REFLECTOR: Reflector Digest, Vol 80, Issue 119 - Tools for Sebastian
Mark Riley
the_rileys1 at verizon.net
Mon Nov 28 17:54:18 CST 2011
Reiff;
I would bring my own set of wrenches, sockets, cordless drill, tape measure. Also nice, yellow hilighters for marking fiberglass for cutting, a pair of safety glasses, ear muffs, dust mask, Sharpies, a magnetic pick up, small cordless screwdriver. Bring a supply of old Tshirts and shorts you don't mind ruining. An Ipod is nice to have.
Enjoy. I got a ridiculous amount accomplished in my 10 days there.
Mark
On Nov 27, 2011, at 9:48 PM, reflector-request at tvbf.org wrote:
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> Today's Topics:
>
> 1. Headed to Sebastian . . What should I take? (Reiff Lorenz)
> 2. Nose wheel nut size FG Std (Andrew Judge)
> 3. Re: Cell phone repeater / amp (Reiff Lorenz)
> 4. Interesting Angles -- Fuel Venting & Prop Strike (Bob Jackson)
> 5. Another rear cowl anomaly! (Scott Derrick)
> 6. Re: Interesting Angles -- Fuel Venting & Prop Strike
> (Brian Michalk)
>
>
> ----------------------------------------------------------------------
>
> Message: 1
> Date: Sun, 27 Nov 2011 19:20:50 -0500
> From: Reiff Lorenz <Reiff at Lorenz.com>
> Subject: REFLECTOR: Headed to Sebastian . . What should I take?
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID:
> <2BC9D1D3CF167F428049B445E6A441E021704B1EE0 at tlc10.lorenz.com>
> Content-Type: text/plain; charset="us-ascii"
>
>
> We bought an XL-RG kit from previous builder this summer. It's a fast-build kit with very little work done on it. We're packing it into a truck and headed to Sebastian for 4 weeks of head-start / builders' assistance -- 2 weeks in December and another 2 weeks in February. In between those sessions at the factory, Scott Baker is going to build our strakes for us.
>
> Our question is . . . What should we take with us besides the kit components? What subset of our tools would be most helpful? Those of you who have done the head-start program, what are you glad you had with you and what did you wish you had brought?
>
> We leave Dayton, OH on Thursday and will be in Sebastian from December 3rd through the 18th. We'd love to connect with any builders who live in the area or who are doing any work at the factory.
>
> Reiff & Melissa Lorenz
>
>
> ------------------------------
>
> Message: 2
> Date: Sun, 27 Nov 2011 23:17:16 +0000
> From: Andrew Judge <ajudge at grovenetworks.com>
> Subject: REFLECTOR: Nose wheel nut size FG Std
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID: <BC7AA102-4CD1-42D7-9AAF-F0AD60DE0D74 at grovenetworks.com>
> Content-Type: text/plain; charset="us-ascii"
>
> Anyone remember the size if the nut on the fixed gear nose wheel? I think it's either 1-3/4 or 2" ?
>
> I always forget and screw that one up:(
>
> Sent from my iPad
>
> ------------------------------
>
> Message: 3
> Date: Sun, 27 Nov 2011 19:51:13 -0500
> From: Reiff Lorenz <Reiff at Lorenz.com>
> Subject: Re: REFLECTOR: Cell phone repeater / amp
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID:
> <2BC9D1D3CF167F428049B445E6A441E021704B1EE1 at tlc10.lorenz.com>
> Content-Type: text/plain; charset="us-ascii"
>
>
> Andy,
>
> In the air, the problem usually is not that the phone's signal is too weak to reach a tower; it's that your phone can connect to too many towers at a time due to its altitude advantage. The aircraft cell phone ban is an FCC issue, not an FAA issue, because the possibility of jumbo-jets with 300 cell phones on board, each continuously trying to connect to 50 towers at a time as they zip across the country could overly tax the communications infrastructure.
>
> If you leave your phone on in the air the cell phone companies' equipment can recognize the phone's overly efficient transmissions and they will temporarily disable connections to your phone so you don't crowd out other customers.
>
> Since it is probably these airborne transmissions that are causing your network to disconnect you, a signal amplifier is unlikely to help the situation -- and it may even exacerbate the problem.
>
> Here are some links to further reading in case I haven't bored you already:
>
> FCC regulation:
> http://law.justia.com/cfr/title47/47-2.0.1.1.2.8.27.12.html
>
> Wikipedia article:
> http://en.wikipedia.org/wiki/Mobile_phones_on_aircraft#United_States
>
> Hope all this helps!
>
> Reiff Lorenz
> Dayton, OH
> XL-RG 5% done and headed back to it's birthplace
>
>
>
> -----Original Message-----
> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On Behalf Of Andrew Judge
> Sent: Friday, November 25, 2011 1:41 PM
> To: Velocity Aircraft Owners and Builders list
> Subject: REFLECTOR: Cell phone repeater / amp
>
> I bought a useless cell repeater for my house and was looking for a way to use it. I was thinking I could get a panel antennae and point it towards the ground near the firewall and put the master box near the panel. I'd have to step down the voltage to 5v 2a. Been so long, I've forgot how to do that. Step down regulator from national semiconductor or mouser I suppose...
>
> Anyway, I'm curious if anyone has tried that. I get sporadic signal and get emails in my blackberry and can respond to them. The next tower I get, the email or text is out. It would be pretty neat to get something like this working okay in populated areas of coverage for say AT&T.
>
> I'd prefer not to us android or iOS since the active sync technology they use is not efficient in the air unless I can get something like this working.
>
> The model I have is:
>
> http://www.repeaterstore.com/products/repeaterkits/wi-ex/zboost-yx-545.php
>
> Thanks!
>
> Andy
> N55AJ
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> ------------------------------
>
> Message: 4
> Date: Sun, 27 Nov 2011 21:18:40 -0500
> From: "Bob Jackson" <bobj at computer.org>
> Subject: REFLECTOR: Interesting Angles -- Fuel Venting & Prop Strike
> To: "'Velocity Aircraft Owners and Builders list'"
> <reflector at tvbf.org>
> Cc: bobj at JaxTechLLC.com, "Ron Marini \(L3 Comm\)"
> <Ron.Marini at L-3com.com>
> Message-ID: <E1RUqno-0008K5-UH at elasmtp-galgo.atl.sa.earthlink.net>
> Content-Type: text/plain; charset="us-ascii"
>
> A little while back we were talking about how fuel is vented from the
> Velocity in steep climb angles when the fuel in the front part of the strake
> tank is higher than the vent loop normally routed to the top of the inside
> of the engine bulkhead I'm interested in this because we periodically do
> smell a little fuel in the cockpit, and I think we are smelling wisps of the
> vented fuel, coming back in the main gear leg holes.
>
>
>
> So I made some measurements and computed a few angles (Velocity XL RG with
> 93 gal strake tanks and vent loop as high to the ceiling as possible, but
> not routed forward -- which will allow steeper climb angle) that I thought
> people might be interested in the summary:
>
>
>
> Fuel Max Angle of Climb (without venting)
>
> ------------------
> --------------------------------------------------------------------
>
>
>
> FULL 12 deg
>
> 3/4 18 deg
>
> 1/2 36 deg
>
>
>
> and if you were to extend the vent loop forward about 12" along the inside
> top of the fuselage:
>
>
>
> Fuel Max Angle of Climb (without venting,
> extended loop)
>
> ------------------
> ----------------------------------------------------------------------------
> --------------
>
>
>
> FULL 14 deg
>
> 3/4 25 deg
>
> 1/2 63 deg
>
>
>
> One other climb and rotation angle of interest is the maximum before your
> prop strikes the ground -- which could conceivably occur on take-offs, but
> more likely on a very slow, hard landing involving an over-rotated flare.
> The GRT EFIS data from our flights indicates that our normal touchdown
> fuselage angle is 9 to 10 degrees -- plenty of margin!!
>
>
>
> Prop Strike = > 11 degrees pitch attitude
>
>
>
> Bob Jackson
>
> N2XF
>
>
>
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> ------------------------------
>
> Message: 5
> Date: Sun, 27 Nov 2011 19:08:32 -0700
> From: Scott Derrick <scott at tnstaafl.net>
> Subject: REFLECTOR: Another rear cowl anomaly!
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID: <4ED2ED20.50506 at tnstaafl.net>
> Content-Type: text/plain; charset=ISO-8859-1; format=flowed
>
> Experienced yet another rear cowl anomaly! And this one with prime
> passenger #1` aboard! Not good.
>
> Landed at North Las Vegas, this afternoon on the way form Carson City,
> NV to Grants, NM. Jan went into the terminal to visit the head while I
> started the refueling operation. Got to hooking the ground wire to the
> engine and noticed a dark area around the left hand exhaust pipe. I bent
> down and WOW, black curly soot trails all around the exhaust pipe and up
> onto the wing!
>
> WTF!
>
> I wiped with a rag I was holding and it came right off. No damage to the
> paint. In fact is was just warm, not hot. Still what could have done
> that? When Jan got back form the terminal I said I needed to remove
> the upper cowl and inspect the engine. Instant frown! Why? Is something
> broke, is it still safe?
>
> Anyways after removing the upper cowl and looking at the other side of
> the lower cowl where al the soot was there was no evidence of anything
> out of the norm? No leaking injectors, no oil anywhere near that area?
> Started it up, ran to full power, shut down, looked again, everything in
> place. I reinstalled everything thinking, I would rather find something
> than not.
>
> Took off watching the gauges like a hawk, everything normal. In fact the
> the plane is performing better than it ever has.
>
> Flew the 2 hour trip to KGNT, landed, lower cowl is as clean as it
> usually is.
>
> I have been thinking, dangerous, that this was the coldest start yet on
> this engine. I've always preheated here at GNT, but at CXP it sat for 5
> days, and the oil temp showed 30 degrees when I started it. It ran
> really rough after starting to. I'm thinking that when I primed it,
> because it didn't start right away, a good chunk of fuel went unburnt
> through the cylinders into the exhaust, was dripping out when the engine
> finally started and caught fire?
>
> Maybe. Possible? The soot was in pattern's that could only be made while
> stationary.
>
> Ideas?
>
> Other than that a great trip averaging, 180 knots true at 12.5 GPH.
>
> Scott
>
> --
> It is a miracle that curiosity survives formal education.
> Albert Einstein
>
>
>
> ------------------------------
>
> Message: 6
> Date: Sun, 27 Nov 2011 20:48:00 -0600
> From: Brian Michalk <michalk at awpi.com>
> Subject: Re: REFLECTOR: Interesting Angles -- Fuel Venting & Prop
> Strike
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Message-ID: <4ED2F660.60101 at awpi.com>
> Content-Type: text/plain; charset="iso-8859-1"; Format="flowed"
>
> How timely!
>
> I am trying to figure out how to do some full power runs with the
> airplane at 19 degrees.
>
> I'm SE/FG with Franklin/IVO. At 10 deg, the prop touches the floor. To
> get to 20 deg, I need to raise the wheels 23 inches, plus a bit for safety.
>
> Why 19 degrees? That's what I calculated to be my climbout on first
> flight. Yesterday, I also added a vent loop that goes up along the ceiling.
>
> On 11/27/2011 08:18 PM, Bob Jackson wrote:
>>
>> A little while back we were talking about how fuel is vented from the
>> Velocity in steep climb angles when the fuel in the front part of the
>> strake tank is higher than the vent loop normally routed to the top of
>> the inside of the engine bulkhead I'm interested in this because we
>> periodically do smell a little fuel in the cockpit, and I think we are
>> smelling wisps of the vented fuel, coming back in the main gear leg holes.
>>
>>
>
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> ------------------------------
>
> _______________________________________________
> Visit the gallery! tvbf:jamaicangoose
>
> End of Reflector Digest, Vol 80, Issue 119
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