argoldman

One way to find out is to call the manufacturer of the epoxy. They will have the real sticky. The chilling of epoxy is not a subject to go into blindly:cool2:

That's what happens when I read these things right after I wake up. You are indeed correct you did say that. I missed the word Richer and my eyes nailed the "Lean of Peak":o Many mixture related apologies. Thanks for keeping me honest! (and waking me up)

Waiter, I must protest! (probably just a typo-- but I am going to have my say anyway) Actually, the fuel cooling happens when we run rich, not lean of peak. The cool fuel blowing on the intake valves and entering the combustion chamber and hopefully evaporating, reduces the temps. This is used on all air cooled aircraft engines at take-off power. The injectors, or carburetors are set for this at full throttle. This is one of the reason that you should always take off with full power. as you do, even though the aircraft can, many times, easily take off with less than full throttle. That being said, there is a cooling effect when running lean of peak but that is because the "fire" is not as hot as it would be at stoichiometric air/fuel mixture I believe that the engine (rear if I remember) on the Voyager was a continental with water jackets. I seem to remember that somebody tried to market these cylinders, but I haven't seen them around for a while. Water cooling does offer certain fuel advantages in that an air cooled engine must operate well(?) at various temperatures ie TO, Cruise, Descent etc. Because of this, an air cooled engine has much looser fits to enable the various differential rates of expansion/contraction of the different metals that compose the "top" end to work together, without destroying themselves. The liquid cooled engine, on the other cylinder, operates in a narrow band of temperatures and thus everything is made with closer fitting tolerances which increases fuel efficiency. If you want the best of both worlds, install a water resivoir, a windshield washer pump and spray heads over your cylinders. When you CHT gets to the warm side, give it a shpritz! I say that in jest, but I think that with the original 747 engines, which were so unreliable that some of the 747 aircraft were outfitted with a hanger so that they could hang another engine under the wing for transporting, one of the things that they did was to use the above concept to spray and cool some of their turbines, until they came up with a more sophisticated fix:(

Unless the company was sold, etc, something does not sound correct. this prop has been around for at least about 20 years in one form or another. Perhaps he is talking about the higher HP models.

I believe that the Vari-prop has a hydraulic cylinder, similar to a master cylinder in the cockpit which supplies the pressure to set the blade angle.

One of the things I'm thinking about for my Aerocanard is the carrying of a small collapsible stepstool for my wife, and probably me, in the aircraft. I'm also considering a step considerably forward of the plans location because of the modified cozy girl strakes. Thinking of easy ingress perhaps rope ladders connected to and stored inside the strake extensions might not be a bad idea. Since I'm using a forward hinged canopy one of these on each side might just work.

Carlos, Me Bud, That all makes academic sense. However occasionally one way valves malfunction and become 2 way valves, be it by a bit of contamination on the seat, bad manufacturing or just bad design. (ever had a tank drain valve not stop draining-- yes I know they are o ring operated-- but all mechanical things are subject to malfunction) If this happens, then you have a nice soda straw from the fuel system into the cockpit. Choose your drink. If you are concerned about a similar set of circumstances affecting all of your vents, locate them in different positions. You need some way of equalizing the pressure ie. a manifold. You could copy Cessna for one, (and additionally put a one-way valve in it, if you wish) and locate it in back of the gear leg. (Cessna locates their vents behind the wing struts be aware that this location may, in fact induce a negative pressure). I have no problems with the larger fuel lines, although to get same into pumps and/ or valves you will probably have to use fittings that will cut them down to 3/8 or smaller equivalents.

Drew, are you seriously saying that you have an option to select a position which could be detrimental to your safety, security, or life, and you are satisfied with that? Murphy and his law would be aghast. "Well," said he to the FAA inspector from his hospital bed, " I selected a usable fuel tank but I didn't know that was not venting, but I knew that it had the possibility of not venting without letting me know. It had to be okay, however, because it worked all the time in the past.":irked: A simple solution would be to have a vacuum sensitive switch in each tank or somewhere the fuel line which would give you an indication of negative pressure in that part of fuel system. Alternatively get rid of or defeat the ability of the fuel selector to select individual tanks so that the system will then vent through the operative side. Just looking out for your assets.

Mooney used that system in the 60s on their mode lcalled the super 21 which used an I/O 360 engine. There was a little door in the nose of the Cowell which was cable operated, allowing ram unfiltered air to enter induction system. They claimed a 1 to 2 inch increase in manifold pressure using that system. For reasons known only to the Moonies they discontinued it in their later hot rods.

Sounds good Carlos, The only correction that I would suggest is to have more than one line to the highest point and then return down. The single tube gives a single point of failure at which time your entire fuel system is shut down. why bring a second line with a check valve into the picture, especially into the cockpit. Check valves don't always work as planned. KIS What I have planned is 3/8" vents (2 in each tank-- rear and mid-- see previous posts on this subject) and one 3/8" from the sump going to a header high on the firewall. From there two vent lines 3/8" descend and point into the slip stream at the bottom of the firewall.

i'd buy that:o

If my supposition is correct, you will not be able to determine any difference since you have nothing with which to compare it. Your TAS (calculated) may go up, however. With the vent closed and the plane on the ramp, the system is in equalibrium and the temperature reading will be correct. The concept, about which I posted was not my own idea but was in the installation documentation for some instrument I installed in my D-fly.

Looks good Wait!! One thing I see that I have a problem with (If I see it) is it appears as if you have a air temp probe in the opening. If this is true, there is a great possibility that your indicated temp will be inaccurate as these probes require flowing air. The air will flow properly with the vent open, however with it closed, the probe will be reading stagnant, heated or cooled by external forces (sun),somewhat compressed air.

. Tracy is quoting the fuel burn utilizing his ec-2 to be comparable or even slightly better than aircraft engines. Apparently the rotary enables significant LOP running. All engines at T.O. power are fuel hogs Tracy seems to be a straight up guy. Is there any indication that he is blowing smoke out of his rotors when it comes to the fuel burn???

Anybody have an idea of where I can get an IO board for the Vision Microsystems VM 1000 fuel gauges. An EC 100 might also suffice. I have called JPI with no results, nobody seems to have any remaining stock. Thanks

Edge, It looks like you are making more concessions to your short-stuff spouse. Apparently she sleeps leaning to the right during most of your flights (like mine does) since the orientation of the co-pilot's EFIS is rotated 90 degrees clockwise. ZZZZZZZ

Sappy Birchtree:cool:

IDONNKNOW..... True it is the sudden stop that kills, but there is no such thing as a sudden stop. All stops happen over a time period, although seemingly short (much shorter, if you auger in), however in a "normal" accident. The deceleration happens more slowly. The auto industry has addressed this problem by adding crumple zones to their cars, which, I believe, has increased the survivability of MVCs dramatically. The material and structure of glass aircraft seem to have this capability built into the material and structure, not so Spam containers. Glass is a wonderful material. Having been in front end collisions in corvettes and metal cars, and one glass aircraft "arrival," I would much prefer the glass. The sudden stop is much less sudden. "Some think that the world will end in fire, some think in ice. From what I've tasted of desire, I hold with those who favor fire. But if I had to perish twice, I also think that ice is nice and would suffice!":p

Shoot me a PM, I am usually at the hanger Saturday's and some Fridays. Very sporadic times during other times of the week. Be glad to see you

Forget it, MGs are never "done" they just give you a little pleasure between episodes of pain.

A back seat latch may be a good idea, but------- If your back seat pax is not a sophisticated flyer of these birds, consider the scenario in which he/she panics due to a relatively minor, or even major situation and because of the knowledge and proximity, pops the canopy. Not too much of a prob for front hinged persuasion, however the side saddles may have a problem created by this seemingly safety orientated solution.

If you get near Chicago, Give me a shout

About the same thing you get if the bolt in the nutcracker of a steerable nosewheel breaks. Of course in the EZtypes, you would probably be able to still turn one way.

Yeah, what Chrissi said. This is just to underline the Breathing Part. Allergies are not only contact, but sensitivity can also be due to inhalation. If you are allegic to the stuff, you should use a organic-type respirator when using it. Dust masks have no effect.

Don't sweat the brake steering. It is used on many of the Modern "store bought" planes today. I believed it achieved it's first real success in the American Aviation Yankee in 1969. The cirrus uses it, diamond uses it,and it is used by scads of homebuilts including Glassair.