Today's Message Index:
----------------------
1. 04:02 AM - Re: 0-235 IN A W-8 (Rick and Cindy)
2. 05:54 AM - Re: 0-235 IN A W-8 (Boud Kuenen)
Message 1
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| Subject: | Re: 0-235 IN A W-8 |
--> Tailwind-List message posted by: Rick and Cindy <rcaviate@ne.infi.net>
Bill: Aerodynamic balancing is somewhat of a misnomer, at best only partial
balancing is achieved, also, the balancing force on the tab will of course vary
greatly depending on how fast you're going.
Rick
N241SW
Bill newkirk wrote:
> --> Tailwind-List message posted by: "Bill newkirk" <bilnewkirk@msn.com>
>
> If the elevators are not balanced statically, how does one proceed to
> balance them aerodynamically? Or, do I just leave well-enough alone?
>
> Bill Newkirk
> Fresno, CA
>
> ----- Original Message -----
> From: "Earl Luce" <luceair@worldnet.att.net>
> To: <tailwind-list@matronics.com>
> Subject: Re: Tailwind-List: 0-235 IN A W-8
>
> > --> Tailwind-List message posted by: "Earl Luce"
> <luceair@worldnet.att.net>
> >
> > About the elevator balance....................... This is not a static
> > balance with weight installed , it is an aerodynamic balance which takes
> the
> > load off the stick forces and counters any modes of flutter. Wittman never
> > put any weight in it .
> > Earl Luce
> > ----- 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>
> > >
> > > Thanks, Dave.
> > >
> > > Bill Newkirk
> > >
> > >
> > > ----- 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>
> > > >
> > > > The portion of the elevator that is forward of the hinge (I don't know
> > > what
> > > > it is called specifically--it is the counter tab at the outer end) has
> > > lead
> > > > in it to balance the elevator with the balance point being the hinge
> > line
> > > > (the center of the front elevator tube that has the hinges on it).
> This
> > > is
> > > > done taking into account the weight of the fabric and paint, since
> that
> > > will
> > > > add more weight to the back portion of the elevator (ie behind the
> hinge
> > > > line). Since I put the lead in before covering, I had taken a swatch
> of
> > > > covering that I had from another plane, weighed it and calculated the
> > area
> > > > and thus the weight and moment for the covering of the elevator.
> Added
> > > lead
> > > > to the front of the tab to balance. It came out in the end perfectly,
> > > > although I could have drilled the lead for fine tuning.
> > > >
> > > > Does this help?
> > > > 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;
> > > > > 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>
> > > > > 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>
> > > > > >
> > > > > > 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
> > > > > > > > > > >
> > > > > > > > > > >
> > > > > > > > > >
> > > > > > > > > >
> > > > > > > > >
> > > > > > > > >
> > > > > > > >
> > > > > > > >
> > > > > > >
> > > > > > >
> > > > > >
> > > > > >
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
Message 2
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| Subject: | Re: 0-235 IN A W-8 |
--> Tailwind-List message posted by: "Boud Kuenen" <bkuenen@horizonaero.com>
Bill,
Static balance and dynamic balance are 2 entirely different issues. Static
balance can help minimize control system resonance, or the potential for
flutter, and the build up of control forces beyond that caused by air loads.
Dynamic balance takes the load off the control system by putting a diverging
load ahead of the hinge line. Example, those spades you see hanging under
and forward of the alerons, on aerobatic airplanes. This also reduces the
potential for resonance (flutter), because opposing forces don't build up in
the control system, (torque tubes/cables). Dynamic balancing is achieved by
adding less weight. The best of airplanes have both; look at Sean Tucker's
control surfaces.
Regards,
Boud Kuenen
NX888WT
----- 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>
>
> If the elevators are not balanced statically, how does one proceed to
> balance them aerodynamically? Or, do I just leave well-enough alone?
>
> Bill Newkirk
> Fresno, CA
>
>
> ----- Original Message -----
> From: "Earl Luce" <luceair@worldnet.att.net>
> To: <tailwind-list@matronics.com>
> Subject: Re: Tailwind-List: 0-235 IN A W-8
>
>
> > --> Tailwind-List message posted by: "Earl Luce"
> <luceair@worldnet.att.net>
> >
> > About the elevator balance....................... This is not a static
> > balance with weight installed , it is an aerodynamic balance which takes
> the
> > load off the stick forces and counters any modes of flutter. Wittman
never
> > put any weight in it .
> > Earl Luce
> > ----- 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>
> > >
> > > Thanks, Dave.
> > >
> > > Bill Newkirk
> > >
> > >
> > > ----- 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>
> > > >
> > > > The portion of the elevator that is forward of the hinge (I don't
know
> > > what
> > > > it is called specifically--it is the counter tab at the outer end)
has
> > > lead
> > > > in it to balance the elevator with the balance point being the hinge
> > line
> > > > (the center of the front elevator tube that has the hinges on it).
> This
> > > is
> > > > done taking into account the weight of the fabric and paint, since
> that
> > > will
> > > > add more weight to the back portion of the elevator (ie behind the
> hinge
> > > > line). Since I put the lead in before covering, I had taken a
swatch
> of
> > > > covering that I had from another plane, weighed it and calculated
the
> > area
> > > > and thus the weight and moment for the covering of the elevator.
> Added
> > > lead
> > > > to the front of the tab to balance. It came out in the end
perfectly,
> > > > although I could have drilled the lead for fine tuning.
> > > >
> > > > Does this help?
> > > > 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;
> > > > > 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>
> > > > > 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>
> > > > > >
> > > > > > 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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