Today's Message Index:
----------------------
1. 01:05 AM - Re: Fw: Kit No 36 is finally finished. (Helmut Frensch)
2. 06:39 AM - Re: Fw: Kit No 36 is finally finished. (N1BZRich@aol.com)
3. 02:20 PM - Re: Re: Spin test profiles for Lightning SLSA certification (n5pb@aol.com)
4. 02:29 PM - Re: Re: Bailing out (n5pb@aol.com)
Message 1
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Subject: | Re: Fw: Kit No 36 is finally finished. |
Thanks Brian,the injected engine on my jab runs smoother, has more power
and is very ecenomical especially in cruise. The lightning engine on
ground runups sound good but it has only the base fuel mapping I put in
until I can fine tune it when we start test flying. The real advantage
of electronic fuel injection is once the maps are set up the air fuel
ratio stays the same regardless of atmospheric conditions and altitude.
I advised Steve Biele with the electronic fuel injection on his
lightning and set up his fuel maps. He uses a different throttle body
other than that everything else is the same as my jab and my brothersd
lightning. The problem we are currently having with Steve's system is
EGT distribution between cylinders. The real problem is the poor design
of the jabiru plenum chamber, to over come his problem he will be fittng
6 injectors after christmas and I will be helping him wire it and set up
his fuel maps . If people are interested in how to set up a simple
electonic fuel injection I would be willing to write a articleand send
it to Buz for the newsletter.
Cheers Helmut.
----- Original Message -----
From: Brian Whittingham
To: lightning-list@matronics.com
Sent: Monday, December 07, 2009 12:23 AM
Subject: RE: Lightning-List: Fw: Kit No 36 is finally finished.
Congratulations to you and your brother Helmut. Looks like you did a
really good job. I'd be really interested in hearing more about your
fuel injected setup. 350 hours without trouble is a pretty good data
point. Perhaps you have pictures and could share the story with Buz to
put in a future article? Do you notice anything in particular about the
engine after fuel injecting? Does it seem to run smoother, have more
power, etc? Thanks, Brian W.
-------------------------------------------------------------------------
-----
From: frenschsh@lm.net.au
To: lightning-list@matronics.com
Subject: Lightning-List: Fw: Kit No 36 is finally finished.
Date: Sun, 6 Dec 2009 20:52:40 +1030
----- Original Message -----
Subject: Kit No 36 is finally finished.
We have finally finished this lightning kit after two and a half years
of work.There was a lot of frustation but also a lot of pleasure and the
end result was very pleasing. The kit belongs to my brother John who did
not have the confidence to build so I did the technical side of the work
and my brother the the paint work and trimming. The reason for the
extended build time was my limited time at my brothers place as he lives
over 3 hours drive from my place and we did all the work ourselves no
outside help.. I have built 2 Jabiru kits before which are still in our
family and used frequently.
I fitted a voyager EFIS into the panel the engine is fitted with
electronic fuel injection using a Haltech ECU with Jenvey throttle body
2 RX7 injectors. This is the same set up I fitted to my Jabiru when I
built it and has run over 350hours without trouble.
We are currently doing high speed taxi tests to get used to the toe
brakes. Then into the test flying.
I have attached a number of pictures.
Cheers Helmut ( from South Australia)
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Message 2
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Subject: | Re: Fw: Kit No 36 is finally finished. |
Wow! Super looking airplane! I look forward to hearing more about your
FI installation and the flight performance on your jet. By the way, what
prop are you using? I think you must have the first Lightning with a three
blade composite prop. So, when you guys get the chance, I know our readers
would enjoy articles in the newsletter on the engine/fuel injection set up
and how that three blade prop is working.
Blue Skies,
Buz
In a message dated 12/6/2009 5:46:21 A.M. Eastern Standard Time,
frenschsh@lm.net.au writes:
----- Original Message -----
Subject: Kit No 36 is finally finished.
We have finally finished this lightning kit after two and a half years of
work.There was a lot of frustation but also a lot of pleasure and the end
result was very pleasing. The kit belongs to my brother John who did not
have the confidence to build so I did the technical side of the work and my
brother the the paint work and trimming. The reason for the extended build
time was my limited time at my brothers place as he lives over 3 hours drive
from my place and we did all the work ourselves no outside help.. I have
built 2 Jabiru kits before which are still in our family and used frequently.
I fitted a voyager EFIS into the panel the engine is fitted with
electronic fuel injection using a Haltech ECU with Jenvey throttle body 2 RX7
injectors. This is the same set up I fitted to my Jabiru when I built it and has
run over 350hours without trouble.
We are currently doing high speed taxi tests to get used to the toe
brakes. Then into the test flying.
I have attached a number of pictures.
Cheers Helmut ( from South Australia)
Message 3
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Subject: | Re: Spin test profiles for Lightning SLSA certification |
Buz,
FYI, I received the DOCX versions.
Bear
-----Original Message-----
From: N1BZRich@aol.com
Sent: Sat, Dec 5, 2009 8:55 am
Subject: Re: Lightning-List: Re: Spin test profiles for Lightning SLSA cer
tification
In a message dated 12/5/2009 1:30:00 A.M. Eastern Standard Time, bill@gdsx
.com writes:
Aw Buz, you tease! Am I missing the attachment somehow?
I actually had to send this message (with attachments) out twice. The fir
st I got a message back from matronics saying that "The extension [docx]
is not allowed". The two spin test write ups had been docx files. So I
then saved the files as pdf and resent the message with the pdf attachmen
ts. Seemed to go through fine. If anyone still didn't get the spin test
write ups, let me know. I will try again to the group or even send direc
tly to you.
Buz
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Message 4
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I'm mad too Nick....I had to cut my grass on Saturday.
Bear
-----Original Message-----
From: flylightning <info@flylightning.net>
Sent: Sat, Dec 5, 2009 11:44 am
Subject: RE: Lightning-List: Re: Bailing out
I am reading all of this and all good points from all, see the voice has
not had to speak in this case. However I would like to point something ou
t,
It snowed last night here in TN and it is freakin cold!!!
Nick
From: owner-lightning-list-server@matronics.com [mailto:owner-lightning-li
st-server@matronics.com] On Behalf Of n1bzrich@aol.com
Sent: Saturday, December 05, 2009 10:30 AM
Subject: Re: Lightning-List: Re: Bailing out
Doug,
Well stated, Doug, and outstanding advise. You remain a sage of down
to earth wisdom. Maybe because of your knowledge that sh*t goes downhill
. ;-)
Buz
In a message dated 12/5/2009 9:45:05 A.M. Eastern Standard Time, Kayberg@a
ol.com writes:.
This is more of a general response to Bill and others who are considering
trying more aggressive maneuvers in their Lightning's. I am not writin
g as an expert in aerobatics. I am using several third party anecdotes.
It is just my mental compilations. It is what I have heard from "hang
ar flying"
There seems to be several things that are universal to early attempts at
flying beyond the recommendations of the kit maker.
1) Assumptions that a little experience is enough to handle a Lightning.
That is OK if one is lucky. I have heard of 4 different pilots, at le
ast 2 were former Air Force jet jockeys (not Buz), who tried a sloppy ro
ll in a Lightning and ended up going straight down and needed a high G pul
lout. The plane saved them because of its strength, but it was not a fu
n time.
2) Assumptions that a Lightning is "like" something else, therefore it rea
cts the same way. A couple of the previously mention pilots had high per
formance aerobatic planes. They still screwed up their first roll.
3) Assuming you wont need to "get out" of the plane if something goes bad.
The best case here is the Cessna BugCatcher (SkyCatcher). On two separ
ate occasions, during spin testing, two different airplanes became uncontr
ollable and ended up crashing. Parachutes saved the pilots, but the poin
t is that even experienced pilots with an intimate knowledge of a particul
ar airframe can end up badly..... Do you fly with personal rules? A goo
d one might be, no aerobatic attempts in a Lightning without A)a canopy re
lease and a parachute or B) an airframe chute. Which is why I am impress
ed by Bill's willingness to raise the issue in the first place.
4) Assuming the plane's response wont be abrupt. If you read Buz's accoun
ts, you may recall he had a flap problem during testing and the plane roll
ed upside down ....faster than even he could respond to. You will also no
te to ENTER a spin, it was necessary to pitch the nose up at very high ang
les. Same for doing departure stalls. If you work at doing aggressive
stalls, the plane can also respond aggressively. Remember Buz has a lot
of cautions about becoming inverted and entering flat spins.
5) Ignoring the cautions of people who have done aggressive maneuvers.
There is a reason the most experienced and skilled pilots of Lightnings
dont talk about what they can do in a Lightning. They are afraid someone
who overestimates their piloting skills will try it with fatal results.
Not because the airplane is unsafe, but it WAS NOT DESIGNED FOR AEROBATI
CS!!
6) Not thinking about the effect of their screw up on the "brand". We kn
ow what the Feds just did to the Zenair Zodiac XL. It only took a handful
of crashes, without a single common cause, out of more than 1,000 flying
to "ground" that whole bunch. We have already lost a couple Lightning's
with no common cause.... out of a lot less than 1,000 flying. We really
need Lightning pilots to act wisely, not just for their sake but for the
sake of all of use who love the plane.
7) Not resisting temptation. We all know what it feels like to be buzzing
along on a great day strapped in a fine airplane. A few swerves, turns
and banks feel good and we think she wants to loop, roll or spin. Take
a cold shower first.
FWIW
Doug Koenigsberg
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