Today's Message Index:
----------------------
1. 05:09 AM - Re: Lift Strut Clevis Fitting (Rick and Cindy)
2. 05:19 AM - Re: Re: Lift Strut Clevis Fitting (Ruhnke, Mike)
3. 05:36 AM - Re: Re: Lift Strut Clevis Fitting (Rick and Cindy)
4. 05:56 AM - Re: Re: Lift Strut Clevis Fitting (Mcculleyja@aol.com)
5. 06:09 AM - Re: Re: Lift Strut Clevis Fitting (Dave Conrad)
6. 07:08 AM - Re: Re: Lift Strut Clevis Fitting (Rick and Cindy)
7. 07:49 AM - Re: Felix Prop (Brian Alley)
8. 08:34 AM - Re: Felix Prop (Fred Weaver)
9. 08:59 AM - Re: Re: Lift Strut Clevis Fitting (Mcculleyja@aol.com)
10. 09:11 AM - Re: Felix Prop (Brian Alley)
11. 09:13 AM - Re: Re: Lift Strut Clevis Fitting (Rick and Cindy)
12. 09:23 AM - Re: Re: Lift Strut Clevis Fitting (Mcculleyja@aol.com)
13. 09:35 AM - Re: Re: Lift Strut Clevis Fitting (Phil Flaugher)
14. 04:26 PM - Re: Re: Lift Strut Clevis Fitting (Dave Conrad)
15. 08:08 PM - The fastest Tailwind (Rick and Cindy)
16. 09:25 PM - Re: The fastest Tailwind (red)
Message 1
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"Tailwind Discussion" <tailwind-list@matronics.com>,
"EDWARD OADEN" <ededoad@hotmail.com>
| Subject: | Re: Lift Strut Clevis Fitting |
Attn Edward Oaden: Thank you for your question. Your Tailwind is yours, not Jim
Stanton's or Steve Wittman's. The clevis strut fitting is proven, use it if you
like.
I can assure you, after seeing the stub fitting on the original O-O, I'll never
even consider using it.
Rick
N241 SW
----- Original Message -----
From: EDWARD OADEN
To: rcaviate@infionline.net
Sent: Tuesday, March 09, 2004 9:02 PM
Subject: Fw: Lift Strut Clevis Fitting
----- Original Message -----
From: EDWARD OADEN
To: rcaviate@ne.infi.net
Sent: Tuesday, March 09, 2004 7:55 PM
Subject: Re: Lift Strut Clevis Fitting
I'm really sorry that I ever asked about this on the Tailwind forum. I got a
really nasty e-mail from Jim Stanton as if I should not call it a Tailwind if
I use a strut fitting like yours. I am at the point where I think it will have
to go on soon. Is this fitting not a good idea?
Edward A. Oaden
----- Original Message -----
From: Rick and Cindy
To: EDWARD OADEN
Sent: Thursday, September 26, 2002 6:47 AM
Subject: Re: Lift Strut Clevis Fitting
Edward: The lower strut fitting is not one of Jim's mods, altho I did talk
it over with him before I did it and we agreed it was a sound idea, he even said
he might use it himself sometime. When you get ready, send me your address
and I'll make a sketch of it.
Rick
N393RC
EDWARD OADEN wrote:
Since the discussion group is down I am trying to e-mailbuilders.I have the
plans and most of the expensive parts for a W-10. I will start construction
in one year when I retire. I noticed that the lower lift strut fitting
on your aircraft is a clevis arangement on the bottom longeron vice the
streamline tube as per plan.My question is where can I get details on this fitting?
Is it part of the Clemits Mods ?Your project is looking good and I imagine
it has flown by now.Regards,Edward A. Oaden
Message 2
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| Subject: | Re: Lift Strut Clevis Fitting |
Curious... what did you see in the stub fitting on the O-O that made you never
consider it?
Mike
NW Illinois
-----Original Message-----
From: owner-tailwind-list-server@matronics.com [mailto:owner-tailwind-list-server@matronics.com]On Behalf Of Rick and Cindy
Subject: Tailwind-List: Re: Lift Strut Clevis Fitting
Attn Edward Oaden: Thank you for your question. Your Tailwind is yours, not Jim
Stanton's or Steve Wittman's. The clevis strut fitting is proven, use it if you
like.
I can assure you, after seeing the stub fitting on the original O-O, I'll never
even consider using it.
Rick
N241 SW
----- Original Message -----
From: EDWARD <mailto:ededoad@hotmail.com> OADEN
Subject: Fw: Lift Strut Clevis Fitting
----- Original Message -----
From: EDWARD OADEN <mailto:ededoad@hotmail.com>
Subject: Re: Lift Strut Clevis Fitting
I'm really sorry that I ever asked about this on the Tailwind forum. I got a really
nasty e-mail from Jim Stanton as if I should not call it a Tailwind if
I use a strut fitting like yours. I am at the point where I think it will have
to go on soon. Is this fitting not a good idea?
Edward A. Oaden
----- Original Message -----
From: Rick <mailto:rcaviate@ne.infi.net> and Cindy
Subject: Re: Lift Strut Clevis Fitting
Edward: The lower strut fitting is not one of Jim's mods, altho I did talk it over
with him before I did it and we agreed it was a sound idea, he even said he
might use it himself sometime. When you get ready, send me your address and
I'll make a sketch of it.
Rick
N393RC
EDWARD OADEN wrote:
Since the discussion group is down I am trying to e-mailbuilders.I have the plans
and most of the expensive parts for a W-10. I will start construction in one
year when I retire. I noticed that the lower lift strut fitting
on your aircraft is a clevis arangement on the bottom longeron vice the streamline
tube as per plan.My question is where can I get details on this fitting?
Is it part of the Clemits Mods ?Your project is looking good and I imagine it
has flown by now.Regards,Edward A. Oaden
Message 3
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| Subject: | Re: Lift Strut Clevis Fitting |
It was rusted on the inside.
Rick
N241SW
----- Original Message -----
From: Ruhnke, Mike
To: tailwind-list@matronics.com
Sent: Wednesday, March 10, 2004 8:19 AM
Subject: RE: Tailwind-List: Re: Lift Strut Clevis Fitting
Curious... what did you see in the stub fitting on the O-O that made you never
consider it?
Mike
NW Illinois
-----Original Message-----
From: owner-tailwind-list-server@matronics.com [mailto:owner-tailwind-list-server@matronics.com]On Behalf Of Rick and Cindy
Sent: Wednesday, March 10, 2004 7:09 AM
To: TailwindForum@yahoogroups.com; Tailwind Discussion; EDWARD OADEN
Subject: Tailwind-List: Re: Lift Strut Clevis Fitting
Attn Edward Oaden: Thank you for your question. Your Tailwind is yours, not
Jim Stanton's or Steve Wittman's. The clevis strut fitting is proven, use it
if you like.
I can assure you, after seeing the stub fitting on the original O-O, I'll never
even consider using it.
Rick
N241 SW
----- Original Message -----
From: EDWARD OADEN
To: rcaviate@infionline.net
Sent: Tuesday, March 09, 2004 9:02 PM
Subject: Fw: Lift Strut Clevis Fitting
----- Original Message -----
From: EDWARD OADEN
To: rcaviate@ne.infi.net
Sent: Tuesday, March 09, 2004 7:55 PM
Subject: Re: Lift Strut Clevis Fitting
I'm really sorry that I ever asked about this on the Tailwind forum. I got
a really nasty e-mail from Jim Stanton as if I should not call it a Tailwind
if I use a strut fitting like yours. I am at the point where I think it will
have to go on soon. Is this fitting not a good idea?
Edward A. Oaden
----- Original Message -----
From: Rick and Cindy
To: EDWARD OADEN
Sent: Thursday, September 26, 2002 6:47 AM
Subject: Re: Lift Strut Clevis Fitting
Edward: The lower strut fitting is not one of Jim's mods, altho I did talk
it over with him before I did it and we agreed it was a sound idea, he even
said he might use it himself sometime. When you get ready, send me your address
and I'll make a sketch of it.
Rick
N393RC
EDWARD OADEN wrote:
Since the discussion group is down I am trying to e-mailbuilders.I have
the plans and most of the expensive parts for a W-10. I will start construction
in one year when I retire. I noticed that the lower lift strut
fitting on your aircraft is a clevis arangement on the bottom longeron vice
the streamline tube as per plan.My question is where can I get details on this
fitting? Is it part of the Clemits Mods ?Your project is looking good and I
imagine it has flown by now.Regards,Edward A. Oaden
Message 4
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| Subject: | Re: Lift Strut Clevis Fitting |
In a message dated 3/10/04 8:36:53 AM Eastern Standard Time,
rcaviate@infionline.net writes:
> It was rusted on the inside.
>
Rick,
Are you referring to what you saw in the wreckage of the O&O that Steve died
in? If so, what was the internal condition of the adjacent longeron tubing?
If there was rust only in the stub could it have come from a
less-than-airtight weld in the stub only? Can you describe the clevis alternative
and why this
would prevent the rust problem ?
Sounds like a very critically important bit of data we all need to be aware
of. Thanks.
Jim McCulley
Message 5
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| Subject: | Re: Lift Strut Clevis Fitting |
I'm not totally sure of what you guys are talking about, can you post a
picture? Thanks Dave Conrad
On Wednesday, March 10, 2004, at 07:56 AM, Mcculleyja@aol.com wrote:
> In a message dated 3/10/04 8:36:53 AM Eastern Standard Time,
> rcaviate@infionline.net writes:
>
> It was rusted on the inside.
>
>
> Rick,
>
> Are you referring to what you saw in the wreckage of the O&O that
> Steve died in?=A0 If so, what was the internal condition of the adjacent
> longeron tubing?=A0 If there was rust only in the stub could it have
> come from a less-than-airtight weld in the stub only?=A0 Can you
> describe the clevis alternative and why this would prevent the rust
> problem ?
> Sounds like a very critically important bit of data we all need to be
> aware of.=A0 Thanks.
>
> Jim McCulley
>
Message 6
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| Subject: | Re: Lift Strut Clevis Fitting |
Jim: A book could be written on this subject, which I don't really want to do.
The O-O stub was of the next SMALLER size streamline tubing than the strut.
Using a conservative number of 1/3 the yeild point of 4130 (75,000 psi/3 25,000
psi), each stub would have a design limit of 4808 lbs (equivalent round of 1
1/4" x pi x .049 x 25000). The O-O had a gross of 1850 lbs, and I'm sure this
was exceeded every time he made the trip from O to O. 1850 x 1/2 x 6 (g)/ 25550
lbs. I do not consider a design safety factor of MINUS 742 lbs to be adequate.
Also, the O-O stub was open to the atmosphere up inside the strut, as was the strut
at that juncture. Not good.
More than one OEM strut, even appearing to be adequately welded, has been found
to have moisture and rust inside. Our mechanic recently flunked a Cub strut,
forcing the p.o.'d owner to purchase a new one. The mechanic, to show the owner
the extent of the problem, sawed the old strut apart and showed the thinning
of the wall thickness to the now ashen faced owner. After that, he bought a strut
for the other side.
The clevis design, when, not if, it gets wet, will dry, and can be inspected, and
even wire brushed and repainted if necessary.
To expand on such matters, I will not reinforce the strut tube with a piece of
wood driven inside. Wood always has moisture, matter of fact will absorb water
like a sponge. My struts are doubled with a length of 7/8" x .049 tubing, secured
with rosette welds at each end, two of which are under the reinforcing patch.
These are personal choices that I made on my airplane, I have adequate engineering
training to make such design changes, and adequate sense to seek out other
engineering opinion when my knowledge is inadequate. I will not blindly trust
any designer, even Steve Wittman, maybe especially Steve Wittman, as he was known
to cut it pretty close. If I have any question, pencil gets put to paper
and the numbers get crunched, and checked by somebody else, preferably an engineer
who is not in this loop.
If any builder has any question about any mod, for heaven's sake don't use it,
it is YOUR OWN peace of mind at stake, you'll be the one that has ahold of the
pointy end of the thing at 10,000 ft doing 190.
Rick
N241SW
----- Original Message -----
From: Mcculleyja@aol.com
To: tailwind-list@matronics.com
Sent: Wednesday, March 10, 2004 8:56 AM
Subject: Re: Tailwind-List: Re: Lift Strut Clevis Fitting
In a message dated 3/10/04 8:36:53 AM Eastern Standard Time, rcaviate@infionline.net
writes:
It was rusted on the inside.
Rick,
Are you referring to what you saw in the wreckage of the O&O that Steve died
in? If so, what was the internal condition of the adjacent longeron tubing?
If there was rust only in the stub could it have come from a less-than-airtight
weld in the stub only? Can you describe the clevis alternative and why this
would prevent the rust problem ?
Sounds like a very critically important bit of data we all need to be aware of.
Thanks.
Jim McCulley
Message 7
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--> Tailwind-List message posted by: Brian Alley <n320wt@yahoo.com>
Red, Thanks for the reply, I put the prop on
Ebaymotors under aviation parts. Minumim bid $500,
reserve $675 or buy it now at $750. We'll see what
happens! Here is the link in case you change you mind.
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2465212726&ssPageName=ADME:B:LC:MT:1
=====
BRIAN ALLEY (N320WT)
CARBON FIBER COMPOSITES
How are you going to win by a nose if you don't stick out your neck?
Message 8
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--> Tailwind-List message posted by: "Fred Weaver" <Mytyweav@earthlink.net>
That thing isn't worth that much... It's too fat and doesn't turn up.
Hoping for a sucker? hahahahahahaha.....
Weav
----- Original Message -----
From: "Brian Alley" <n320wt@yahoo.com>
Subject: Re: Tailwind-List: Felix Prop
> --> Tailwind-List message posted by: Brian Alley <n320wt@yahoo.com>
>
> Red, Thanks for the reply, I put the prop on
> Ebaymotors under aviation parts. Minumim bid $500,
> reserve $675 or buy it now at $750. We'll see what
> happens! Here is the link in case you change you mind.
>
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2465212726&ssPageName=ADME:B:LC:MT:1
>
> =====
> BRIAN ALLEY (N320WT)
> CARBON FIBER COMPOSITES
>
> How are you going to win by a nose if you don't stick out your neck?
>
>
Message 9
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| Subject: | Re: Lift Strut Clevis Fitting |
--> Tailwind-List message posted by: Mcculleyja@aol.com
In a message dated 3/10/04 10:09:39 AM Eastern Standard Time,
rcaviate@infionline.net writes:
> The clevis design, when, not if, it gets wet, will dry, and can be
inspected,
> and even wire brushed and repainted if necessary.
>
Rick,
I certainly agree with your philosophy of design and taking responsibility
for the adequacy of whatever we homebuilders do.
Thanks for your explanation, but I hope you will be kind enough to also post
a picture of the clevis arrangement for those of us struggling to visualize
the concept. Considering the number of ancient Tailwinds still being flown, do
you know if anyone has any knowledge of lift struts that have been tested
non-destructively and/or cut open to check for internal rust and what has been
found. Maybe all of us should be taking some positive action on this ? Your
thoughts?
Jim
Message 10
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--> Tailwind-List message posted by: Brian Alley <n320wt@yahoo.com>
Are you talking about the RV comunity???
=====
BRIAN ALLEY (N320WT)
CARBON FIBER COMPOSITES
How are you going to win by a nose if you don't stick out your neck?
Message 11
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| Subject: | Re: Lift Strut Clevis Fitting |
--> Tailwind-List message posted by: "Rick and Cindy" <rcaviate@infionline.net>
Jim: I'll get some pics of O-O fitting and post.
Rick
N241SW
----- Original Message -----
From: <Mcculleyja@aol.com>
Subject: Re: Tailwind-List: Re: Lift Strut Clevis Fitting
> --> Tailwind-List message posted by: Mcculleyja@aol.com
>
> In a message dated 3/10/04 10:09:39 AM Eastern Standard Time,
> rcaviate@infionline.net writes:
>
> > The clevis design, when, not if, it gets wet, will dry, and can be
> inspected,
> > and even wire brushed and repainted if necessary.
> >
> Rick,
>
> I certainly agree with your philosophy of design and taking responsibility
> for the adequacy of whatever we homebuilders do.
>
> Thanks for your explanation, but I hope you will be kind enough to also
post
> a picture of the clevis arrangement for those of us struggling to
visualize
> the concept. Considering the number of ancient Tailwinds still being
flown, do
> you know if anyone has any knowledge of lift struts that have been tested
> non-destructively and/or cut open to check for internal rust and what has
been
> found. Maybe all of us should be taking some positive action on this ?
Your
> thoughts?
>
> Jim
>
>
Message 12
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| Subject: | Re: Lift Strut Clevis Fitting |
--> Tailwind-List message posted by: Mcculleyja@aol.com
In a message dated 3/10/04 12:13:50 PM Eastern Standard Time,
rcaviate@infionline.net writes:
> Jim: I'll get some pics of O-O fitting and post.
> Rick
That would be great. Can you also post pics of your clevis design? That's
the one I'm having trouble visualizing. Thanks, Rick.
Jim
Message 13
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| Subject: | Re: Lift Strut Clevis Fitting |
--> Tailwind-List message posted by: "Phil Flaugher" <phil.flaugher@charter.net>
Rick,
I think he's asking for pictures of your arrangement......
Thank you for not accepting everything as done by anyone else,
including my hero, Steve Wittman. His achievevments and
contributions are proof of his genius but there is always room for
improvement. NASA would have to say the same thing about our space
shuttles. Your engineering analysis is invaluable.
I appreciate Jim Stanton's attitude (I haven't seen the
correspondence) but he must be livid about Jim Clements mods!?!?
Are there any published analysis (spelling for plural??) for the
W-10? Any published figures for G limits?
Phil
----- Original Message -----
From: <Mcculleyja@aol.com>
Subject: Re: Tailwind-List: Re: Lift Strut Clevis Fitting
> --> Tailwind-List message posted by: Mcculleyja@aol.com
>
> In a message dated 3/10/04 10:09:39 AM Eastern Standard Time,
> rcaviate@infionline.net writes:
>
> > The clevis design, when, not if, it gets wet, will dry, and can
be
> inspected,
> > and even wire brushed and repainted if necessary.
> >
> Rick,
>
> I certainly agree with your philosophy of design and taking
responsibility
> for the adequacy of whatever we homebuilders do.
>
> Thanks for your explanation, but I hope you will be kind enough to
also post
> a picture of the clevis arrangement for those of us struggling to
visualize
> the concept. Considering the number of ancient Tailwinds still
being flown, do
> you know if anyone has any knowledge of lift struts that have been
tested
> non-destructively and/or cut open to check for internal rust and
what has been
> found. Maybe all of us should be taking some positive action on
this ? Your
> thoughts?
>
> Jim
>
>
======
>
======
>
======
http://www.matronics.com/FAQ/Tailwind-List.htm
>
======
>
>
Message 14
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| Subject: | Re: Lift Strut Clevis Fitting |
Thank you Rick, Your point is very well made. Dave Conrad
On Wednesday, March 10, 2004, at 09:08 AM, Rick and Cindy wrote:
> Jim: A book could be written on this subject, which I don't really
> want to do. The O-O stub was of the next SMALLER size streamline
> tubing than the strut.=A0
>
> Using=A0a conservative number of 1/3 the yeild point of 4130 (75,000
> psi/3 25,000 psi), each stub would have a design limit of 4808 lbs
> (equivalent round of 1 1/4" x pi x .049 x 25000). The O-O had a gross
> of 1850 lbs, and I'm sure this was exceeded every time he made the
> trip from O to O. 1850 x 1/2 x 6 (g)/ 25550 lbs. I do not consider a
> design safety factor of MINUS 742 lbs to be adequate.
> Also, the O-O stub was open to the atmosphere up inside the strut, as
> was the=A0strut at that juncture.=A0Not good.
>
> More than one OEM strut, even appearing to be adequately welded, has
> been found to have moisture and rust inside. Our mechanic recently
> flunked a Cub strut, forcing the p.o.'d owner to purchase a new one.
> The mechanic, to show the owner the extent of the problem, sawed the
> old strut apart and showed the thinning of the wall thickness to the
> now ashen faced owner. After that, he bought a strut for the other
> side.
>
> The=A0clevis design, when, not if, it gets wet, will dry, and can be
> inspected, and even wire brushed and repainted if necessary.
>
> To expand on such matters, I=A0will not=A0reinforce the strut tube with a
> piece of wood driven inside. Wood always has moisture, matter of fact
> will absorb water like a sponge. My struts are doubled with a length
> of 7/8" x .049 tubing, secured with rosette welds at each end, two of
> which are under the reinforcing patch.
>
> These are personal choices that I made on my airplane, I have adequate
> engineering training to make such design changes, and adequate sense
> to seek out other engineering opinion when my knowledge is inadequate.
> I will not blindly trust any designer, even Steve Wittman, maybe
> especially=A0Steve=A0Wittman, as he was=A0known to cut it pretty close.=A0If
I
> have any question, pencil gets put to paper and the numbers get
> crunched, and checked by somebody else, preferably an engineer who is
> not in this loop.
>
> If any builder has any question about any mod, for heaven's sake don't
> use it, it is YOUR OWN peace of mind at stake, you'll be the one that
> has ahold of the pointy end of the thing at 10,000 ft doing 190.
> Rick
> N241SW
>
> ----- Original Message -----
> From: Mcculleyja@aol.com
> To: tailwind-list@matronics.com
> Sent: Wednesday, March 10, 2004 8:56 AM
> Subject: Re: Tailwind-List: Re: Lift Strut Clevis Fitting
>
> In a message dated 3/10/04 8:36:53 AM Eastern Standard Time,
> rcaviate@infionline.net writes:
>
> It was rusted on the inside.
>
>
> Rick,
>
> Are you referring to what you saw in the wreckage of the O&O that
> Steve died in?=A0 If so, what was the internal condition of the adjacent
> longeron tubing?=A0 If there was rust only in the stub could it have
> come from a less-than-airtight weld in the stub only?=A0 Can you
> describe the clevis alternative and why this would prevent the rust
> problem ?
> Sounds like a very critically important bit of data we all need to be
> aware of.=A0 Thanks.
>
> Jim McCulley
>
Message 15
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"Tailwind Discussion" <tailwind-list@matronics.com>
| Subject: | The fastest Tailwind |
I've been trying not to discuss this with the group, but I just can't stand it
anymore. Clement will probably tell me I must stop having these bad nightmares.
Been thinkin' about a fast Tailwind. I don't mean 200 or 250, I mean over 350 mph.
The airplane will be a modified Tailwind with some features of the O-O, and some
that haven't been seen before on a Tailwind. The powerplant would need to be
an aluminum small block Chevy of 400 or so cubes and 400 or so hp with a Geschwender
redrive, or a large Lycoming or Continental. Kind of leanin' toward the
Chevy, as lots of hp can be had relatively inexpensively. The prop could be
a three blade, maybe off a Cessna 421, a large 4 blade would be even better, if
the Chevy/redrive were used, it would probably have to be an electric. The prop
would have to be big, hence the O-O gear, which is easier to set up higher
than the round rod. The fuselage would be narrowed slightly, the pilot would
be moved back a bay for CG, and it would be single place. Instruments and radios
would be minimal, fuel tank need not be huge, and could be moved to the rear
a couple of feet.
This airplane would exist for one reason: To win the Sport Class at Reno.
Why? Number one, 'cause there should be a Wittman airplane in any race. Two, 'cause
I was readin' the rules, not much to it, except entries are limited to production
kits of 5 or more flying, EXCEPT! for Long-Ezes. This really pissed me
off!! The very idea, an exception for a backwards plastic airplane, and the
very fast Wittman Tailwind excluded.
So, here's the plan. I'm not going to say a word about it until I get O-O to OSH
going about 250 or so, then I'm going to shame them into letting us enter a
Wittman design!!
My engineer and mechanic buddies already have the thing takin' the checkered!!
Somehow, it's just gotta be done. Wouldn't it just be down right nasty great to
clean those Lancair's clocks, even with our little gears hangin' out in the
breeze?!
Rick
N241SW
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| Subject: | Re: The fastest Tailwind |
Way to go Rick. Can I be on your pit crew?
Red
----- Original Message -----
From: Rick and Cindy
To: TailwindForum@yahoogroups.com ; Tailwind Discussion
Sent: Wednesday, March 10, 2004 8:07 PM
Subject: Tailwind-List: The fastest Tailwind
I've been trying not to discuss this with the group, but I just can't stand it
anymore. Clement will probably tell me I must stop having these bad nightmares.
Been thinkin' about a fast Tailwind. I don't mean 200 or 250, I mean over 350
mph.
The airplane will be a modified Tailwind with some features of the O-O, and some
that haven't been seen before on a Tailwind. The powerplant would need to
be an aluminum small block Chevy of 400 or so cubes and 400 or so hp with a Geschwender
redrive, or a large Lycoming or Continental. Kind of leanin' toward
the Chevy, as lots of hp can be had relatively inexpensively. The prop could be
a three blade, maybe off a Cessna 421, a large 4 blade would be even better,
if the Chevy/redrive were used, it would probably have to be an electric. The
prop would have to be big, hence the O-O gear, which is easier to set up higher
than the round rod. The fuselage would be narrowed slightly, the pilot would
be moved back a bay for CG, and it would be single place. Instruments and radios
would be minimal, fuel tank need not be huge, and could be moved to the rear
a couple of feet.
This airplane would exist for one reason: To win the Sport Class at Reno.
Why? Number one, 'cause there should be a Wittman airplane in any race. Two,
'cause I was readin' the rules, not much to it, except entries are limited to
production kits of 5 or more flying, EXCEPT! for Long-Ezes. This really pissed
me off!! The very idea, an exception for a backwards plastic airplane, and the
very fast Wittman Tailwind excluded.
So, here's the plan. I'm not going to say a word about it until I get O-O to
OSH going about 250 or so, then I'm going to shame them into letting us enter
a Wittman design!!
My engineer and mechanic buddies already have the thing takin' the checkered!!
Somehow, it's just gotta be done. Wouldn't it just be down right nasty great
to clean those Lancair's clocks, even with our little gears hangin' out in the
breeze?!
Rick
N241SW
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