Harley engine special

"Richard Lamb" wrote in message
...
jls wrote:

"Barnyard BOb -" wrote in message
...


Both these guys are classic extremes of how dumb luck can rule!
Blanton survived in spite of himself while Wittman died because of
himself. - Barnyard BOb -

Not so fast, BoOb. Wittman was around 90 when he died. At the
time he
covered his aircraft with polyester fabric and used dope to glue and
finish
it, it was a popular thing to do. - jls
+++++++++++++++++++++++++++++++++++++++++

GEEZUS!!!!

Perhaps you did not see Dave Hyde's post regarding Wittman....

"AILERON-WING FLUTTER INDUCED BY
SEPARATION AT THE TRAILING EDGE OF AN UNBONDED
PORTION OF WING FABRIC AT AN AILERON WING STATION.
THE DEBONDING OF THE WING FABRIC WAS A RESULT OF
IMPROPER INSTALLATION."

Also...
Steve Wittman Accident

http://www.beginat.com/EAA724/newsltrs/96-02.htm
The February Sport Aviation has a summary of the findings of the NTSB
on the cause of the crash of Steve Wittman's O&O Special last April.
To condense and simplify the article greatly, it appeared that Steve
painted the Poly-Fiber covering to the plywood wing with the nitrate
dope he had used for years with natural fiber wing coverings, instead
of with the approved Poly-Brush.

Poly-Tak is the glue; poly-brush is a weave filler. You're not all
that
good with facts, are you?

Neither are you, for that matter.

Go back to the Polyfiber manual...

Today I used some Poly-Tak, an aircraft fabric cement, as a structural
adhesive. I don't use Poly-Brush as a structural adhesive, but you're
welcome to for those little flitting 50 mph things you build.

jls wrote:


Today I used some Poly-Tak, an aircraft fabric cement, as a structural
adhesive. I don't use Poly-Brush as a structural adhesive, but you're
welcome to for those little flitting 50 mph things you build.

That's nice.
And you glued eight yards of fabric to a wood skinned wing?
How did that turn out? Real smooth, huh?
Ah, question? How are you going to iron it out?
If the glue releases at 250 degrees,
but the fabric needs 350 degrees to reach working tightness???



My little 75! mph thingies actually fly. Very well, in fact.

It was designed to be built for $5000 US or so, fly like a 'real'
airplane, handle like a dream, and be constructed from raw material
by novices using only hand tools.

But we don't want to over constrain the design, do we!?

(Oh, BTW, this new plane is all Polyfiber from brush to color.
and it is starting to look real nice.

So here is the deal, guy...

If you wish to continue this rant, I'd like to invite you to show
us what _YOU_ have designed, built, and flown.
Ok?

Now, changing subjects abruptly...

Steve Wittman married a woman half his age - not because he was a
wealthy old coot who could afford to keep a kitten -
but because she loved him, and he loved her.

I loved him too.

As for your rant about Big Bad BoB?

Son, you just plain don't know what you are talking about,
and, I fear, are not worth the effort to educate.



-=plonk=-

For exactly the second time in my net history.

Richard Lamb

On Fri, 21 May 2004 00:49:17 GMT, Richard Lamb
wrote:

And you glued eight yards of fabric to a wood skinned wing?
How did that turn out? Real smooth, huh?
Ah, question? How are you going to iron it out?
If the glue releases at 250 degrees,
but the fabric needs 350 degrees to reach working tightness???

I can answer that question, or at least give an example of something
very similar. The double covering technique, which was developed for
extremely high power and big propped aerobatic airplanes like the
Pitts model 12, involves laying the top layer of fabric on top of the
initial layer and rolling polytach on top of it. You put it on thick
and roll it through the fabric. You can see that it's saturating the
fabric when you do this. The top layer of fabric is usually the same
weight and weave as what you use for tapes, and in effect is one
gigantic tape.

Then you iron the top layer using a 250 degree temp iron. This is
enough to smooth things out and eliminate any bubbles or slight
ripples. Using the rolling on technique, there aren't many
imperfections to correct.

As mentioned above, this process is being used on extreme machines,
but has also been applied to three Beech Staggerwings with a field
approval. You end up with a very very smooth covering and very close
to the the same weight as a covering using traditional tapes and
filler.

Corky Scott