Hangar Flying

Hello,

have a look here (I don't remember which month; several.....):
http://www.iflyez.com/
Regards,
Gibert.
VE F-PMPZ @ LFPK

My main offering here- at least one person reported getting his shoestring caught on the rudder,
 and only after significant effort getting the foot loose and back in position for landing.
I keep lightweight slip-on shoes in the plane and use them most flights.
Good flying-

Yes !
Have lightweight shoes WITHOUT SHOESTRING !
Have ground "training" moving your feet from "trough" position to "on".
The springs which brough back the pedals must be strong enough to keep the pedals in posistion while you move your feet back to "on" posistion......

Gilbert.
F-PMPZ

Hi,
I fly a Ve and havethe same values :
No vgs, Gu canard.
Uneventful "stall" at 60mph (110 km/h).
Final at 75 mph (140 km/h).
Regards.

Hello,

This link is usefull too. World wide. Multi-languages.....
http://www.allmetsat.com/

VE F-PMPZ @ LFPK

Hello Saybe.......
Just to add that I make my NG1 Nose strut myself (25 years ago...) w UND layers,; layers after layers, as much as required to fulfil original external dimensions.
After "nose landing", 10 mm were missing at NG1 head (about 5 mm from NG6, page 17-3), decreasing to 0 mm at mid-NG3;
It is now 5 mm thicker than initial, from TOP to buttom NG15 Casting ( finishing to 0mm as reaching NG15).

For repair, I use EPOXY and glass for .... boat repair. Easyer to get.  I was out of original material !
Rebuilt the undernose is not critical. Just a little more than aesthetic....
If you can't buy a new strut neither want to repair the damged one, you can make a new one yourself, UND layers after UND layers. So I did mine fisrt, and repair it now.

I add electrical warning from gear position and power setting, per plan.  Leds, horn and microswitchs.
Work well....
See  : Varieze Manufacturing Manual" Section III
Electrical System.
pages 4 & 5. (page ( is for old nose gear system, just imagine how to choose the right place for the microswitch in the new worm-gear system)

Noselift system doesn't avoid you to forget it downwind....... !            You need a warning, as described in section III.

Regards.

Thank you for your answer, Skyrocket.
At the end of this month, I'll have 2 weeks hollidays, and 'll have a couple of available hours to work arrond the engine.
Next goal will be to concidere propeller.
Only 2200 rpm static........Sea level.
She fly, yes, (and me too !)
But the diameter (and pitch?) is far too large for a poor O-235  : 63 x 77 (!).
Calculations "told" me to reduce diameter down to 57". (Wood propeller).
Coherent w Owner's manual; Ouf....
Don't know if I can start progressively (1 inch after 1 inch), + balancing check.
Does somebody here experienced such a "reducing" process ? :shock:
With a positiv result.... :wink:

I can also send a wish to Santa Claus. I was told He is coming soon !

Exact,
 :oops: I didn't want to enter too much data upon big engines.

Lyc O-235 SAE 1 or 2    lud dia 5/8".
O-290 SAE 2  Lug dia 5/8".
O-320 SAE 2  Lug dia 5/8" or 3/4".
O-360 SAE 2  Lug dia 3/4".

From Spruce catalogue. Cann't check myself.

Jet ?  :roll:  :shock: ?? don't know            .:lol:

Thank you Delta Mike and Spy,

I'll proced to more investigations and check on the engine. But until now, all seems ok on it. 2 mags.
The propeller is EVRA 63"-65"-53" (don't know exactly what 53" means...."corde" in French) => propeller's blades look "large" ; 6" at 16" from center.
I'll try to "rent"  :roll: from an French Canardian such an 60*74 sterba you fly Spy.
I don't intend to fly fast, fast, and fast, but w an O-235, I'm heavy, so I'll greatly appreciate to get max HP for take-off, and fly after at 70-75%, ro less.

 :?: My pending question is : How to understand the 2 curves on the engine diagram N° 8210 in engine OPRERATOR'S MANUAL ? :shock:
With 2200 rpm, is the available power 60HP or 85HP ? ("Propeller load" or "Full Throttle" curve ?)
Regards.