Richard Thomson
Great Idea, thats even better than PRA, and with talk down
thrown in at a fraction of the price. Its a wonder there isnt a
Q200 in Florida with a similar set up. :-)
Lots of energy expended in your videos, made me tired just
watching. Thanks Jay.
Br
Rich.
On 23/03/2021 12:05, Jay Scheevel
wrote:
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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 :-)
Cheers,
Jay
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 ??
:-)
Br
Rich.
On 22/03/2021 23:39, Jay
Scheevel wrote:
Hi Richard,
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 https://youtu.be/gKGtZ4oxDfo
Cheers,
Jay
Jay,
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 ?
Br
Rich T.
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).
Cheers,
Jay
<image002.jpg>
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.
I've
personally "enjoyed" an inflight fire. I had
just soloed also. Had about 6.5 hours in my
student pilot log book.
The
transponder 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 FAR's.
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 from inside.
Any
photos of your canopy mod?
Hi Vern,
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.
Jay..
I 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 blended fairing.
Think
how we insert a foot in a slip on
shoe. The old blonde joke.. TGIF..
Toes Go In First. Anyway..that is the
visual.
The
transition appears too blunt at
present.
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