------------
>
> 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
> ***************************************** 

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