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[Q-200_Engine_Group] Plenum for 0-200
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Sam Kittle
Jerry,
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I think it is really wrong for someone from the Q-Community to borrow your mold and return it in unusable condition. The least that person should do is make a new mold from their new plenum, using more release wax this time. Then the new mold should be returned to you post haste, along with a sincere apology. Actions like this will cause distrust among individuals that depend on each other for support. Sincerely, Sam Kittle _____ From: Q-200_Engine_Group@... [mailto:Q-200_Engine_Group@...] On Behalf Of jnmarstall@... Sent: Saturday, March 31, 2012 9:42 AM To: Q-200_Engine_Group@... Subject: Re: [Q-200_Engine_Group] Plenum for 0-200 I did have, but last borrower left it unusa ble Connected by DROID on Verizon Wireless -----Original message-----
From: tigermiller1 <tigermiller1595@...> To: Q-200_Engine_Group@... Sent: Sat, Mar 31, 2012 16:27:52 GMT+00:00 Subject: [Q-200_Engine_Group] Plenum for 0-200 I think I saw where someone has a mold for a top plenum for the 0-200. Is it possible that I could borrow it? Thanks Dave Miller Omaha, NE |
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Terry Adams
Good advice Sam.
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I made plenum molds for an 0-320. I loaned them to a guy two years ago, haven't seen them since. Perhaps requiring a hefty refundable deposit would help. Terry Adams N41521 DF MkI On 3/31/2012 5:52 PM, Sam Kittle wrote:
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For what it is worth. I have loaned my kit for the detailed analysis of angle of attack to two members of this list and they have both been very careful and patient with all of the components and shipped them back promptly in excellent condition. The exchange was beneficial to them and one even sent me a Lowes gift card as thanks. I think it speaks well of the character of those members and I would hope that they represent the majority of the list.
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Cheers, Jay Scheevel -- Tri-Q still building (and making progress too :-) --- In Q-LIST@..., Terry Adams <terrywadams@...> wrote:
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jnmarstall@bellsouth.net <jnmarstall@...>
I must credit the individual who ruined my mold with paying me the cost to
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make a new one. It wasnt convenient to do so. Jerry Connected by DROID on Verizon Wireless -----Original message-----
From: jay@... To: Q-LIST@... Sent: Sun, Apr 1, 2012 17:43:36 GMT+00:00 Subject: [Q-LIST] Re: [Q-200_Engine_Group] Plenum for 0-200 For what it is worth. I have loaned my kit for the detailed analysis of angle of attack to two members of this list and they have both been very careful and patient with all of the components and shipped them back promptly in excellent condition. The exchange was beneficial to them and one even sent me a Lowes gift card as thanks. I think it speaks well of the character of those members and I would hope that they represent the majority of the list. Cheers, Jay Scheevel -- Tri-Q still building (and making progress too :-) --- In Q-LIST@..., Terry Adams <terrywadams@...> wrote: your domold and return it in unusable condition. The least that person should is make a new mold from their new plenum, using more release wax this |
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Chris Adkins
That's sad. I'm sure it's difficult to keep from divulging who pulled THAT stunt!
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Sent from my piece of magic glass... On Mar 31, 2012, at 10:11 PM, Terry Adams <terrywadams@...> wrote:
Good advice Sam. |
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Bob Wilson
This is timely:
--- In Q-LIST@..., jay@... wrote: I am looking at electronic instruments to replace the 30 year old instruments in my plane, N19WT. One of the glass instruments has the ability to report angle of attack from a $200 pitot. Since I'm rebuilding, this has me interested. I can see measuring the wing angle of attack (aka., fuselage angle) makes some sense. If the plane is aft-loaded, the angle of attack indicator would let me know early on that there is a problem. In our canard airplanes, a stalled main wing is bad news. Could you explain or point me to a thread that discusses your angle of attack metrics and what it does for our two-winged aircraft? I'm looking at it as a potential safety feature. Thanks, Bob Wilson |
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Sam Kittle
I would guess you are looking at the Dynon AOA. You might also want to
check out Advanced Flight Systems AOA at: http://advanced-flight-systems.com/Products/AOA/aoa.html. Best regards, Sam Kittle _____ From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of Bob Sent: Tuesday, April 03, 2012 9:18 AM To: Q-LIST@... Subject: [Q-LIST] Re: [Q-200_Engine_Group] Plenum for 0-200 This is timely: --- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> , jay@... wrote: I am looking at electronic instruments to replace the 30 year old instruments in my plane, N19WT. One of the glass instruments has the ability to report angle of attack from a $200 pitot. Since I'm rebuilding, this has me interested. I can see measuring the wing angle of attack (aka., fuselage angle) makes some sense. If the plane is aft-loaded, the angle of attack indicator would let me know early on that there is a problem. In our canard airplanes, a stalled main wing is bad news. Could you explain or point me to a thread that discusses your angle of attack metrics and what it does for our two-winged aircraft? I'm looking at it as a potential safety feature. Thanks, Bob Wilson |
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Wow, $1500 for the one with a 1 degree precision... I got a lower $ for toy ratio. I think the cheaper one has too poor of a resolution to be of any help. I don't see the value of this. Mike Q200
Sent from my Windows Phone ________________________________ From: Sam Kittle Sent: 4/3/2012 1:15 PM To: Q-LIST@... Subject: RE: [Q-LIST] Re: [Q-200_Engine_Group] Plenum for 0-200 I would guess you are looking at the Dynon AOA. You might also want to check out Advanced Flight Systems AOA at: http://advanced-flight-systems.com/Products/AOA/aoa.html. Best regards, Sam Kittle _____ From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of Bob Sent: Tuesday, April 03, 2012 9:18 AM To: Q-LIST@... Subject: [Q-LIST] Re: [Q-200_Engine_Group] Plenum for 0-200 This is timely: --- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> , jay@... wrote: I am looking at electronic instruments to replace the 30 year old instruments in my plane, N19WT. One of the glass instruments has the ability to report angle of attack from a $200 pitot. Since I'm rebuilding, this has me interested. I can see measuring the wing angle of attack (aka., fuselage angle) makes some sense. If the plane is aft-loaded, the angle of attack indicator would let me know early on that there is a problem. In our canard airplanes, a stalled main wing is bad news. Could you explain or point me to a thread that discusses your angle of attack metrics and what it does for our two-winged aircraft? I'm looking at it as a potential safety feature. Thanks, Bob Wilson |
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jnmarstall <jnmarstall@...>
Bob, and all of you other folks. For those of you who have the Dynon
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EFIS systems and want to utilize the built-in AOA capabilities, I am developing an adapter that allows the use of your present pitot tube (heated too) to pick up the static information required for the differential pressure calculations that Dynon uses for AOA. Will also be adaptable to present heated pitots. And will be a whole lot cheaper than $200 unheated and $450 heated. If interested, let me know. Jerry Marstall On 4/3/2012 1:33 PM, Mike Dwyer wrote:
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Bob Wilson
Thanks Jerry but my question remains.
--- In Q-LIST@..., jnmarstall <jnmarstall@...> wrote: One of the recommended changes for the DF from Justin Mace is to move it from knee-high, canard to the rudder. Then I saw the AOL reporting, down-hanging pitot tube and I thought this _might_ be a better solution and I have my wing on the work bench. My thinking is to mount the down-hanging pitot tube just under the wing behind the ccckpit and far enough to be outside of the propeller stream. But before taking on this task, I need to understand the "value added engineeering." - Just safety to monitor how close the wing is to stall . . . a very bad thing in our two-wing airplanes. Is there any other advantage or value that AOA provides? Thanks, Bob Wilson ps. I may have a wing-tip and wires that could connect to the pitot tube IF I don't go for the rudder mount. This is not a trivial mod but it is doable. |
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Bob,
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AOA can be a valuable instrument, particularly in situations that you need to fly a conventional airplane onto a carrier deck or in a forest clearing in the back country. They also come in very handy if you are in the pattern in a conventional airplane. The facts are that the airspeed indicator does not tell you what the AOA is and in tricky or overload conditions you can be too close to the stall angle in spite of what the ASI is telling you. It is critical that you are warned of incipient stalls before they develop when maneuvering close to the ground in airplanes that spin. I know of one person who had a vane AOA in front of the canard. My old plane pitch bobed and did not spin, before pitch bobbing the stick would twitch. Mere wet air like clouds you could feel the moisture through the stick before you could see mist on the canopy. I think the Dragonfly gives you plenty of warning that you are getting into a high angle of attack area long before the rear wing would be in trouble. That is unless you are practicing zoom climbs with a stall at the top of the zoom. But then if you are going Dynon and want to use the feature to confirm the design safety of the Dragonfly hook it up. Heated pitot tube is for flying IMC, not needed in a VFR Dragonfly. In summary in my opinion a AOA instrument is redundant on a Dragonfly but I have never flown with one. I can do stall/spins over the top in a Cessna in X-Plane base to final by cross controlling and pulling back when the nose drops in the turn. I can not make the Dragonfly stall spin with the same control inputs in the simulator. Value added in a Dragonfly? Regards, Charlie Johnson Ogden, Utah In a message dated 4/3/2012 3:37:01 P.M. Mountain Daylight Time,
bwilson4web@... writes: Thanks Jerry but my question remains. --- In Q-LIST@..., jnmarstall <jnmarstall@...> wrote: One of the recommended changes for the DF from Justin Mace is to move it from knee-high, canard to the rudder. Then I saw the AOL reporting, down-hanging pitot tube and I thought this _might_ be a better solution and I have my wing on the work bench. My thinking is to mount the down-hanging pitot tube just under the wing behind the ccckpit and far enough to be outside of the propeller stream. But before taking on this task, I need to understand the "value added engineeering." - Just safety to monitor how close the wing is to stall . . . a very bad thing in our two-wing airplanes. Is there any other advantage or value that AOA provides? Thanks, Bob Wilson ps. I may have a wing-tip and wires that could connect to the pitot tube IF I don't go for the rudder mount. This is not a trivial mod but it is doable. ------------------------------------ Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Links |
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jnmarstall <jnmarstall@...>
I use the Dynon AOA. The greatest benefit I have experienced is using
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the proper final approach AOA, which translates into the proper speed for a particular fuel/baggage load and associated CG. If you have an Aux Tank in the baggage compartment and have to make a heavy wt landing, or have two people and baggage, you are only guessing at what your airspeed needs to be to fly a safe approach. An AOA takes care of that for you. It cares not your weight, airspeed, wing loading. It simply shows you your angle of attack related to the stall angle, (which is part of the setup flight routine). With an AOA, you don't fly airspeed, you fly AOA which will give you the appropriate airspeed for your configuration, You know exactly where you are related to approaching a stall. Results are safer, slower final approaches. Save the brakes, Jerry On 4/3/2012 8:06 PM, oneskydog@... wrote:
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Bob Wilson
Thanks Charlie and Jerry,
I've combined two postings: --- In Q-LIST@..., oneskydog@... wrote: . . . --- In Q-LIST@..., jnmarstall <jnmarstall@...> wrote: You've both given me some food for thought and I'll have to thing about it. My particular plane has the lighter, gross weight, 1150 lbs, with a measured, canard speed of 60 mph IAS. I'm used to a final approach speed in a draggy Cherokee 140 of 65 mph. But I've also seen two Dragonfly accident reports claiming "stall-spin" plus one case where ballast weights were not secured and jammed the controls. If this plane had a higher approach speed or were a fairly new design, I would have no problem going with the AOA instrument. The existing pitot tube is at knee height and I already understand between it and the sparrow strainers, having stuff hanging there means some future problems. I just have to weight the options versus the installation time and effort. . . . I have to think about this for a bit. You've both given me food for thought. Bob Wilson |
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