Today's Message Index:
----------------------
1. 06:42 AM - Re: RV7-List Digest: 4 Msgs - 02/25/06 (llsbiii3@netzero.net)
2. 12:23 PM - Re:RE Dangerous ER fuel tanks ()
3. 12:39 PM - Re: Defroster-system? (Curt Reimer)
Message 1
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| Subject: | Re: RV7-List Digest: 4 Msgs - 02/25/06 |
I believe the Grummans suffer from a small tail volume. When ventral and dorsal
fins are added the spin charastices improve.
Sherman Butler
Time: 05:42:53 AM PST US
From: Brian Gawronski <six_rabbits@yahoo.com>
Subject: RV7-List: RE Dangerous ER fuel tanks
The two-place Grumman American AA-1 uses its
full-length tubular main spar as the fuel tank.
Because of this, it is placarded against spins, and
has been involved in numerous spin accidents. NASA
has used it as a spin research plane (with a
spin-recovery chute mounted at the tail!)
> >were potentially dangerous.
> >He said that during spin, the fuel would be sloshed
> to >the outboard end of the
> >fueltank thus making it difficult or impossible to
> >revover from a spin.
>
I believe the Grummans suffer from a small tail volume. When ventral and dorsal
fins are added the spin charastices improve.
Sherman Butler
Time: 05:42:53 AM PST US
From: Brian Gawronski <A class=3Dm1 onclick=3D"top.checkNewBrowser('26?To=3Dsix_rabbits@yahoo.comcount=3D1140964291')"
#">six_rabbits@yahoo.com
Subject: RV7-List: RE Dangerous ER fuel tanks
The two-place Grumman American AA-1 uses its
full-length tubular main spar as the fuel tank.
Because of this, it is placarded against spins, and
has been involved in numerous spin accidents. NASA
has used it as a spin research plane (with a
spin-recovery chute mounted at the tail!)
were potentially dangerous.
He said that during spin, the fuel would be sloshed
to the outboard end of the
fueltank thus making it difficult or impossible to
revover from a spin.
Message 2
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| Subject: | Re:RE Dangerous ER fuel tanks |
It is because of the TINY vertical stabilizer and rudder. Also the wing blankets
the tail. The fuel may have something to do with it, but that is only incidental
I believe. I did not read the report on the AA-1 many years ago, but I am
aware of it. George
From: Brian Gawronski <six_rabbits@yahoo.com>
Subject: RV7-List: RE Dangerous ER fuel tanks
The two-place Grumman American AA-1 uses its
full-length tubular main spar as the fuel tank.
Because of this, it is placarded against spins, and
has been involved in numerous spin accidents. NASA
has used it as a spin research plane (with a
spin-recovery chute mounted at the tail!)
My advice would be to avoid spins unless the ER
tanks are empty. Or wear a parachute and be prepared to
use it.
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Message 3
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| Subject: | Re: Defroster-system? |
--> RV7-List message posted by: "Curt Reimer" <cgreimer@mts.net>
> I've another one for you:
> In addition to the cabin heat, I also need a way to send warm air to the
> windshield, in other words a defrost system.
>
> I was thinking that maybe I could mount an "Y" coupling on the hose
> supplying cabin heat and route warm air from the "Y" intersection to the
> windshield, if I cut out some long slots in the area just below the
> windshield. (almost like a car)
>
> How has other builders living in cold areas solved this?
I regularly fly in cold temps with my RV-6. I have the dual muffin fan
defroster setup with no hot air feed. I run the fans at anything below 10C
0C and above - canopy and windshield stay relativly clear at all times.
0C to -10C - canopy will fog up during startup and taxi but fans keep the
windshield clear. Once in the air the rest of the canopy will quickly clear
and stay that way until on the ground
-10 to -20C - canopy and windshield will fog up during startup but usually
the fans will keep a small viewing area clear. I need to rub the frost off
the side windows to see adequately during taxi and takeoff. Once in the air
the canopy gradually clears.
-30C and below - the heating/defrost system has a hard time coping but with
cruise power the windshield will become mostly clear. The side windows
require constant manual clearing.
This is all with one person on board as I don't carry a lot of passengers in
winter.
One critical thing is not to overheat yourself and start sweating before
entering the cockpit. If I need to clear snow from the hangar or anything
physical, I'll cool down for awhile before getting in. I usually keep the
canopy cracked until the engine is running, then I open the air vents to
keep the air flowing until I'm ready for takeoff. You dont get any engine
heat at idle anyway.
Curt
RV-6 C-GACR
375 hours
Winnipeg, Canada
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