REFLECTOR: nitrogen in tires...

Wed Apr 29 21:02:23 CDT 2009

The earths atmosphere is composed primarily of Nitrogen (78%), the
remaining balance is a mixture of Oxygen (21%) and a small percentage of
Ozone, Argon and Carbon gases. Isn't it ironic that the very gas
(oxygen) that sustains life also causes organic materials to decompose
and metals to rust?

To stop this decomposition you simply need to remove the oxygen from the
'air'. (Incidentally, removing oxygen also means that you remove water
because water is two parts Hydrogen gas, and one part Oxygen gas.)

Benefits of using Nitrogen in tires:

[1] Nitrogen is denser than Oxygen: This means the larger molecules
escape less easily from tires resulting in a more gradual loss of
pressure over time. According to the Michelin Tire Manual, a tire that
is inflated with Nitrogen loses its pressure 3 times slower than if it
were inflated with air.

[2] Nitrogen is moisture free: Pure Nitrogen inflated tires experience
less steel belt and rubber degradation. Nitrogen use also reduces valve
and wheel corrosion.

[3] Nitrogen provides longer tire life: Nitrogen inflated tire run
cooler and require less maintenance according to the Goodyear
application bulletin.

[4] More important, nitrogen doesn't support combustion, which is one
reason aircraft and the space shuttle use nitrogen in their tires. The
wisdom of this precaution was brought home by the crash of Mexicana
Airlines flight 940 on March 31, 1986. Shortly after the Boeing 727 took
off from Mexico City en route to Puerto Vallarta, an overheated
landing-gear brake caused a tire improperly filled with air instead of
nitrogen to overheat as well and explode, rupturing fuel and hydraulic
lines. The ensuing fire and crash killed 167 passengers and crew. 

Now, if Oxygen escapes 3 times faster that nitrogen, then when my tires
get low I should have a low pressure tire with a higher Nitrogen
concentration.... a touch up with the air hose should only add a small
portion of oxygen.

Steve Hord
Cardinal Home Inspection
Phone (850) 215-4700
Fax (850) 215-5255

-----Original Message-----
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Sent: Wednesday, April 29, 2009 8:28 PM
To: reflector at tvbf.org
Subject: Reflector Digest, Vol 59, Issue 113

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Today's Topics:

   1. Re:  New Topic: Nitrogen filled tires (Me You)

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Message: 1
Date: Wed, 29 Apr 2009 18:27:47 -0700
From: Me You <murray_p2003 at hotmail.com>
Subject: Re: REFLECTOR: New Topic: Nitrogen filled tires
To: <reflector at tvbf.org>
Message-ID: <BLU132-W442DD10955C312397099A0E16C0 at phx.gbl>
Content-Type: text/plain; charset="iso-8859-1"

One other thing - - plane tires are not designed to be "high mileage"
tires like car tires. It would be interesting to determine how many
miles are actually put on the tires - being used ony for take off and
leandings.

Date: Wed, 29 Apr 2009 08:48:53 -0400
From: cjensen at dts9000.com
To: reflector at tvbf.org
Subject: Re: REFLECTOR: New Topic: Nitrogen filled tires

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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