REFLECTOR: Fixes for Stick Slop
steve korney
s_korney at hotmail.com
Fri Jan 7 17:15:52 CST 2011
Brian...
A New crank is lucky to measure .0005 TIR ... At what location on the crank did you measure that and with what kind of tools...?
Steve
Date: Fri, 7 Jan 2011 16:53:58 -0600
From: michalk at awpi.com
To: reflector at tvbf.org
Subject: Re: REFLECTOR: Fixes for Stick Slop
Great questions.
I installed the turbo, and ran the engine with wastegate wide open.
The performance was 50RPM static better than a carbureted/magneto
Franklin with identical propeller. I am very happy with the
performance. First flight I calculated a 20 degree climbout angle.
I was at 900 feet when the engine failed, about 2500 feet from where
I took off. I don't know what that is in FPM, but I got there
stinking fast. I kept pulling back on the stick to keep from
overspeeding the engine. The plan was to increase prop once I
reached 1000 feet.
The initial configuration was a bit complex, so this second time I
am removing complexity and will add back those features later.
To control the wastegate and throttle, I built some linear stages,
actuated via an embedded controller. This could be overriden by the
pilot by using the friction lock on the knobs. These stages have
been removed, and I'm waiting on a new set of throttle/turbo cables
from AS&S.
Since the primary fuel system is electronic injection, I fabricated
from scratch a completely redundant injection system. It actually
performed quite well, but tuning on the ground is difficult. I am
removing the automated actuating part of it, and am instead
installing a needle valve that is manually operated from the pilots
position.
The original backup EFI is nice, because in an emergency, it
monitored for a power failure and engaged on that event, or a
pushbutton.
At this time, I am gated on several things. The cable install
really needs to happen before I mount the intercoolers, which
prevents induction or cowl work.
Wings are ready to mount, but we are waiting on primer.
I think three weeks after the parts are in that we'll be ready for
an engine start. Optimistically, I'm saying March for another
flight, but reasonably would me more like June/July.
I checked the runout on the crank, and was very pleased to measure
.0005" TIR. The manual says I'm allowed .008" so that's pretty
good.
On 1/7/2011 4:17 PM, Bob Jackson wrote:
Sorry,
Brian!
I
forgot about your first flight
adventure. Don't feel bad, almost all of us have done
something. I had engine
problems (turned out to be my own engine control
mis-management) and ran off
the end of the runway when doing simulated power off
landings. And my A/C partner
collapsed the nose gear (poor technique and a suspect
weld) and slid down the
runway a 1000 feet grinding away the bottom of the nose!
I'm
sure your fix would do the job, I'm
just concerned about the small-area steel-to-aluminum
contact space. But
probably for no reason.
I
remember you also had a pretty fancy
turbo design. How is that working out? When do you think
you might get back
into the air? We fiddle-farted around for ten years to
complete, then another
half-year off repair the hole in the nose after the NG
collapse. Nobody likes
the 'when are you going to fly' question!
Thanks
for all you do operating and
maintaining the Reflector,
Bob
From: reflector-bounces at tvbf.org
[mailto:reflector-bounces at tvbf.org] On Behalf
Of Brian Michalk
Sent:
Friday, January 07, 2011
4:20 PM
To:
bobj at jaxtechllc.com; Velocity
Aircraft Owners and Builders list
Subject:
Re: REFLECTOR: Fixes for
Stick Slop
I think it's safe
to say I have about .05 hours of
airtime on it.
That would be the first flight, and subsequent off field.
However, over
years of airplane work, it's been tight.
On 1/7/2011 12:35 PM, Bob Jackson (Jax Tech) wrote:
Nice design and approach! How many hours do you have
on
it?
Don't
you still have concerns about the
effect on the softer aluminum of the hard steel bolt?
From: reflector-bounces at tvbf.org
[mailto:reflector-bounces at tvbf.org]
On Behalf Of Brian
Michalk
Sent:
Friday, January 07, 2011
1:02 PM
To:
Velocity Aircraft Owners and
Builders list
Subject:
Re: REFLECTOR: Fixes for
Stick Slop
There
has been little discussion on a fix. My solution involves
making a
saddle, I'm not sure if it's what the factory does or not.
I think the tubes are 1/2", so I bought some 1/2"ID, .25"
wall
aluminum tube.
With about 2" of stock, I first machined a flat on
opposing side, leaving
about 1/8" thickness.
Next, cut the tube in half along a plane parallel with the
two flats.
Take the two halves, and place them flat to flat, drilling
a hole for the bolt.
The tubes can now be cradled in the saddle.
The flats help support the torque transmitted to the two
tubes at right angles.
For extra smoothness, use a thin teflon washer(or sheet)
between the flats.
On 1/7/2011 11:13 AM, Bob Jackson wrote:
We've been flying for a couple of years and now have
300+
hours on the plane. When we started doing some formation
flying recently
I began to be aware that we're developing stick slop --
it's not what you want
flying close formation, or when landing or anytime you
need small corrections
and fine attitude control.
When we built
the plane we were leery of the standard
steel AN3 bolt that joins the bottom of the aluminum
stick stub
and the aileron/elevator torque tubes) -- even when
improved with the U-shaped
steel reinforcing collar that the factory started
shipping.
In our case,
we know that nearly all of our stick
slop comes from this mechanical connection between the
stick's torque tube and
the aileron and elevator torque tubes. We've been on the
Reflector for 12
years, but haven't heard much, if any talk about this
problem and improvements
that builders have made.
The question
is: do any of you have good
fixes for this connection that eliminates stick slop?
Thanks,
Bob Jackson
N2XF
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