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#31
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Flying on the Cheap - Wood
Jim Carriere wrote: wrote: ... Personally I've seen some very knot-free and fine grain birch and fir at the local Lowe's. Of course, there is also plenty "doghouse grade" wood. Lowe's is fifteen minutes closer to me than HD Other than plywood I've never seen birch in one of the Borgs after visitng more than a score of them in four states. Selection is highly variable, even within the same company in the same region. If you don't like what you see in one, go to another. -- FF |
#32
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Flying on the Cheap - Wood
Peter Dohm wrote: ... Now, if we can just get rid of those damanble dolly launches to transfer the amphibians from airport to seaplane base--and the belly landings coming back... They're working on it. Meanwhile your options include repostionable floats (leaving the gear fixed) and motorgliders, which are allowed retracts. Actually, I haven't found a prohibition against multiple engines for motorgliders either. -- FF |
#33
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Flying on the Cheap - Wood
Bret Ludwig wrote: wrote: Bret Ludwig wrote: ... Direct drive VW made sense in 1965. Not today. Use a liquid cooled car engine and a redrive, perhaps a Honda since they are attractively priced as JDM pulls. Have you seen many airplanes flying with liquid cooled car engines and a redrives? A few. How many with Honda engines? Fewer. Is the CVCC engine better (or worse) for flying than other auto engines? The CVCC is rarer than a Lycoming now since the Honda cars made with it are almost all crushed out. I think they discontinued CVCC in the _very_ early eighties. Most Honda mechanics working today have never seen one. You must be a fossil to even remember CVCC. I remember getting 50 mpg while cruising at 60 mph in my 1300cc Civic with the CVCC engine turning about 500 rpm slower than my brother's Toyota Corolla. So I think it was a damn fine fuel efficient high torque at low rpm engine. The point is not what is most common today but what would offer the best prospects for inexpensive, safe flying. Based on that, you recommend that a homebuilder choose an engine for which there is no history of use or support in the aviation communtiy. Compared to sticking with what has proven successful, while avoiding what has not, that sounds expensive and unsafe to me. If safety is the ONLY criterion there is only one way to turn a propeller worthy of consideration, a real aircraft engine: namely, the P&WC PT-6A. Of course, with the caveat that you keep your toes clear when you installit. After all, once the airframe has been crushed by the weight of the engine the plane will never fly. I think your definition of 'real' airplane comes close to excluding every homebuilt airplane that has flown successfully. ... I only suggested Hondas as a possible solution because of reliability and the availability of "midtime" factory assembled engines as JDM pulls, cheap. There may actually be a problem with them but because no one has put much effort into flying them (save, a decade or two ago, the BD-5 guys) we don't know. Most turn "wrong way", but that's not a major issue unless you want to turn a surplus factory prop. Even then a gear drive could fix that. Here I follow you as far what could be a fruitful developement effort. But not a choice for someone who wants to build and fly, without having to re-invent the aircraft engine, eh? -- FF P.S. What's a 'JDM pull'? |
#34
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Flying on the Cheap - Wood
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#35
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Flying on the Cheap - Wood
On 11 Aug 2006 08:09:50 -0700, "Bret Ludwig" wrote:
Ron Wanttaja wrote: On Fri, 11 Aug 2006 08:16:54 -0500, Jim Carriere wrote: snip. Getting an inkling on why Cessna is going to certify its new LSA in *normal* category, not SLSA? :-) The fact is that Cessna would be better off just to make the airplane everyone wants-a 150 hp 150 Aerobat with gear hardpoints for tricycle or conventional gear (or floats)... Sorry, don't see it. Few people want conventional gear today; no reason to go through all the work to certify taildragger versions. Doubt the market is there for a 150 aerobat, either....there were 5,303 Cessna 150s of 1970 model year or later in the January 2006 FAA aircraft registration database, and only 257 were Aerobats. That's only ~5% of the fleet...sure doesn't look like the Aerobat was that popular. Can you point to any published statistics that show market demand for low-power (and even 150 HP is "low power") aerobatic taildraggers? If Cessna certified its new airplane as an LSA, their certification costs would be much lower. However, they would put themselves at legal risk as owners re-certify their Cessnas as ELSAs in order to do their own maintenance. On the other hand, by pursuing Normal category certification, they ensure the planes remain in as-certified configuration and would be maintained and inspected by fully-trained mechanics. The certification itself costs more, but it's a process they're very familiar with. Ron Wanttaja |
#36
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Flying on the Cheap - Wood
"Bret Ludwig" wrote in message oups.com... Ron Wanttaja wrote: On Fri, 11 Aug 2006 08:16:54 -0500, Jim Carriere wrote: snip. Getting an inkling on why Cessna is going to certify its new LSA in *normal* category, not SLSA? :-) The fact is that Cessna would be better off just to make the airplane everyone wants-a 150 hp 150 Aerobat with gear hardpoints for tricycle or conventional gear (or floats)-and leave LSA alone. Like CB radio, LSA is going to turn into a quagmire. If "quagmire" is defined as something I can buy for 1/4 of what it cost when it was over-regulated, I'm a big fan. Also, if LSA was going to provide the relief from the government bureacracy that CB'ers gained 25 years ago, again, I'm for that too... Give me quagmire!!! |
#38
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Flying on the Cheap - Wood
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#39
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Flying on the Cheap - Wood
wrote: wrote: wrote: I remember getting 50 mpg while cruising at 60 mph in my 1300cc Civic with the CVCC engine turning about 500 rpm slower than my brother's Toyota Corolla. So I think it was a damn fine fuel efficient high torque at low rpm engine. ------------------------------------------------------------------------ You're comparing apples to oranges. Respectfully, I was comparing the Honda engine with the Toyota engine. ... But it has nothing to do with airplanes. ... That depends on whether or not either one is any good for airplanes. Which as you point out, is probably not the case. He has NO IDEA whether or not Honda car engines would be good or bad for airplanes. The hardcore DIY converters seem to be much more interested in the Suzuki/Geo engines, but that doesn't mean the Hondas would be bad. I have no idea what Honda engines weigh, which since they have a superior reliability record even in markets like Germany where people run them WOT for a long time (and since they are used as outboard powerheads at power settings equal or higher than in the cars, again with apparently superb reliability) would probably be the main factor. Of course, most any car engine is going to outperform a Lycoming today in terms of engine life at WOT. The Lycoming is a 1930s farm tractor engine built using WWI split crankcase, bolt on cylinder technology and belongs, really, in a museum. If it were really so great it would find many other uses besides aircraft. The military used them in generators and lifeboats and found they were cantankerous and troublesome and sensibly got rid of them. If only they had reefaged them instead of selling them surplus they would have done Experimental aviation a great favor. But I still wonder if the CVCC combustion system would be good for an airplane engine. The CVCC was a low intensity (vis-a-vis Ford PROCO, for example) stratified charge system designed primarily for emissions compliance without using catalytic converters, which were very expensive to maufacture and required unleaded gas which sold at a premium back then. (I'm old enough to remember the days of "punching" catalysts and filler restrictors to burn leaded gas at considerable savings-and satisfaction of F'ing the EPA, which we hated.) Since aircraft engines are not emissions controlled and unleaded gas is a lot cheaper than avgas, the advantage is nonexistent. CVCC was pretty troublesome, to be honest, and there were a fair number of people who converted their CVCC Hondas to the Canadian non-CVCC head and carb at some point in the car's lifecycle, particularly in areas where the cars didn't rust but which were outside emissions inspection areas-of course, most garages couldn't tell the difference anyway. |
#40
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Flying on the Cheap - Wood
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