Today's Message Index:
----------------------
1. 11:05 AM - Re: Article: 105 Helium Balloons and a Lawn Chair (Charles Dewey)
2. 12:25 PM - Re: Article: 105 Helium Balloons and a Lawn Chair (N1BZRich@aol.com)
3. 12:50 PM - Re: Oshkosh and Flight Evaluation on N323AL (Brian Whittingham)
4. 03:03 PM - Re: Oshkosh and Flight Evaluation on N323AL (N1BZRich@aol.com)
5. 05:38 PM - Re: Article: 105 Helium Balloons and a Lawn Chair (Laurie Hoffman)
6. 06:34 PM - Re: Oshkosh and Flight Evaluation on N323AL (Brian Whittingham)
7. 06:34 PM - Re: Going to Oshkosh? (Jerry Van Heeswyk)
8. 06:51 PM - Re: Going to Oshkosh? (Brian Whittingham)
9. 07:30 PM - Re: Going to Oshkosh? (N1BZRich@aol.com)
10. 07:39 PM - Re: Going to Oshkosh? ()
11. 07:40 PM - Conventional Gear Lightning? (Jim Langley)
12. 08:00 PM - Setting the wing incidence on the Lightning (N1BZRich@aol.com)
13. 08:06 PM - Re: Conventional Gear Lightning? (N1BZRich@AOL.COM)
14. 08:15 PM - Re: Setting the wing incidence on the Lightning (Jim Langley)
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| Subject: | Re: Article: 105 Helium Balloons and a Lawn Chair |
BEND, Ore. - Last weekend, Kent Couch settled down in
his lawn chair with some snacks and a parachute.
Attached to his lawn chair were 105 large helium
balloons.
Destination: Idaho.
With instruments to measure his altitude and speed, a
global positioning system device in his pocket, and
about four plastic bags holding five gallons of water
each to act as ballast he could turn a spigot,
release water and rise Couch headed into the Oregon
sky.
Nearly nine hours later, the 47-year-old gas station
owner came back to earth in a farmer's field near
Union, short of Idaho but about 193 miles from home.
"When you're a little kid and you're holding a helium
balloon, it has to cross your mind," Couch told the
Bend Bulletin.
"When you're laying in the grass on a summer day, and
you see the clouds, you wish you could jump on them,"
he said. "This is as close as you can come to jumping
on them. It's just like that."
Couch is the latest American to emulate Larry Walters
who in 1982 rose three miles above Los Angeles in a
lawn chair lifted by balloons. Walters had surprised
an airline pilot, who radioed the control tower that
he had just passed a guy in a lawn chair. Walters paid
a $1,500 penalty for violating air traffic rules.
It was Couch's second flight.
In September, he got off the ground for six hours.
Like Walters, he used a BB gun to pop the balloons,
but he went into a rapid descent and eventually
parachuted to safety.
This time, he was better prepared. The balloons had a
new configuration, so it was easier to reach up and
release a bit of helium instead of simply cutting off
a balloon.
He took off at 6:06 a.m. Saturday after kissing his
wife, Susan, goodbye and petting his Chihuahua,
Isabella. As he made about 25 miles an hour, a
three-car caravan filled with friends, family and the
dog followed him from below.
Couch said he could hear cattle and children, and he
said he even passed through clouds.
"It was beautiful beautiful," he told KTVZ-TV. He
described the flight as mostly peaceful and serene,
with occasional turbulence, like a hot-air balloon
ride sitting down.
Couch decided to stop when he was down to a gallon of
water and just eight pounds of ballast. Concerned
about the rugged terrain outside La Grande, including
Hells Canyon, he decided it was time to land.
He popped enough balloons to set the craft down,
although he suffered rope burns. But after he jumped
out, the wind grabbed his chair, with his video
recorder, and the remaining balloons and swept them
away. He's hoping to get them back some day.
Brandon Wilcox, owner of Professional Air, which
charters and maintains planes at the Bend airport,
said Thursday that Couch definitely did it. Wilcox
said he flew a plane nearby while Couch traveled, and
a passenger videotaped the flying lawn chair.
Whether Couch will take a third trip is up to his
wife, and Susan Couch said she's thinking about saying
no. But she said she was willing to go along with last
weekend's trip.
"I know he'd be thinking about it more and more, it
would always be on his mind," she said. "This way, at
least he's fulfilled his dream."
--- N1BZRich@aol.com wrote:
> Hello Lightning listers,
> I flew N31BZ, my Esqual LS (lots of Lightning
> Stuff), back to "home
> plate" (Shelbyville, TN) today. The purpose of
> this trip is three fold: first,
> I am going to once again attend the Jabiru engine
> seminar this weekend (I
> attended once before and it was great, but I
> thought a refresher might be good
> for me), second, I need a small paint flaw
> corrected by the one and only
> master Lightning painter, "Chad the Amazing", and
> third, I am finally going to get
> a chance to fly and evaluate the new demonstrator
> Lightning (N323AL). I
> flew the Lightning prototype about a year ago (my
> write up is probably still in
> the Lightning list archives) and now I will write a
> flight report based on my
> experience with the prototype. Since it is a
> production kit and is built by
> the same folks (Nick, Mark and Mike) that help
> customers with the builders
> assist program here in Shelbyville, it represents
> exactly what a builder can
> expect his Lightning to be. I look forward to the
> evaluation flight and will
> fly about the same test profile that I used when I
> flew the prototype. I
> actually flew a short flight this afternoon in the
> demo Lightning, just to get
> used to the airplane, but the weather was not really
> "ideal" for a full
> evaluation.
> As a bit of additional information on what you
> can expect from your
> Lightning, I had a nice flight from Virginia this
> morning in 31BZ although I did
> have about 10 to 12 mph of effective headwinds until
> I got just north of
> Knoxville, then mostly a cross wind on in to SYI.
> Total flying time from brake
> release at Williamsburg to turning off the runway at
> Shelbyville airport was 3
> hours and 32 minutes - so even with the headwinds my
> average ground speed
> for the 550 miles was 156 mph. Fuel burn averaged
> 5.9 gph. I initially started
> the trip at 6,500' but soon had to climb to 8,500
> and then on up to 10,500
> to stay VFR. The remainder of the flight was "on
> top" with the auto pilot on.
> I am currently using a wooden 64ZK55 Sensenich,
> but this prop is still not
> the optimum for the most efficient cruise as it
> still allows my engine to
> over speed when at 5000' and full throttle. Nick
> will have more to say on the
> best prop for the Lightning when he completes
> testing with a new blade
> profile on a slightly shorter diameter prop with
> several more inches of pitch.
> Don't bug him with questions just yet, let him
> complete the testing and he will
> publish the results.
> Blue Skies,
> Buz
>
>
>
>
>
> ************************************** See what's
> free at http://www.aol.com.
>
Fussy? Opinionated? Impossible to please? Perfect. Join Yahoo!'s user panel and lay it on us. http://surveylink.yahoo.com/gmrs/yahoo_panel_invite.asp?a=7
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| Subject: | Re: Article: 105 Helium Balloons and a Lawn Chair |
Now, just think about a lawn chair with helium balloons and a Jabiru 2200
engine.
Buz
************************************** See what's free at http://www.aol.com.
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| Subject: | Oshkosh and Flight Evaluation on N323AL |
Buz,
Your numbers are similar to what I had on 323AL during my gap seal tests.
I believe that we hit a snag with the prop on my flights. We had a large
increase in cruise speed at 2850 for a given density altitude, but a large
decrease in top speed. Looking at the data it's easy to see why the speed
decreased, our rpm decreased. Now we had some engine running rich issues
during the first part of the test, but running pretty smooth for the
modified tests. It is my opinion that we saw a reduced amount of drag which
translated into speed at the top end (perhaps 10mph or more based on the
trend from unmodified graphs!) and we saw a reduction of propeller
efficiency so that we were actually putting a higher prop load into the
engine and keeping RPM's low. No other indication of problems in this area
and is the only way I can explain it. We did not try to repitch the prop
between runs. I feel sure that my data and graphs are correct as the shape
of the data is what you'd expect, but the data points for full speed with
modifications are just further to the left than the unmodified curve.
Would've been great if I could've stayed long enough to perfect the gap seal
installation and retest with a new prop. My biggest recommendation in my
experiment though was firmer material for flap gaps and leave an 1/8th inch
or so gap so that the flaps will extend and retract smoothly. Interested to
see your results, and let us know if you get published. Brian W.
From: N1BZRich@aol.com
Subject: Lightning-List: Oshkosh and Flight Evaluation on N323AL
Hey guys,
As always, I will be at Oshkosh about a week early with my duties in
the
Vintage area, but will then probably stay for the entire show. In past
years we have had a "list" get together to share info and experiences. As
someone else mentioned, the Lightning display area would probably be a good
place
to meet, leave messages, and "hang out". Since I will be there most of the
time, perhaps someone else should suggest a day and time to get together.
Another thought, I will probably again have a pretty good parking spot
for N31BZ since I get there so early. Last year I was just by the main
entrance to the homebuilt flight line in front of the tower and the big
AirVenture
arched sign. You guys are welcome to hang out there as well, or make that
your place to watch the airshow from.
I just got back from Tennessee this afternoon after being there a week
to fly the demonstrator Lightning (N323AL) and attend the engine seminar.
Of
course, both were outstanding. My flight evaluation of the demo Lightning
is
in draft form at this time and may be published in Sport Aviation in some
future issue along with Pete's article on how his company and the Lightning
came to be. Until then, I will copy some of the performance data and put
it
below so you guys can keep up on what to expect from a production kit.
Remember
the last evaluation I wrote was on the "one of a kind" prototype where as
the demonstrator is exactly what a builder can expect from his kit.
It was a really hot day at SYI when I did the speed runs. OAT at
5000'
was 72 degrees and density altitude was 6850'. Nick and I are convinced
that they still do not have the optimum prop on 323AL. They are awaiting
delivery of a Sensenich 62FK58, which should be closer to what this clean
design
needs for top cruise speeds. The speed numbers below were what I saw on
this
hot, high-density altitude day with a Sensenich 64ZK55 wood fixed pitch
prop
which we took off of my airplane for this test. (2850 = 148 true mph,
2950
= 155, 3050 = 162, 3150 = 168, and 3250 = 175). The correct prop on a
standard day should increase all of these numbers, possibly by at as much
as 10
mph. One other thing of note, the day after this flight, Nick and I flew a
formation flight; him in 323AL and me in 31BZ which has a very accurate
airspeed
system. The demonstrator Lightnings indicated and true airspeed
readings
appear to be pretty accurate at the low end of the operating range.
However at
the high end, N323AL seems to read 5 to 6 mph low, so I think you can
safely
add 5 mph to all the above speeds.
The remainder of the flight report are similar to what I wrote for the
prototype, so I will not include that type of info here. I think Pete is
going to put that on the web site, but it is probably available in the
archives
of this list. I will try to answer any specific questions that you may
have.
Blue Skies,
Buz
************************************** See what's free at
http://www.aol.com.
_________________________________________________________________
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| Subject: | Re: Oshkosh and Flight Evaluation on N323AL |
Brian,
I did find that with my prop on 323AL and the high density altitude, the
engine was quite rich. Nick changed the main jet to a 250 and went down
two sizes on the mid range jet. That really helped and resulted in the
additional rpm. I can only imagine how good this is going to be on a standard
temp
and density altitude day and the right propeller. I think Nick has four of
the FK props arriving soon, and all are spoken for. I get one of them. It
sure would be nice to have it on before I head to Oshkosh.
I certainly agree that a thicker material for the flap gap seal is the
way to go. At time I ordered the supplies, that was the thickest stuff they
had. At least the gap on the Lightning wing is not as large as on the Esqual.
Did you do anything with the turbulator tape? Any results?
Blue Skies,
Buz
************************************** See what's free at http://www.aol.com.
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| Subject: | Re: Article: 105 Helium Balloons and a Lawn Chair |
The lawn chair with the helium ballons has been done
before. Funny aussie movie called "Danny Deckchair"
about one fellow's local experience with the concept.
Not so sure about the 2200 though Buzz. Images of a
largely horizontal format with the 2200 followed by
the deckchair followed by the helium balloons!
Laurie
--- N1BZRich@aol.com wrote:
> Now, just think about a lawn chair with helium
> balloons and a Jabiru 2200
> engine.
> Buz
>
>
>
> ************************************** See what's
> free at http://www.aol.com.
>
Laurie
02 46531233
0425 703226
Be a better Heartthrob. Get better relationship answers from someone who knows.
Yahoo! Answers - Check it out.
http://answers.yahoo.com/dir/?link=list&sid=396545433
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| Subject: | Re: Oshkosh and Flight Evaluation on N323AL |
Buz,
I did not do anything with the turbulator tape, but most of my research
reveals that it is done for the gap seals on gliders. So in my thesis I'm
recommending that further research with oil to determine the effectiveness
and optimal location for the turbulators would be ideal.
Along similar lines, I don't know if Pete and Nick ever checked out the
Sinha deturbulator, but he recently presented to the 18th AIAA conference
with their flight test findings. After some trials they found that the sink
rate on gliders with this technology is roughly half as much as before the
mods. Or, the sink rate is about that of a glider with twice the span!
Still think this would at least be interesting to try on the Lightning.
They are looking to move into the experimental powered aircraft market. If
nothing else, perhaps a good source of publicity. Brian W.
From: N1BZRich@aol.com
Subject: Re: Lightning-List: Oshkosh and Flight Evaluation on N323AL
Brian,
I did find that with my prop on 323AL and the high density altitude,
the
engine was quite rich. Nick changed the main jet to a 250 and went down
two sizes on the mid range jet. That really helped and resulted in the
additional rpm. I can only imagine how good this is going to be on a
standard temp
and density altitude day and the right propeller. I think Nick has four of
the FK props arriving soon, and all are spoken for. I get one of them. It
sure would be nice to have it on before I head to Oshkosh.
I certainly agree that a thicker material for the flap gap seal is the
way to go. At time I ordered the supplies, that was the thickest stuff
they
had. At least the gap on the Lightning wing is not as large as on the
Esqual.
Did you do anything with the turbulator tape? Any results?
Blue Skies,
Buz
************************************** See what's free at
http://www.aol.com.
_________________________________________________________________
Local listings, incredible imagery, and driving directions - all in one
place! http://maps.live.com/?wip=69&FORM=MGAC01
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| Subject: | Re: Going to Oshkosh? |
Sure, Colin, I will be happy to share my experiences, but I apologize in
advance for being wordy. The answers to your questions require some context.
I have been very busy, and hiding among the lurkers, so pleased to have this
opportunity to contribute to the group. I have especially enjoyed Buzz's
comments about his Esqual LS (Lightning Stuff), because I am building a
Lightning ES (Esqual Stuff). Since I am building to be LSA legal, I am not
overly concerned about top speed (can't believe I am saying that). I wanted
wheel pants more for appearance, and there happened to be a set of Esqual
pants available. You can guess the rest.
I originally ordered an Esqual, but when the Spaniards shut down operations,
Pete was able to convert my order to the Lightning. I was pleased with this
solution, and realized that it was not truly a "kit" yet. My aircraft was
more of an advanced prototype. Because of this, there were some parts not
included, and there were no building instructions. Neither was there a bill
of materials, so I didn't realize what was missing until I needed it. Greg
Hobbs, who built one of the first Lightings and lives about an hour away,
offered to provide building guidance and allow me to build my project in his
hangar. Greg's experience, and the space were very helpful in the early
building stages, but the two hour commute made it difficult to progress as
fast as I would have liked. Since then, a build manual has been completed,
and it appears pretty complete with clear descriptions and lots of pictures.
I can now look back, and learn how I could have done things easier. It
contains many good tips.
There was nothing particularly difficult to build, but I would recommend
paying close attention to setting the wing and stab incidence. I am building
my Lightning for LSA, so am attempting to build it straight and light. If I
can trim a couple of knots off of the stall speed, I can avoid installing
the vortex generators. The glass work on my aircraft shows a distinct grid
pattern under the gel coat. I believe most can be removed by a heavy sanding
during paint prep. I am told that later kits do not have this problem. I
have been working on my aircraft a little over a year - at first only a half
day each weekend, along with the smaller projects I could bring and complete
in my shop. I brought the fuselage home a couple of months ago to complete
the FWF, and install the wiring. I don't keep track of build time, but best
guess is it will take about 1500 hours to complete. I am dreading the paint
prep. Greg is building a paint booth, so I'll be taking it back to his place
for final assembly and painting. I hope to be flying by year end.
I mentioned that some of the parts were omitted from the kit. In general,
these were shipped promptly. However, I was working through intermediaries,
and this resulted in some communication lapses. I was becoming desperate for
a couple of things two weeks ago, sent a note to Nick, and had them within a
week. My sense is that all of those involved in the Lightning program are
honest, talented, and hard working. It is a lot of work getting a new
venture off the ground, and they are all very busy, so response has not
always been immediate. That said (for those still considering the
Lightning), I would strongly recommend both the aircraft and the team
creating it.
Hope I did not bore you.
Best Regards,
Jerry
----- Original Message -----
From: <cjk129@cox.net>
Sent: Monday, July 09, 2007 6:18 PM
Subject: Re: Lightning-List: Going to Oshkosh?
>
> Jerry,
>
> Would you share with us:
>
> How are you getting on with your build? How is the build manual and the
> completeness of the kit?
>
> Are there any aspects that you have found particularly challenging?
>
> What is your prognosis for the total hours to finish?
>
>
> Best regards
> Colin K.
> OK
>
> ---- Jerry Vanheeswyk <jerryvan@us.ibm.com> wrote:
>>
>>
>>
>>
>>
>> Hello, Tex. I am building a lightning at home, but unfortunately can not
>> make Oshkosh this year. I have been working on my kit for about a year,
>> and
>> hope to fly by the end of 2007. I would be happy to exchange experiences
>> with other homebuilders - sorry it can not be at Oshkosh, but hope to
>> show
>> you my Lightning in person next year.
>>
>> Jerry Van Heeswyk
>> Tucson, Arizona
>>
>>
>>
>> "Tex Mantell"
>> <wb2ssj@earthlink
>> .net>
>> To
>> Sent by: <lightning-list@matronics.com>
>> owner-lightning-l
>> cc
>> ist-server@matron
>> ics.com
>> Subject
>> Re: Lightning-List: Going to
>> Oshkosh?
>> 07/09/2007 05:29
>> AM
>>
>>
>> Please respond to
>> lightning-list@ma
>> tronics.com
>>
>>
>>
>>
>>
>>
>> Peter, will look for you at the lighting booth, I will be helpng down at
>> the sea base the first two days, then up to the main area. Tex
>> ----- Original Message -----
>> From: Peter and Jan Disher
>> To: lightning-list@matronics.com
>> Sent: Sunday, July 08, 2007 8:51 PM
>> Subject: Re: Lightning-List: Going to Oshkosh?
>>
>> G'Day Tex,
>> Peter Disher. Australia here.
>> Yes Tex, I will be there staying at the uni. from 22nd till the 30th,
>> will
>> be there every day, hope to catch up with you.
>> Pete D.
>> ----- Original Message -----
>> From: Tex Mantell
>> To: lightning List
>> Sent: Monday, July 09, 2007 10:21 AM
>> Subject: Lightning-List: Going to Oshkosh?
>>
>> I would like to meet with others who are building Lightinings kits at
>> home. Tex
>>
>>
>> href="http://www.matronics.com/Navigator?Lightning-List
>> ">http://www.matronics.com/Navigator?Lightning-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
>>
>>
>>
>> Date: 8/07/2007 6:32 PM
>>
>>
>>
>>
>> href="http://www.matronics.com/Navigator?Lightning-List
>> ">http://www.matronics.com/Navigator?Lightning-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
>>
>>
>>
>> ====================================
>> ====================================
>> ====================================
>>
>
>
>
Message 8
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| Subject: | Re: Going to Oshkosh? |
Jerry,
Glad to hear that your Lightning is progressing smoothly. Post some
pictures when done. Also, when you see Greg again, tell him that Brian
Whittingham said to tell him hello. Also want to extend the possibility of
flying proving time off any of the planes they build out there. Looking for
a good excuse to get back out to Arizona and to fly Lightnings. I have
between 60-70 hours in these birds now and feel very comfortable flying them
and troubleshooting any issues during those first 5-10 hours. After flying
Jabirus, Esquals, and then Lightnings (actual Esquals before Jabirus) and
conversing with Nick and the crew at KSYI I feel pretty good about
identifying problems that creep in early and see that they are fixed and
flying well before the customer flies them. (Note: The Lightning flies
wonderfully, I'm talking about builder issues or just fine tuning and
calibrating) Anyhow, good luck with the build, Brian W.
From: "Jerry Van Heeswyk" <vanheeswyk@cox.net>
Subject: Re: Lightning-List: Going to Oshkosh?
<vanheeswyk@cox.net>
Sure, Colin, I will be happy to share my experiences, but I apologize in
advance for being wordy. The answers to your questions require some context.
I have been very busy, and hiding among the lurkers, so pleased to have this
opportunity to contribute to the group. I have especially enjoyed Buzz's
comments about his Esqual LS (Lightning Stuff), because I am building a
Lightning ES (Esqual Stuff). Since I am building to be LSA legal, I am not
overly concerned about top speed (can't believe I am saying that). I wanted
wheel pants more for appearance, and there happened to be a set of Esqual
pants available. You can guess the rest.
I originally ordered an Esqual, but when the Spaniards shut down operations,
Pete was able to convert my order to the Lightning. I was pleased with this
solution, and realized that it was not truly a "kit" yet. My aircraft was
more of an advanced prototype. Because of this, there were some parts not
included, and there were no building instructions. Neither was there a bill
of materials, so I didn't realize what was missing until I needed it. Greg
Hobbs, who built one of the first Lightings and lives about an hour away,
offered to provide building guidance and allow me to build my project in his
hangar. Greg's experience, and the space were very helpful in the early
building stages, but the two hour commute made it difficult to progress as
fast as I would have liked. Since then, a build manual has been completed,
and it appears pretty complete with clear descriptions and lots of pictures.
I can now look back, and learn how I could have done things easier. It
contains many good tips.
There was nothing particularly difficult to build, but I would recommend
paying close attention to setting the wing and stab incidence. I am building
my Lightning for LSA, so am attempting to build it straight and light. If I
can trim a couple of knots off of the stall speed, I can avoid installing
the vortex generators. The glass work on my aircraft shows a distinct grid
pattern under the gel coat. I believe most can be removed by a heavy sanding
during paint prep. I am told that later kits do not have this problem. I
have been working on my aircraft a little over a year - at first only a half
day each weekend, along with the smaller projects I could bring and complete
in my shop. I brought the fuselage home a couple of months ago to complete
the FWF, and install the wiring. I don't keep track of build time, but best
guess is it will take about 1500 hours to complete. I am dreading the paint
prep. Greg is building a paint booth, so I'll be taking it back to his place
for final assembly and painting. I hope to be flying by year end.
I mentioned that some of the parts were omitted from the kit. In general,
these were shipped promptly. However, I was working through intermediaries,
and this resulted in some communication lapses. I was becoming desperate for
a couple of things two weeks ago, sent a note to Nick, and had them within a
week. My sense is that all of those involved in the Lightning program are
honest, talented, and hard working. It is a lot of work getting a new
venture off the ground, and they are all very busy, so response has not
always been immediate. That said (for those still considering the
Lightning), I would strongly recommend both the aircraft and the team
creating it.
Hope I did not bore you.
Best Regards,
Jerry
----- Original Message ----- From: <cjk129@cox.net>
Sent: Monday, July 09, 2007 6:18 PM
Subject: Re: Lightning-List: Going to Oshkosh?
>
>Jerry,
>
>Would you share with us:
>
>How are you getting on with your build? How is the build manual and the
>completeness of the kit?
>
>Are there any aspects that you have found particularly challenging?
>
>What is your prognosis for the total hours to finish?
>
>
>Best regards
>Colin K.
>OK
>
>---- Jerry Vanheeswyk <jerryvan@us.ibm.com> wrote:
>>
>>
>>
>>
>>
>>Hello, Tex. I am building a lightning at home, but unfortunately can not
>>make Oshkosh this year. I have been working on my kit for about a year,
>>and
>>hope to fly by the end of 2007. I would be happy to exchange experiences
>>with other homebuilders - sorry it can not be at Oshkosh, but hope to
>>show
>>you my Lightning in person next year.
>>
>>Jerry Van Heeswyk
>>Tucson, Arizona
>>
>>
>>
>> "Tex Mantell"
>> <wb2ssj@earthlink
>> .net> To
>> Sent by: <lightning-list@matronics.com>
>> owner-lightning-l cc
>> ist-server@matron
>> ics.com Subject
>> Re: Lightning-List: Going to
>> Oshkosh?
>> 07/09/2007 05:29
>> AM
>>
>>
>> Please respond to
>> lightning-list@ma
>> tronics.com
>>
>>
>>
>>
>>
>>
>>Peter, will look for you at the lighting booth, I will be helpng down at
>>the sea base the first two days, then up to the main area. Tex
>> ----- Original Message -----
>> From: Peter and Jan Disher
>> To: lightning-list@matronics.com
>> Sent: Sunday, July 08, 2007 8:51 PM
>> Subject: Re: Lightning-List: Going to Oshkosh?
>>
>> G'Day Tex,
>> Peter Disher. Australia here.
>> Yes Tex, I will be there staying at the uni. from 22nd till the 30th,
>>will
>> be there every day, hope to catch up with you.
>> Pete D.
>> ----- Original Message -----
>> From: Tex Mantell
>> To: lightning List
>> Sent: Monday, July 09, 2007 10:21 AM
>> Subject: Lightning-List: Going to Oshkosh?
>>
>> I would like to meet with others who are building Lightinings kits at
>> home. Tex
>>
>>
>> href="http://www.matronics.com/Navigator?Lightning-List
>> ">http://www.matronics.com/Navigator?Lightning-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
>>
>>
>>
>> Date: 8/07/2007 6:32 PM
>>
>>
>>
>>
>> href="http://www.matronics.com/Navigator?Lightning-List
>> ">http://www.matronics.com/Navigator?Lightning-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
>>
>>
>>
>>====================================
>>====================================
>>====================================
>>
>
>
_________________________________________________________________
Local listings, incredible imagery, and driving directions - all in one
place! http://maps.live.com/?wip=69&FORM=MGAC01
Message 9
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| Subject: | Re: Going to Oshkosh? |
Jerry,
Good write up on your Lightning light sport project and your experiences
to date. I have also seen their build manual (helped edit it) and it looked
great. My hat is off to Nick for doing such a great job on it. As you
said, lots of photos to really explain certain processes. Overall one of the
best build manuals I have seen.
You hit the nail on the head when you mentioned keeping your airplane
light. That will be one of the keys to getting the clean stall to be below 45
knots. When flown at 1320 gross the current demo Lightning is pretty close
to that, but would need to use VGs to insure a margin of error. One
suggestion, unless you really want to use the VGs, don't glass your current wing
tips
in place. Make them removable with nut plates and add some extra length of
wire that goes to your tip lights/strobes. You can probably guess why I am
recommending this. If you remember I mentioned walking around at Sun-N-Fun
with Pete and Phil (their fiberglass guy from Wisconsin) and we were looking at
various wing tip extensions. Phil has them designed now (Nick gave me a
drawing of them and they look great) and they may be available sometime after
Oshkosh. They might even have a set on display at Oshkosh. Of course, Nick
will flight test them on the prototype before the design is frozen and before
they will be released to kit builders, but I anticipate only good things.
Yes, you might lose a few knots at low altitude, and a few degrees per second
of
roll rate, but the benefits will be great for the Light Sport Lightning. If
the roll rate is compromised too much Nick and I already have an idea in
mind to increase the aileron span somewhat. The extensions will add about 5
square feet to each wing and that will certainly bring the clean stall to well
below 45 knots. Additional benefits would be to add some climb performance,
increased glide ratio, and possibly even some additional speed at high
altitudes.
Blue Skies,
Buz
************************************** See what's free at http://www.aol.com.
Message 10
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| Subject: | Re: Going to Oshkosh? |
Fantastic Jerry! Thanks for taking the time.
If you ever want to take the finished article "home" and need to stop half way
in Tulsa, there's a welcome for you here.
Colin K.
OK
---- Jerry Van Heeswyk <vanheeswyk@cox.net> wrote:
>
> Sure, Colin, I will be happy to share my experiences, but I apologize in
> advance for being wordy. The answers to your questions require some context.
> I have been very busy, and hiding among the lurkers, so pleased to have this
> opportunity to contribute to the group. I have especially enjoyed Buzz's
> comments about his Esqual LS (Lightning Stuff), because I am building a
> Lightning ES (Esqual Stuff). Since I am building to be LSA legal, I am not
> overly concerned about top speed (can't believe I am saying that). I wanted
> wheel pants more for appearance, and there happened to be a set of Esqual
> pants available. You can guess the rest.
>
> I originally ordered an Esqual, but when the Spaniards shut down operations,
> Pete was able to convert my order to the Lightning. I was pleased with this
> solution, and realized that it was not truly a "kit" yet. My aircraft was
> more of an advanced prototype. Because of this, there were some parts not
> included, and there were no building instructions. Neither was there a bill
> of materials, so I didn't realize what was missing until I needed it. Greg
> Hobbs, who built one of the first Lightings and lives about an hour away,
> offered to provide building guidance and allow me to build my project in his
> hangar. Greg's experience, and the space were very helpful in the early
> building stages, but the two hour commute made it difficult to progress as
> fast as I would have liked. Since then, a build manual has been completed,
> and it appears pretty complete with clear descriptions and lots of pictures.
> I can now look back, and learn how I could have done things easier. It
> contains many good tips.
>
> There was nothing particularly difficult to build, but I would recommend
> paying close attention to setting the wing and stab incidence. I am building
> my Lightning for LSA, so am attempting to build it straight and light. If I
> can trim a couple of knots off of the stall speed, I can avoid installing
> the vortex generators. The glass work on my aircraft shows a distinct grid
> pattern under the gel coat. I believe most can be removed by a heavy sanding
> during paint prep. I am told that later kits do not have this problem. I
> have been working on my aircraft a little over a year - at first only a half
> day each weekend, along with the smaller projects I could bring and complete
> in my shop. I brought the fuselage home a couple of months ago to complete
> the FWF, and install the wiring. I don't keep track of build time, but best
> guess is it will take about 1500 hours to complete. I am dreading the paint
> prep. Greg is building a paint booth, so I'll be taking it back to his place
> for final assembly and painting. I hope to be flying by year end.
>
> I mentioned that some of the parts were omitted from the kit. In general,
> these were shipped promptly. However, I was working through intermediaries,
> and this resulted in some communication lapses. I was becoming desperate for
> a couple of things two weeks ago, sent a note to Nick, and had them within a
> week. My sense is that all of those involved in the Lightning program are
> honest, talented, and hard working. It is a lot of work getting a new
> venture off the ground, and they are all very busy, so response has not
> always been immediate. That said (for those still considering the
> Lightning), I would strongly recommend both the aircraft and the team
> creating it.
>
> Hope I did not bore you.
>
> Best Regards,
> Jerry
> ----- Original Message -----
> From: <cjk129@cox.net>
> To: <lightning-list@matronics.com>
> Sent: Monday, July 09, 2007 6:18 PM
> Subject: Re: Lightning-List: Going to Oshkosh?
>
>
> >
> > Jerry,
> >
> > Would you share with us:
> >
> > How are you getting on with your build? How is the build manual and the
> > completeness of the kit?
> >
> > Are there any aspects that you have found particularly challenging?
> >
> > What is your prognosis for the total hours to finish?
> >
> >
> > Best regards
> > Colin K.
> > OK
> >
> > ---- Jerry Vanheeswyk <jerryvan@us.ibm.com> wrote:
> >>
> >>
> >>
> >>
> >>
> >> Hello, Tex. I am building a lightning at home, but unfortunately can not
> >> make Oshkosh this year. I have been working on my kit for about a year,
> >> and
> >> hope to fly by the end of 2007. I would be happy to exchange experiences
> >> with other homebuilders - sorry it can not be at Oshkosh, but hope to
> >> show
> >> you my Lightning in person next year.
> >>
> >> Jerry Van Heeswyk
> >> Tucson, Arizona
> >>
> >>
> >>
> >> "Tex Mantell"
> >> <wb2ssj@earthlink
> >> .net>
> >> To
> >> Sent by: <lightning-list@matronics.com>
> >> owner-lightning-l
> >> cc
> >> ist-server@matron
> >> ics.com
> >> Subject
> >> Re: Lightning-List: Going to
> >> Oshkosh?
> >> 07/09/2007 05:29
> >> AM
> >>
> >>
> >> Please respond to
> >> lightning-list@ma
> >> tronics.com
> >>
> >>
> >>
> >>
> >>
> >>
> >> Peter, will look for you at the lighting booth, I will be helpng down at
> >> the sea base the first two days, then up to the main area. Tex
> >> ----- Original Message -----
> >> From: Peter and Jan Disher
> >> To: lightning-list@matronics.com
> >> Sent: Sunday, July 08, 2007 8:51 PM
> >> Subject: Re: Lightning-List: Going to Oshkosh?
> >>
> >> G'Day Tex,
> >> Peter Disher. Australia here.
> >> Yes Tex, I will be there staying at the uni. from 22nd till the 30th,
> >> will
> >> be there every day, hope to catch up with you.
> >> Pete D.
> >> ----- Original Message -----
> >> From: Tex Mantell
> >> To: lightning List
> >> Sent: Monday, July 09, 2007 10:21 AM
> >> Subject: Lightning-List: Going to Oshkosh?
> >>
> >> I would like to meet with others who are building Lightinings kits at
> >> home. Tex
> >>
> >>
> >> href="http://www.matronics.com/Navigator?Lightning-List
> >> ">http://www.matronics.com/Navigator?Lightning-List
> >> href="http://forums.matronics.com">http://forums.matronics.com
> >>
> >>
> >>
> >>
> >> Date: 8/07/2007 6:32 PM
> >>
> >>
> >>
> >>
> >> href="http://www.matronics.com/Navigator?Lightning-List
> >> ">http://www.matronics.com/Navigator?Lightning-List
> >> href="http://forums.matronics.com">http://forums.matronics.com
> >>
> >>
> >>
> >>
> >> ====================================
> >> ====================================
> >> ====================================
> >>
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
Message 11
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| Subject: | Conventional Gear Lightning? |
Buz:
Has there been any talk about a tail dragger?
Just a thought?
Jim!
Message 12
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| Subject: | Setting the wing incidence on the Lightning |
Jerry,
One other comment I intended to make and it had to do with your
statement: "I would recommend
paying close attention to setting the wing and stab incidence." Wow, you
hit another home run with that statement - so very true. And it was also kind
of prophetic. Just yesterday morning before I flew back to Virginia, Nick
and I designed a simple tool to do just that. Nick or Mark will fabricate the
tool for their use before the next Lightning gets its wing incidence set.
Before now they were just lining the wing up with the wing outline on the
fuselage. Sometimes it was right, but sometimes it would be slightly off
resulting in a roll one way or the other. The recommended fix was to lower the
flap
slightly on the heavy wing side. With this new tool it should be easier and
much more accurate to set the incidence.
What is the tool? Imagine an "L" shaped tool with the long part of the
"L" being about as long as the cord of the wing. Then along the long part of
the "L" you insert (weld or glue) two fixed points that rest on the wing
and define the incidence of the wing. Don't laugh, but a rough drawing is
below. Now, level the fuselage and then place a level on the long part of the
"L" and adjust until it is level and then set the wing at that incidence. Be
sure to place the tool at the same point on each wing (such as 1 foot out from
the butt) when using the tool. This is a similar method I used when setting
the incidence on the Pitts I built many years ago.
Blue Skies,
Buz
************************************** See what's free at http://www.aol.com.
Message 13
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| Subject: | Re: Conventional Gear Lightning? |
In a message dated 7/10/2007 10:41:58 P.M. Eastern Daylight Time,
pequeajim@gmail.com writes:
Has there been any talk about a tail dragger?
Just a thought?
Jim!
Jim, You bet. With Nick being a dragger fan, it just has to be. Actually,
Nick has it all figured out in his head, but has just been too busy to "make
it happen". But at some point in the future you can expect to see one. And
it will be a beautiful airplane. Just for grins, we held the tail down on
one while the nose gear was off and it just looked so natural. Don't hold your
breath, because he really is busy, but Pete has given him the go ahead when
he has the time.
Blue Skies,
Buz
************************************** See what's free at http://www.aol.com.
Message 14
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| Subject: | Setting the wing incidence on the Lightning |
BUz:
I used the same type of tool when setting the incidence on my giant scale RC
airplanes!
It was made out of wood and each stem being a long threaded rod with a nut
threaded in to the bottom that touches the wing and a "T" nut in the board.
Then I could adjust the rods to suit whatever airfoil I was setting up.
Of course the wing cords where 40-45% of the size of the Lightning.
Slap a digital level on top and it worked like a charm.
Jim!
_____
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
N1BZRich@aol.com
Sent: Tuesday, July 10, 2007 11:00 PM
Subject: Lightning-List: Setting the wing incidence on the Lightning
Jerry,
One other comment I intended to make and it had to do with your
statement: "I would recommend
paying close attention to setting the wing and stab incidence." Wow, you
hit another home run with that statement - so very true. And it was also
kind of prophetic. Just yesterday morning before I flew back to Virginia,
Nick and I designed a simple tool to do just that. Nick or Mark will
fabricate the tool for their use before the next Lightning gets its wing
incidence set. Before now they were just lining the wing up with the wing
outline on the fuselage. Sometimes it was right, but sometimes it would be
slightly off resulting in a roll one way or the other. The recommended fix
was to lower the flap slightly on the heavy wing side. With this new tool
it should be easier and much more accurate to set the incidence.
What is the tool? Imagine an "L" shaped tool with the long part of the
"L" being about as long as the cord of the wing. Then along the long part
of the "L" you insert (weld or glue) two fixed points that rest on the wing
and define the incidence of the wing. Don't laugh, but a rough drawing is
below. Now, level the fuselage and then place a level on the long part of
the "L" and adjust until it is level and then set the wing at that
incidence. Be sure to place the tool at the same point on each wing (such
as 1 foot out from the butt) when using the tool. This is a similar method
I used when setting the incidence on the Pitts I built many years ago.
Blue Skies,
Buz
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
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