REFLECTOR: Looking to buy a project

[Terry Miles]

Hi,

This fellow came up to me on the ramp at Worchester, MA a couple of days
ago.  He is taking flying lessons and has restored a Porche in his past.  He
looks about in his early 40's, but I am a poor judge on that score.    He
said  he was interested in buying a cozy project and did I know anyone.  I
told him he should look at the Velocity, and gave him a quick sales pitch
for size and utility.  In fact he found Chuck Messer's on Barnstormers, and
has already written back to me.  Here is his contact:  Geoff Gerhardt
[geoff.gerhardt at gmail.com]    He is a complete stranger to me.  We all would
like to see another Velocity in the air.

Terry

 

From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Laurence Coen
Sent: Monday, November 23, 2009 18:17
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: Pitch trim and pitch stability.

 

Doug,

 

During flight testing with the plane loaded at maximum aft CG, you shouldn't
be able to slow below 60 knots with full aft stick.  You're not supposed to
be able to stall the main wing and if you can slow below 60 knots you just
might.  Simple fix is to move the CG 1" forward.  I think you would need a
wind tunnel to test main wing stall safely.

 

Larry Coen

N136LC

 

From: Douglas <mailto:douglas.holub at gmail.com>  Holub 

Sent: Monday, November 23, 2009 4:27 PM

To: Velocity <mailto:reflector at tvbf.org>  Aircraft Owners and Builders list 

Subject: Re: REFLECTOR: Pitch trim and pitch stability.

 

How are you able to tell when your main wing will stall?

 

Doug Holub

----- Original Message ----- 

From: Al Gietzen <mailto:ALVentures at cox.net>  

To: 'Velocity Aircraft <mailto:reflector at tvbf.org>  Owners and Builders
list' 

Sent: Monday, November 23, 2009 12:39 PM

Subject: Re: REFLECTOR: Pitch trim and pitch stability.

 

There are two basic areas that builders are struggling with.  First is
having more than enough up trim and not enough down trim.  A change in the
spring torque tube attach to give more down trim and less up trim is likely
the simplest solution.  A more difficult problem is lack of trim range.
This is the situation if you have enough up trim, there isn't enough down
trim and visa versa. The increased flight envelope from minimum to maximum
speed is likely the culprit here.  A longer linear actuator or a stiffer
spring could help.  I don't like the idea of reducing the incidence angle of
the canard unless it was set wrong in the first place.  The unintended
consequences are reduced pitch stability, increased stall speed and rotate
speed.

 

It may not be important, but this may need some qualification. I expect that
even if set correctly, reduction in the canard incidence (AOA) can decrease
stall speed.  It is deliberately higher than minimum stall to ensure stall
before the wing. The bad consequence would be when the wing stalled before
the canard.  And it's a bit complex because it is not a fixed airfoil -
shape changes with elevator position.

 

Mine was set "correctly" according to the incidence gauge, but the incidence
gauge is only correct for the factory canard; not for the Alan Shaw canard.
Reducing the incidence about a degree reduced the stall and rotate speeds.
My flight experience suggests I still have good margin of canard stall
before wing stall - could possibly reduce incidence a bit further; but doubt
I ever will.

 

Al

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