Today's Message Index:
----------------------
1. 07:50 AM - Re: Metric prop bolts-where to buy? (Skyshop)
2. 08:37 AM - Drilling for Forward Torque Tube Bearing 6B16-6? (deglass1@aol.com)
3. 09:29 AM - AOA question (Jon Croke)
4. 10:23 AM - AOA question (Robert Schoenberger)
5. 10:27 AM - Re: AOA question (Paul Mulwitz)
6. 10:28 AM - Re: Re: Angle of Attack (Larry Landucci)
7. 11:18 AM - Re: AOA question (jnbolding1)
8. 11:41 AM - Re: AOA question (Robert Schoenberger)
9. 01:31 PM - Re: AOA question (BATAR@aol.com)
10. 01:42 PM - Angle of Attack - Lift Reserve Indicators (VideoFlyer@aol.com)
11. 02:06 PM - Re: RFI Redrives (Eddie Seve)
12. 03:45 PM - Re: AOA question (Craig Payne)
13. 03:55 PM - Re: AOA question (RURUNY@aol.com)
14. 04:18 PM - Re: Re: AOA question (Craig Payne)
15. 04:33 PM - Re: AOA question (RURUNY@aol.com)
16. 05:49 PM - Re: AOA question (Gary Gower)
17. 05:50 PM - AOA indicators (Ron Lee)
18. 06:22 PM - Welding 4130 (Tom P)
19. 06:45 PM - AOA indicator (Brandon Tucker)
20. 06:49 PM - Re: Drilling for Forward Torque Tube Bearing 6B16-6? (Al Young)
21. 08:52 PM - Re: Re: AOA question (Gary Gower)
22. 09:50 PM - Re: High Intensity Discharge (HID) Landing LIghts (Frank Stutzman)
Message 1
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| Subject: | Re: Metric prop bolts-where to buy? |
--> Zenith-List message posted by: Skyshop <danny@skyshops.org>
Hi from Danny again,
just back from Oshkosh, it was nice talking to some of you, guys. Thanks
for the great response with our new aircraft (the Parrot).
Paul, it's easy to purchase prop bolts from Lockwood aviation, they have
a big selection and they have AN bolts which are virtually the same size
as the metrics.
We have just received more 601XL and 701 seats for stock (rainbow style).
Safe flying,
Danny
Paul Mulwitz wrote:
>--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>
>
>
>>Hi fellow builders: The prop bolts that were included in the firewall
>>forward kit I bought from Skyshops are about 5mm too short. Danny
>>
>>
>>from Skyshops
>
>
>>told me to buy some that are the correct length and he would
>>reimburse me, but
>>I am having a hard time locating them. I need an 8mm allen head bolt with a
>>shank length of 135mm.
>>
>>
>
>Do you know what strength bolts you need?
>
>If my memory serves me correctly, normal hardware-store bolts have a
>tensile strength of 50,000 psi. The grades go up to the A/N aircraft
>grade bolts that have around 160,000 psi strength.
>
>I have read of an aircraft accident where hardware store bolts were
>used to mount a prop by someone trying to save money. He died on his
>first flight thanks to prop separation at low altitude.
>
>Paul
>XL barely started
>
>
>
>
Message 2
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| Subject: | Drilling for Forward Torque Tube Bearing 6B16-6? |
--> Zenith-List message posted by: deglass1@aol.com
The list has become much broader than specific tips lately, but I
request some help with a detail that's not in the list archives.
After putting the XL project aside for a few months, I'm back into
fuselage construction. The forward torque tube bearing 6B16-6 mounts
between the upright extrusions in the pre-built center spar section,
with 4 AN3 bolts. Without removing the uprights from the center spar,
how did you drill the pilot holes, then 3/16" holes through the
uprights and bearing, so close to the spar web? Neither my regular or
right-angle hand drills let me get anywhere near the center of the
upright. Do I need a Dremel extention or some other small-chuck
flexible drill extension?
Any suggestions or experience would be appreciated. Direct e-mail to
either address would be welcomed!
Thanks-
David Glass
XL - working on Fuselage
Message 3
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--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
I appreciate all of this discussion on AOAs - - this has certainly aroused interest
for many of us 'uneducated' on this topic.
For those that arent familiar with this technology yet, let me tell you that the
most expensive component is an off the shelf gauge that can be purchased for
about $75 from most industrial distributors.... and the rest of the parts are
tubes and a properly constructed dual probe that attaches to the wing and is
adjusted as required. People like Scott and Ron, Gary, etc have built and installed
these and many more attest to their wonderful usefulness. I want one
now!
But, I wonder.... how can such a relativly simple, inexpensive, reliable and immensely
valuable tool for safe flying escape the attention of multitudes of existing
aircrafts, pilots and instructors? Why arent these on all of the thousands
of 'low end' recreational certified planes.... and most experimental?? Never
seen one on a Cessna 172 or similar... The gauge that reads the differential
pressure looks like something that has been around longer than most of us
have been alive.... no new technology there... and the for about $100 this system
is less expensive than many other gauges on your panel that have questionable
utility.
I am asking: why hasnt this been on EVERY plane built since the 1950's??? What
am I missing?
This almost reminds me when I was growing up and autos all had POINT ignition...
and the rage amongst hobbyist was installing electronic, breakerless, capacitor
discharge modules as an aftermarket add on.... and I of course, cynically
thought that IF it was really that good, Detroit would be installing it on every
car (inexpensive, reliable, and great advantages). I recall it took them about
5 years before they started making electronic ignition standard.... Is this
a corollary with AOA? The problem, tho is that there is no new technology
here, (that I can see....)
Someone, please... illuminate me! (no HIDs please!)
Jon
Message 4
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--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
Jon Croke wrote . . .
This almost reminds me when I was growing up and autos all had POINT ignition...
and the rage amongst hobbyist was installing electronic, breakerless, capacitor
discharge modules as an aftermarket add on.... and I of course, cynically
thought that IF it was really that good, Detroit would be installing it on every
car (inexpensive, reliable, and great advantages). I recall it took them about
5 years before they started making electronic ignition standard.... Is this
a corollary with AOA? The problem, tho is that there is no new technology
here, (that I can see....)
Someone, please... illuminate me! (no HIDs please!)
Jon . . . I think your anology above is quite good. I'm old enough to remember
when turn signals were not on any vehicles. Why did we spend the first 50 years
of the automotive world sticking our arms out car door windows in the rain
to tell the person behind we were turning? And windshield washers . . . and
spin proof planes like the Eurcope, etc. All simple ideas which had a hard time
catching on.
In the eighties, I became interested in the original AOA (called a lift reserve
indicator) which was offered by the original inventor (forget his name), and
I researched it quite extensively. The inventor at that time was fairly elderly
(and has since died), and he traveled the country expounding the virtues of
his invention to anyone who would listen. I got the impression that most persons
in the aviation world thought he was somewhat crazy and his lift reserve
indicator did not catch on. I put one on my Piper Dakota and the retrofit was
not cheap - something like over $1000 for the instrument and labor to install
(difficult to run the tubing from midpoint in the wing back to the fuselage).
It worked quite well, and I especially liked it when making a turn for final,
a point where there have been many fatal spins. It was a good reminder not
to steepen the turn to make the runway. I think I will put one on my 701.
My 2 cents worth. Robert Schoenberger
Message 5
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>I am asking: why hasnt this been on EVERY plane built since the
>1950's??? What am I missing?
Just some wild guessing on my part (after cogitating these same
questions for a few months now).
1. GA pilots (except ex-jet jockeys) have been completely unaware
these things existed.
2. There is been little desire among normal GA pilots to fly close
to stall speed without stalling.
3. Typical GA operations are from runways about 10 times longer than
the plane needs. With that kind of margin what difference does it
make if the landing roll is a few feet longer than it must be.
4. Guys like me take pride in our ability to fly without instruments
at all - especially when something breaks. I remember telling folks
in the country club bar about losing my airspeed indicator to mud
wasp droppings and going on about my three hop flight plan with a
fully loaded plane. The other guys thought I was nuts to not cancel
since they couldn't safely land without an airspeed indicator. But
for me . . . adding another instrument to an already overstuffed
panel was never a question.
5. Only experimental airplane owners would even consider adding a
new guage to a plane. Renters and normal GA operators would never
even think about it. After all somebody who really knew what they
were doing blessed the current standard set of instruments -- "Who am
I to question what is needed to fly a plane?"
6. In a part 23 plane it would take an Act of God (at least
Congress) to approve adding something like this to the
panel. Certainly the stodgy bureaucratic FAA wouldn't approve of
such a radical idea. Even getting a new version of 50 year old
technology already in normal use takes years of proof to the
bureaucrats that your version is so overdesigned it could never fail
even if run over by a tank.
I have decided to follow the advice of the folks advocating for this
instrument and install one in my XL. Who knows, maybe in another 50
years the FAA will approve one or two of these things for use in part
23 planes.
Paul
XL barely started
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 6
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| Subject: | Re: Angle of Attack |
--> Zenith-List message posted by: Larry Landucci <lllanducci@tds.net>
There is another source for the LRI that is actually the first company
(Depot Star in Minneapolis, Minn.) to offer this device. They also have
available an electronic version with colored LEDs that can mount on the
glare-shield in your peripheral vision. I feel that this is superior to
the gauge version, although also more expensive.
I have this one installed in my 801. I will be doing the 1st flight in
a few weeks after I receive my airworthiness inspection, but I can
already tell from a little bit of slow-speed taxiing that it will be a
wonderful addition.
If anyone would like pictures of my installation, email me off list.
There website is: www.lriaoa.com/
Larry Landucci -- N801LL
Message 7
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: "jnbolding1" <jnbolding1@mail.ev1.net>
----------
I became interested in the original AOA (called a lift reserve indicator) which
was offered by the original inventor (forget his name), and I researched it
quite extensively.
>
Fred Huntington I think, still have some of the original literature. JB
Message 8
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
JB . . . you're right. Thanks for the reminder. I think after he died, I
read an article that his son was going to carry on the business. Robert
Schoenberger 701 do not archive.
----- Original Message -----
From: "jnbolding1" <jnbolding1@mail.ev1.net>
Subject: Re: Zenith-List: AOA question
> --> Zenith-List message posted by: "jnbolding1" <jnbolding1@mail.ev1.net>
>
> ----------
> I became interested in the original AOA (called a lift reserve indicator)
> which was offered by the original inventor (forget his name), and I
> researched it quite extensively.
>>
>
> Fred Huntington I think, still have some of the original literature. JB
>
>
>
Message 9
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: BATAR@aol.com
Do not archive.
All tactical military aircraft have had AOA for the last 40 or 50 years.
Military pilots have always wondered why it wasn't installed in civilian
airxcraft.
Message 10
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| Subject: | Angle of Attack - Lift Reserve Indicators |
--> Zenith-List message posted by: VideoFlyer@aol.com
This is a very interesting topic...and a quick check in the archives shows
that it's been kicked around before. But there are newcomers all the time to
this list...and as people build and complete their planes, they probably tend to
frequent this list less often. So...for all of us newly interested
folks.....here are a couple of links concerning AOA's ...(or LRI's if you prefer)
that
I found informative.
This (from the Matronics archives....Oct. 03) is an explanation of how the
LRI works...what it does and doesn't do...and how it might have prevented an
accident.
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=32185009?KEYS=aoa?L
ISTNAME=Zenith?HITNUMBER=51?SERIAL=1321265630?SHOWBUTTONS=YES
Here are some plans that are very good. I am going to use them to build my
own AOA indicator.
http://www.snyder.on.ca/pages/lri.htm
Here is a link to Dwyer Instruments, Inc. who make the pressure differential
gauge
http://www.dwyer-inst.com/htdocs/pressure/Series2-5000Price.cfm
Hope someone else finds this as interesting as I did.
Dave Harms
601XL/Corvair
Message 11
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--> Zenith-List message posted by: "Eddie Seve" <eddie.seve@clarity.com>
Hi Allan,
Don't know what email address you tried, but this is one that I know
about;
Don Parham
RFI Power systems
P.O. Box 263
Indianola, Ok 74442
Phone: 918-823-4610
Fax: 918-823-4690
e-mail rfi@oklatel.net
Regards,
Eddie Seve
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of ABGS
Subject: Zenith-List: RFI Redrives
--> Zenith-List message posted by: "ABGS" <abgs@impulse.net.au>
Hi All
I am trying to email RFI Redrives of Indianola Ok rfi@oklatel.net
The email has been returned.
Does anyone know if they are still around or closed up?
If they are still around does anyone have their new email address?
I am trying to get hold of the EJ22 Subrau motor rebuild manual they
have, has anyone got the manual or can tell where I might get one?
Thanks and Fly Safe
Allan
Cummins Spinners
www.cumminsspinners.com
Kit arrives in 2 weeks
Table built and ready
Message 12
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Craig Payne <craig@craigandjean.com>
Now that I have an AOA indicator I want air-to-air missiles too! :-)
-- Craig
BATAR@aol.com wrote:
> --> Zenith-List message posted by: BATAR@aol.com
>
> Do not archive.
>
> All tactical military aircraft have had AOA for the last 40 or 50 years.
> Military pilots have always wondered why it wasn't installed in civilian
> airxcraft.
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: RURUNY@aol.com
>All tactical military aircraft have had AOA for the last 40 or 50 years.
>Military pilots have always wondered why it wasn't installed in civilian
>airxcraft.
I worked on A-10s in the Air Force. It has a mechanical AOA vane on the left
side, as seen in the link to the picture below. Look at the star, then move
about 1 1/2 foot forward and down about a foot and that small thing is an
angle of attack vane. Just a small airfoil attached to an arm that rotated in
an
arc about 45 deg total from horizontal. This is a very simple and effective
design if you don't have a prop out front, thus making it work on a jet but
not on a plane. Also note the front of the wing, inboard of the landing gear
pod. Yes, that is a leading edge retractible slat. It uses input from the AOA
to open and retract the slats. The A10 would move down towards its target at
treetop level , fire and then pull up violently and away. The pilots told me
the slats would pop open in this maneuver. Some on the flightline would say it
allowed air to hug the wing better at that angle of attack but others would
say they were put in place for better operation of the engines right over the
rear of the wing during these violent and sudden turns.
Hmm...Leading edge slats, its slow, its ugly. Kind of helps me to understand
why I chose the 701 over the XL. But as with both planes they are just so
unique you gotta luv em.
Brian
Do not archive
Hope link below works.
_http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&
sok=JURER%20%20%28nvepensg_trarevp%20%3D%20%27Snvepuvyq%20N-10%20Guhaqreobyg%2
0VV%27%29%20%20beqre%20ol%20cubgb_vq%20QRFP&photo_nr=91_
(http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&sok=JURER%20%20(nvepe
nsg_trarevp%20=%20'Snvepuvyq%20N-10%20Guhaqreobyg%20VV')%20%20beqre%20ol%20cub
gb_vq%20QRFP&photo_nr=91)
Message 14
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Craig Payne <craig@craigandjean.com>
There are at least two commercial products that works the same way (I
mean the vane, not the slats). Here are some links to pictures on their
web sites:
http://www.riteangle.com/RiteAngle/piper.htm
http://www.hciaviation.com/prod-aoa-a.shtml
These are the sites of two commercial AOA indicator that uses the simple
differential air pressure gauge:
http://www.liftreserve.com/
http://www.lriaoa.com/index.htm
I'm installing yet another unit:
http://advanced-control-systems.com/AOA/aoa.htm
-- Craig
RURUNY@aol.com wrote:
> --> Zenith-List message posted by: RURUNY@aol.com
>
>
>
>>All tactical military aircraft have had AOA for the last 40 or 50 years.
>>Military pilots have always wondered why it wasn't installed in civilian
>>airxcraft.
>
>
> I worked on A-10s in the Air Force. It has a mechanical AOA vane on the left
> side, as seen in the link to the picture below. Look at the star, then move
> about 1 1/2 foot forward and down about a foot and that small thing is an
> angle of attack vane. Just a small airfoil attached to an arm that rotated in
an
> arc about 45 deg total from horizontal. This is a very simple and effective
> design if you don't have a prop out front, thus making it work on a jet but
> not on a plane. Also note the front of the wing, inboard of the landing gear
> pod. Yes, that is a leading edge retractible slat. It uses input from the AOA
> to open and retract the slats. The A10 would move down towards its target at
> treetop level , fire and then pull up violently and away. The pilots told me
> the slats would pop open in this maneuver. Some on the flightline would say
it
> allowed air to hug the wing better at that angle of attack but others would
> say they were put in place for better operation of the engines right over the
> rear of the wing during these violent and sudden turns.
> Hmm...Leading edge slats, its slow, its ugly. Kind of helps me to understand
> why I chose the 701 over the XL. But as with both planes they are just so
> unique you gotta luv em.
>
> Brian
>
> Do not archive
>
> Hope link below works.
>
>
> _http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&
> sok=JURER%20%20%28nvepensg_trarevp%20%3D%20%27Snvepuvyq%20N-10%20Guhaqreobyg%2
> 0VV%27%29%20%20beqre%20ol%20cubgb_vq%20QRFP&photo_nr=91_
> (http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&sok=JURER%20%20(nvepe
> nsg_trarevp%20=%20'Snvepuvyq%20N-10%20Guhaqreobyg%20VV')%20%20beqre%20ol%20cub
> gb_vq%20QRFP&photo_nr=91)
>
>
>
>
>
>
>
Message 15
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: RURUNY@aol.com
Just an article I found, about how complex an AOA system can be, and also
how detailed a military crash investigation can be.
_http://www.findarticles.com/p/articles/mi_m0IBT/is_11_57/ai_80381346_
(http://www.findarticles.com/p/articles/mi_m0IBT/is_11_57/ai_80381346)
Brian
Do not archive.
Message 16
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hello Jon,
I had the same thoughts when I first knew about the LRI..
But when I beguined to built my 701 I was advised to do so by our friend (a Bush
Pilot)here in our Club , He has two (certified) airplanes that do mountain
flying with a LRI installed: One a C180 and the other a Stintson 108 with
a 250 HP engine (from an Aztec).
This pilot (my STOL instructor) does missionary and medical aid flights and he
told me that in the mountains here, with the temperature, the altitude and the
strips so short and not in perfect shape, the LRI is a must...
I had already the chance to fly with him 3 times and believe me, This are "aircarrier"
landings over dirt instead of ocean. Is scary, to say the least...
At least one strip has no second chance if you miss the aproach!
I dont know what will be more "adrenaline" type of flying for me in the future:
Bush flying or aerobastics. Well, too far from doing either now...
Saludos
Gary Gower
Jon Croke <jon@joncroke.com> wrote:
--> Zenith-List message posted by: "Jon Croke"
I appreciate all of this discussion on AOAs - - this has certainly aroused interest
for many of us 'uneducated' on this topic.
For those that arent familiar with this technology yet, let me tell you that the
most expensive component is an off the shelf gauge that can be purchased for
about $75 from most industrial distributors.... and the rest of the parts are
tubes and a properly constructed dual probe that attaches to the wing and is
adjusted as required. People like Scott and Ron, Gary, etc have built and installed
these and many more attest to their wonderful usefulness. I want one now!
But, I wonder.... how can such a relativly simple, inexpensive, reliable and immensely
valuable tool for safe flying escape the attention of multitudes of existing
aircrafts, pilots and instructors? Why arent these on all of the thousands
of 'low end' recreational certified planes.... and most experimental?? Never
seen one on a Cessna 172 or similar... The gauge that reads the differential
pressure looks like something that has been around longer than most of us have
been alive.... no new technology there... and the for about $100 this system
is less expensive than many other gauges on your panel that have questionable
utility.
I am asking: why hasnt this been on EVERY plane built since the 1950's??? What
am I missing?
This almost reminds me when I was growing up and autos all had POINT ignition...
and the rage amongst hobbyist was installing electronic, breakerless, capacitor
discharge modules as an aftermarket add on.... and I of course, cynically
thought that IF it was really that good, Detroit would be installing it on every
car (inexpensive, reliable, and great advantages). I recall it took them about
5 years before they started making electronic ignition standard.... Is this
a corollary with AOA? The problem, tho is that there is no new technology here,
(that I can see....)
Someone, please... illuminate me! (no HIDs please!)
Jon
---------------------------------
Message 17
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--> Zenith-List message posted by: "Ron Lee" <rlee468@comcast.net>
Has anyone used the Bacon Saver. It is in the ACS catalogue for about $125.00.
I think I read somewhere that almost all bush planes in Alaska use them.
Ron
Message 18
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--> Zenith-List message posted by: "Tom P" <tompizza@hotmail.com>
Here is a link to the inquiries about welding 4130.
http://www.lincolnelectric.com/knowledge/articles/content/chrome-moly.asp
Message 19
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--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
AOA measurement is so crucial to the F/A-18 that it
has dual probes on either side of the nose. It is
used for scheduling all control surfaces including the
flaps. When fighting one circle, you spend more time
monitoring AOA than airspeed. To assist in carrier
landings, there are AOA cheater lights on the left
side of the HUD to give the pilot AOA indication.
There are also lights on the landing gear facing
forward to allow the LSO's to monitor the AOA as well.
This allows for the slowest possible safe approach to
landing, and the LSO's to grade you down if you get
too slow!
There have been several cases of guys knocking
off the right side AOA probe with the refueling
basket. This causes some crazy stuff to happen to the
flight control computer, so there is an option to
select one or the other. It gets real ugly when you
mess up the plug in so badly that the refueling basket
wraps around the nose, and breaks both off.
R/
Brandon
Message 20
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| Subject: | Re: Drilling for Forward Torque Tube Bearing 6B16-6? |
--> Zenith-List message posted by: "Al Young" <armyret@one-eleven.net>
David- If you mean 6B17-6 (my old plans may be different) The torque tube
bearing in any event, if I remember right, I first fitted it and leveled the
torque tube with the bearing in place, then used a scrap piece of alum
against the spar and drilled the first hole so that the chuck only hit the
scrap and didn't mar the spar. I then clecoed the first hole and re-checked
that it hadn't slipped, and drilled one hole on the other side and clecoed
it. Drill the last two holes, cleco one of them and start the 3/16th bit in
the one open hole. Once it is drilled, fill it with a bolt and do the
others in the same manner. I do believe that I used a 90 degreee drill. I
don't remember having any problems drilling the 4 holes. Just make sure you
protect the spar from the drill chuck. Hope this helps.
Regards,
Al Young
601XL- Re-building
Do not archive
Message 21
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
This is as simple as it can get:
http://www.adventureairsports.com/aoa.htm
There was another one installed in a Super Cub, same sistem but with a long pvc
tube fstened on the wing struts and the yarn in sight on the left of the cabin.
We are very happy with the LRI we instaled, but any of them will be a safe thing
to have.
Just remember:
If you want to go up, pull back on the yoke.
If you want to go down, pull back a little more.
If you want to go down real fast and spin around and around and around, just keep
pulling back.
--- Aviation proverb.
Saludos
Gary Gower.
Craig Payne <craig@craigandjean.com> wrote:
--> Zenith-List message posted by: Craig Payne
There are at least two commercial products that works the same way (I
mean the vane, not the slats). Here are some links to pictures on their
web sites:
http://www.riteangle.com/RiteAngle/piper.htm
http://www.hciaviation.com/prod-aoa-a.shtml
These are the sites of two commercial AOA indicator that uses the simple
differential air pressure gauge:
http://www.liftreserve.com/
http://www.lriaoa.com/index.htm
I'm installing yet another unit:
http://advanced-control-systems.com/AOA/aoa.htm
-- Craig
RURUNY@aol.com wrote:
> --> Zenith-List message posted by: RURUNY@aol.com
>
>
>
>>All tactical military aircraft have had AOA for the last 40 or 50 years.
>>Military pilots have always wondered why it wasn't installed in civilian
>>airxcraft.
>
>
> I worked on A-10s in the Air Force. It has a mechanical AOA vane on the left
> side, as seen in the link to the picture below. Look at the star, then move
> about 1 1/2 foot forward and down about a foot and that small thing is an
> angle of attack vane. Just a small airfoil attached to an arm that rotated in
an
> arc about 45 deg total from horizontal. This is a very simple and effective
> design if you don't have a prop out front, thus making it work on a jet but
> not on a plane. Also note the front of the wing, inboard of the landing gear
> pod. Yes, that is a leading edge retractible slat. It uses input from the AOA
> to open and retract the slats. The A10 would move down towards its target at
> treetop level , fire and then pull up violently and away. The pilots told me
> the slats would pop open in this maneuver. Some on the flightline would say it
> allowed air to hug the wing better at that angle of attack but others would
> say they were put in place for better operation of the engines right over the
> rear of the wing during these violent and sudden turns.
> Hmm...Leading edge slats, its slow, its ugly. Kind of helps me to understand
> why I chose the 701 over the XL. But as with both planes they are just so
> unique you gotta luv em.
>
> Brian
>
> Do not archive
>
> Hope link below works.
>
>
> _http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&
> sok=JURER%20%20%28nvepensg_trarevp%20%3D%20%27Snvepuvyq%20N-10%20Guhaqreobyg%2
> 0VV%27%29%20%20beqre%20ol%20cubgb_vq%20QRFP&photo_nr=91_
> (http://images.airliners.net/open.file?id=827621&size=L&width=1024&height=751&sok=JURER%20%20(nvepe
> nsg_trarevp%20=%20'Snvepuvyq%20N-10%20Guhaqreobyg%20VV')%20%20beqre%20ol%20cub
> gb_vq%20QRFP&photo_nr=91)
>
>
>
>
>
>
>
Message 22
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| Subject: | Re: High Intensity Discharge (HID) Landing LIghts |
--> Zenith-List message posted by: Frank Stutzman <stutzman@stutzman.com>
On Sat, 13 Aug 2005, Paul Mulwitz wrote:
> The odd part of all this is you can actually see more with the lights
> off. This assumes you have been in the dark for long enough to
> develop "Night Vision" - about 20 minutes. In this condition, your
> pupils are so wide open the ambient light is enough so you see
> remarkably well. This is incredible if there is moon light, but
> still works even when there is no moon.
Yes, the human eye is very capable of low light operation when it is fully
adapted to the conditions. The problem is that it really doesn't take
much to destroy your night vision: A passing car, an open hangar or
somebody else taxiing with a taxi light.
Once your night vision is destroyed, what are you going to do? Shut down
the plane where you are and wait for the 20+ minutes for your night
vision to come back?
Frank Stutzman
Bonanza N494B "Hula Girl"
Hood River, OR
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