"Of course, if I were to end up inverted, which is very likely in a trigear, in an otherwise successful emergency landing, it wouldn't make any difference whether doors were locked or not, as the doo
Hi Ira, Valid points, but I am not proposing any structural modifications whatsoever - just simply making the *existing* hinge pins removable (tho still captured for normal use) and pulling them out
This is the first I have heard of thermal expansion being attributed as a contributor to cracking. It was my understanding that even the flourinated tanks swell, and it was the swelling + adhesion of
I wonder how disconnecting the flaps from the gear affects the insurance rates (ie- a more complex aircraft)? For sure it would make it a whole lot easier to land gear-up. Cheers, Pete A239
Does the prop sit lower in the fuse on a Jab 3300 installation than on a Rotax? (I suspect soafter a cursory look at the drawings) If so, by how much? Thx, Pete A239
The Carat has a neat idea for a prop for the MG wings - instead of a complex and heavy electrical prop (with all the failure modes that presents), it has a simple spring-loaded forward folding prop.
Fred, I echo your sentiments. As one still with a pile of parts, I am still looking for the right powerplant. Thanks to all those that contributed constructively to the Jabiru/Rotax thread, and pleas
Hi Ira, Maybe not the 912S, but the 914 can air-start (as demonstrated to me by John in Lakeland a few years back). I guess I should have said 'heavier' instead of heavy. I consider any prop system w
I know there has been some discussion about oil thermostats recently on the forum. This new one from X-Air appears smaller/lighter than the automotive version I've seen in the past. Beyond that, I ha
Hi Bud, Are you still looking for additional takers? If so, I may be interested in 1 quart if it could be shipped to the UPS store in Odgenburg NY within 2 weeks (as I have something else to pick up
Hi bud, Sorry for the duplicate emails..... but I'm the same canuck you corresponded with last week. As I'm making my border pick-up this Monday, I'll pass on the redux till later in the summer. Than
This is an interesting subject indeed. I was taught that on an inherently stable aircraft (operating within its CG envelope) with a tail, the tailplane is always exerting a downward force in cruise t
Hi Glenn, that was my understanding as well - but when trimmed for cruise, wouldn't the anti-servo/trim-tab be required to portrude *downwards* to drive the trailing edge of the tailplane *up* to res
Hi Frans etal, OK, ok, I believe I have figured out what's going on with the upward trim tab in cruise. The when the anti-servo trim tab is *trimmed* out of the neutral position, then the 'zero stick
Further to my previous post, if one were to optimize the airfoil of the flying tail to minimize drag (which I had incorrectly presumed Don D had done), then the tailplane would have had a very slight
"2 stroke diesel? Now that is a good idea, most efficient form of piston engine." reborn as the Gemini - Oh how I hope it makes a comeback from the 'new engine development' graveyard. Cheers, Pete A2
Thanks Frans! *Very* interesting. just a note - my original statement below is wrong - as an upward trim tab results in a downward force on the tail, not lift as I had originally (incorrectly) though
Hi Frans, I understand your thesis (thanks again! :-). Your thesis assumes that the tailplane is aerodynamically balanced wrt to the torque-tube position, and the only aerodynamic component which is