Today's Message Index:
----------------------
1. 03:19 AM - Re: A need for airspeed. (Mike Mears)
2. 04:38 AM - Re: A need for airspeed. (Alex Frizzell)
3. 04:51 AM - Re: A need for airspeed. (William Bernard)
4. 06:55 AM - Phoenix flight (DaveM)
5. 07:03 PM - Press Brake Pictures (Craig Van Sickle)
6. 08:37 PM - Re: Bending Control Surfaces (Dave Conrad)
7. 10:14 PM - Re: Bending Control Surfaces (Rodney Cody)
8. 11:39 PM - Re: West Coast Fly-in (Rodney Cody)
Message 1
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| Subject: | A need for airspeed. |
No suggestions as yet, but I had a similar problem last year too. On
taking off, the airspeed seemed very low and climbing at at a very
shallow angle at full throttle was yielding only 65kts or so indicated
and dropping slowly. Initially I wasn't sure if it was low airspeed or
just the indication of it. Also it was the first time I had taken my 10
year old son up and I had to appear confident, so as not to put him off
in future. Reaching the down wind leg I had worked out it must be the
indicator, so set up for a fairly fast looking approach on attitude and
revs alone. Perhaps this may not seem like much to someone with more
experience, but with only a couple of hundred hours, I'd never
encountered it before.
Back at the hanger, I took the pitot line off the ASI and blew
through it. My son said that some bits came out. I thought it must have
been clogged with some dead insect. Next day we tried a test flight with
one of the co-owners (and co-builders of the plane, John Bakewell) to
check the ASI. This time we had a GPS plugged in. The problem was a
little worse, if anything. I called out the GPS speeds, whilst John
landed.
On examining the pitot line the plastic tubing had cracked where it
comes out of the wing root and was leaking pitot pressure. Disturbing it
broke it altogether. The plastic had gone milky and brittle. The same
line behind the panel and the slack pulled out of the wing root were
clear and flexible. We concluded the UV light had degraded the plastic.
It's about 20 years old, though the plane is kept inside a hanger. This
is worth a check on all older aircraft.
About replacing the line; we have currently just joined another onto
the undamaged slack pulled out from inside the wing, but look to
replacing the entire line. The only way we can see, is to use the old
line to pull in a new one, but that could be fraught with difficulties,
and once the pitot tube is unscrewed, it may not be possible to screw it
on again without access to the inside of the wing.
Any Ideas?
Mike Mears,
Nottingham, England.
-----Original Message-----
From: DENNIS VEST
Subject: Tailwind-List: A need for airspeed.
Last year while flying the orange tailwind my pitot line became
disconnected at the point where the line makes the 90 degree turn at the
face of the front spar inside the wing. The summer flying season is here
and at some point I'd like to have a working airspeed indicator.
Probably a low pressure hose makes the turn and no accommodation was
made for when the hose dried and lost it's grip on what appears to be a
nyflow plastic line leading to the cockpit. There is no access to this
point and it seems that the only way to reconnect this line is to cut a
hole through the plywood skin and install a small inspection plate. It
seems a shame to cut a hole in this beautifully built wing but I see no
option. It's an obvious lesson that anytime you install hardware inside
an inaccessible structure, it has to be done right the first time.
Anybody have any suggestions?
Thanks Dennis Vest
http://www.bbc.co.uk/ - World Wide Wonderland
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Message 2
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| Subject: | Re: A need for airspeed. |
Seal-Send-Time: Tue, 15 Jun 2004 06:37:25 -0500
Messagejust my Idea, try shooting a long straight piece of metal tubing with a
short 90 degree radiused bend on the end and a threaded coupling either silver
soldered or threaded on the curved end, up into the wing root (wing off, of course)
then make a matching straight piece (pitot tube) threaded on one end. then
remove the old pitot tube, provided it is one like Jim c's that goes straight
in from the leading edge, or cut it off and fill the hole and drill near it
for the new pitot, and screw it in. I might be showing my ignorance, but why
do all the books say use neoprene tubing in this spot anyway? why can't it be
all metal ( non-corrosive ) of course?
Alex
----- Original Message -----
From: Mike Mears
To: tailwind-list@matronics.com
Sent: Tuesday, June 15, 2004 5:19 AM
Subject: RE: Tailwind-List: A need for airspeed.
No suggestions as yet, but I had a similar problem last year too. On taking off,
the airspeed seemed very low and climbing at at a very shallow angle at full
throttle was yielding only 65kts or so indicated and dropping slowly. Initially
I wasn't sure if it was low airspeed or just the indication of it. Also
it was the first time I had taken my 10 year old son up and I had to appear confident,
so as not to put him off in future. Reaching the down wind leg I had
worked out it must be the indicator, so set up for a fairly fast looking approach
on attitude and revs alone. Perhaps this may not seem like much to someone
with more experience, but with only a couple of hundred hours, I'd never encountered
it before.
Back at the hanger, I took the pitot line off the ASI and blew through it.
My son said that some bits came out. I thought it must have been clogged with
some dead insect. Next day we tried a test flight with one of the co-owners
(and co-builders of the plane, John Bakewell) to check the ASI. This time we had
a GPS plugged in. The problem was a little worse, if anything. I called out
the GPS speeds, whilst John landed.
On examining the pitot line the plastic tubing had cracked where it comes
out of the wing root and was leaking pitot pressure. Disturbing it broke it altogether.
The plastic had gone milky and brittle. The same line behind the panel
and the slack pulled out of the wing root were clear and flexible. We concluded
the UV light had degraded the plastic. It's about 20 years old, though the
plane is kept inside a hanger. This is worth a check on all older aircraft.
About replacing the line; we have currently just joined another onto the
undamaged slack pulled out from inside the wing, but look to replacing the entire
line. The only way we can see, is to use the old line to pull in a new one,
but that could be fraught with difficulties, and once the pitot tube is unscrewed,
it may not be possible to screw it on again without access to the inside
of the wing.
Any Ideas?
Mike Mears,
Nottingham, England.
-----Original Message-----
From: DENNIS VEST
Subject: Tailwind-List: A need for airspeed.
Last year while flying the orange tailwind my pitot line became disconnected
at the point where the line makes the 90 degree turn at the face of the front
spar inside the wing. The summer flying season is here and at some point I'd like
to have a working airspeed indicator. Probably a low pressure hose makes the
turn and no accommodation was made for when the hose dried and lost it's grip
on what appears to be a nyflow plastic line leading to the cockpit. There is
no access to this point and it seems that the only way to reconnect this line
is to cut a hole through the plywood skin and install a small inspection plate.
It seems a shame to cut a hole in this beautifully built wing but I see no
option. It's an obvious lesson that anytime you install hardware inside an inaccessible
structure, it has to be done right the first time.
Anybody have any suggestions?
Thanks Dennis Vest
http://www.bbc.co.uk/ - World Wide Wonderland
This e-mail (and any attachments) is confidential and may contain
personal views which are not the views of the BBC unless specifically
stated.
If you have received it in error, please delete it from your system.
Do not use, copy or disclose the information in any way nor act in
reliance on it and notify the sender immediately. Please note that the
BBC monitors e-mails sent or received.
Further communication will signify your consent to this.
Message 3
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| Subject: | Re: A need for airspeed. |
MessageMike, For what it's worth, I had to change the tubing when I was hooking
up my pitot tube. I ended up using a piece of stiff wire - the hinge pin from
a section of piano hinge - as a guide. It was inserted in the old tubing, the
old tubing removed and the new tubing slide over the wire.
In my case, I had build an access for attachment of the pitot line so hook up was
no problem.
Bill
----- Original Message -----
From: Mike Mears
To: tailwind-list@matronics.com
Sent: Tuesday, June 15, 2004 5:19 AM
Subject: RE: Tailwind-List: A need for airspeed.
No suggestions as yet, but I had a similar problem last year too. On taking off,
the airspeed seemed very low and climbing at at a very shallow angle at full
throttle was yielding only 65kts or so indicated and dropping slowly. Initially
I wasn't sure if it was low airspeed or just the indication of it. Also
it was the first time I had taken my 10 year old son up and I had to appear confident,
so as not to put him off in future. Reaching the down wind leg I had
worked out it must be the indicator, so set up for a fairly fast looking approach
on attitude and revs alone. Perhaps this may not seem like much to someone
with more experience, but with only a couple of hundred hours, I'd never encountered
it before.
Back at the hanger, I took the pitot line off the ASI and blew through it.
My son said that some bits came out. I thought it must have been clogged with
some dead insect. Next day we tried a test flight with one of the co-owners
(and co-builders of the plane, John Bakewell) to check the ASI. This time we had
a GPS plugged in. The problem was a little worse, if anything. I called out
the GPS speeds, whilst John landed.
On examining the pitot line the plastic tubing had cracked where it comes
out of the wing root and was leaking pitot pressure. Disturbing it broke it altogether.
The plastic had gone milky and brittle. The same line behind the panel
and the slack pulled out of the wing root were clear and flexible. We concluded
the UV light had degraded the plastic. It's about 20 years old, though the
plane is kept inside a hanger. This is worth a check on all older aircraft.
About replacing the line; we have currently just joined another onto the
undamaged slack pulled out from inside the wing, but look to replacing the entire
line. The only way we can see, is to use the old line to pull in a new one,
but that could be fraught with difficulties, and once the pitot tube is unscrewed,
it may not be possible to screw it on again without access to the inside
of the wing.
Any Ideas?
Mike Mears,
Nottingham, England.
-----Original Message-----
From: DENNIS VEST
Subject: Tailwind-List: A need for airspeed.
Last year while flying the orange tailwind my pitot line became disconnected
at the point where the line makes the 90 degree turn at the face of the front
spar inside the wing. The summer flying season is here and at some point I'd like
to have a working airspeed indicator. Probably a low pressure hose makes the
turn and no accommodation was made for when the hose dried and lost it's grip
on what appears to be a nyflow plastic line leading to the cockpit. There is
no access to this point and it seems that the only way to reconnect this line
is to cut a hole through the plywood skin and install a small inspection plate.
It seems a shame to cut a hole in this beautifully built wing but I see no
option. It's an obvious lesson that anytime you install hardware inside an inaccessible
structure, it has to be done right the first time.
Anybody have any suggestions?
Thanks Dennis Vest
http://www.bbc.co.uk/ - World Wide Wonderland
This e-mail (and any attachments) is confidential and may contain
personal views which are not the views of the BBC unless specifically
stated.
If you have received it in error, please delete it from your system.
Do not use, copy or disclose the information in any way nor act in
reliance on it and notify the sender immediately. Please note that the
BBC monitors e-mails sent or received.
Further communication will signify your consent to this.
Message 4
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"Tailwind list" <tailwind-list@matronics.com>
Took a flight from Yolo Co (Sacramento area) to Phoenix in N168A last weekend for
family reasons. Thought a couple of statistics would be interesting to some
of you. Yes, George the weather in Phoenix is too hot, about 102 during the
day.
Total round trip miles was approximately 1380 (I dog-legged around the restricted
area by Edwards AFB which added a few miles). Total tach time was 8.7 hours.
We made two interim stops each way, so each leg averaged just under 1.5 hours.
Some legs were a little longer or shorter of course. Total time each way
including stops was 5.5 hours going down, and 5 hours back. Normal cruise RPM
was at 2500 and elevation between 5500 and 8500 feet, depending on time of
day and temperature. All travel pretty much in the morning hours. I didn't track
the fuel accurately, but I estimate that I burned approximately 75 gallons,
and spent about $225. (my credit card bill will tell me for sure!). That's
not to bad for two people, round trip, and no security to deal with!.
Jim C.--I flew right over Indian Hills on the way back. Still there!
Dave
N168A
Message 5
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| Subject: | Press Brake Pictures |
--> Tailwind-List message posted by: "Craig Van Sickle" <craigaboy@hotmail.com>
Go to www.hotmail.com
Login as: w10picture@hotmail.com
Password: wittman
Look in the inbox to view a couple of pictures of the homemade press brake.
Craig
Message 6
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| Subject: | Re: Bending Control Surfaces |
I did mine the hard way. I found a guy with a 6' brake and bent them.
Dave Conrad
On Tuesday, June 15, 2004, at 12:46 AM, Luc H. wrote:
> Craig
>
> Do you have a photo of this set up that you can share with us?
> Luc
>
> ----- Original Message -----
> From: Craig Van Sickle
> To: tailwind-list@matronics.com
> Sent: Monday, June 14, 2004 9:15 PM
> Subject: Tailwind-List: Bending Control Surfaces
>
> --> Tailwind-List message posted by: "Craig Van Sickle"
> I recently began construction of the aluminum ailerons and flaps. The
> article in TT called for using .020 or .025. After looking at the
> dimensions of the control surfaces and playing with a piece of both
> thicknesses of metal I decided on the .020. I=A0spent a few hours Friday
> night sceaming on a piece of paper how=A0to make the 64" bend for the
> flaps. I came up with a plan that I thought would work but it sounded
> too easy so I gave it a try. I bought a very hard, straight=A02X4 and
> 2X6 stud.=A0I also picked up a couple of very nice looking=A01X2s. The
> total was around 10 bucks.(home depot must love guys like me picking
> through 30-40 boards to find the perfect one) The=A02X4 and 2X6 where
> cut to an inch over the flap length. The=A02X4 was laid flat and the
> two=A01X2(more like 3/4X1 1/2) where screwed on the=A0wide face of the 2X4
> forming a=A0groove. The 2X6 was ripped to a 60 degree point on one side
> then a 3/16=A0radius was sand ed on the edge.=A0A piece of 1/2 plywood
> with a groove wide enough for the 2X6 attached to each end of the
> 2X4,=A0this allowed the 2X6 to=A0slide=A0up and down vertically into the
> slot formed by the 2X4s and 1X2s. I then used the emergency jacks from
> my truck and my wife's car, placed the assembly under my F150 and
> pressed off the two frame rails. This bent the=A0control surfaces to 90
> plus degrees. They were then folded the rest of the way over. It
> worked very well, to my surprise. If anyone is not intelligent enough
> to=A0get there control surfaces bent by a sheet metal shop and a little
> too cheap, I may have a solution for you. I am curious how=A0others
> accomplished this bend?
> Craig Van Sickle=A0
>
Message 7
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| Subject: | Re: Bending Control Surfaces |
--> Tailwind-List message posted by: Rodney Cody <tailwind83cj@sbcglobal.net>
Hi Everyone,
Has anybody heard anything about the West Coast Tailwind Fly-in being
held? I have have not seen anything about it so far.
Thanks, Rod
Message 8
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| Subject: | Re: ilwind-List:West Coast Fly-in |
--> Tailwind-List message posted by: Rodney Cody <tailwind83cj@sbcglobal.net>
Hi Everyone,
> Has anybody heard anything about the West Coast Tailwind Fly-in being
> held? I have have not seen anything about it so far.
>
> Thanks, Rod
>
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