Today's Message Index:
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0. 07:59 AM - Just A Few Days Left... (Matt Dralle)
1. 01:18 AM - Re: Swift news (John Wighton)
2. 05:53 AM - Re: Dynon AHAHRS question (BobD)
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| Subject: | Just A Few Days Left... |
Dear Listers,
There are just a few days left for this year's List Fund Raiser. If you've been
putting off making a Contribution until the last minute, well, this is it!
The last minute, that is... :-) There are some GREAT new gift selections to choose
from this year. I personally want at least three of them! There's probably
something you can't live without too! And, best of all it supports your
Lists!
Please remember that there isn't any sort of commercial advertising on the Lists
and the *only* means of keeping these Lists running is through your Contributions
during this Fund Raiser. Let's make this a "Black Friday" for the Lists!
Please make a Contribution today!
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
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Thank you!
Matt Dralle
Matronics Email List Administrator
Message 1
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Rowland,
Maybe wishful thinking on their part. We all wish them well but the recent "Swiftfest"
that took place at the RAeS in London indicated they have a very long
way to go before getting to a prototype let alone a production aircraft. In
homebuild circles we say that when the project looks 90% complete there is 90%
to go. In aircraft certification the starting gun is fired when the authorities
are engaged, the process is time limited (although extensions can be authorised)
and does not end until the TCDS is issued. The production phase is normally
triggered following the successful demonstration and flight trials of prototypes,
freezing of the design and the success of key structural tests. Even
then there is a need for a launch customer.
Swift are forging a path that we hope will result in a viable, sustainable and
desirable aircraft. Being composite means the high cost of tooling needs to be
committed to very early in the process. This is risky unless sufficient R&D
is done - enough to absolutely confirm the OML (outer mould line) is final and
often (depending upon the production method) that structures are sufficient
to pass the necessary strength tests (wing static ~13.5g for an aerobatic aircraft).
Over-design results in a heavy, poorly performing aircraft. It is a tight-rope
walk for sure.
I am sure that if they heed advice and adhere to a conventional R&D, prototype/test
and debugging program they will achieve their aims. But in all probability
it will take 3 times longer and cost 5x as much as they initially planned.
I speak from experience.
--------
John Wighton
Europa XS trigear G-IPOD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=463103#463103
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| Subject: | Re: Dynon AHAHRS question |
Thanks for all the responses so far, especially the comprehensive write-up from
Bud.
I am initially favouring Fred's neat solution behind the D Panel on a shelf, but
am intrigued by the idea of locating it in the P1 headset as suggested by Donald,
so remain open to being swayed. I look forward to the photos.
I am thinking of using the already installed static pitot in the wing (suitably
modified) for the AOA probe, and relocating the static port into the fuselage.I
read elsewhere on the thread of three locations at 120 degree apart around
the fuselage (with one at bottom centre to allow moisture to escape). Dynon offer
a static port kit with all the necessary connections and tube cutter at approx
120. I have yet to cost up the individual items, so I don't know if this
is good value, or even just worth it to get all the parts from one source.
Any thoughts ?
I just have to say what a wonderful source of information and ideas this Forum
is, and such a great boon to newbies like me.
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=463104#463104
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