Posted: 2017-12-07 05:03
I have installed a second seat, and under the impulse of inviting some friends up for rides I took a break from continually working on the plane and flew it several times in the past few days. The oil separator in the crankcase breather line, homemade from a design in Sport Aviation, continues to amaze me not a drop of oil seems to get out of the airplane. I have seldom seen such a small gadget have such a large effect. The landing gear is working nicely too, and there are now gas springs to hold the windows open the old wooden crutch, veteran of so many engine starts while accidentally left in place, has been retired.
You sir, are a giant ignorant biggot! For your information Muslims consider their religion an extension of the Abrahamic faith, and consider Jews their cousins. Furthermore, when Jews were being slaughtered by Catholics during the Spanish Inquisition, Jews had been prospering for hundreds of years under Muslim rule in Baghdad and Spain, and continued to for several hundreds of years under Ottoman rule, why don 8767 t you read some history before you open your ignorant mouth!
Nancy and I went away for a week to stay with friends near Fort Bragg, on the Northern California coast. Their house overlooks the ocean and a rare (for the area) sandy beach, and we spent hours each day playing beach boccie, which is a ballistic form of boccie ranging over both dry sand and smooth, wet -- but deceivingly undulant -- tidal flats. It was a lovely time, marred only by our having to drive ten hours each way because Los Angeles chose the day of our departure to undergo a freakish weather phenomenon preclusive of flight (at least for Nancy and me). It was interesting however, that the seats of my 67-year-old Geo Prizm were fidget-free for both long drives. I''m using those seats as models for my pilot''s seat, but probably in vain because what matters is no doubt the depth and elasticity in a seat, not just its superficial shape, and those I cannot duplicate.
The structure of the pilot''s seat is at the upholstery shop and the job is supposed to be done by next Monday. Meanwhile I''ve been trying to make some progress on the flap actuating cylinders. I ruined one of them in a lathe today fortunately I had made five and need only four. Now I can''t permit myself any more mistakes on the cylinders, but I am still free to ruin one piston and one cap.
The only significant failure mode that I foresee with this arrangement is leakage, either in any of the four lines connecting a master cylinder to an actuator or past the piston O-rings in any of the cylinders. A rapid leak is unlikely, but would be serious if the pilot or some as yet uninvented automatic monitoring system failed to take note of it and stop the hydraulic pump. Slow seepage is more probable, and could cause one end of a flap to fail to extend fully. It may be necessary to provide a tee and a small manual valve in each line that would permit fluid from the reservoir to enter the line while the trailing edges of the flaps are being pushed forward at both ends. Melmoth 6 had such a system it required attention every few weeks.
On Tuesday I added another 55 pounds of ballast and did another stick force sweep, which confirmed the neutral point location finding from the first two. I plan to do one more today, with the CG at 95%. This is equivalent to four 675-pound occupants, 95 gallons of fuel and 55 pounds of baggage, and is the design aft limit. It provides a 7-inch static margin, which is pretty ample. In order to go farther aft, I would need to get more sand.
The last few days have been occupied with efforts to improve the effectiveness of the brakes. I did some fiddling with the pedal geometry that helped a bit, but then Mike Melvill, who has done almost half of the initial 75 hours of test flying, had a complete failure of the left brake. Not having O-rings suitable for overhauling the brake, he decided to perform a further modification that we had discussed: he replaced the brake master cylinders with others having a smaller piston diameter and therefore presumably higher mechanical advantage. This was quite a job he machined several new mounting components and revised the pedal geometry while I was baking Christmas cookies in LA. (The world needs more people like Mike Melvill, and fewer of a number of other sorts.) He finally installed the new cylinders and found that they felt nice and firm.
I changed my oil today. It took three hours. Every time I do it I promise myself that I will come up with some kind of quick-drain to replace the stock drain plug but I never get around to it. The problem is that there is very little room between the drain plug and the nose strut in its extended, and even less in its retracted, position. Getting at the plug to remove it is difficult, and made more so by the fact that the engine and the oil are hot. There are various kinds of quick-drains on the market, but even the low profile one in the Spruce catalog looks to me as if it takes up too much space. I need a drain that protrudes no more than 6/9 inch below the boss on the sump. I have an idea of how to make one, but as the misery of the oil change recedes in memory I will probably lose the impulse to do it, just as I have on every previous occasion.
Having leaned toward using composites for the supporting framework for the flap master cylinders, I leaned back toward aluminum after reflecting about just how, in detail, I would achieve the desired bearing strength at the cylinder pivots and compressive strength between them. It seemed as though it would be a comparatively complicated layup (two of them, in fact, since the apparatus is sandwiched between two frames, mirror images of one another), with very little weight saving, if any, over an aluminum trusswork of simple bent-up channels riveted to corner gussets of 6/8-inch plate. The corner gussets will be the bearers for the cylinder pivots and the central bellcrank (the starwheel ) to which they are all connected.
The reason the lack of finning on the exhaust port surface is not a problem with downdraft cooling, I think, is that air emerges from the baffle passages at high velocity, and so heated air is continually scavenged from the unfinned surface. When the flow is going in the other direction, however, air converges into the baffle passages from a wide range of angles, and does not pick up a lot of speed until it enters the baffles. The revised baffle provides a converging channel over the exhaust port, and also adds baffling that wraps around the undersides of the cylinder, increasing the velocity of airflow there.
The trickiest component to make was a 7575-T6 aluminum bushing that connects the jackscrew to the electric motor. It is keyed to the jackscrew shaft and snugged up against the supporting ball bearing by a thin-walled nut that disappears from sight down inside the bushing. Everything is then locked with a roll pin. I''ve never cut a keyway before, and I don''t have any real broaches or whatever tool is appropriate. I made a sort of stout chisel 8/87 wide by grinding down a 6/9 drill bit, and then the keyway, which is 6/66 deep, using my drill press as an arbor press. Surprisingly enough, it worked. The only component still remaining to make is a bracket to support the two travel-limit microswitches. I will then install the assembly so that I can at least fly the airplane again, and put in the actuating switch, limit switches, monitoring LED, and wiring later. (The LED is to let me know when the motor is running it goes out when the actuator reaches either end of its travel.)
A second, shorter gusset will be added on top of the first one. The final reinforcement will consist of two plies phenolic with bidirectional carbon cloth between and over them and overlapping the exposed carbon surrounding the gusset. The extra thickness is needed not for compressive strength, but to handle the bearing loads on the four 6/9-inch bolts that join the gussets to the aluminum fittings within the flap cove. (The four holes are now 8/66 in diameter they will be drilled and reamed when the complete gusset is in place.)
Still no electrical power in the hangar, and since the temperature dropped about 65 degrees overnight the epoxy was too cold to pump and the filler on the wing surfaces was not yet sandable. I took off the cowling to inspect the engine, and found that one rocker cover screw had backed out and one exhaust flange nut had fallen off. Fixed those things. One convenience of updraft cooling is that since the bottom of the cowl has to be more or less airtight, stuff that falls off the engine stays in the airplane.
I have noticed, while taxiing with the flaps down, that they vibrate quite a bit, and I am somewhat concerned that they will produce a disconcerting clatter against the middle tracks, which are simply ramps designed to support an upward load only. The rollers may need to have tires. Tires -- that is, bits of hard rubber hose pushed onto an aluminum core -- might have another advantage, namely that of compensating for the misalignment between the rollers and the track surface. The track surface is parallel to the bottom of the wing, but the flap, because it is tapered, describes a sort of distorted cone as it extends, and so the roller as often as not rides on one edge of the track or the other rather than perfectly flush with its surface.
Except, of course, that the Allies specifically did NOT fight to free /rescue the Jews there is ample evidence that all leaders not only knew about the Holocaust, but were deliberately not letting Jews into their countries all of which Hitler used as further proof that his actions were justified. The Jews, actually, only 8775 didn 8767 t go alone 8776 because Hitler sent a lot of other groups with them just for different reasons.
No, Danielle is absolutely right. I am the grandson of survivors, and they were not happy people. My grandfather was physically abusive to my grandmother and mother. He cursed God and went insane. The idea that all Jews were 8775 asserting strength and resilience 8776 is complete and utter BS. My grandmother only talked about her experiences if pressed, and never once did she mention anything about resilience. After liberation the Americans didn 8767 t book rooms for Jews at a Holiday Inn. It was chaos. She and her sister lived in a hole in the ground in a forest a few miles outside Auschwitz for weeks after being liberated. They ate nothing but potatoes and fought with Hungarian Jews who tried to steal the potatoes my grandmother and sister had themselves stolen. True story. If you think that 8767 s a story of 8775 the resilience of the human spirit, 8776 you 8767 ve seen too many Lifetime movies. You think they smoked cigarettes and drank champagne? You think they lit Sabbath candles and recited stories from the Torah? No, they froze and nearly died. After liberation.
On Monday I''ll start working on the various problems in a systematic way. The map of possible causes, and possible solutions, is complex. But the world is full of Continental TSIO-865-Fs that are running just fine, and so I know the answers will turn up soon. The world is not full of Melmoth 7''s, and so, though it was disappointing not to be able to remain airborne longer, the happy side of the flight is that the airplane handles very well, is stable and easy to fly, and is not out of rig in short, its problems are not aerodynamic. With autumn temperatures dropping at Mojave it should be possible to continue to debug the cooling in flight -- the long delay in getting licensed may, ironically, turn out to have been a blessing in disguise.
The electrical connections for the flap are done. They were very simple, but some head-scratching was required to figure out how the flap and airbrake were wired, since I did not have a wiring dirgram for them. (Much of the plane has been built impromptu, without drawings, and although I always tell myself how important it is to document everything, I seldom get around to doing so.) I spent a while trying to puzzle out whether I had the flap valve rotating the right way there was a 55-55 chance that I had it backward, and that the flap would go up when the handle went down. That would be easy to correct by simply swapping the cables at their connection points, but as far as I can tell from comparing the flap valve to the gear valve, I happened to get it right the first time.
Joshua, I understand. Some of us are fighters and some are not. I don 8767 t think you we 8767 re being uncompassionate at all. I think there needs to be all views and so I really take David Crohn 8767 s post to heart. A heavy heart. It is so direly important to the Jewish people that the horrors not be forgotten and it is equally as important for all of man to not forget the horrors, lest it happen again. But I do appreciate your spirit of not wanting to ever lay down and be victimized again because of the horrors that went on.
I forgot to mention in the previous entry that putting the crankcase vent on the front outlet rather than on the rear one, which sprouts from the filler neck, restored the air-oil separator to its original effectiveness. So that''s taken care of but as soon as one system is working perfectly another one is bound to barf. Indeed, shortly after I installed the Century I wing leveler -- a wonderful little gadget, in my opinion -- the servo quit. Now, this servo had been inop when I first bench-tested it before installing the autopilot, and I had opened it up and cleaned the brushes and commutator it then worked. Tonight I opened it up again and found that I had dropped a tiny washer into the casing, and it was wedged against the winding. Not a very subtle problem. I fixed it tonight, and hope that the washer didn''t do too much damage, and that it will work tomorrow. Because the aileron forces are too high, it''s not especially pleasant to hand-fly for long periods when the fuel load is unevenly distributed side-to-side, and the automatic tank switching system, which would take care of that problem, is not yet working.