ewsletter - EAA Chapter 266 Members Only

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EWSLETTER Leo Nikkinen and Room to Read is The EAA Chapter 266 Nora Hague attend looking for volunteer Christmas party date their first Air Rally. pilots to donate free has been set. flights for a good cause. You should know that…
… This month’s meeting is Thursday, November 28th, 2013 at 19h30 Room 204, Penfield Building John Abbott College, Ste-­‐Anne-­‐de-­‐Bellevue Cover photo from Flying magazine by Jim Koepick of a Boeing B-­‐29A Superfortress “FIFI”. Ed Hannaford is now selling 2014 EAA calendars $15.00 each. First come, first served. Our Christmas dinner is confirmed! Date: December 12, 2013 Time: 18h30 Location: Casa Grecque Vaudreuil Bill Evans: President 514 907 4919 wwevans@eaa266.org David Cyr: Secretary 514 762 3340 davidjcyr@eaa266.org Mike Lustig: Vice President 514 620 4282 mike.lustig@eaa266.org Roberto Cea Campo: Treasurer 450 732 1355 jrceacampo@eaa266.org Tony Molle: Webmaster cdnpilot2002@eaa266.org Jasmine Molle: Editor 514 889 9196 jasmine.molle@eaa266.org Bob Hope: Membership Director 450 264 3264 roberth@eaa266.org Ed Hannaford: Librarian 613 347 1201 skyranch33@eaa266.org Frank Hofmann: Technical Counselor 514 696 4572 fhofmann@eaa266.org Graham Batty: Flight Advisor graham@bagpiping.com President’s Message Bill Evans
Daniel Scopel who markets the Pipistrel line of Aircraft spoke to out Meeting in November. His presentation was really quite compelling. He held our attention. The questions and discussion were very lively. Some of his ideas were new to me. For our 2014 meetings we need someone to take-­‐up the presentation of the Small Items, which Tony Molle had introduced. Anyone? I find myself challenged in terms of endurance but otherwise this remains as it started, a good year for me. My reasonable health hasn't really changed at all. My son Peter has returned home to live with me. Our kids do grow up and leave home but many also return. I don't get it; I didn't think my pasta cooking was that good. This year's aviation events really just began in April for me with Sun & Fun. I presented my Inspection Forum once, as I plan to for SnF 2014. Please attend if you are there. I find that the weather was unseasonably wet for several of the fly-­‐in Breakfasts. The Champ, Aeronca, Bellanca (ABC) owners did come out and were very enthusiastic for the Lancaster event by that name as were most of you for the St -­‐ Lazare fly-­‐in. I note that it rained hard and fairly steady for our Picnic at Chute St-­‐Phillipe and our fly-­‐in BBQ at Lachute was not well attended. We are rethinking the BBQ Location for 2014. Do you have ideas for a location? Gord Larsen and I entered the Lachute Air Rally. I did the flying and Gord navigated his C-­‐172. My main claim is that I can hold airspeed. We arrived within 1 minute of our scheduled time. Gord called the turns and headings, which made it all possible. Thus we came second. Now we need to recognize landmarks from photos better, some 14 of them. I would like to see many of you enter in 2014. How about it? I note that the BBQ at my home base Cornwall lost money. I didn't think it was poorly attended but the bank accts don't lie. Please consider driving to these events if the weather is dicey. I did in 2013, 4 of them. I've been looking around for some sort of 2-­‐seat sailplane or motor glider but need to do it within a budget. Have you seen the test sailplane designs? An L/D of 40:1 used to be unheard of for a 2-­‐seat sailplane. The one I'm looking at is the test TST-­‐14. Take a look online. What sort of airplane, rotary wing or sailplane are you looking at? What attracts to these designs? How about writing a Paragraph? This month Mike Lustig will begin to submit a series of brief article of Military Trainers circa 1970. You would be amazed at what's out there and what inspiration they have been to today's designers. In my circles there remains strong interest in Ultralights. I recall one that could be folded to transport on a roof rack. What do you look for in a design? Thanks to Ross Holden's help and inspiration I have restarted my work on the engine Conversion for my Sonerai II. Expect a series of article is winter, hoping to fly C-­‐FPGS in Spring 2014. Our Christmas dinner is confirmed with Casa Grecque for Dec 12, 2013, in Vaudreuil. Look for the rest of the details elsewhere in this issue. Greetings to you this Christmas Season. May I wish you and yours true joy and peace. Happy Holidays! Bill Evans President Room to Read Hamzeh Adarbah The Montreal chapter of Room to Read is currently organizing its largest campaign of 2014: Destination Global Literacy: A virtual trip to India, Vietnam and South Africa. Founded in 2000, Room to Read has since grown to include 56 chapters which have in turn built 1,677 schools and established 15, 119 libraries in ten countries. This initiative has improved the lives of over 7.8 million children. Room to Read has also published 874 local-­‐language children’s books, printing over 13.3 million copies. In 2012, the Montreal chapter commissioned a Cambodian author and illustrator to write a children’s book. 8,500 copies were distributed to schools and libraries throughout rural Cambodia. The Montreal chapter also sent 60 girls to school for an entire year. In 2013, the Montreal chapter raised enough money to build a school, as well as stock five libraries in Asia with thousands of local-­‐language books and games. Our objective for 2014 is to raise enough funds to build a school in India, Vietnam and South Africa. There are 4 ways you can make a difference: 1. By sponsoring the event 2. By donating goods or services for the event, or items for the silent auction (the EAA chapter 266 pilots who own planes may consider donating free flights.) Tax receipts can be provided. 3. By buying a ticket to the event 4. By donating online. Click here to donate. The event will take place on April 24, 2014 and the Bank of Montreal (BMO) head office. For more details visit the Room to Read website. Charity number: 850612417RR0001 Hamzeh Adarbah Build Your Kit According to Plans
Experiment After It’s Flown
David Cyr
My aviation partner and I built a Quickie Q2 over a period of 8+ years, with first flight in 1989. With over 150 hours on the aircraft, we sold the project to another Q2 enthusiast. We were extremely pleased with the way the aircraft performed and the way it flew, but it was sadly underutilized, so hopefully someone else will make more use of the project that taught us many skills and some important lessons. One lesson we learned the hard way was to “build according to plans”; and not to get creative with “good ideas”. We had heard this many times from members on the Quickie Yahoo discussion forum, but of course we knew better… The fuel is gravity-­‐fed from a header tank located behind the instrument panel to the carburetor below the engine, resulting in a head of about 14 inches, which turned out to be marginal in terms of fuel pressure to adequately feed the engine. To improve the situation, an E.C. (engineering change) came along mid project that involved putting a forward-­‐facing pressure tube on top of the fuselage right above, and entering the header tank. This “Pitot” pressure tube added sufficient pressure to the fuel system to ensure adequate fuel flow in a full-­‐power climbing attitude. However, we felt this created other potential problems. The tube being on top of the aircraft was open to the rain, which meant possible contamination of the fuel with water. Also, in the event the plane ever flipped over on the ground, the gasoline would pour out the pressure tube, exacerbating an already significant event. So, our creative solution was to install the pressure tube under the fuselage and route the tube into the main tank, located under the occupants’ legs. Referring to the sketched diagram, you will see that the pressure tube ran into the fuel system at the top of the gasoline filler pipe. This solved both problems, so we thought! However, this caused another far more serious problem. To understand what happened, I will explain the engineering change a little further; the way QAC (Quickie Aircraft Corporation) intended it be implemented. Referring to Diagram # 1, fuel is pumped into the filler tube that flows into the main tank. There is an electric pump to raise the fuel to the header tank that gravity feeds the engine (not shown). An overflow tube from the header tank to the main tank returns excess fuel to the main tank so the fuel pump can run continuously. The suggested E.C involved installing a forward-­‐facing pressure tube (labeled “Pitot” Pressure Tube) that terminates inside the header tank, about in inch down inside the overflow tube so that fuel does not slosh out the pressure tube in turbulence or while taxiing. Above: Diagram # 1 -­‐ Engineering Change as Issued by Quickie Aircraft Corporation (QAC) Now the solution to the problems with QAC’s E.C. (Refer to Diagram # 2): To prevent rain water entering the pressure tube, the “Pitot” tube was placed under the fuselage. Since Pascal taught us the pressure in the main tank would be transferred to the header tank, where we need the additional pressure, we decided to place the other end of the pressure tube at the upper end of the fuel filler pipe just below the fuel cap. This would ensure fuel would not spill if the aircraft was inverted. The aircraft flew like this for at least 15 hours without incident; and then the engine sputtered on takeoff as I reached rotation speed. I immediately cut power and did a rather hurried stop at the end of the runway, taxied back to my parking spot and started experimenting. The engine wouldn’t continue running after a short run-­‐up, so I disconnected the fuel line from the carburetor to see if fuel was flowing. Little, then none! We only had fuel flow when the fuel pump ran. What was going on!?!?!? A full header tank should have been more than adequate to feed the engine without the pump running, as was always the case during takeoff and landing. The fuel pump was only required to top up the header tank. With this Above: Diagram # 2 – “Improved Creative Solution” information, can you see the reason for our problem? Up until that point, we had not filled the main tank to capacity since we were doing short flights and wanted to keep the weight to a minimum during the flight test period. (You can interpret “test period” as learning and adaptation on the part of the pilot more than aircraft testing.) Anyway, all went well until we filled the tank full. With a full tank, the gasoline in the main tank covered the bottom of the overflow tube that runs between main and header tanks. Since the overflow tube also allows air to replace fuel in the header tank as gasoline flows to the engine, the engine had to siphon gasoline up from the main tank; impossible, so no fuel flow! Anyway, whether you understand my ramblings or not, you should do better than we did, and heed the warnings to build per plans. If you want to improve things, either discuss it with the designer or wait until you have the aircraft flying as designed, then start experimenting with your own creative solutions. Better still, be part of a discussion group and pick up improvements that other people have designed, and more importantly, tested! Things could have turned out a lot worse had it taken any longer for the fuel to run out. David Cyr The
2013
Lachute Air Rally, Or Where Are
All These Places?
Leo Nikkinen
The first chapter meeting of the 2013-­‐2014 season included an announcement for the upcoming Lachute Air Rally. Bad weather and other commitments had prevented Nora and I from attending previous rallies, but on this occasion the timing looked good. The date was Saturday September 21st. Being somewhat of a newbie to flying, I wasn't sure what was involved in an air rally. It might be a bit challenging, but it also sounded like fun and it would be a learning experience. Saturday's weather was forecast to be clear and with a comfortable temperature. With a starting time of 10am we wouldn't have to get up at the crack of dawn. If we got to Lachute early enough, we could enjoy their healthy eggs and bacon pilot's breakfast. So, why not? Saturday's sky conditions were as forecast, with no clouds and just about no wind. The West Island was reportedly fog-­‐covered, but any fog at Cedars, our home base, had dissipated by the time we got to GSDD, our C172. Departing from CSS3 we encountered only a few clouds on our way to Lachute. The Air Cadet gliders were operational and using a right-­‐hand circuit on runway 28; that made for an easy approach to 28 from the south. We arrived early enough to enjoy the pilot's breakfast. Left: C-­‐
GSDD and C-­‐FUTI, ready for the rally What's involved in an air rally? The exact form can vary, but in general terms you are given a course to follow and photos of structures or features on the ground that you must locate. The structures could be a distinctive looking farm, set of grain silos, road intersection, etc. In this case, two of the middle legs required us to follow a given magnetic course until a specified feature is located. For these legs you know what you're looking for, but you don't know when it will appear, and there's always the opportunity to miss it and fly past. The course was contained between Lachute at the northeast corner, extended about 30nm west from the Ontario Quebec border into Ontario, down to the St. Lawrence River and with Dorval's terminal airspace at its eastern edge. Left: Rally map and photos – that’s what we have to work with! It's one thing to identify a single upcoming feature that you're looking for and quite something else when you have to scan the ground for a dozen features that could appear at any point along the route. Once you've located a structure in one of the photos, you have to mark its location accurately on the map. Any and all types of navigation aids, GPS, iPads, sextants, etc., are permitted. A rally also tests your flight planning skills. You must specify your ground speed, which will determine your time for the circuit. A low speed will provide more time in which to scan the countryside and locate the target structures. Return early or late, and you suffer a penalty. A rally can also test other skills; in this case we had to locate 5 snags on a test airplane. Our success, or otherwise, would figure in our overall score. How does it start? The whole group received a briefing from Michel Moreau and Francois Vrana (of Lachute Aviation), laying out the way in which the rally will be conducted and the departure and arrival procedures. Then each team is handed the rally map, photos and given a short briefing. Once the target photos are in your hands, the clock starts ticking. Everyone is given 15 minutes to get started and take off. A delay between departures ensures sufficient separation between participating aircraft. Circling is not permitted, as there are other aircraft on the same course coming up behind you. I performed my walk-­‐around and got the engine started while Nora dealt with our iPad and Foreflight. A slight delay due to a departing aircraft had us up and away about 30 seconds late, not bad. So, where are all the barns, farms, silos, intersecting roads, etc. that we're looking for? They could be anywhere along the route, but we expect them to be nicely spaced out. We started scanning as we climbed out of Lachute on runway 28. There were 14 photos, distributed over two pages (sheets?), which we had to place on our map. To make things a bit easier each one of us held one page, but we also had to watch out for items on the other's sheet. Challenging? Definitely. There's probably some sort of strategy that would maximize our chance if identifying the items in the photos, we chose random scanning of the ground with frequent glances back at the photos to refresh the rapidly fading images in our minds. One thing -­‐ the more you identify, the easier it gets since the number of unidentified features diminishes. Conversely, until you've knocked off a few photos, the task remains at a state of maximum complexity. Nora located the first feature. Wow -­‐ we had one! Now we had only 13 photos to try and find. The first two legs were plotted on our map. We followed the course and arrived at "A", the first turning point. With a restricted set of ground features in view we were able to say which photo belonged at that point. Next, turn onto the second track and fly towards "B". We picked out another photo as we flew along. This is tougher than it seemed on the ground. We arrived at "B", picked out the correct photo and marked its location on the map. From B all we had was a magnetic heading, 117 degrees, and a photo of the next turning point. We still had 12 photos to try and pin down on the ground; one of them was identified as the next turning point. With the St. Lawrence River approaching, we were relieved to finally see the next turning point appear. Mark its location on the map and turn to our next heading, 089 degrees. We hadn't succeeded in dramatically reducing the number of photos that we had to deal with, but we were more than halfway along, we were having fun and, so far, we were still on the course. The final leg was drawn on the map and would take us to the arrival reporting point, the town of St. Philippe. We identified a couple of other features on the way to St. Philippe and called rally HQ to establish our stop time as we flew over the town. Then we turned downwind for runway 28 and landed. After we landed we had the snag check on a tail-­‐dragger. Between Nora and me, we found all except one snag. As a 172 owner I resisted mentioning the lack of a nose wheel as a snag Left: Gord Larsen and Bill Evans placed 2nd: That's where we went! Right: Francois Vrana and Michel Moreau handing out the prizes. How did we do? We placed 5th out of a field of 6, but this was our first air rally. Would we do it again? Yes, we're already waiting for the 2014 rally. With the photos and map in-­‐hand, we'll fly the 2013 route and try to spot the items that we missed. It'll be good practice for 2014. Should you try your hand at it? Yes, for sure, but you'll need at least one spotter to help out. Thank you to Lachute Aviation, Francois Varna and Michel Moreau for setting the whole thing up. Leo Nikkinen Sonerai II Jabiru 3300 engine Conversion Part 1
Bill Evans
I had been writing an earlier 3300 series article for our newsletter but it mostly involved mods and other repair work needed on my used Jabiru 3300 engine. Now we turn to installing and fitting the engine accessories to the engine and airframe. I have the engine at hand so taking photos is very convenient. Lucky you! Perhaps the most time consuming item for my Jabiru 3300 engine conversion was the lower cowling. While I took a mold from the existing lower cowling, the duplication, modifications and finishing took a year from concept to paint (Photo 1). There are say 5 areas that needed major change. -­‐The cooling inlets are both very different and larger -­‐The carb NACA inlet is moved forward and larger Above: Photo 1 -­‐The side blisters had to be enlarged for the belt driven alternator (Photo 2). The small finned part bolted to the alternator is the 35-­‐amp voltage regulator. It is new. Goodbye 45 amps. -­‐The 15,000btu oil cooler required a new location and thus new inlet and outlet air scoops. -­‐The exhausts on the 3300 run forward beneath the engine then reverse direction to exhaust just forward of the firewall. No muffler is used. However, more cowling space must be made anyway. Sounds like the RR Nene. I spent some money having that 45amp alternator sent to the overhaul Above: Photo 2 shop. However the drive belt hits the engine mount in 2 places. It was also the case that the alternator actually hit the engine fuel pump. So I abandoned the 45a alternator in favor of the original 20a alternator mounted on a spider plate. A week was spend milling new alternator L blocks to mount the spider plate. (The previous owner overcame this problem by not using an engine driven fuel pump.) However while the L blocks fit nicely, the spider plate now hits the engine mount in 3 places. Now I know why the struts of the 2200 engine mount are located outside the engine spigots and firewall bushings. Drat! What now? Abandon the 20a alternator or build a new engine mount. The 45a alternator reconsidered. Thus I was forced to go this way because Above: Photo 3 I was not going to remove the engine and build a second engine mount. Not going to happen. I hated that 2200 engine mount. Remember that the 45a alternator hits the fuel pump? So new fixed and sliding arms had to be milled from 1/2" plate to locate the alternator outboard and clear of the fuel pump, however this exacerbates the drive belt problem. It now wants to run right through 2 legs of the engine mount. What to do? Answer: Make a new pulley for the flywheel. :~ [ A new flywheel pulley had to be turned on the lathe to ensure the Kevlar drive belt clears the engine mount. The pulley is the aluminum part below the starter gear. It doesn't look like much but a bit of engineering goes into it (Photo 3). The new pulley groove must be much closer to the flywheel and those powerful magnets, which physically will shred the belt. The new pulley must be 4" instead of 5" diameter. How Above: Photo 4 close is too close? I'll know in 3 days. There are 4 rolls pins and 4 bolt holes in the flywheel that need to align with the pulley, exactly. You cannot just drill through the pulley because the 4 bolt heads would cut into the pulley-­‐belt groove and hence fray the belt there. The solution is to make the pulley in two halves. The forward half is a cup |____| which bolts onto the flywheel. The second half is the pulley proper and is a close fit to the cup. Three AN bolts are used to retain the pulley in the cup. One of the bolts can be seen in the photo. How do you attach the cup to the flywheel while allowing for pulley installation? The 4 Allen cap screws used in the cup would hit the pulley and prevent pulley installation. I was able to transfer the bolt locations and using a counter bore, drill precise holes in the pulley for the Allen bolts and washers. The tolerances are very small and while the flywheel is jig built, the cup and pulley are align marked and only go on one way. The 3 AN bolt-­‐heads will be lock wired. You can see from the photo that the drive belt has just 1/4" side clearance from the 3 ignition magnets on the flywheel. That 2-­‐piece pulley took 3 days to complete. The 34" Kevlar belt is custom made here in Montreal. The whole engine mount area is very tight (Photo 4). This photo shows the engine air/oil separator. It comes from Jegs, online. I show it because I had to transfer the 2 bolt holes very carefully. If you move it from its position by say 1/8" it either hits the engine mount or sticks through the upper cowling. It is held in place by hand for this photo. Because the engine mount must be only 5" long for the Aircraft Center of Gravity requirement, the original engine exhaust comes too close to the firewall. Insulation only goes so far (Photo 5). The exhaust pipes need to be trimmed by say 3" to allow the exhaust pipe extensions shown to be installed. They are much too long but I won't cut them until I know what length is required to eliminate exhaust from the cockpit air. I have a CO detector for this. Why bother? There is a fatality in the NTSB database for this fault. At 450 ppm of CO you will die. That accident is one way we know this to be so. Aviation is for those who are prepared in every way to fly safely. Above: Photo 5 Bill Evans Classifieds Free Ads for Paying Members For Sale: Hangar doors (sliding) complete with rails for 40 foot hangar. Door height is 11'5½" all metal. As removed from hangar at Cornwall. $1200.00. Ed Hannaford. Skyranch33@sympatico.ca For Sale: 2 ea. H -­‐ Type shoulder harness 2 inch, black with metal to metal fittings. New never used, from Aircraft Spruce, no lap belts, $100.00. Skyranch33@sympatico.ca For Sale: 1946 Luscombe 8A, all metal with fabric covered wings. 4900 TT, 825 SMOH Cont. 65, 343 Prop. Hangared. Recent annual. $19,600 with skis. Ed (613) 347-­‐
1201 Skyranch33@sympatico.ca For Rent: Hangar space in Lachute. In-­‐floor heating, AC, bathroom, equipped for building with shop air and ventilator fan for painting, competitive rates. A great place to keep your airplane or assemble and finish your project. Scott Black (514) 867-­‐7319
For Sale: Quickie Q2, TT 620, Jabiru 4cyl. 150hrs. Based in Lachute, Qc (SE4). Asking $18K. Michel Moreau at 514-­‐694 2129, mjmore@videotron.ca
Wanted: Wood or plywood from old or unfinished project. Call Ron Gosselin 514 808 1808, ronny@total.net For Sale: Pazmany PL-­‐4 drawings. The PL-­‐4 is an all metal, single seat, VW powered, folding low-­‐
wing design. $50. Frank Hofmann 514-­‐696-­‐4572. For Sale: MUSTANG II. 500 TT. Good looking, fast, efficient and fun. Folding wings, Tri-­‐gear, 160HP, Always hangared. $35000. For details see www.hoftec.com or call 514-­‐696-­‐4572. MUSTANG II. 500 TT. Bonne recherche, rapide, efficace et amusant. Ailes pliantes, Train tricycle, 160ch, Toujours sous hangar. 35000 $. Pour plus de détails voir ou appelez 514-­‐696-­‐4572 ou www.hoftec.com. For Sale: Bakeng Duce Homebuilt 1982. Two seat taildragger, open cockpit. Hangared. Engine: Lycoming O235-­‐C1, 108 HP, mid-­‐time, with winter canopy and Federal skis. $12,000 -­‐ firm. Contact: Rudy Pfister (450) 455-­‐7078 For Sale: Engine. Jabiru 2200 80HP. 200 hr since new. Includes Firewall Forward Kit. Runs Strong, Good Compressions, Removed to upgrade to Jabiru 3300. One available in Canada. Bill Evans 514-­‐907-­‐
4919 For Sale: Mid Continent 1394T100-­‐7Z Turn coordinator (12-­‐32VDC). Perfect glass. Brand new costs $750. Selling for $350. Call Tony 514 889 8669 For Sale: R.C. Allen 3 Inch Vacuum driven directional gyro indicator. Model number RCA11A-­‐15. Paint slightly worn on adjustment knob. No scratches. Brand new costs $895. Selling for $350. Call Tony 514 889 8669 Advertisements Paid Advertisements
Bushcaddy can now offer a multitude of products and services as well as our own kits and fully built Advanced Ultralight aircraft. 1) Aircraft kits 2) Hardware and sheet metal supplies 3) Builder assistance 4) Fabric re-­‐covering service, partial or complete 5) Sheet metal work of any kind 6) Composite repairs 7) Aircraft sourcing, and delivery locally and internationally If you have a requirement we will Endeavour to fulfill your need BUSHCADDY THE ULTIMATE BUSH PLANE SINCE 1994 Phone: 613 931 3133 Email: tony@bushcaddy.com Adress: 19411 Airport Road, Summerstown Ontario, K0C 2E0 Editor’s Corner Jasmine Molle Hi all, Thank you for your submissions for the month of November. There will not be a full-­‐length newsletter for the month of December due to the Christmas holidays, however the monthly newsletter will resume in January. The yearly chapter 266 Christmas party has been confirmed for December 12th, 18h30 at Casa Grecque Vaudreuil. I hope to see you all there. An e-­‐mail will be sent out a week before which will serve as a reminder. Ed Hannaford has sent word of a new book in our 266 library: I LEARNED ABOUT FLYING FROM THAT By the Editors of Flying magazine. Short story of experiences from pilots that learned first-­‐hand how to overcome dangerous situations and lived to tell about them. The theory is to learn from other's mistakes before getting caught in similar situations. 310 pages. Happy holidays. Jasmine Molle Editor