X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 11 Jan 2006 10:29:16 -0500 Message-ID: X-Original-Return-Path: Received: from sccrmhc14.comcast.net ([204.127.202.59] verified) by logan.com (CommuniGate Pro SMTP 5.0.6) with ESMTP id 921960 for lml@lancaironline.net; Wed, 11 Jan 2006 07:19:54 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.202.59; envelope-from=mjrav@comcast.net Received: from mark1 (c-65-96-140-242.hsd1.ma.comcast.net[65.96.140.242]) by comcast.net (sccrmhc14) with SMTP id <2006011112190801400se4l8e>; Wed, 11 Jan 2006 12:19:08 +0000 X-Original-Message-ID: <006601c616a9$b7cf0640$f28c6041@mark1> From: "Mark Ravinski" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: To header tank or not....that is the question X-Original-Date: Wed, 11 Jan 2006 07:22:41 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0063_01C6167F.CEB42D10" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1506 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1506 This is a multi-part message in MIME format. ------=_NextPart_000_0063_01C6167F.CEB42D10 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Mike, I have a small tail 360 with the hydraulics on the rear bulkhead, 2 = batteries in front of the passenger's feet (no dual rudders) and a = saddle tank. I find this combination - just right- as far as goes CG flexibility and = fuel endurance. The cg can be almost too far forward when lightweight if all the fuel = aboard is in the saddle - so learn not to do this. The cg can be almost too far aft when very heavily loaded causing a = tendency to pitch oscillate on takeoff if I'm not careful. Fuel is 15 in each wing and 13 in the header, (43 total) and I can = cruise for 5 hours and 1000 stat miles in good conditions. That's about my personal endurance anyway on a leg. I only feed engine fuel from the header and the wings feed with the = facet pumps. I don't have any way of knowing when a wing tank runs dry = in flight but it has never seemed to do any harm to leave the facets on = too long until you notice the header level not rising anymore. On the = ground, you can tell by the sound of the pumps when they are dry. I = don't think I have much unusable fuel in the wings because after doing = this there is never enough fuel to hear any sloshing when I shake the = plane back at the pumps. (With the wing cap off) I don't think I would want speed brakes on my LNC2. They would not be = worth the cost and weight penalty. For efficiency, I usually plan = letdown at 500 FPM or 6NM per thousand feet to destination. If you need = to descend faster, push the nose down and get vne speed. The drag you = need will come from the speed. If you still need more drag, pull 3-4 g's or so and spiral down. This = works great for diving through a hole in the clouds etc. Be sure you're = comfortable with maneuver before trying it - especially in reduced vis. = It can be disorienting. Mark Ravinski N360KB 1361 hrs ----- Original Message -----=20 From: MichaelMicom@aol.com=20 To: Lancair Mailing List=20 Sent: Tuesday, January 10, 2006 12:20 AM Subject: [LML] Re: To header tank or not....that is the question I too purchase an uncompleted Carbon 360 SFB with outback = gear,extended wing tips and standard wing tips. Previous owner has = bonded the center stub wing to the fuselage,hydraulic pump to the rear = bulkhead,wings is untouch.Main and nose gears along with the doors are = done. I would like the experts to give me the pros and cons on several = options I have. Should I move the Battery and hydraulic pump to the front as John = mention. Should make the wing tips interchangeable. What are benefit of the = extended wing tip.Does anyone have flown one that can give me the flight = characteristics. Will the standard fuel bays give me sufficient flight time.=20 Can I install speed brake in the 360.Will it fit? Thank you for all = the help you can give. Regards, Mike Soh #490 ------=_NextPart_000_0063_01C6167F.CEB42D10 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Mike,
I have a small tail 360 with the hydraulics on the rear bulkhead, 2 = batteries in front of the passenger's feet (no dual rudders) and a = saddle=20 tank.
I find this combination  - just right- as far as goes CG = flexibility=20 and fuel endurance.
The cg can be almost too far forward when lightweight if all the = fuel=20 aboard is in the saddle - so learn not to do this.
The cg can be almost too far aft when very heavily loaded causing a = tendency to pitch oscillate on takeoff if I'm not careful.
 
Fuel is 15 in each wing and 13 in the header,  (43 total) and = I can=20 cruise for 5 hours and 1000 stat miles in good conditions.
That's about my personal endurance anyway on a leg.
I only feed engine fuel from the header and the wings feed with the = facet=20 pumps.  I don't have any way of knowing when a wing tank runs dry = in flight=20 but it has never seemed to do any harm to leave the facets on too long = until you=20 notice the header level not rising anymore. On the ground, you can = tell by=20 the sound of the pumps when they are dry.   I don't think I = have much=20 unusable fuel in the wings because after doing this there is never = enough=20 fuel to hear any sloshing when I shake the plane back at the = pumps. =20 (With the wing cap off)
 
I don't think I would want speed brakes on my LNC2.  They = would not be=20 worth the cost and weight penalty.  For efficiency, I usually plan = letdown=20 at 500 FPM or 6NM per thousand feet to destination.  If you need to = descend=20 faster,  push the nose down and get vne speed.  The drag you = need will=20 come from the speed.
If you still need more drag, pull 3-4 g's or so and spiral = down. =20 This works great for diving through a hole in the clouds etc.  Be = sure=20 you're comfortable with maneuver before trying it - especially in = reduced=20 vis.  It can be disorienting.
 
Mark Ravinski
N360KB   1361 hrs
----- Original Message -----
From:=20 MichaelMicom@aol.com
Sent: Tuesday, January 10, 2006 = 12:20=20 AM
Subject: [LML] Re: To header = tank or=20 not....that is the question

I too purchase an uncompleted Carbon 360 SFB with outback = gear,extended=20 wing tips and standard wing tips. Previous owner has  bonded the = center=20 stub wing to the fuselage,hydraulic pump to the rear bulkhead,wings is = untouch.Main and nose gears along with the doors are done. I = would like=20 the experts to give me the pros and cons on several options I = have.
Should I move the Battery and hydraulic pump to the front as John = mention.
Should make the wing tips interchangeable. What are benefit of = the=20 extended wing tip.Does anyone have flown one that can give me the = flight=20 characteristics.
Will the standard fuel bays give me sufficient flight time. =
Can I install speed brake in the 360.Will it fit? Thank you for = all the=20 help you can give.
Regards,
Mike Soh
#490
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