REFLECTOR: Steerable Nosewheel was:Extreme Takeoff

[Brian Michalk]

I have all of the parts on hand, except for a bracket that needs to be 
machined for my steerable nosewheel.

It is electric, and rotates via a knob that controls the rate of 
rotation.  The next design upgrade will include a position encoder so 
that the knob position indicates and commands actual nosewheel position.

The system maintains the friction components that we currently use, and 
allows for castoring as it is currently provided.  The steering part is 
above the fork/friction washers, so with power loss, the system behaves 
like the conventional design.

I had to re-order some parts, and should be able to see if the concept 
works in a few weeks.  I might just go with a lot of hose clamps for 
mounting, to test the system rather than machining the mounting bracket.

I am dangerously close to my second first flight, so once I'm in the 
air, the steerable nosewheel project could get delayed. Pictures to follow.

On 10/19/2012 12:00 PM, Scott Derrick wrote:
> 17 knots?? Are you kidding!!!
>
> I have a STD RG.
>
> I've landed in direct Xwinds up to 40 knots, though that one was a bit 
> on the exciting side.
>
> 20-25 knots is not unusual in the spring and summer here at GNT.
>
> John, I was told by Brenden, your predecessor, that 17 knots was not 
> even close to the max, it was just what the factory had tested it to. 
> My experience has validated his statement.
>
> Scott
>
>
> -------- Original Message --------
> Subject: Re: REFLECTOR: Extreme Takeoff
> From: John Abraham <john at velocityaircraft.com>
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Date: 10/19/2012 08:18 AM
>
>> John
>>
>> That is why the max demonstrated cross for the original system is 
>> 17kts. You don't have enough rudder without brakes being applied. The 
>> toe brakes max demonstrated is the pilot more than the aircraft.
>>
>> On Oct 19, 2012, at 9:47 AM, John Dibble <aminetech at bluefrog.com> wrote:
>>
>>> Original.
>>>
>>> On 10/19/2012 8:40 AM, John Abraham wrote:
>>>> John
>>>>
>>>> What pedal system do you have?  Original or tow brakes?
>>>>
>>>> On Oct 19, 2012, at 9:28 AM, John Dibble <aminetech at bluefrog.com> 
>>>> wrote:
>>>>
>>>>> Yesterday I flew from KS (MPR) to MS (5R2).  I delayed this flight 
>>>>> from the previous day to avoid strong headwinds and weather and 
>>>>> for the advantage of a strong tailwind yesterday.  There was a 25 
>>>>> kn crosswind at MPR.  While taxiing, the plane kept turning toward 
>>>>> the wind.  That was the first time that has happened and my first 
>>>>> time taking off in a very stong crosswind.  With my IVO set for 
>>>>> 2600 rpm static, I had max accelerating capability to get airborne 
>>>>> in as little time as possible.  During the takeoff roll I had to 
>>>>> jab the downwind brake 2 times to keep it on the runway.  I was 
>>>>> anxious to get off the ground and rotated asap.  Being in the air 
>>>>> was definitely the lesser of 2 evils.  I think doing this with a 
>>>>> FP prop would not be possible since the long time for t/o roll 
>>>>> would require so much braking that the rotation speed could not be 
>>>>> reached.  At 9500' I had tailwinds as high as 70kn.  The air was 
>>>>> smooth as expected according to the winds aloft charts.
>>>>> I think I'll need to do something to increase oil temp for the 
>>>>> winter.  Due to changes I've made over the past few years, my oil 
>>>>> temp and chts have gone from high to low. Yesterday at an OAT of 
>>>>> 32F, my oil was 58C (with heat flap fully deployed).  chts 80-90C. 
>>>>> I was comfortable wearing pants and long-sleeve shirt.  However 
>>>>> bright sun at 12 o'clock provided some heat as well.  I think I 
>>>>> need to partially block the cooler.  What have others done?  How 
>>>>> much do you block?
>>>>>
>>>>> John
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>>>
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>