Hi David. As I have mentioned before, I quite like the idea of a lockable full castoring tailwheel. Although you seem to suggest it in your post (below), I presume an enlarged rudder wouldn't really

Hi David. As I have mentioned before, I quite like the idea of a lockable full castoring tailwheel. Although you seem to suggest it in your post (below), I presume an enlarged rudder wouldn't really

Hi David. As I have mentioned before, I quite like the idea of a lockable full castoring tailwheel. Although you seem to suggest it in your post (below), I presume an enlarged rudder wouldn't really

The cellphone prohibition is an FCC matter. The reason is that cell phones normally have short range and will communicate with one or several nearby cell towers. From an airplane, your cell phone

Shooting from the hip on this, two issues come to mind. First, why would using a cell phone in a private plane make a difference? Cars, comercial (on the ground taxi), boats etc. are all okay. Next,

Peter, Except for the 1/16" venturi ring, your description of the augmenter setup sounds like my current setup. The 1/16" ring generates the turbulence? If it worked, I would be happy to keep it as

In a message dated 10/30/2006 6:23:53 P.M. Pacific Standard Time, dmperry1012@... writes: I don't really understand why anyone wants to install an AOA or a stall indicator of any type on

John, Is that you John Tenhave? How do I contact offline? peterjfharris@... Peter _____ From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of JohntenHave Sent:

briefly: I thought leading-edge stagnation-point triggers were set to fire at the point when the leading edge dips due to mushing (accelerated or otherwise). So they don't track AOA

Joseph, I think that would work. I don't know the Apache twin augmenters but a very effective air pump or exhaust ejector pump (sometimes called a venturi pump) can be made by messing with the ends

Peter, Thanks for your comment. So, if I started with a 1 in. trough on the inside of the cowl that expanded to 3-4" x 1.5 " as it exited under the firewall into a trough which expanded to about 6

OK, I get part of it -- you think the plane can be landed more safely with a stall indicator. But I still don't get why you care if it's on the wing or the canard. It is still just an AOA

Please let me know if this message is repeated. (More trouble with Yahoo) Pat, If the aelerons are reflexed up ¼” then the nose can be pulled up to flare (slightly and quickly) but the stall is

Yes the NACA needs to allow the airstream to expand to reduce pressure as it enters the shape. The pics show the reverse ie the exhaust stream is being contracted and pressure increased. Peter

Pat, If the aelerons are reflexed up ¼” then the nose can be pulled up to flare (slightly and quickly) but the stall is quick and clean. If there is no reflex, the nose of my Q cannot be pulled

No. Mike Q200 Patrick Panzera wrote:

I do remember someone saying that. However, the web page cited shows them or something that looks like them. And, the airplane has 250+ hours without engine cooling problems. Joseph

This is a question for the general group. I don't have any time in a Q doing slow flight and stall recognition, but I do in a Dragonfly. The best stall indicator in the DF is a feeling on the stick

Fair enough. Do I have a stall indicator - NO. Why not? - Don't need one. Simple enough? If you want to add cost, complexity and building time to your project, then go ahead and add one. It's your

Hmmm, wasn't it Sky Dog who mentioned the other day that NACA ducts don't work in reverse? Or did I mis-interpret that? Larry Hamm Joseph Snow wrote: