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Showing content with the highest reputation since 06/18/2019 in all areas

  1. 2 points
    If I had a shop that nice I'd probably never go home.
  2. 1 point
    Through the years, we have watched good friends here on our forums build excellent airframes and then install non-aviation engines. We have learned that adapting any modern non-aviation engine to an airplane has many more unknown problems than any reasonable person should expect.... there are so many differences between an engine in a car and an airplane. So many failure modes... its actually very surprising. I would have thought we could bolt on a Subaru or Mazda or Chevy and just go fly (using safe hardware and wiring practices of course). It just isn't so....
  3. 1 point
    CIRCLING APPROACHES/LOW PATTERNS: Ya know, many pilots have died doing circling approaches or trying to fly a visual traffic pattern below a low cloud deck. The reason is that pilots rely on a "look angle" to the runway to set up their downwind position but the same look angle at 500' AGL is much closer to the runway than for a 1000" AGL pattern (pic). So they establish the same look angle and end up with a very tight base turn to the runway and sometimes even slow down to make the turn radius smaller. Result: stall-spin or overshoot and go-around. Also, when the visibility is bad, as it often is when the ceiling is low, a pilot can be fearful of losing sight of the runway and is hesitant to widen his downwind enough (i.e., shallow-out his look angle) to use a normal base turn bank-angle. And who knows what towers and obstacles lurk out there on a low downwind? Psychologically, we do not like to fly off away from a runway in the haze and murk. Also, a pilot will need to start the base turn as a level turn using more power. That's different. And the base position will also look shallower. If a pilot begins a base turn descent as he would on a normal pattern, the trees can reach up and grab him. If these factors are not in your mind as you fly a circling or low-deck approach, you will often screw it up or scare yourself. As an instructor in Tweets, we could count on a student screwing up his first for-real circling approach; what fun! Go out and practice a couple, the next time you fly. It's good to get in the habit of establishing a downwind position by knowing the runway length (say, 5000') and visually putting yourself a runway-length (or whatever you use) offset from the runway. On a 2500' runway, the perspective from downwind is quite different but by using 2 runway lengths as an offset, you'll be in your normal downwind position.
  4. 1 point
    In fact I will not use these attach for my construction! It is a new construction and I will try to make it the best! I sent an e-mail to David Orr! If not, I will try to reproduce them with the best manufacturing here in Italy I will try to translate in a technical and precise way the methods of reproduction of the attach and I will speak with an engineer here in Italy.
  5. 1 point
    I copied these pics off a VansAirForce discussion about metal found in the oil filter (Hat tip: Dan Horton). I have not thought about "shared cam lobes" before but it's pretty obvious that some are shared by just looking at the top of the engine. Sure enough, the O-360 parts manual shows 5 cam lobes for a 4 cylinder engine. It makes sense that those would show the most spalling. It would be nice to know how my 700 hour engine is doing. When I rebuilt an O-320 with about 1800 hours, the spalling was not as bad as shown here but I still had to replace most of the lifters and the cam. Very expensive part, that cam.
  6. 1 point
    Brazilian Bumerangues: I have not seen this sort of intake used in real life before (the stubby wing thingy on the aft end of the fuselage, pics 1, 2) but something similar is pictured in Dr. Hoerner's book on drag. I see that they have at least two versions. The airfoil version appears less draggy to me than the version in pic 3. It'd be interesting to compare it to the drag of a wheel pant. The airfoil is smaller and finer-tapered but of course the open inlet will be draggy compared to the nose of a pant. Funny looking but it gets the intake out of the boundary layer and doesn't result in a blunt, draggy rear.
  7. 1 point
    The July 2019 canard desktop calendar is ready for download. As always: Thanks a lot for the many beautiful pictures I have received so far. I’m still looking for new pictures, if you have pictures to share, please send them over to me. I need as large resolution as possible. My bandwidth is no problem, so don’t be afraid to send over large images!Safe flying (and building!)!Here is the link: http://ljosnes.no/co...anard-calendar/
  8. 1 point
    Greetings Group. About 20 years ago, I purchased a set of Long-EZ plans and starting building. As life goes, family and military obligations prevented me from devoting the time needed to see it to completion. Well...after 26 years of military service, I'm retiring and my wife decided to reward me with her stamp of approval to buy a partially completed Long-EZ. So, last week, I bought a Long-EZ project and trailered it back to Little Rock. I'm interested in connecting with other canard builders in this area. Thanks - Paul (Talon) Centinaro
  9. 1 point
    Paul You might be better off waiting on rebuilding the O-320. We can talk about my reasoning after we meet up, per the other post reply I just made. John Lambert
  10. 1 point
    I bought the Long-EZ listed on B-Stormers out of Livingston TX. What a great deal with O-320 engine! I'm still looking over everything but so far, everything looks phenomenally well built to plans.
  11. 1 point
    I am currently building to these plans. I was pleasantly surprised at the fit of my bulkheads and sides. I spent months obsessing over the accuracy. I too compared the available bl and wl measurements. We also have the plans for the Cozy 4, and in comparing the templates for the winglets they Match well. Finishing chapter 7 on the tandem.
  12. 1 point
    Yes to Long-Ez wing removal. the u/c is wider than a shipping container though and thus the aircraft needs blocks under one side to get diagonal. Carnard comes off easy too. mine came back from france on a trailer. just wrap and secure very carefully.
  13. 1 point
    That's gotta be Steve Parkins project! Beautiful lines.


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