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Sorry Richard, I misspoke. Should have said lidar altimeter. Very useful on landing. Calls out AGL to me as I round out and right down to touchdown. Kind of like having Buzz Aldrin sitting next to me in the LEM :-)
On Mar 23, 2021, at 4:39 AM, Richard Thomson <richard@...> wrote:
Thanks Jay , I will have a look.
FN has the closing plates as well, always wondered how close
the screw holes were to the tank wall.
Precision radar eh, have you got Doppler as well ?? :-)
On 22/03/2021 23:39, Jay Scheevel
That is a hollow strake. I copied it after
shapes I had seen on corporate jets. I figured good enough for
them, good enough for me. That plate comes off to slide my
elevator inboard for removal. The left strake also houses my
downward looking precision radar altimeter. Main tank is per
plans, so is not impacted by these strakes.
The construction details are shown in two
time lapse videos: https://youtu.be/mDo6t2kM5VM and
That is a great picture.
I notice you have closing plates at the end of your
elevators, is your fuel tank behind that area or is there a
void behind ?
On 22/03/2021 16:12, Jay Scheevel wrote:
Great story, Vern.
The fuel dump idea had occurred to me
when I was building (and probably several others on this
list), but I could not find a way to make it happen
expeditiously, especially from the header tank, so I did not
do that. I did make sure that if the tanks stay intact on a
roll over, they will not dribble fuel all over me, but there
is no guarantee that everything stays intact in such a
circumstance that flips you over. Exiting the aircraft is a
bit easier in my configuration, as the overhead console is
very stiff (I have had two people sitting on it without any
deflection, so will serve to keep the cockpit from being
crushed. If you are inverted, once you push the door over
center, it stays full open. Here is a photo of my
configuration (taken immediately after my first flight).
Ala.. Spitfire or
perhaps P-51? The addition of a carbon hoop "roll bar"
already was in my build plan. I would like to see your
split canopy method chosen. If in case of an unexpected
Frankenbird "inverted parking position" I also planned
on a simplistic fuel purge to be used prior to emergency
touchdown. Offloading all the fuel possible would offer
time to exit before a bar b cue event.
"enjoyed" an inflight fire. I had just soloed also. Had
about 6.5 hours in my student pilot log book.
was removed for the inspection (the 152 was IFR
equipped) and the remover (my instructor at the time)
unknown to me failed to tie back the transponder
co-axial cable behind the instrument panel.
Mr. Murphy stepped
in on my solo flight (as he is quite apt to do in
aviation) after the removal of the avionic unit, and the
loose co-axial shielded ground cable welded itself to
the positive buss bar behind the instrument panel.
Sparks ..LOTs of sparks! The carpet was set afire...so I
had the rather unpleasent experience of the WW1 "hot
foot" and the single fuel selector valve near the flames
in THICK acrid smoke. Opened the window and hit the
main "off" electrical..but still had flaming carpet only
now with more oxygen on hand!! Not a good situation.
Altitude was about
1500 ft since I had just departed runway 18 so I was
flying over a dense metropolitan part of North Little
Rock at the time. I had my E6B available ( 1980
Jeppesen..metal and analog..no batteries required) and
proceeded to stamp out the flaming carpet. Obviously, I
made it back to the field. On roll out I
un-buckled,exited the aircraft at the point of a fast
walking speed, and let her roll on.
Walked in shaken
but otherwise ok to the FBO and promptly called the
local FSDO office and the investigation later ended up
being rather unfortunate for my flight instructor since
he was also the aircraft owner. The co-axial was melted
all the way back to the antenna on the belly...close to
the lowest point fuel drain. Too close according to
So some of the
ideas I intend to add are perhaps just stem from logic.
Fuel dumps on Biz jets and Airliners are standard
industry items for good reason..and for me this part of
aviation systems safety is something I learned at 6
hours in my pilots log book. Should be included on my
homebuilt Experimentals. Cessna and Piper don't seem to
think the same as I do on this topic.
As the comedian Mr.
Richard Prior once said "Fire is Inspirational!" I'll
vouch that it is indeed.
The canopy drag
fairing and addition of the hoop are going in the build
also. To emergency exit I plan on cutting the canopy
Any photos of
your canopy mod?
I built a transition like you
describe into my forward canopy. It was partially to
cut that draggy transition you describe and partially
to facilitate my split canopy. The forward portion of
my canopy is permanently mounted, so that gave me the
option of modifying the transition area.
was reviewing the high pressure areas on the
Q2 plot and perhaps an addition of a fairing
in front of the canopy/cowl location could be
worthy of the effort. Jim Patillo in his tour
video convinced me to rework the present
forward hinged canopy on my shells (purchased
the partial kit that way..but I was never
comfortable with the workmanship..a bit ruff
how the previous owner hinged it) to a
parallel mechanism..but perhaps by canting the
aft up..the canopy can fit behind a new
how we insert a foot in a slip on shoe. The
old blonde joke.. TGIF.. Toes Go In First.
Anyway..that is the visual.
transition appears too blunt at present.