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MarkW

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  1. Hello, I was wondering if anyone is using (or plans to use) Lycoming IO-360-C1D6 engine. It's a 200hp fuel-injected engine that is used in Commander 112 cert. planes. I would appreciate any comments form folks who have had experience in using this engine in Velocity (it would be for velocity SE, of course). On another note, has anyone used or plans to use Delta Hawk Diesel engine in his or her Velocity. I know there is currently one Velocity flying with DH engine (which is also the test plane for DH) and so far the results are very encouraging (see deltahawkengines.com website). But since this is a brand new design, I'm not sure if I should consider it or wait several years to see if it proves itself a good and reliable powerplant. Again, any comments would be greatly appreciated! Thanks. Mark W
  2. Chris, OK, I finally got (what I believe) a clear picture what's involved in the conversion (many thanks to Scott B who's been so patient with me!) Apparently, my assumption #1 was incorrect (as you pointed that out earlier) because the top of the fuselage that is designed to house the gull-wing doors has some extra (structural) reinforcements that the old top-door version doesn't. In addition, since the top door has already been cut out (in the kit that I was referring to) re-attaching is not really an option, particularly in the light that all windows have already been installed as well. So the best way to proceed with the conversion is the get a brand new top of the fuselage from the factory (with new windows design and gull wing door templates) to replace the old top-door top and then proceed in the same manner as if you bought the gull-wing door version. Of course, this is only possible if the fuselage top and bottom parts have not yet been joined (which is the case here, fortunately ). The negative part is the relatively high cost of all the parts (including fuselage) to make this conversion (around $10K) but it may be worth it anyway given the advantage of being able to get in and out of velocity with ease - particularly for those with mobility problems - (not to mention the "cool look" ) that the gull-wing door version of Velocity provides. Anyway, this is my report for now. I will post more later once I become the owner of a Velo kit (and then I'm sure I'll have tons of other questions! ) Mark
  3. Chris, Thanks for your reply and explanation. No need to apologize, I think it was me who didn't express this clearly. I do understand your point. The seat bulkhead must be used in the earlier model because, like in Cozy, the door is much larger and takes up much of the upper portion of the fuselage which in turn makes the fuselage lose some of its structure support. However, what I was trying to say is that given all of the above, if one would reattach the top hatch door back to the fuselage (and also remove the side windows and refill them with the same composite material that the fuselage is made of) then logically speaking, one would get (or should get) the same fuselage shell as in the newer models that use gull wing doors. So then, one should be able to cut out the gull wing doors and matching windows just like in the new SE models. Now, I'm stating all of the above making following assumptions (as you know, I have zero experience with composites or velocity!): 1. earlier velocity models (that used the top door) have the same fuselage as as the new SE models (that use gull wing doors) in terms of thickness, composite material, shape, size, etc. 2. the process of reattaching the top door would be the same as joining the top and bottom fuselage halves, meaning that the bonding will be as good as if the the door were never cut out (or at least, strong enough to withstand any structural stress so that the safety would not be compromised - again, my logic here is based on the assumption that joining the top and bottom halves of the fuselage is strong enough to withstand any structural stress that can be encounter in flight under even rough conditions like severe turbulence). Of course, if any of the above assumtions is incorrect, then the reattaching the top door and refilling the windows will not work as I described and that's the end of it. So the big question really is (at least that's what I think) whether or not both of above assumptions are correct. I will try to see what the guys at the factory will say about this, but you or anyone on the forum are most welcome to provide any input (opinions, facts, advice, etc.) Again, thanks for your help and also for the invitation to your shop, Chris! I'd love to stop by, but unfortunately I'm in the east coast (New York) so it would be a long travel, but if I'm in the area, I'll be sure to make a detour (of course, I give you advance notice!) Thanks. Mark
  4. Chris / Scott, Thanks much for your valuable input! I have already talked to Scott Baker at Velocity (prior to posting my message) and frankly he made it sound like a really big deal that may cost around 10K and advised against doing it (suggested I find a kit with gull wing doors made at the factory or buy the kit from the factory). So I'm a bit puzzled here, after reading feedback from you, particularly when you (Chris) said that you paid for the right door kit around $400. Being a complete layman (when it comes to working with composites and building Velocity) at this point, I still think that reattaching the hatch door (it has not yet been installed) should be similar to joining the fuselage halves (in terms of complexity and structural impact on the fuselage itself - please let me know if my assumption is correct). I agree that modifying the windows (to make them bigger like in the new models and also to fit the door) will probably be more complex and require more work. However, I don't really consider extra "work" as a extra cost at this point (particularly if this refers to my work on the kit), so I only wanted to get a cost of what I would need to spent in terms of getting all the parts to make the mod. Even if I have to hire some one to help do the mod, that's still not a "cost" for me because I would paying for something I don't have to do. So given what Chris paid for the door kit, the mod should cost about $1000 (take $500 for each door to include shipping, etc). Let's say the new side windows (glass) costs another $1000, so that's $2000 total cost. Let's add another $500 of other stuff (extra foam? fiberglass?) that still leaves $7500 unaccounted for. Any ideas what Scott B could have had in mind (what the additional $7500 might be spent for)? I tried to call Scott B. today (Friday) again to clarify this (after reading your replies) but I was told that the factory is closed on Fridays and Scott B. wasn't in. So I guess I have to wait until Monday. Again, thanks for your inputs. Although I don't have any building experience, I have studied many Velocity builders sites (including yours, Chris, it's an excellent resource and I've learned so much from yours and others sites - THANKS FOR MAKING THOSE SITES AVAILABLE for people like me!!!) By the way, one of the determining factor for me to build a Velocity (aside from great specs, performance and, of course, the cool looks) is the amount of resource from builders that is available out there all of which seem like very nice and helpful individuals which certainly is a motivating factor for a newbie like me. I'm very happy (and looking forward) to be soon joining this family! Thanks. Mark
  5. Hi, I'm a new member and don't own any kit yet, but I'm considering a Velocity SE kit. I was wondering if there is any Velocity builder out there who has converted a top hatch door (found in the earlier Velo kits, like 173, etc) to the new style gull wing doors?? I found an older kit that I'm thinking of buying (second hand) that has the top hatch door, but I really prefer the dual gull wing doors. So I'm wondering if that's possible and what would be involved (cost and labor and degree of complexity to get it completed) Any input will be greatly appreaciated. Thanks. Mark W.
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