REFLECTOR: New Topic: Nitrogen filled tires
Chuck Jensen
cjensen at dts9000.com
Wed Apr 29 07:48:53 CDT 2009
The reason the NASCAR guys use nitrogen is car handling is highly sensitive to tire pressure. 1 or 2 psi will turn a go-fast into a go-crash. Nitrogen has a lower co-efficient of expansion, so the tire pressure is more stable with nitrogen....not by much, but they look for every edge.
Chuck Jensen
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org]On Behalf Of Gary Stull
Sent: Tuesday, April 28, 2009 8:05 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: New Topic: Nitrogen filled tires
In my opinion it's a bunch of hype. As an airline mechanic I know airline tires are filled with Nitrogen for 1 reason, moisture. It freezes at altitude when it's minus 60 degrees, causing a vibration when landing. Nitrogen has no moisture, unlike air. Air is about 80% Nitrogen, so why spend good money for only slightly purer gas to fill your tires? Spend your money on other things which will enhance your flying qualities. Just my 2 cents.
----- Original Message -----
From: SlvEgl99 at aol.com
To: reflector at tvbf.org
Sent: Tuesday, April 28, 2009 3:28 PM
Subject: REFLECTOR: New Topic: Nitrogen filled tires
Has anyone any experience with inflating tires with nitrogen instead of normal air?
Robert Wood
In a message dated 4/28/2009 3:25:54 P.M. Eastern Daylight Time, michalk at awpi.com writes:
You should mention how much in $$$ to replace those blades, and how much
time for the replacement procedure.
aminetech at bluefrog.com wrote:
> Franklin Engine. I have a total of 670 hours. However 300 hours ago I delaminated the prop ends from a landing on a really rough grass strip that was more dirt than grass. I replaced with new blades and delaminated ends on 2 of the new blades getting out of that strip. I then repaired by filling the ends with structural adhesive and clamping them together, followed by a little sanding to restore the airfoil shape. They have since worked as good as new. The blades are very tough and should last a long time if I can keep them off the ground.
>
> John
>
> --- lesliemh at earthlink.net wrote:
>
> From: Leslie Huttunen <lesliemh at earthlink.net>
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Subject: Re: REFLECTOR: Ivo
> Date: Tue, 28 Apr 2009 11:14:58 -0700
>
> Hi John, Thanks for your experience regarding the IVO. If you could
> mention the engine type and number of hours on the prop, that would be
> very helpful.
>
> Leslie Huttunen
> On Apr 28, 2009, at 7:44 AM, <aminetech at bluefrog.com> wrote:
>
>
>> Guess it's time for someone who has experience using the IVO to
>> comment.... Yes, it's very important to check the bolt torque
>> hourly for the first 5 hours and until it becomes stable. When you
>> first mount the blades, the torque will get loose with the plane
>> just sitting overnight. After 20 hours or so the torque holds well,
>> and you pretty much can forget about it, but in spite of almost 500
>> hours with no problems, I still check it once in a while. When I
>> bought my plane, different blades had been installed and the torque
>> checking frequency was not well explained to me. After 2 hours of
>> test flying (and tightening), I flew 4.5 hours to home. Upon
>> arrival, all 3 tapes were broken (it was aluminum tape, which is the
>> wrong tape as it gives a false positive indication) and all bolts
>> had about 1/2 turn of looseness. I hadn't felt any vibration and
>> there was no damage around the bolt holes which is where any damage
>> would be. The builder of my plane had changed out the 6" cr!
>> ush plate for a 7" one. Im sure that must help in securing the
>> blades.
>>
>> As far as 4 cyl Lycomings are concerned, I recall posts that state
>> that if the engine is unbalanced, then MT should not be used either.
>>
>> I believe anyone with experince with the IVO could safely test, or
>> oversee a test, on a Lycoming. Or maybe we just need more data from
>> the Lycoming(s) using the IVO. However, I think IVO would be
>> unwilling to sell to any engine off their approved list. The last
>> time I spoke with them, I got the impression that the owner(s) were
>> focused on other endeavors, so perhaps they might want to sell to
>> someone who was willing to expand the envelope.
>>
>> The IVO is a great prop and I wouldn't consider anything else.
>>
>> John
>>
>>
>> --- scott at tnstaafl.net wrote:
>>
>> From: Scott Derrick <scott at tnstaafl.net>
>> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
>> Subject: Re: REFLECTOR: Ivo
>> Date: Tue, 28 Apr 2009 07:24:37 -0600
>>
>> Kurt, I agree. Stupid is as stupid does.
>>
>> But installing an IVO on a IO360, when IVO specifically says NOT.
>> Just
>> because I think they are playing it safe? :-\
>>
>> Its difficult to believe that IVO would ignore over 95% of the market
>> because they have a maintenance issue. Though the aviation
>> industry is
>> very unforgiving when it come to failures, and maybe they got scared
>> they would loose the tiny portion they served because a few people
>> would
>> not perform higher than normal maintenance procedures.
>>
>> The Bonanza almost died an early death because people didn't keep the
>> control surfaces balanced and in rig to a higher standard than most
>> other GA planes required up to that period in time. Just a maintenance
>> issue.
>>
>> I have heard that the initial fix to prevent propeller
>> deconstruction in
>> flight was the repeated checking of torque at prescribed intervals and
>> some kind of tape that would reveal movement where movement was bad.
>> This tape must absolutely be checked prior to every flight. Seems
>> simple enough, but knowing some pilots I know it would fall off the
>> pre-flight list after 15 or 20 negative checks.
>>
>> To my mind the problem is that the failure mode is catastrophic and
>> the
>> possibility more than remote if the pilot is not almost perfect in the
>> maintenance of the propeller. I'm speaking of an installation on a
>> Lycosaur boxer engine. The smoother output installations being
>> immune
>> to the problem.
>>
>> Personally I would be thrilled if IVO perfected a solution for my 520
>> that was proven and didn't require a life and death inspection prior
>> to
>> every flight.
>>
>> Scott
>>
>> nmflyer1 at aol.com wrote:
>>
>>> Myself, I find a big span between bulletproof... and stupidproof. ...
>>>
>>> don't follow the 'structions... Here's your sign.
>>>
>>> KW
>>>
>>>
>>> -----Original Message-----
>>> From: Scott Derrick <scott at tnstaafl.net>
>>> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
>>> Sent: Mon, 27 Apr 2009 9:48 pm
>>> Subject: Re: REFLECTOR: Ivo
>>>
>>> I'm afraid I fall into the "Bullet Proof" crowd.
>>>
>>> You shed a blade and the options rapidly(within seconds) go from
>>> few to
>>> none.
>>>
>>> Scott
>>>
>>> nmflyer1 at aol.com <mailto:nmflyer1 at aol.com> wrote:
>>>
>>>> One thing to note here. As far as I am aware, the only IVO's to fail
>>>> have been due to people not following the mandatory instructions of
>>>> the manufacturer. If you follow the rules, the prop appears to
>>>> have a
>>>> long life and good performance. I asked Mark Machado how he liked
>>>> the
>>>> performance of the IVO on their 173FGE. He told me that the takeoff
>>>> thrust was a cross between frightening and exhilarating.
>>>>
>>>> The prop definitely doesn't fall into the realm of put it on and
>>>> forget about it. Personally I believe that a little extra
>>>> attention is
>>>> worth the cost, performance, and company backing.
>>>>
>>>> Kurt
>>>>
>>>>
>>>> -----Original Message-----
>>>> From: Dave Philipsen <velocity at davebiz.com <mailto:velocity at davebiz.com
>>>>
>>>> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org
>>>> <mailto:reflector at tvbf.org>>
>>>> Sent: Mon, 27 Apr 2009 9:17 pm
>>>> Subject: Re: REFLECTOR: Running without prop
>>>>
>>>> Brian Michalk wrote:
>>>>
>>>>> Okay, I'll jump in here...
>>>>>
>>>>> What I wonder, is if one took the rotational inertia of the MT, and
>>>>> duplicated it by adding a plate to the IVO to increase the
>>>>>
>>>> rotational > inertia, would the IVO still fail? There's no question
>>>> that the > pulses on the IO360 are larger than on the Franklin.
>>>> Maybe
>>>> increasing > the inertia of the system could reduce the negative
>>>> torque pulses?
>>>> Just thinking aloud here and from my experience with automobile
>>>> engines. Would a device similar to the harmonic balancer on an auto
>>>> engine work? As I remember, it is essentially a fairly massive iron
>>>> ring with some kind of rubber sandwich between it and the hub. I
>>>> think
>>>> the rubber absorbs some of the harmonics.
>>>>
>>>> Dave Philipsen
>>>> Velocity STD FG
>>>> N83DP
>>>>
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>>
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>
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