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1. 03:50 PM - (westonjudy@earthlink.net)
2. 04:59 PM - Worrisome messages (LRE2@aol.com)
3. 06:48 PM - [Fw: Test fright # 4 & 5] (Gary Gerber)
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--> FEWMustang-List message posted by: westonjudy@earthlink.net
The message contains Unicode characters and has been sent as a binary attachment.
Message 2
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| Subject: | Worrisome messages |
--> FEWMustang-List message posted by: LRE2@aol.com
I have received 2 messages on the FEWMustang list today that have
included error messages and offered downloads. The legitimate Matronics List
does not allow downloads, as a form of virus protection. I am very suspicous
that these are not legitimate massages, and may be related to MyDoom.
Legitimate FEWMustang list messages will never include an attachment of
download. LRE
Message 3
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| Subject: | [Fwd: Test fright # 4 & 5] |
--> FEWMustang-List message posted by: Gary Gerber <44gn@kconline.com>
Hello to you.
Here is the information that Tom Preuss has on his test flight. Enjoy.
Gary
(envelope-from RFAPrez1@aol.com)
(envelope-from RFAPrez1@aol.com)
From: RFAPrez1@aol.com
Subject: Re: Test fright # 4 & 5
clzue@valley.net, alexanmh@gtcinternet.com, team-38@team-38.com,
corsair82@adelphia.net, n51vm@bellsouth.net, laddy@pctcnet.net,
steven.j.hoffman@medtronic.com, JKD3252@Yahoo.com, gclark@mchsi.com,
RFAGrasshopper@aol.com, rogerbocox@ryko.com
Hi folks:
I did test FRIGHT # 4 and #5 this morning.
In order to verify the tail heavy problem I put the plane back on the
scales and worked out the CG with me in the cockpit. It seems there was an
arithmetic error in the first set of calculations. When we did it again we
found a significant difference of about 5 inches aft of the rear most CG point.
So we started hanging lead slugs on various parts of the nose close to
where I would likely place then permanently. With my fat butt in the cockpit
and the seat back moved forward 3 inches we found that it would take about 50
lbs to get it in ballance.
I made patterns and then poured lead slugs that are now mounted in the
bottom of the nose bowl, bolted to some of the unused engine bosses and at
the firewall. The ones on the nose bowl weight 14.5 lbs, on the engine 10 lbs
and another 17 lbs on the firewall. I also placed about 20 lbs behind the
firewall ahead of the fuel tank. So I now have 76.5 lbs in the nose of this
airplane.
I took her out this morning for the first fright. There was a very
slight tail wind on 33, maybe about 3-5 mph. I wanted to use this runway
because it is all open fields on the opposite end for emergency landings. The
plane
was airborn in about 250 ft and, on climb out, the extra weight was
noticable. I climbed out at 70 mph to 1000 ft out over some fields to the west
and
made various combinations of engine RPM and attitude. I found that the speeds
were about where they were on the previous flights. Only the rate of climb
seemed different which is to be expected. The most important improvement was that
I needed very little nose down trim to make it fly correctly
I returned to the field and landed. I was too low and had to add power
as it does want to sink more quickly now. The landing was not very pretty
but it was controlable with only one or two not very hard bounces. I taxied back
to my hanger for an inspection and to see if the wind was going to pick up or
not.
Inspection revealed I still have a small oil leak. So tomorrow I'm
going to pull the cowling again and then, if it isnt raining, run it at high
power for a while to see if I can find it.
The second flight was about the same. Went out over the open fields
and did some turns, low power decents and high power climbs while making
shallow turns right and left. Every thing seemed normal and my new airspeed
indicator works fine. The highest speed seen was just over 90 in a slight decent
with 5000 rpm. I'm sure I could push it up over the VNE easily with just a
little more nose down attitude and I'm going to have to watch that carefully.
The second landing was picture perfect. I set up on final at about
450 ft and aimed for about 300 ft. down the runway. I kept the speed at 70 and
flew it down to the runway. As soon as I was stabilized in ground effect I
pulled power and let her sink with forward pressure on the stick. The wheels
touched, skipped and we were down. I kept the stick forward untill the tail
dropped on its own. The plane rolls straight ahead with very little attention
to
the rudder. The tires are still a bit soft at 25 lbs so I will take them up to
30 pounds for the next flight.
So, I have a bit more confidence in both the airplane and myself now.
Total flight time is 2.3 hours. The engine runs very smooth but it looks like
I'm going to have to cut an inch off the prop blades. I'm only getting 5,100
rpm rolling and It needs to be 5,400 and preferably 55.
End of report.
Hi folks:
I did test FRIGHT # 4 and #5 this morning.
In order to verify the tail heavy problem I put the plane back on the scales and
worked out the CG with me in the cockpit. It seems there was an arithmetic
error in the first set of calculations. When we did it again we found a significant
difference=20of about 5 inches aft of the rear most CG point.
So we started hanging lead slugs on various parts of the nose close to where I
would likely place then permanently. With my fat butt in the cockpit and the
seat back moved forward 3 inches we found that it would take about 50 lbs to get
it in ballance.
I made patterns and then poured lead slugs that are now mounted in the bottom
of the nose bowl, bolted to some=20of the unused engine bosses and at the firewall.
The ones on the nose=20bowl weight 14.5 lbs, on the engine 10 lbs and another
17 lbs on the firewall. I also placed about 20 lbs behind the firewall ahead
of the fuel tank. So I now have 76.5 lbs in the nose of this airplane.
I took her out this morning for the first fright. There was a very slight tail
wind on 33, maybe about 3-5 mph. I wanted to use this runway because it is all
open fields on the opposite end for emergency landings. The plane was airborn
in about=20250 ft and, on climb out, the extra weight was noticable. I climbed
out at 70 mph to 1000 ft out over some fields to the west and made various
combinations of engine RPM and attitude. I found that the speeds were about where
they were on the previous flights. Only the rate of climb seemed different
which is to be expected. The most important improvement was that I needed very
little nose down trim to make it fly correctly
I returned to the field and landed. I was too low and had to add power as it does
want to sink more quickly now. The landing was not very pretty but it was
controlable with only one or two not very hard bounces. I taxied back to my hanger
for an inspection=20and to see if the wind was going to pick up or not.
Inspection revealed I still have a=20small oil leak. So tomorrow I'm going to
pull the cowling again and then, if it isnt raining, run it at high power for
a while to see if I can find it.
The second flight was about the same. Went out over the open fields and did some
turns, low power decents and high power climbs while making shallow turns right
and left. Every thing seemed normal and my new airspeed indicator works fine.
The highest speed seen was just over 90 in a slight decent with 5000 rpm.
I'm sure I could push it up over the VNE easily with just a little more nose
down attitude and I'm going to have to watch that carefully.
The second landing was picture perfect. I set up on final at about 450 ft and
aimed for about 300 ft. down the runway. I kept the speed at 70 and flew it down
to the runway. As soon as I was stabilized in ground effect I pulled power
and let her sink=20with forward pressure on the stick. The wheels touched, skipped
and we were down. I kept the stick forward untill the tail dropped on its
own. The plane rolls straight ahead with very little attention to the rudder.=20The
tires are still a bit soft at 25 lbs so I will take them up to 30 pounds
for the next flight.
So, I have a bit more confidence in both the airplane and myself now. Total flight
time is 2.3 hours. The engine runs very smooth but it looks like I'm going
to have to cut an inch=20off the prop blades. I'm only getting 5,100 rpm rolling
and It needs to be 5,400 and preferably 55.
End of report.
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