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From: "rijakits" <rijakits@cwpanama.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-610865@logan.com>
Subject: Re: [FlyRotary] Re: More flying
Date: Mon, 17 Jan 2005 23:03:23 -0500
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I read you!

Still how about one of those speed brakes from a F-15, on the back not the
belly!! :))

(....or spoilers, sailplane style?)

Just was observing some Twin-Otter landing today, poor sucker refuses to
land :)) Nose all the way low, flaps all hanging out, AOA looks nearly
negative, but has a hard time coming down!

Don't know how well it works on a Canard, but with the helicopter there is
nothing a couple of steep turns (45-60º bank) won't cure:))!!

Thomas J.


----- Original Message ----- 
From: "Paul" <sqpilot@bellsouth.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Monday, January 17, 2005 7:43 PM
Subject: [FlyRotary] Re: More flying


> Hi, Tom....I talked to the aircraft designer about a speed brake....he
said
> he will never design anything to slow his aircraft down.....spent too much
> time designing it to go fast.  I'm with him....I only used the landing
brake
> on my LongEZ a couple of times, just to see what it would/would not do.
If
> you "fly the numbers" and plan your approach properly, I did not feel the
> need for the belly landing brake.  It also blocks cooling air to the NACA
> duct.  I read about one incident where the builder had converted his brake
> to electric.  The motor failed in the deployed position, and he could not
> get enough air to cool the engine. Very expensive rebuild on his Lycoming.
> I have found that if you are a little high or fast on final due to poor
> planning or ??? you can step on both rudder pedals simultaneously and the
> increased drag will both slow you down and assist in altitude loss.  One
> could argue that the belly brake would be useful for a short runway with
> tall trees on the approach end.  Probably.  I just never found it
necessary
> or very useful.  I was not trying to find fault with the canard's speed
> and/or difficulty in slowing it down. Many of the aircraft I have flown in
> the military had similar characteristics....I LIKE an aircraft that is
fast,
> even if it is difficult to slow down....I just plan a little farther
ahead.
> I have flown piston, turbine and jet aircraft, and to me, nothing can beat
> these canards for their pure flying attributes.  Did I mention that I love
> canards?  Take care.  Paul Conner, rotary powered SQ2000 canard in Mobile,
> AL
>
> ----- Original Message ----- 
> From: "rijakits" <rijakits@cwpanama.net>
> To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> Sent: Monday, January 17, 2005 1:28 PM
> Subject: [FlyRotary] Re: More flying
>
>
> > Time to start to think about a big, bad speed brake? :))
> >
> > Thomas J.
> >
> >
> > ----- Original Message ----- 
> > From: "Paul" <sqpilot@bellsouth.net>
> > To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> > Sent: Monday, January 17, 2005 8:53 AM
> > Subject: [FlyRotary] Re: More flying
> >
> >
> >> Hi, Tom....Unfortunately, I am still in flight testing phase, and I am
> >> slowly expanding the speed envelope 5 knots at a time to make sure
there
> > is
> >> no flutter, so this time I throttled back when the indicated airspeed
hit
> >> 145 knots.  Next flight, I will let it accelerate to 150 knots before
> >> throttling back, then the next aim is for 155 knots, etc until there
just
> >> ain't no more.  Then, I will push the nose over to gain more airspeed
(5
> >> knots at a time) until I reach at least 25% above normal cruise speed
> >> (whatever that may be).  I need to know that the airframe/control
> >> surfaces
> >> are flutter-free. Part of the 40 hour test flight requirements.
> >> Unfortunately, I will probably get all that done, and by then I will
> >> probably have my super-duper street ported 4-port with NA rotors and
> >> housings assembled/installed, and will have to start testing at higher
> >> airspeeds than the stock turbo engine I now have (which does not have a
> >> turbo on it).  My guestimate is that it would probably do around 160
> >> knots
> >> in it's present configuration, but I don't know for sure.  I DO know
that
> > it
> >> is difficult to slow down in the pattern. I try to maintain 120 knots
> >> downwind, 110 on base, 100 on short final and then 85 knots over the
> >> numbers, and if you are just 10 knots fast, you might as well just go
> >> around, because you will float most of the way down the runway trying
to
> >> bleed off airspeed. I could probably trim a few knots off those speeds
if
> >> there was no crosswind, but the airport I fly out of almost always has
a
> >> crosswind. I have to throttle to just above an idle on entering
downwind
> > to
> >> try to slow her to 120 knots. I will be adding the low-drag wheelpants
> >> sometime in the future....that should yield an additional increase in
> >> airspeed.  Take care.  Paul Conner
> >> ----- Original Message ----- 
> >> From: "Tom" <tomtugan@yahoo.com>
> >> To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> >> Sent: Monday, January 17, 2005 12:13 AM
> >> Subject: [FlyRotary] Re: More flying
> >>
> >>
> >> > Pardon me Paul for being so shallow, but how fast did you get it
going?
> >> >
> >> > --- Paul <sqpilot@bellsouth.net> wrote:
> >> >
> >> >
> >> >
> >> > __________________________________
> >> > Do you Yahoo!?
> >> > Yahoo! Mail - 250MB free storage. Do more. Manage less.
> >> > http://info.mail.yahoo.com/mail_250
> >> >
> >> >>>  Homepage:  http://www.flyrotary.com/
> >> >>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
> >> >
> >> >
> >> > -- 
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> >>
> >>
> >>
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> >>
> >> >>  Homepage:  http://www.flyrotary.com/
> >> >>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
> >
> >
> >>>  Homepage:  http://www.flyrotary.com/
> >>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
> >
> >
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>
> >>  Homepage:  http://www.flyrotary.com/
> >>  Archive:   http://lancaironline.net/lists/flyrotary/List.html