Today's Message Index:
----------------------
0. 12:08 AM - Last "Official" Day Of The List Fund Raiser! (Matt Dralle)
1. 05:53 AM - Re: air speeds (Brian Whittingham)
2. 02:52 PM - December Lightning newsletter (N1BZRich@aol.com)
3. 04:10 PM - N 34 YZ Airworthiness (GARY PENNINGTON)
4. 06:06 PM - Re: N 34 YZ Airworthiness (Brian Whittingham)
5. 06:40 PM - Re: N 34 YZ Airworthiness (JOSEPH MATHIAS LINDA MATHIAS)
6. 08:24 PM - Re: N 34 YZ Airworthiness (N1BZRich@aol.com)
7. 08:28 PM - November newsletter (Jim Langley)
8. 08:33 PM - Re: To Linda (Charles Dewey)
9. 09:47 PM - Re: air speeds (N1BZRich@AOL.COM)
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| Subject: | Last "Official" Day Of The List Fund Raiser! |
Dear Listers,
Its November 30th and that means three things:..
1) Today I am now officially 45 years old...
2) It marks that last "official" day of this year's List Fund Raiser!
3) Its the last day I will be bugging everyone for a whole year!
If you use the Lists and enjoy the content and the no-advertising, no-spam, and
no-censorship way in which they're run, please make a Contribution today to support
their continued operation and upkeep. Your $20 or $30 goes a long way
to keep the List bills paid.
I will be posting the List of Contributors next week so make sure your name is
on it!
Thank you to everyone that has made a Contribution so far this year! It is greatly
appreciated.
http://www.matronics.com/contribution
Best regards,
Matt Dralle
Email List and Forum Administrator
Message 1
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Buz=2C
Very interesting and well thought out explanation. I was not aware that
the 601 had split flaps. Didn't some F-4 models have leading edge flaps a
nd some have slats? I had an old instructor that flew A-4's that had the s
lats deploy when the airflow on the wing allowed. He said that it took som
e getting used to looking out and seeing one of those deploy on one side an
d not the other.
I think that I'll teach my students this way as well. I always wondered wh
y at Embry-Riddle that we flew wide and slow bomber patterns. We also didn
't start descent until on the base leg. These all were supposed to be for
traffic avoidance=2C but I always disagreed with it. (as did some instructo
rs) Never mind that we were almost always on a flight plan=2C in controlle
d airspace=2C and had a traffic avoidance system on-board. Don't get me wr
ong=2C I just think the emphasis should have been on scanning technique rat
her than what it was on. I know the risk of dying from a lost engine and f
orced landing are much more likely than that of having a mid-air. If I hit
something slower=2C but still at 70mph I don't think that you've increased
your chances over colliding at 90mph. The part that really never made sen
se to me though was the waiting to descend until on base. The typical thin
g to do would be to extend out your downwind so that you could keep a norma
l glide angle. This put you further from the airport though if you had an
engine failure. If you did try to keep in close to the airport then you ha
d to have a steeper descent angle and that kind of makes for a more likely
mid-air collision I would have to think. I knew that I could make a field
or highway on cross-countries but landing in the middle of the city I wante
d to know that I could make the airfield as there wasn't anywhere else to g
o. Okay I'll get off my soap box now. Brian W.
From: N1BZRich@aol.comDate: Sat=2C 29 Nov 2008 23:53:13 -0500Subject: Re: L
ightning-List: air speedsTo: lightning-list@matronics.com
Because of my USAF flight training=2C I put the flaps full down (30 degrees
for a normal Lightning landing) on downwind. This prevents ever being tem
pted to lower the flaps while in a turn. If you have never had split flaps
- it can be a hand full=2C especially if it happens while in a bank/turn.
I have had that once in F-4s and once in the 601XL that the local EAA chap
ter built. Thankfully=2C I was still on downwind at the time both occurred
.
Another reason I like putting the flaps full down while on downwind is that
it allows me to fly a tighter pattern. Don't get me started on the huge p
atterns that most pilots fly. I am convinced that 90% of the pilots flying
today would never have a chance of making the runway if they lost an engin
e while in the pattern because of the large airline or bomber type patterns
that are flown. And the problem keeps getting worse because most of today
's instructors teach them because that is what they were taught. Yea=2C I
know=2C engines are pretty reliable today. But were we not taught that mos
t engine failures happen when you change power settings - either powering u
p or down. Pulling the power back to land is where I had an engine failure
in the Cub.
Blue Skies=2C
Buz
Life should be easier. So shoum40vanity&ncid=emlcntaolcom00000002">Try th
e NEW AOL.com.
_________________________________________________________________
Get more done=2C have more fun=2C and stay more connected with Windows Mobi
le=AE.
Message 2
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| Subject: | December Lightning newsletter |
All,
This afternoon I send the latest Lightning Newsletter to Pete and Jim to
publish on their respective sites, so by tomorrow it should be there for you
to read. The December issue is a little longer than usual, at 26 pages, but
that includes numerous photos. I think you will enjoy the write up by
"Bear" Bryant on weeks two and three of his build at SYI. There are also
informative articles by other Lightning builders and flyers. Those types of
informative write ups are what make the newsletter fun to read and hopefully provide
good information for the Lightning community. So take this as another plea
for YOU to share some of your experiences with the rest of the Lightning
world. Write something for the newsletter. It is your inputs that help make the
newsletter what it is - and hopefully it is both enjoyable and useful to
current and future builders and flyers. Anything you write will be appreciated
-
information you want to share, technical tips, how to articles, trips you
took in your Lighting, reports on what people had to say when you took them
flying, comments from onlookers when you landed at other airports, absolutely
anything, even your favorite photos to be considered for Lightning of the month
or other centerfolds. Surely everyone wants to see more of those. Heck if
you are bashful, put on a mask. Remember we want the newsletter to be both
fun and informative. You can decide which your article or photo is going to
be. Just sent your inputs directly to me and I will either make you famous
or keep your identity a secret - your choice.
Blue Skies,
Buz
PS: For some inexpensive advertising for the Lightning, print up some copies
of the newsletter and share it with your EAA chapter or leave a copy at your
local airport. Helping the Lightning team is helping all of you.
**************Life should be easier. So should your homepage. Try the NEW
AOL.com.
Message 3
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| Subject: | N 34 YZ Airworthiness |
Good afternoon everyone
Yesterday was the end of my Lightning build process. She was certified
"Airworthy" by the local DAR. Yeah!!!! At long last.
Now, a new era begins....working out the bugs.
First thing this morning, I completed another thorough inspection and
then performed taxi tests. All was good...except the warning messages
from the EFIS. I am having difficulty programming the EIS, EFIS and the
other black boxes. I'm not really computer challenged, but you wouldn't
know now. Nothing seems to be communicating with the EFIS. I guess I'm
going to have to bother Ben again. Sorry Ben.
After a few tweaks, I lined up on the active runway and applied
throttle. With lots of right rudder and a whole lot of anxiety, I zoomed
down the pavement. The first startling thing I noticed was the horrible
oscillations in the gear legs beginning at about 20 mph. I remembered
that other builders experienced the same thing but were able to
eliminate it with balancing. So, I continued accelerating. At around 55,
I rotated and climbed. The engine turned around 2700 rpms but had a
slight vibration. I backed off to about 2600 rpms and it smoothed out.
Weird. Warning messages from the EFIS continued squawking but all the
temps and pressures were very good.
After turning downwind, I backed off the throttle to approx. 1800 rpm to
slow down and apply flaps. I discovered that I need to move my right leg
as far down as possible to allow stick clearance for aileron authority.
Also, the ailerons don't feel to be balanced. I'll call Mark or Nick for
advice.
After turning final, I pulled the throttle off for a nice decent. As it
turned out, the idle was too low and the engine died. There was a
certain amount of "Pucker Factor" involved at that moment but I was over
the threshold and lots of runway ahead, so, I just set it down and
rolled out. The transition training I received from Arion was life
saving. Thanks guys.
I spent the next several hours adjusting and tweaking. Afterward, I took
off again and did five touch and gos. As I said in the beginning, I have
bugs to work out but my girl flys! I have attached two photos for
interested parties.
Have a great day to all.
Gary Pennington
Message 4
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| Subject: | N 34 YZ Airworthiness |
Gary=2C
Congratulations on the first flight! She's a great looking bird. The v
ibration at 2700 rpm has to do with your mixture most likely. I too have h
it the idle too low stop. Good job on getting it down safely. Fly like it
's gonna happen on every flight. (but fix it so that it doesn't!) Many ha
ve had a gear shimmy=2C but I don't think anybody has described it as major
. This is probably a point to explore further and get fixed ASAP if it's r
eally that bad. Many of the other problems are just growing pains. In 5 h
ours or so you'll get it all smoothed out. Good luck and fly safe! Brian
W.
From: pennington@q.comTo: lightning-list@matronics.comSubject: Lightning-Li
st: N 34 YZ AirworthinessDate: Sun=2C 30 Nov 2008 17:07:34 -0700
Good afternoon everyone
Yesterday was the end of my Lightning build process. She was certified "Air
worthy" by the local DAR. Yeah!!!! At long last.
Now=2C a new era begins....working out the bugs.
First thing this morning=2C I completed another thorough inspection and the
n performed taxi tests. All was good...except the warning messages from the
EFIS. I am having difficulty programming the EIS=2C EFIS and the other bla
ck boxes. I'm not really computer challenged=2C but you wouldn't know now.
Nothing seems to be communicating with the EFIS. I guess I'm going to have
to bother Ben again. Sorry Ben.
After a few tweaks=2C I lined up on the active runway and applied throttle.
With lots of right rudder and a whole lot of anxiety=2C I zoomed down the
pavement. The first startling thing I noticed was the horrible oscillations
in the gear legs beginning at about 20 mph. I remembered that other builde
rs experienced the same thing but were able to eliminate it with balancing.
So=2C I continued accelerating. At around 55=2C I rotated and climbed. The
engine turned around 2700 rpms but had a slight vibration. I backed off to
about 2600 rpms and it smoothed out. Weird. Warning messages from the EFIS
continued squawking but all the temps and pressures were very good.
After turning downwind=2C I backed off the throttle to approx. 1800 rpm to
slow down and apply flaps. I discovered that I need to move my right leg as
far down as possible to allow stick clearance for aileron authority. Also
=2C the ailerons don't feel to be balanced. I'll call Mark or Nick for advi
ce.
After turning final=2C I pulled the throttle off for a nice decent. As it t
urned out=2C the idle was too low and the engine died. There was a certain
amount of "Pucker Factor" involved at that moment but I was over the thresh
old and lots of runway ahead=2C so=2C I just set it down and rolled out. Th
e transition training I received from Arion was life saving. Thanks guys.
I spent the next several hours adjusting and tweaking. Afterward=2C I took
off again and did five touch and gos. As I said in the beginning=2C I have
bugs to work out but my girl flys! I have attached two photos for intereste
d parties.
Have a great day to all.
Gary Pennington
_________________________________________________________________
Windows Live Hotmail now works up to 70% faster.
http://windowslive.com/Explore/Hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_fast
er_112008
Message 5
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| Subject: | Re: N 34 YZ Airworthiness |
Gary,
Congratulations! Your plane looks very nice. I have had gear leg
shimmy from almost the beginning also; I upgraded to top of the line
tires and had them balanced. It disappeared for a while but now is back
on most days if my taxi groundspeed is 18 mph or higher; I have noticed
that it is worse if there are two people in the plane. I flew a couple
days ago (solo) and didn't feel it at all so it seems to come and go
without explanation.
Linda
----- Original Message -----
From: GARY PENNINGTON
To: lightning-list
Sent: Sunday, November 30, 2008 7:07 PM
Subject: Lightning-List: N 34 YZ Airworthiness
Good afternoon everyone
Yesterday was the end of my Lightning build process. She was certified
"Airworthy" by the local DAR. Yeah!!!! At long last.
Now, a new era begins....working out the bugs.
First thing this morning, I completed another thorough inspection and
then performed taxi tests. All was good...except the warning messages
from the EFIS. I am having difficulty programming the EIS, EFIS and the
other black boxes. I'm not really computer challenged, but you wouldn't
know now. Nothing seems to be communicating with the EFIS. I guess I'm
going to have to bother Ben again. Sorry Ben.
After a few tweaks, I lined up on the active runway and applied
throttle. With lots of right rudder and a whole lot of anxiety, I zoomed
down the pavement. The first startling thing I noticed was the horrible
oscillations in the gear legs beginning at about 20 mph. I remembered
that other builders experienced the same thing but were able to
eliminate it with balancing. So, I continued accelerating. At around 55,
I rotated and climbed. The engine turned around 2700 rpms but had a
slight vibration. I backed off to about 2600 rpms and it smoothed out.
Weird. Warning messages from the EFIS continued squawking but all the
temps and pressures were very good.
After turning downwind, I backed off the throttle to approx. 1800 rpm
to slow down and apply flaps. I discovered that I need to move my right
leg as far down as possible to allow stick clearance for aileron
authority. Also, the ailerons don't feel to be balanced. I'll call Mark
or Nick for advice.
After turning final, I pulled the throttle off for a nice decent. As
it turned out, the idle was too low and the engine died. There was a
certain amount of "Pucker Factor" involved at that moment but I was over
the threshold and lots of runway ahead, so, I just set it down and
rolled out. The transition training I received from Arion was life
saving. Thanks guys.
I spent the next several hours adjusting and tweaking. Afterward, I
took off again and did five touch and gos. As I said in the beginning, I
have bugs to work out but my girl flys! I have attached two photos for
interested parties.
Have a great day to all.
Gary Pennington
-------------------------------------------------------------------------
-----
Checked by AVG - http://www.avg.com
11/27/2008 7:53 PM
Message 6
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| Subject: | Re: N 34 YZ Airworthiness |
Great job, Gary, and a good looking "jet" you have there. One thing to try
on the gear leg shimmy is to lower the main gear air pressure to 25 to 28 psi
and see if that helps.
Blue Skies,
Buz
**************Life should be easier. So should your homepage. Try the NEW
AOL.com.
Message 7
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| Subject: | November newsletter |
Once again, thanks to Buz and Linda for putting forth a great effort in
getting out the Lightning Newsletter.
The latest can be found at
http://www.jimslightning.com/html/newsletters.html
On another note.
Let me say that Buz's tanks are almost dry, but we all can help with a
little air to air refueling by participating with the newsletter. Here are
some things that you can do to help.
- Continue to send your pictures to the list, (completions,
in-flight, kids in the canopy, whatever; as long as there is a Lightning in
the picture.)
- Tell us about your adventures, (I flew to Martinsburg yesterday
and did some landings on the same runway where the big C-5s play; how was
it?)
- Group trips, tell us about it and how the lightning turns the
$100 hamburger into a $30 hamburger.
- Plans for renovations? (I'm going to mount the new panel in my
Lightning)
- Experience with avionics?
- Your take on equipment that you have used
- Inspections and first flights, (thanks Gary)
- Tips and tricks like those cool tie downs that Gary came up with
- Funny stuff, ("I was standing in line at the bank yesterday when
I.")
- DEALERS DEALERS DEALERS. What's going at your place?
The more we do, the less Buz has to do. Even if we all supplied enough
material for a complete newsletter each month, Buz and Linda would have a
TON of work to put it all together. It is not a minor undertaking, I know
because I used to do it too. Add to that task having to come up with
material and you can all see how it can burn someone out pretty quickly.
Buz was very subtle with his plea for help, I'm not going to be. WE NEED TO
HELP!
(phew.) I feel better now
Jim!
N730AL
www.jimslightning.com
Message 8
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Linda,
Would you be willing to give one hour of dual instruction for compensation in
your bird to a 50K hour retired Air Force fighter pilot? He has lots of hours
in Vans RV's as well. Tenn. is too far from Hagerstown; you are the closest
CFI. My insurance is requiring this or I risk the $90K+I have in my plane for
5 hours of uninsured flight. The pilot is willing to fly to your base. I can be
reached at 571 212-7231. Thanks for your consideration.
Charles
--- On Sun, 11/30/08, JOSEPH MATHIAS LINDA MATHIAS <lbmathias@verizon.net> wrote:
> From: JOSEPH MATHIAS LINDA MATHIAS <lbmathias@verizon.net>
> Subject: Re: Lightning-List: N 34 YZ Airworthiness
> To: lightning-list@matronics.com
> Date: Sunday, November 30, 2008, 9:40 PM
> Gary,
>
> Congratulations! Your plane looks very nice. I have
> had gear leg shimmy from almost the beginning also; I
> upgraded to top of the line tires and had them balanced. It
> disappeared for a while but now is back on most days if my
> taxi groundspeed is 18 mph or higher; I have noticed that it
> is worse if there are two people in the plane. I flew a
> couple days ago (solo) and didn't feel it at all so it
> seems to come and go without explanation.
>
> Linda
> ----- Original Message -----
> From: GARY PENNINGTON
> To: lightning-list
> Sent: Sunday, November 30, 2008 7:07 PM
> Subject: Lightning-List: N 34 YZ Airworthiness
>
>
> Good afternoon everyone
>
> Yesterday was the end of my Lightning build process. She
> was certified "Airworthy" by the local DAR.
> Yeah!!!! At long last.
> Now, a new era begins....working out the bugs.
>
> First thing this morning, I completed another thorough
> inspection and then performed taxi tests. All was
> good...except the warning messages from the EFIS. I am
> having difficulty programming the EIS, EFIS and the other
> black boxes. I'm not really computer challenged, but you
> wouldn't know now. Nothing seems to be communicating
> with the EFIS. I guess I'm going to have to bother Ben
> again. Sorry Ben.
>
> After a few tweaks, I lined up on the active runway and
> applied throttle. With lots of right rudder and a whole lot
> of anxiety, I zoomed down the pavement. The first startling
> thing I noticed was the horrible oscillations in the gear
> legs beginning at about 20 mph. I remembered that other
> builders experienced the same thing but were able to
> eliminate it with balancing. So, I continued accelerating.
> At around 55, I rotated and climbed. The engine turned
> around 2700 rpms but had a slight vibration. I backed off to
> about 2600 rpms and it smoothed out. Weird. Warning messages
> from the EFIS continued squawking but all the temps and
> pressures were very good.
>
> After turning downwind, I backed off the throttle to
> approx. 1800 rpm to slow down and apply flaps. I discovered
> that I need to move my right leg as far down as possible to
> allow stick clearance for aileron authority. Also, the
> ailerons don't feel to be balanced. I'll call Mark
> or Nick for advice.
>
> After turning final, I pulled the throttle off for a nice
> decent. As it turned out, the idle was too low and the
> engine died. There was a certain amount of "Pucker
> Factor" involved at that moment but I was over the
> threshold and lots of runway ahead, so, I just set it down
> and rolled out. The transition training I received from
> Arion was life saving. Thanks guys.
>
> I spent the next several hours adjusting and tweaking.
> Afterward, I took off again and did five touch and gos. As I
> said in the beginning, I have bugs to work out but my girl
> flys! I have attached two photos for interested parties.
>
> Have a great day to all.
>
> Gary Pennington
>
>
> ------------------------------------------------------------------------------
>
>
>
> Checked by AVG - http://www.avg.com
> 11/27/2008 7:53 PM
Message 9
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In a message dated 11/30/2008 8:54:25 A.M. Eastern Standard Time,
dashvii@hotmail.com writes:
I was not aware that the 601 had split flaps. Didn't some F-4 models have
leading edge flaps and some have slats?
Well, the 601 is not supposed to have split flaps, but the way the left and
right flaps are interconnected via telescoping 4130 tubes that are bolted
together inside the fuselage, it became possible after some wear in the bolt
holes or breakage of the AN3 bolt. I corrected the situation by welding the
tubes together.
The F-4E after a certain serial number did have leading edge slats that
would program out during maneuvering flight based on a certain AOA. Good for
a
turning dog fight, but the extra drag of the larger hinges etc, really took
away from top speed. They were hard to get much over Mach 2, where as a clean
F-4C or D would readily go above Mach 2. I once had an old C model to Mach
2.32. You know the old saying - Speed is life. We easily out ran F-15s, 16s
and 18s in Red Flag exercises. But the really fast old fighter is the 105.
We used to race them out of North Vietnam. Initially we could easily out
accelerate them at full military power (and sometimes AB) when leaving the
target area, but about 20 or 30 miles later they would catch us and slowly walk
away. Of course the Thud was originally designed to be a low altitude high
speed penetrator and it did that job very well.
Blue Skies,
Buz
**************Life should be easier. So should your homepage. Try the NEW
AOL.com.
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