Today's Message Index:
----------------------
1. 06:11 AM - Re: Pilot Report - Lightning (Charles Heathco)
2. 02:41 PM - Re: Gap seals (Laurie Hoffman)
3. 06:11 PM - tools (Tex Mantell)
4. 07:17 PM - Re: Re: Gap seals (N1BZRich@aol.com)
5. 08:40 PM - Re: tools (Dennis Borchardt)
6. 10:34 PM - Re: [esqualtalk] Re: Pilot Report - Lightning (N1BZRich@AOL.COM)
Message 1
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| Subject: | Re: Pilot Report - Lightning |
Hiya guys, re gap seals, When I had my cherokee I had a couple fellow
drivers who aquired gap seals from Lopresti or Art Matson, Im not sure
which. They were by STC for those planes, but they did improve
performance. The tape Vans has for RV flap chafe protection might also
work?? Charlie Heathco
----- Original Message -----
From: N1BZRich@aol.com
To: lightning-list@matronics.com
Sent: Tuesday, August 01, 2006 10:00 PM
Subject: Re: Lightning-List: Pilot Report - Lightning
Hello again Brian,
Super job! Glad you took the time to provide your inputs and
thoughts. I am sure all will enjoy your well written report. Since the
list of pilots that have flown a Lightning is still relatively small
(4), any information will be helpful to Lightning builders. Nick and I
have flown the Prototype - Nick, Greg and you have flown Greg's airplane
- and Nick has made the one flight on Earl's newest Lightning. The list
will soon start to grow (Earl) and hopefully each will add their own
thoughts to the available flight data.
Nick and I were discussing some additional "clean up" ideas at OSH
and I am currently looking for some material for flap gap seals. There
used to be some clear tape available in the Pitts world that we used for
aileron gap seals. I will get enough for my airplane and the Prototype
if I can still find it. If the flap gap seals work out, the next thing
to try will be the same on the aileron gaps. The idea on the flap gap
seals is purely for a speed increase (which I feel certain they will do)
but until we try them, I am not sure how they will affect flap
effectiveness. On the ailerons, the seals may add a little speed, but a
bigger improvement may come from aileron effectiveness / lighter forces.
We shall see.
As to winglets, the entire design (size, airfoil, shape, angle,
etc) is critical to be effective. Most of the new high performance
sailplanes have them. Done right, they will help, done wrong, they can
detract in both performance and handling. Having said that, I also like
their look. As a joke while I was building 31BZ, I cut a pair of
winglets out of foam and taped them to the wing tips just to get a
reaction out of the Shelbyville group. Some knew right away it was a
joke, others said they looked great and thought I should glass them on.
So I hope someone with the "aerodynamic smarts" to design some for the
Lightning will take on that task and make it happen.
Got back from OSH yesterday with one stop in Ohio for fuel and
"pilot comfort". First leg block to block speed was 167.8 mph burning
5.9 gph. Second leg was 169.1 mph burning 6.3 gph. On this leg I had
to climb to 13,500 (from 7,500) over the mountains of West Virginia to
clear some buildups. The extra time to climb caused the extra fuel
burn. Both going to and coming home from OSH, I flew over Lake
Michigan, just as I used to do in my Bonanza. I am pretty confident in
the airplane and Jabiru engine combination, but should something happen,
the nice glide ratio makes the Lake Michigan "dead zone" much smaller or
even non existent if you go high enough. I continue to be pleased with
31BZ's speed and economy. And it is even faster in the winter.
Blue Skies,
Buz
Message 2
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--> Lightning-List message posted by: Laurie Hoffman <lozhoffman@yahoo.com>
Buz,
You might like to look into mylar gap seals for the
flaps. i don't know the joint detail so they may not
be applicable but offer a less flexible material for
covering broader gaps and are commonly used in
sailplane application where sealing is very important.
Laurie
Oz
--- N1BZRich@aol.com wrote:
> Hello again Brian,
> Super job! Glad you took the time to provide
> your inputs and thoughts.
> I am sure all will enjoy your well written report.
> Since the list of pilots
> that have flown a Lightning is still relatively
> small (4), any information
> will be helpful to Lightning builders. Nick and I
> have flown the Prototype -
> Nick, Greg and you have flown Greg's airplane - and
> Nick has made the one
> flight on Earl's newest Lightning. The list will
> soon start to grow (Earl) and
> hopefully each will add their own thoughts to the
> available flight data.
> Nick and I were discussing some additional
> "clean up" ideas at OSH and I
> am currently looking for some material for flap gap
> seals. There used to be
> some clear tape available in the Pitts world that
> we used for aileron gap
> seals. I will get enough for my airplane and the
> Prototype if I can still find
> it. If the flap gap seals work out, the next thing
> to try will be the same
> on the aileron gaps. The idea on the flap gap
> seals is purely for a speed
> increase (which I feel certain they will do) but
> until we try them, I am not
> sure how they will affect flap effectiveness. On
> the ailerons, the seals may
> add a little speed, but a bigger improvement may
> come from aileron
> effectiveness / lighter forces. We shall see.
> As to winglets, the entire design (size,
> airfoil, shape, angle, etc) is
> critical to be effective. Most of the new high
> performance sailplanes have
> them. Done right, they will help, done wrong, they
> can detract in both
> performance and handling. Having said that, I also
> like their look. As a joke
> while I was building 31BZ, I cut a pair of winglets
> out of foam and taped them
> to the wing tips just to get a reaction out of the
> Shelbyville group. Some
> knew right away it was a joke, others said they
> looked great and thought I
> should glass them on. So I hope someone with the
> "aerodynamic smarts" to design
> some for the Lightning will take on that task and
> make it happen.
> Got back from OSH yesterday with one stop in
> Ohio for fuel and "pilot
> comfort". First leg block to block speed was 167.8
> mph burning 5.9 gph.
> Second leg was 169.1 mph burning 6.3 gph. On this
> leg I had to climb to 13,500
> (from 7,500) over the mountains of West Virginia to
> clear some buildups. The
> extra time to climb caused the extra fuel burn.
> Both going to and coming home
> from OSH, I flew over Lake Michigan, just as I used
> to do in my Bonanza. I
> am pretty confident in the airplane and Jabiru
> engine combination, but should
> something happen, the nice glide ratio makes the
> Lake Michigan "dead zone"
> much smaller or even non existent if you go high
> enough. I continue to be
> pleased with 31BZ's speed and economy. And it is
> even faster in the winter.
> Blue Skies,
> Buz
>
__________________________________________________
Message 3
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Those getting a lighting kit should purchase a "Roto-Zip" and get the
set of files from "Permagrit" . They really work the fiberglass well.
TEX
Message 4
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Laurie,
Right on! I have been looking for one of my old Soaring Society
magazines to find an advertiser for the mylar seals. As I recall, the sailplane
community also has special tape to install the mylar and other special tape for
wing to fuselage gaps as well. I will do a google search to find a supplier.
By the way, what do you know about "turbulator" tape? I may not be
spelling that right. Does the stuff really work? Is there a formula for where
to
install it on the wings? I would think it would look much better than VGs.
Buz
Message 5
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Tex, Can you tell me ,what is a Roto- Zip also a Permagrit file, may be
it
is called something different over here.
Dennis Borchardt Lightning Aircraft Australia.
-------Original Message-------
Those getting a lighting kit should purchase a "Roto-Zip" and get the set
of
files from "Permagrit" . They really work the fiberglass well. TEX
Message 6
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| Subject: | Re: Pilot Report - Lightning |
In a message dated 8/3/2006 12:32:04 A.M. Eastern Daylight Time,
corky@hbci.com writes:
Keep in mind, the flap gap cover is installed under the upper side to make
the flap fit tight when up. If yours is like mine, you won't need that.
Hi Dave,
Sorry I missed you at OSH. I found your card so knew you had been by.
I am not sure what you are saying about your aircraft not needing a flap gap
cover. The underside of my wing had a relatively large gap between the wing
trailing edge and the flap when they are up. That is where I think I can
lower some of the parasite drag. The top side of the wing has a nice tight fit
when the flaps are up. The other underside of the wing change I have planned
is to streamline around the fuel drains. May try some type of aileron gap
seal if the flap gaps help. I really don't see the need for rudder and
elevator gap seals as my airplane is relatively tight in those areas - no gaps
to
speak of.
Just tonight I found what I am looking for to do the flap gaps - mylar
from a sailplane supply house. Tomorrow after taking some measurements I will
order some for my airplane and the prototype. Nick and I will post the
results here when the additional testing is done on each aircraft.
My antennas are already inside the fuselage. Also, I have the Lightning
cowling so that is good for some drag reduction already. The other big drag
reduction effort of 31BZ was the fitting of Van's gear leg fairings and
their latest style wheel pants. Both of those changes together were good for
something over 20 mph and probably close to 200 rpm.
I measure my prop pitch at 12 inches in from each tip and currently have
23 degrees set. I think that is about the equilivant of 54 inches of pitch.
I say that because I measured a fixed ptich 54 inch prop and it read 23
degrees. I know that is not exact science, but it is a starting point. I don't
use the hub indicator at all and have no idea what it reads.
You didn't say at what speeds you were climbing to get the 2750 on climb
out. Initially on TO roll, I only get about 2650 to 2700 and then after
lift off I accelerate to 85 and climb at that until the end of the runway. At
that point I lower the nose slightly and climb at 100. I am seeing the 2750
during climb out at 100. OATs recently have been 100, but the only thing
that seems to effect is rate of climb (down to 1200 or so fpm) - speeds and rpm
are pretty much the same.
At 5000' in level flight I can turn up about 3250 but it takes a while
to get there. At 2850 I can get 138 indicated up to as high as 6000'. Best I
can remember I have a 250 jet. Run your finger around the inside of your
exhaust. If you get black you are too rich. At full power at altitude what
happens if you pull the carb heat on? That can also be an indicator that you
might be too rich. All I can suggest now is to reduce your cowling drag (the
Esqual stock cowl is much draggier than the Lightning), add the gear leg
fairings and low drag wheel pants.
Blue Skies,
Buz
PS: Sorry Laurie, all about speeds are MPH> Did not have time to convert.
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