Today's Message Index:
----------------------
1. 02:50 PM - Re: Building of metal wings (William Bernard)
2. 03:58 PM - Re: 0-235 IN A W-8 (Bill newkirk)
3. 04:50 PM - Re: Building of metal wings (David Stroud)
4. 05:25 PM - Re: 0-235 IN A W-8 (David Magaw)
5. 09:11 PM - Re: 0-235 IN A W-8 (Bill newkirk)
Message 1
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| Subject: | Re: Building of metal wings |
--> Tailwind-List message posted by: "William Bernard" <billbernard@worldnet.att.net>
Ross, I'm another one of the guys building metal wings. My tailwind will be
powered with an O-320 Lycoming and will not have fuel in the wings.
I built the wings from Calbie Woods' plans and did not have any trouble
buying materials. I got them from Wicks Aircraft Supply in Highland, IL, for
what it's worth.
I decided on metal since I had the tools to work it, and did not have the
tools to work with wood. I was also building the wings in a hangar without
heat in the winter, so temperatures became an issue.
I left the fuel out of the wings because it looked like it would be a big
job to seal the wings, and possibly a maintenance problem at some point in
the future if the wings began to leak. Also, there was no help from the
plans as to how to actually construct the tanks, just a note that said "the
tanks goe here".
It also appeard to me that fuel pumps would be necessary to get fuel out of
the tanks reliably. I understand that the prototype had them, but that
another tailwind, which put all the fuel in the wings, did not. (This one
was described in the Tailwind Times.) In order to keep things simple, I
elected to go with a single tank in the fuselage. I am in the process of
building that now. I hope for about 30 gallons which should be adequate for
my needs. I think the advice about this quantity of fuel and a small engine
is sound. Remember that any aircraft will only lift so much and it is
possible to put in so much fuel that there is no way to carry anything else.
I also agree that the metal wing will probably be slower than an equivalent
wooden wing. The surface will be rougher just due to the thin metal skins.
How much difference this makes will probably vary from aircraft to aircraft.
I would also point out that if you intend to incorporate some of Jim
Clement's modifications, there can be a conflict with the metal wing. As
designed, the flap/aileron torque tubes are two inches (approximately)
further forward than they are in the wooden wing. If the door is enlarged,
the pushrods go across the door opening, if other parts are built as
designed. Things also get tight if the off set rear spar carry-thru is used.
Things will fit, but it gets close.
The metal wing is an option, depending on one's skills and comfort with
various materials. I'll know more after my aircraft flys.
Good Luck
Bill
----- Original Message -----
From: "Ross & Shirley Leach" <bacs@powerup.com.au>
Subject: Tailwind-List: Building of metal wings
> --> Tailwind-List message posted by: "Ross & Shirley Leach"
<bacs@powerup.com.au>
>
> G'day All
>
> I am now putting together all my info I have collected on building a W10
TW and would like any of your thoughts on building metal wings (and any
thing else you may think I should consider). I am comfortable working with
alloy and would like to carry more fuel than the under-dash tank will hold
(remember it is a large country with a lot of nothing in-between some of our
waypoints and you have to carry enough fuel to get home or to a fuel supply.
Avgas is had to get out in the bush here). Could anybody advise me on the
pros and cons of the two wing choices. I am also considering adding 1 foot
more of wing per side.
>
> I intend using a Rotax 914 (115hp)or a 3300 (120hp) Jabiru 6 cyl so I can
keep the weight down so as it can be registered with the AUF (Australian
Ultralight Federation). I will be quite happy with 120 knot + cruise. I
have flown ultralights for 15 years and do not want to get involved with
GA's and our Governments CASA with 100 hourly's and the associated expense.
>
> I have a CFM Streak Shadow (860 hours on the clock) I built from a kit
which now has a 2200 Jabiru that I have flown all around the eastern side of
Australia for the last 10 years. Next month in February I will be flying
down to Avalon Airport near Melbourne Victoria to the Avalon Airshow from my
home base at Caboolture just north of Brisbane Queensland. I need a good
cross country aircraft to go further a-field and I feel a TW looks like the
answer. A friend of mine is also wishing to build one with me if I go
ahead. There are only a hand full of TW here in Australia and most of them
are W8s'. I was told there is three W10 under construction in NSW the state
below Queensland were I live. I am lucky enough to have a W8 hangered 2
doors away form me at Caboolture (www.cabaeroclub.org.au) which I have flown
three times and was quite impressed with its performance with the 0-200
(100hp) in it. Please feel free to check our web site out. Awaiting you
replies.
>
> Ross Leach (Caboolture, Queensland, Australia)
>
>
Message 2
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| Subject: | Re: 0-235 IN A W-8 |
--> Tailwind-List message posted by: "Bill newkirk" <bilnewkirk@msn.com>
DAVE;
Thanks for your reply.
How much modification have you done to the tail feathers?
Bill Newkirk
Fresno
N13BN (Murphy Rebel)
----- Original Message -----
From: "David Magaw" <dmagaw@att.net>
Subject: Re: Tailwind-List: 0-235 IN A W-8
> --> Tailwind-List message posted by: "David Magaw" <dmagaw@att.net>
>
> Bill: I have a W-8 (but with W-10 tailfeathers and modified W-10
controls)
> that I flew with an O-235 for a year (156 hours) both long cross country
and
> local flights. It is a delightful plane to fly. Max speed was about 157
> MPH, but I think I could have gained a few MPH with a prop with a little
> less pitch, and perhaps a little cleanup on the airframe here and there.
My
> biggest complaint was that at gross (1300#, mty was 800#) and higher
density
> altitudes, the takeoff and climb performance was much like a Cessna 150.
> Again, some prop mods could have improved that some. But I want to be
able
> to fly out of Tahoe and places in New Mexico and Colorado on hot days with
> two people and baggage and still have fuel to get somewhere. The O-235
will
> not give safe performance with those conditions, in my opinion.
Therefore,
> I am in the process of converting to a 150 HP O-320. It will fit right in
> and the weight is not much more. I am going to add an auxiliary fuel tank
> behind the seat, also will help with the W&B.
>
> Dave
> N202Q
> W-8+
>
> >
> > I appreciated Boud's response to the question of a 320 in a W8. How
about
> > an O-235. I have one and have dis-assembled it for rebuilding. I have
a
> > W8/W9 to put it in.
> >
> > Bill Newkirk,
> > Fresno, CA
> >
> >
> > ----- Original Message -----
> > From: "Boud Kuenen" <bkuenen@horizonaero.com>
> > To: <tailwind-list@matronics.com>
> > Subject: Re: Tailwind-List: 0-320 installed in W-8
> >
> >
> > > --> Tailwind-List message posted by: "Boud Kuenen"
> > <bkuenen@horizonaero.com>
> > >
> > > Gary,
> > >
> > > The W-8 airframe is about 7 inches shorter than a W-10 and it has less
> > > horizontal stabilizer area as well as different design horizontal
> > stabilizer
> > > incidence. If you assume that your weight and balance will be OK
(which
> > it
> > > won't), the higher speed will cause a higher wing torsion moment on
the
> > > airframe which will require a greater balancing force from the
> horizontal
> > > stabilizer. This means you will have to reset the leading edge of the
> > tail
> > > down. This will cause greater trim drag, and reduce the amount of
> > nose-down
> > > force available for such tings as high angle of attach recovery. The
> net
> > > increase in airspeed will not be what you might expect and you will
> > > substantialy reduce the stability of the airplane. In certified
> airplanes
> > > that went to bigger engines over the years, (like cessna 210 and Piper
> > > Comanche) the solution was/is a complicated system of balance springs
> and
> > > bob weights attached to the elevator system; certainly not what you
want
> > to
> > > put in a Tailwind. If you compute the numbers on horsepower only,
> (forget
> > > increased weight, cooling drag, trim drag, propeller efficiency, etc.)
> the
> > > expected speed increase from a 150 hp engine would be about 18%, but
> given
> > > everything else thats involved, it probably wouldn't even be 10%.
Also
> ,
> > > you would have an airplane that is less stable, feel sluggish on the
> > > controls (especially in pitch), have less useful load and range, etc.,
> > etc.
> > > See why Steve said, "keep it light"? In my opinion, a W-8 is one of
the
> > > best airplanes ever designed for 85-100 hp, keep it that way.
> > >
> > > Boud Kuenen
> > > NX888WT
> > > ----- Original Message -----
> > > From: "Gary Fincher" <backcountry@peedeeworld.net>
> > > To: <tailwind-list@matronics.com>
> > > Subject: Tailwind-List: 0-320 installed in W-8
> > >
> > >
> > > > --> Tailwind-List message posted by: "Gary Fincher"
> > > <backcountry@peedeeworld.net>
> > > >
> > > > I have a W-8 with a C-90 and am interested in installing a 0-320. I
> was
> > > told that the W-8 wasn't designed for the 0-320 to be installed. Is
> there
> > > any out there flying? If so what needs to be done? Any replies will be
> > > appreciated. Thanks, Gary Fincher
> > > >
> > > >
> > >
> > >
> >
> >
>
>
Message 3
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| Subject: | Re: Building of metal wings |
--> Tailwind-List message posted by: "David Stroud" <davestroud@rogers.com>
Nicely said, Bill. A couple of bits of info if I may. The Widow of the late Les
Staples, a long time
EAA chapter 245 member, has a pair of W10 wood wings for sale. They were well built
and done
to the extent of lower skin attached, ready for inspection. I think I saw some
4130 tubing as well,
that I suspect would be for the aileron parts. Nice work and the asking price 6
months ago was
$2K Cdn. I think the top skin ply was included too.
I could give her a call if anyone is interested.
Jack Steele is my local Tailwind contact, a fine dood with a fine Tailwind example,
racking up many
hours over the last 20 years or so. The reason for my interest on this list is
to figure out what to build
next and my interest runs from a Minicoupe to a Fairchild FC2.
Dave Stroud
L 16 B replica (Christavia)
C-FDWS Ottawa, Canada
----- Original Message -----
From: "William Bernard" <billbernard@worldnet.att.net>
Subject: Re: Tailwind-List: Building of metal wings
> --> Tailwind-List message posted by: "William Bernard" <billbernard@worldnet.att.net>
>
> Ross, I'm another one of the guys building metal wings. My tailwind will be
> powered with an O-320 Lycoming and will not have fuel in the wings.
>
> I built the wings from Calbie Woods' plans and did not have any trouble
> buying materials. I got them from Wicks Aircraft Supply in Highland, IL, for
> what it's worth.
>
> I decided on metal since I had the tools to work it, and did not have the
> tools to work with wood. I was also building the wings in a hangar without
> heat in the winter, so temperatures became an issue.
>
> I left the fuel out of the wings because it looked like it would be a big
> job to seal the wings, and possibly a maintenance problem at some point in
> the future if the wings began to leak. Also, there was no help from the
> plans as to how to actually construct the tanks, just a note that said "the
> tanks goe here".
>
> It also appeard to me that fuel pumps would be necessary to get fuel out of
> the tanks reliably. I understand that the prototype had them, but that
> another tailwind, which put all the fuel in the wings, did not. (This one
> was described in the Tailwind Times.) In order to keep things simple, I
> elected to go with a single tank in the fuselage. I am in the process of
> building that now. I hope for about 30 gallons which should be adequate for
> my needs. I think the advice about this quantity of fuel and a small engine
> is sound. Remember that any aircraft will only lift so much and it is
> possible to put in so much fuel that there is no way to carry anything else.
>
> I also agree that the metal wing will probably be slower than an equivalent
> wooden wing. The surface will be rougher just due to the thin metal skins.
> How much difference this makes will probably vary from aircraft to aircraft.
>
> I would also point out that if you intend to incorporate some of Jim
> Clement's modifications, there can be a conflict with the metal wing. As
> designed, the flap/aileron torque tubes are two inches (approximately)
> further forward than they are in the wooden wing. If the door is enlarged,
> the pushrods go across the door opening, if other parts are built as
> designed. Things also get tight if the off set rear spar carry-thru is used.
> Things will fit, but it gets close.
>
> The metal wing is an option, depending on one's skills and comfort with
> various materials. I'll know more after my aircraft flys.
>
> Good Luck
>
> Bill
> ----- Original Message -----
> From: "Ross & Shirley Leach" <bacs@powerup.com.au>
> To: "Tailwind-List" <tailwind-list@matronics.com>
> Subject: Tailwind-List: Building of metal wings
>
>
> > --> Tailwind-List message posted by: "Ross & Shirley Leach"
> <bacs@powerup.com.au>
> >
> > G'day All
> >
> > I am now putting together all my info I have collected on building a W10
> TW and would like any of your thoughts on building metal wings (and any
> thing else you may think I should consider). I am comfortable working with
> alloy and would like to carry more fuel than the under-dash tank will hold
> (remember it is a large country with a lot of nothing in-between some of our
> waypoints and you have to carry enough fuel to get home or to a fuel supply.
> Avgas is had to get out in the bush here). Could anybody advise me on the
> pros and cons of the two wing choices. I am also considering adding 1 foot
> more of wing per side.
> >
> > I intend using a Rotax 914 (115hp)or a 3300 (120hp) Jabiru 6 cyl so I can
> keep the weight down so as it can be registered with the AUF (Australian
> Ultralight Federation). I will be quite happy with 120 knot + cruise. I
> have flown ultralights for 15 years and do not want to get involved with
> GA's and our Governments CASA with 100 hourly's and the associated expense.
> >
> > I have a CFM Streak Shadow (860 hours on the clock) I built from a kit
> which now has a 2200 Jabiru that I have flown all around the eastern side of
> Australia for the last 10 years. Next month in February I will be flying
> down to Avalon Airport near Melbourne Victoria to the Avalon Airshow from my
> home base at Caboolture just north of Brisbane Queensland. I need a good
> cross country aircraft to go further a-field and I feel a TW looks like the
> answer. A friend of mine is also wishing to build one with me if I go
> ahead. There are only a hand full of TW here in Australia and most of them
> are W8s'. I was told there is three W10 under construction in NSW the state
> below Queensland were I live. I am lucky enough to have a W8 hangered 2
> doors away form me at Caboolture (www.cabaeroclub.org.au) which I have flown
> three times and was quite impressed with its performance with the 0-200
> (100hp) in it. Please feel free to check our web site out. Awaiting you
> replies.
> >
> > Ross Leach (Caboolture, Queensland, Australia)
> >
> >
>
>
>
>
>
>
Message 4
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| Subject: | Re: 0-235 IN A W-8 |
--> Tailwind-List message posted by: "David Magaw" <dmagaw@att.net>
I only sized the tailfeathers to the W-10 size, but rounded the leading
outer corner to look more W-8 style rather than the sharp corner of the
W-10. I have the counter weight portion just like the W-10, and I balanced
the elevator at the hinge line (with covering). The leading edge of the
horizontal stab, because of the slightly increased size, is ahead of the
place where it normally bolts to the fuselage. I just used a locking
nutplate in the stab and bolt through from inside the fuselage. The
vertical stab and rudder are sized to the same area as the W-10 (slightly
larger than W-8), but again had the rounded leading corner per W-8 style.
You can see pics of my plane on the Unofficial tailwind site under N202Q.
Dave
----- Original Message -----
From: "Bill newkirk" <bilnewkirk@msn.com>
Subject: Re: Tailwind-List: 0-235 IN A W-8
> --> Tailwind-List message posted by: "Bill newkirk" <bilnewkirk@msn.com>
>
> DAVE;
> Thanks for your reply.
> How much modification have you done to the tail feathers?
>
> Bill Newkirk
> Fresno
> N13BN (Murphy Rebel)
>
> ----- Original Message -----
> From: "David Magaw" <dmagaw@att.net>
> To: <tailwind-list@matronics.com>
> Subject: Re: Tailwind-List: 0-235 IN A W-8
>
>
> > --> Tailwind-List message posted by: "David Magaw" <dmagaw@att.net>
> >
> > Bill: I have a W-8 (but with W-10 tailfeathers and modified W-10
> controls)
> > that I flew with an O-235 for a year (156 hours) both long cross country
> and
> > local flights. It is a delightful plane to fly. Max speed was about
157
> > MPH, but I think I could have gained a few MPH with a prop with a little
> > less pitch, and perhaps a little cleanup on the airframe here and there.
> My
> > biggest complaint was that at gross (1300#, mty was 800#) and higher
> density
> > altitudes, the takeoff and climb performance was much like a Cessna 150.
> > Again, some prop mods could have improved that some. But I want to be
> able
> > to fly out of Tahoe and places in New Mexico and Colorado on hot days
with
> > two people and baggage and still have fuel to get somewhere. The O-235
> will
> > not give safe performance with those conditions, in my opinion.
> Therefore,
> > I am in the process of converting to a 150 HP O-320. It will fit right
in
> > and the weight is not much more. I am going to add an auxiliary fuel
tank
> > behind the seat, also will help with the W&B.
> >
> > Dave
> > N202Q
> > W-8+
> >
> > >
> > > I appreciated Boud's response to the question of a 320 in a W8. How
> about
> > > an O-235. I have one and have dis-assembled it for rebuilding. I
have
> a
> > > W8/W9 to put it in.
> > >
> > > Bill Newkirk,
> > > Fresno, CA
> > >
> > >
> > > ----- Original Message -----
> > > From: "Boud Kuenen" <bkuenen@horizonaero.com>
> > > To: <tailwind-list@matronics.com>
> > > Subject: Re: Tailwind-List: 0-320 installed in W-8
> > >
> > >
> > > > --> Tailwind-List message posted by: "Boud Kuenen"
> > > <bkuenen@horizonaero.com>
> > > >
> > > > Gary,
> > > >
> > > > The W-8 airframe is about 7 inches shorter than a W-10 and it has
less
> > > > horizontal stabilizer area as well as different design horizontal
> > > stabilizer
> > > > incidence. If you assume that your weight and balance will be OK
> (which
> > > it
> > > > won't), the higher speed will cause a higher wing torsion moment on
> the
> > > > airframe which will require a greater balancing force from the
> > horizontal
> > > > stabilizer. This means you will have to reset the leading edge of
the
> > > tail
> > > > down. This will cause greater trim drag, and reduce the amount of
> > > nose-down
> > > > force available for such tings as high angle of attach recovery.
The
> > net
> > > > increase in airspeed will not be what you might expect and you will
> > > > substantialy reduce the stability of the airplane. In certified
> > airplanes
> > > > that went to bigger engines over the years, (like cessna 210 and
Piper
> > > > Comanche) the solution was/is a complicated system of balance
springs
> > and
> > > > bob weights attached to the elevator system; certainly not what you
> want
> > > to
> > > > put in a Tailwind. If you compute the numbers on horsepower only,
> > (forget
> > > > increased weight, cooling drag, trim drag, propeller efficiency,
etc.)
> > the
> > > > expected speed increase from a 150 hp engine would be about 18%, but
> > given
> > > > everything else thats involved, it probably wouldn't even be 10%.
> Also
> > ,
> > > > you would have an airplane that is less stable, feel sluggish on the
> > > > controls (especially in pitch), have less useful load and range,
etc.,
> > > etc.
> > > > See why Steve said, "keep it light"? In my opinion, a W-8 is one of
> the
> > > > best airplanes ever designed for 85-100 hp, keep it that way.
> > > >
> > > > Boud Kuenen
> > > > NX888WT
> > > > ----- Original Message -----
> > > > From: "Gary Fincher" <backcountry@peedeeworld.net>
> > > > To: <tailwind-list@matronics.com>
> > > > Subject: Tailwind-List: 0-320 installed in W-8
> > > >
> > > >
> > > > > --> Tailwind-List message posted by: "Gary Fincher"
> > > > <backcountry@peedeeworld.net>
> > > > >
> > > > > I have a W-8 with a C-90 and am interested in installing a 0-320.
I
> > was
> > > > told that the W-8 wasn't designed for the 0-320 to be installed. Is
> > there
> > > > any out there flying? If so what needs to be done? Any replies will
be
> > > > appreciated. Thanks, Gary Fincher
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
Message 5
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| Subject: | Re: 0-235 IN A W-8 |
--> Tailwind-List message posted by: "Bill newkirk" <bilnewkirk@msn.com>
DAVE;
I don't know what you mean when you say you "balanced the elevator at the
hinge line(with covering)." Please enlighten me.
Thanks,
Bill Newkirk
Fresno CA
----- Original Message -----
From: "David Magaw" <dmagaw@att.net>
Subject: Re: Tailwind-List: 0-235 IN A W-8
> --> Tailwind-List message posted by: "David Magaw" <dmagaw@att.net>
>
> I only sized the tailfeathers to the W-10 size, but rounded the leading
> outer corner to look more W-8 style rather than the sharp corner of the
> W-10. I have the counter weight portion just like the W-10, and I
balanced
> the elevator at the hinge line (with covering). The leading edge of the
> horizontal stab, because of the slightly increased size, is ahead of the
> place where it normally bolts to the fuselage. I just used a locking
> nutplate in the stab and bolt through from inside the fuselage. The
> vertical stab and rudder are sized to the same area as the W-10 (slightly
> larger than W-8), but again had the rounded leading corner per W-8 style.
> You can see pics of my plane on the Unofficial tailwind site under N202Q.
>
> Dave
>
>
> ----- Original Message -----
> From: "Bill newkirk" <bilnewkirk@msn.com>
> To: <tailwind-list@matronics.com>
> Subject: Re: Tailwind-List: 0-235 IN A W-8
>
>
> > --> Tailwind-List message posted by: "Bill newkirk" <bilnewkirk@msn.com>
> >
> > DAVE;
> > Thanks for your reply.
> > How much modification have you done to the tail feathers?
> >
> > Bill Newkirk
> > Fresno
> > N13BN (Murphy Rebel)
> >
> > ----- Original Message -----
> > From: "David Magaw" <dmagaw@att.net>
> > To: <tailwind-list@matronics.com>
> > Subject: Re: Tailwind-List: 0-235 IN A W-8
> >
> >
> > > --> Tailwind-List message posted by: "David Magaw" <dmagaw@att.net>
> > >
> > > Bill: I have a W-8 (but with W-10 tailfeathers and modified W-10
> > controls)
> > > that I flew with an O-235 for a year (156 hours) both long cross
country
> > and
> > > local flights. It is a delightful plane to fly. Max speed was about
> 157
> > > MPH, but I think I could have gained a few MPH with a prop with a
little
> > > less pitch, and perhaps a little cleanup on the airframe here and
there.
> > My
> > > biggest complaint was that at gross (1300#, mty was 800#) and higher
> > density
> > > altitudes, the takeoff and climb performance was much like a Cessna
150.
> > > Again, some prop mods could have improved that some. But I want to be
> > able
> > > to fly out of Tahoe and places in New Mexico and Colorado on hot days
> with
> > > two people and baggage and still have fuel to get somewhere. The
O-235
> > will
> > > not give safe performance with those conditions, in my opinion.
> > Therefore,
> > > I am in the process of converting to a 150 HP O-320. It will fit
right
> in
> > > and the weight is not much more. I am going to add an auxiliary fuel
> tank
> > > behind the seat, also will help with the W&B.
> > >
> > > Dave
> > > N202Q
> > > W-8+
> > >
> > > >
> > > > I appreciated Boud's response to the question of a 320 in a W8. How
> > about
> > > > an O-235. I have one and have dis-assembled it for rebuilding. I
> have
> > a
> > > > W8/W9 to put it in.
> > > >
> > > > Bill Newkirk,
> > > > Fresno, CA
> > > >
> > > >
> > > > ----- Original Message -----
> > > > From: "Boud Kuenen" <bkuenen@horizonaero.com>
> > > > To: <tailwind-list@matronics.com>
> > > > Subject: Re: Tailwind-List: 0-320 installed in W-8
> > > >
> > > >
> > > > > --> Tailwind-List message posted by: "Boud Kuenen"
> > > > <bkuenen@horizonaero.com>
> > > > >
> > > > > Gary,
> > > > >
> > > > > The W-8 airframe is about 7 inches shorter than a W-10 and it has
> less
> > > > > horizontal stabilizer area as well as different design horizontal
> > > > stabilizer
> > > > > incidence. If you assume that your weight and balance will be OK
> > (which
> > > > it
> > > > > won't), the higher speed will cause a higher wing torsion moment
on
> > the
> > > > > airframe which will require a greater balancing force from the
> > > horizontal
> > > > > stabilizer. This means you will have to reset the leading edge of
> the
> > > > tail
> > > > > down. This will cause greater trim drag, and reduce the amount of
> > > > nose-down
> > > > > force available for such tings as high angle of attach recovery.
> The
> > > net
> > > > > increase in airspeed will not be what you might expect and you
will
> > > > > substantialy reduce the stability of the airplane. In certified
> > > airplanes
> > > > > that went to bigger engines over the years, (like cessna 210 and
> Piper
> > > > > Comanche) the solution was/is a complicated system of balance
> springs
> > > and
> > > > > bob weights attached to the elevator system; certainly not what
you
> > want
> > > > to
> > > > > put in a Tailwind. If you compute the numbers on horsepower only,
> > > (forget
> > > > > increased weight, cooling drag, trim drag, propeller efficiency,
> etc.)
> > > the
> > > > > expected speed increase from a 150 hp engine would be about 18%,
but
> > > given
> > > > > everything else thats involved, it probably wouldn't even be 10%.
> > Also
> > > ,
> > > > > you would have an airplane that is less stable, feel sluggish on
the
> > > > > controls (especially in pitch), have less useful load and range,
> etc.,
> > > > etc.
> > > > > See why Steve said, "keep it light"? In my opinion, a W-8 is one
of
> > the
> > > > > best airplanes ever designed for 85-100 hp, keep it that way.
> > > > >
> > > > > Boud Kuenen
> > > > > NX888WT
> > > > > ----- Original Message -----
> > > > > From: "Gary Fincher" <backcountry@peedeeworld.net>
> > > > > To: <tailwind-list@matronics.com>
> > > > > Subject: Tailwind-List: 0-320 installed in W-8
> > > > >
> > > > >
> > > > > > --> Tailwind-List message posted by: "Gary Fincher"
> > > > > <backcountry@peedeeworld.net>
> > > > > >
> > > > > > I have a W-8 with a C-90 and am interested in installing a
0-320.
> I
> > > was
> > > > > told that the W-8 wasn't designed for the 0-320 to be installed.
Is
> > > there
> > > > > any out there flying? If so what needs to be done? Any replies
will
> be
> > > > > appreciated. Thanks, Gary Fincher
> > > > > >
> > > > > >
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
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