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Todd Sanderson

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About Todd Sanderson

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  • Plane
    GyroFlug/FFG Speed Canard

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  1. Tony, Install 12:1 pistons in your engine and recut the timing gears along with a stronger ignition system and you will have all the power you need up high. You would be able to produce 75% HP up to 13,000 ft. You can use a lower MP pressure down low so not to exceed the rated HP of your engine. It's a quick and easy way to make power that does not harm your engine as long as you keep the MP limited.
  2. Dear Brieuc, Could you please verify Mr. Dornhofer's email address? The address you listed does not work. Thank You
  3. Hello, I am in need of a Speed Canard front gear electric motor made by Geist Electropower of Germany. It is item 11 of page 32.30.02 in the Speed Canard manual. Any help would be appreicated. Thank You, Todd Sanderson
  4. Thanks for the questions. Actually, I bought the Speed Canard solely to resell (and enjoy flying until I do sell it.) I have owned 23 aircraft ranging from Brantly helicopters to flighter jets and realized the Speed Canard was a great value for what it can do. The Speed Canard is very easy to maintain and the performance meets or exceeds all flight manual data. Everyone that has flown in the plane with me has commented how graceful, fast, and manueverable the plane is. Just to clarify the directive on the airframe: The 3000 hour European directive you are referring to is only applies to Non-U.S. versions (Serial # 59 and below.) This directive does not apply to the 3 airplanes in the U.S. Furthermore, this directive is nothing more than an extensive annual inspection requing the removal of the wings and canard for inspection for any fatigue or damage. The wings and canard can be removed in less than 1 hour. These are repetive every 3000 hours to 12000 when an extensive overhaul of the airplane is required in Europe only. The U.S. planes have no ADs on them whatsoever other than inspection of the ball joint fasteners that connect the flight controls (takes about 30 seconds to verify they are pinned.) There is not another make of aircraft in the U.S. that requires less maintenance than a Speed Canard. After doing the first annual inspection I can do repetive inspections in less than 4 hours if no engine work is needed. It really is that simple.
  5. Unfortunately, it is not feasible to go that route. To get a field approval for the autopilot to be used in IFR/VFR conditions it would require a long paperwork submission, detailed drawings and engineering data, the actual installation process and test flights with further paperwork submission and a possible FAA demonstration of the completed product before being signed off. This would probably cost $30,000 plus my time lost screwing around with the process. I really need to see the paperwork for S#62 from M7 Aerospace, but can't get them to call me back. I find it interesting that they filed for registration in 2003 and still do not have proper registration on file with the FAA for their plane. Also, per the FAA registry their airworthiness certificate does not show valid - could just be a typo though.
  6. Since it is standard category I would have to have our local avionics shop make the changes, but it would be relatively simple requiring very little time and $. I'm getting 155 knots true @ 9000 ft @ 22-23 in MP and 2400 RPM with just me in the plane and 1/2 fuel. It slows down to approximately 152 knots at full gross in the same conditions. It is the 160HP version (I don't think there are any 180HP certified models) with the 3 bladed MT prop.
  7. I wrote to the gentleman in California that has serial 62 and have not heard back. I have also contacted m7 aerspace who owns # 61 and they will not respond with any information. S-TEC knows nothing about an install in any Speed Canard which is confusing to them since so many are flying with the S-TEC 65 system in Europe and there is even an approved supplement in my flight manual for the system.
  8. Well, I have put 10 hours on the little SC now and have nothing to complain about. I have had it to redline, stall (tough to make it stall,) 90 degree banks, GPS approaches to near minimums, single person opps, and up to gross weight with a passenger. I decided to put new linings on the brakes and replace the nose tire tube since I had a flat tire when landing 3 days ago. I'm seeing about 155 knots on 8.5-9 GPH and everything seems fine. Stability is excellent for such a little plane. I had crosswinds (direct) @ 12 knots gusting to 18 today and had no problem with rudder authority. I'm thinking about removing the Argus 5000, KR-87 ADF, and WX10A stormscope since I just bought a 396 with XM weather and it is all I need for terrain awareness, weather, stereo, and backup GPS. The KLN90B and the navcomms with HSI are all I need for navigation. That little hadheld is probably the best addition to aviaton since the GPS was born. It will save me alot of gross weight and will give me my baggage area back under the seat since that is where the processor is located for the 10A. All in all, I don't see how you can buy a better 2-place plane. Hope everyone has a Merry Christmas.
  9. Would the person in charge please change the Speed Canard from "Experimental" to "Standard" in the Aircraft Information Page? Thank you.
  10. I need help finding out how I can legally install an autopilot in my SC. My flight manual has a approved operations section for an S-TEC 65 autopilot with operating limitations, etc; however, S-TEC has no knowledge of their autopilot being installed in the aircraft even though serial # 62 N202FW has a S-TEC 65 installed (mine is S # 60 N925TA.) S-TEC says they can only help if I can find a STC # for the aircraft. My avionics shop says a field approval for an autopilot would cost more than it is worth. Maybe someone from Europe could give some information to me that S-TEC could use to obtain an approval here in the States? Thank You
  11. His engine gets no internal modification whatsoever. You are getting a factory stock engine with a prsu, motor mount, radiators, starter, alternator, adjustable fuel regulator, slightly modified wiring harness, two fuel pumps, and the ECU. Plan on spending more time installing this package than a Lycoming with no pre-fab wiring, etc.
  12. If you paid by PayPal through your credit card, just call your credit card company and they will dispute it for you. All you have to do is prove to them that you did not receive a NavAid servo. If NavAid will provide you with a letter stating the servo truly is not Navaid, you will prevail for sure. I have found it is generally better to buy stuff new even though it hurts the pocketbook as you know what you are getting, unless it is a yellow-tagged item from a reputable shop, etc. Hope you prevail.
  13. Thank you. Something interesting I found today. My right quick disconnect for the elevator is rubbing against my KLN90B GPS rack. I need to lift the rack a little to get good clearance. Also, my plane flys 1/2 ball to the left on the turn & back indicator (requires slight left pedal to fly coordinated.) Would I correct this problem by bending one of the aileron trim tabs? If so, which one and what direction? Or is there another adjustment? I suppose I could read the maintenance manual, but that's work, you know...
  14. I flew the Speed Canard home today from Kalamazoo, MI to Auburn IN. Distance was 60 miles and it took 23 minutes to make the trip. Initial data as follows: 24" MP and 2400RPM yielded 150 knots indicated @ 2000 ft MSL (weather was bad - had to stay low.) KLN90B GPS showed 149 knots GS. Takeoff is really simple: Push the throttle & prop all the way forward and less than 10 seconds later your doing about 65 knots. Slightly pitch the nose up, verify positive rate climb, raise the gear, and climb out 110 knots @ 1500 FPM. In flight handling is even better than my Velocity and just like a tail dragger the rudders must be used in a turn much more so than a conventional airplane. Landing is very straight forward. Slowly bring the power back to approximately 15" MP to get below gear speed of 109 knots, lower the gear, throw on the carb heat, and fly the pattern @ 100 knots. Again, you have to be on the rudders as the adverse yaw is tough to overcome at lower speed with aileron only. On final just start reducing the power slowly, trim the nose up, and softly place the machine on the ground without a flair. I had it trimmed just right and did not input any aft stick to land. Rudders lose their effectiveness around 50 knots, so you have to be ready on the brakes. This probably is one of the easiest small planes to fly when you get used to the short throw controls and the erie silent running and no vibration in the cockpit. You sit nice and high in the cockpit with excellent visibility all the way around. Overall everything went very well for a plane that has set for over three years. I couldn't believe all the Nav/Comms, GPS, Stormscope, HSI/gyros, ADF, Argus 5000, transponder/encoder, etc. worked great. It was a joy to fly and makes me want to build a new Velocity XL-5 Thanks for the all the help in this forum.
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