Removing Decals

"UltraJohn" wrote in message
k.net...
Juan Jimenez wrote:


No, Bisbee, no one was talking to you. The only one who has crashed
around
here is one of your own gaggle. Besides, what are you talking about, you
can't even keep a marriage together, let alone an airplane. Shoo. Get
over
it.

You have to fly it first to be able to crash it!
John

Good point. did you hear that, frisbee?

wrote in message
ups.com...

This is a UseNet Newsgroup. We all talk to each other, and to
whomsoever reads the archives later, each time we post.

No, in _this_ planet we point out when people should keep their mouths shut.


BTW, Mr Jimenez, you mentioned that your engine was lighter than that
used in the other BD4Js. Others have suggested that it is lighter
by virtue of not having an integral starter.

There are no BD-4J's. It's a BD-5J. The 022 Couguar weighs 68 lbs soaking
wet. It has no starter/generator.

How hard is it to start the engine?

Not hard at all. Ignition on, fuel pump on, 145 psi, wait for 11-13% N1,
fuel solenoid valve on, light off.

Juan

Dan, U.S. Air Force, retired wrote:
wrote:

UltraJohn wrote:

Juan Jimenez wrote:



No, Bisbee, no one was talking to you.



This is a UseNet Newsgroup. We all talk to each other, and to
whomsoever reads the archives later, each time we post.


The only one who has crashed around
here is one of your own gaggle. Besides, what are you talking about,
you
can't even keep a marriage together, let alone an airplane. Shoo.
Get over
it.


You have to fly it first to be able to crash it!



Not really but no doubt the result is generally a bit more spectacular.

BTW, Mr Jimenez, you mentioned that your engine was lighter than that
used in the other BD4Js. Others have suggested that it is lighter
by virtue of not having an integral starter.

How hard is it to start the engine?

He turn on the ignition, cracks the throttle and sucks on the exhaust
pipe?

Dan, U.S. Air Force, retired

Don't you mean "sucks on a crack pipe?"

Tony

Juan Jimenez wrote:
wrote in message
ups.com...

There are no BD-4J's. It's a BD-5J. The 022 Couguar weighs 68 lbs soaking
wet. It has no starter/generator.

Hmm, shifts the CG forward a tad reducing the counterweight
needed up front, and thereby the total weight by a bit more too,
right? Or don't the 5js need a forward counterweight.


How hard is it to start the engine?

Not hard at all. Ignition on, fuel pump on, 145 psi, wait for 11-13% N1,
fuel solenoid valve on, light off.


OK, what's 'N1'?

And what happens next after 'light off'?

--

FF

wrote:

Juan Jimenez wrote:

wrote in message
roups.com...

There are no BD-4J's. It's a BD-5J. The 022 Couguar weighs 68 lbs soaking
wet. It has no starter/generator.


Hmm, shifts the CG forward a tad reducing the counterweight
needed up front, and thereby the total weight by a bit more too,
right? Or don't the 5js need a forward counterweight.


How hard is it to start the engine?

Not hard at all. Ignition on, fuel pump on, 145 psi, wait for 11-13% N1,
fuel solenoid valve on, light off.



OK, what's 'N1'?

And what happens next after 'light off'?

N1 is turbine one in a two spool engine, N2 would be spool 2. He's
using the term to impress us since his motor is single spool. I think he
means "light off" as "turn the lights off so the fire department won't
be distracted when they come to put out the fire."

Dan, U.S. Air Force, retired

wrote in message
oups.com...

Hmm, shifts the CG forward a tad reducing the counterweight
needed up front, and thereby the total weight by a bit more too,
right? Or don't the 5js need a forward counterweight.

That's a very good observation. Yes, it does. On most BD-5J's you are
required to have some type of ballast on the nose, usually lead bars. On
Bishop's jets, the ones being used for surrogate cruise missile work for the
military, we resolved this by replacing the huge NICAD batteries with gel
cells and moving them forward behind the panel. We also moved just about
everything else that could fit in there. The specialists who did the
installation said they had never before managed to fit 2 pounds of **** in a
1 pound box. I can send you pictures of that installation if you like, it's
amazing. I designed the panel layout but the real work was done by the
installers.

OK, what's 'N1'?

N1 is the turbine rotation speed, expressed in percentage. This is a
plain-jane turbojet.

And what happens next after 'light off'?

Watch your EGT, don't let it go too high, slowly bring the RPM up to a
stabilized idle around 51-55%. Make sure everything's in the green. It's
really a very simple setup.

Juan

"Dan, U.S. Air Force, retired" wrote in message
news:YxoTe.9697$dm.8569@lakeread03...
wrote:

N1 is turbine one in a two spool engine, N2 would be spool 2. He's
using the term to impress us since his motor is single spool.

Doubtful, Frisbee. That's your style, not mine. N1 is the term for turbine
RPM speed used in all single-spool turbines.

Get over it.

Juan

Juan Jimenez wrote:
...

N1 is the turbine rotation speed, expressed in percentage. This is a
plain-jane turbojet.

And what happens next after 'light off'?

Watch your EGT, don't let it go too high, slowly bring the RPM up to a
stabilized idle around 51-55%. ...

And after that?

--

FF

Juan Jimenez wrote:
"Dan, U.S. Air Force, retired" wrote in message
news:YxoTe.9697$dm.8569@lakeread03...

wrote:

N1 is turbine one in a two spool engine, N2 would be spool 2. He's
using the term to impress us since his motor is single spool.


Doubtful, Frisbee. That's your style, not mine. N1 is the term for turbine
RPM speed used in all single-spool turbines.

Get over it.

Juan


I worked on several jets with single spools. Not one used N1, it was
simply RPM.

Dan, U.S. Air Force, retired

wrote:

Juan Jimenez wrote:

...

N1 is the turbine rotation speed, expressed in percentage. This is a
plain-jane turbojet.


And what happens next after 'light off'?

Watch your EGT, don't let it go too high, slowly bring the RPM up to a
stabilized idle around 51-55%. ...


And after that?

He's never got that far.

Dan, U.S. Air Force, retired