REFLECTOR: Fixes for Stick Slop
steve korney
s_korney at hotmail.com
Mon Jan 10 00:04:56 CST 2011
OK... Thanks for the reply...
Steve
Date: Sun, 9 Jan 2011 22:45:46 -0600
From: michalk at awpi.com
To: reflector at tvbf.org
Subject: Re: REFLECTOR: Fixes for Stick Slop
I have a Franklin with Ivo prop, so I already had a very sturdy
mount for the gauge. It's a dial gauge, pretty old, given to me by
an old timer. It reads to .0001 increments. A full needle
revolution is .01 inches.
I measures the edge of the crank flange. I had to wait between
measurements, because there was a few thousandths movement just in
the bearing.
On 01/07/2011 05:15 PM, steve korney wrote:
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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