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I bet someone did Ed, I know that you can get them for the Jabiru.

Thanks for the interest,Im still in tears after reading the posts.I didn't give Joey enough info.I have a warp drive and 2 ivo props.All too short.I would go for any brand 72 in.Standing behind the HC the prop needs to turn ccw.Remember the flat side of the prop shoulb be faceing you.

That is really cool.  I'm so glad he's still at it.  The last build I knew about was a boat.

Question about wing theories:  When you bank an airplane, the wings have less lift, so your stall speed goes up - Sooo - When you increase the angle of attack, then that is like banking in a fore/aft mode, and the wings would have less lift again, so wouldn't the stall speed increase after reaching a certain angle, even with slats? 

     Note that I said "banking" - not "turning" where centripetal force would play a part. 

     I think this is where the fowler flaps have the advantage - increasing wing area while keeping wing surfaces flatter.

Another:  When you lower your stall speed so slow that the wind has more control than the pilot, then you are not in control - and the earth may come up and smite thee for thy discretions ?

Thinking - Thinking....

EDMO

I saw the pictures, The tires were enormous!!! I wouldn't have even called to look at it after seeing what all he'd done to it and that it was only a 1050 aircraft.

It's gone now.  

It was a IV-1050 from Oregon with a modified, high compression 912UL (95 hp) in it.  It had extended wings, full span slats, and the leading edge extrusions were deleted to fit the slats.

According to a conversation I had with a fine fellow looking at the plane (who wisely chose to run rather than walk away) there is quite an extended laundry list of absolutely scary problems with the motor and airframe.

The seller was asking $28.5k...

Post up the Slatted Fox - so we can see it too.

EDMO

Speaking about slats, did anyone set the flaming bag of dog poo, slatted kitfox on Barndreamers?

A good parts plane at 1/2 the asking price...

Randy,

Not yet, but we have a purchase agreement that John has signed and sent to me. He is awaiting our signature on it and a check.

I plan to pick it up the second week of February, weather permitting of course.

I will be flying it to Ogden Utah, putting it in a hangar while I move a 150/150 tail wheel from Billings Montana to Cincinnati Ohio. Then commercial airline back to Salt Lake to pick up the Avid and bring it to St. Louis, after a couple days hanging in Utah.

If the weather permits I might just spruce up the paint a little before bringing it back out this way. Not a fan of Brown and from what I can tell of the paint it couldn't hurt to touch it up a little.

I plan to do some updating to a few things too, like installing a new transponder out there before having to fly under the mode C veil here in St. Louis. Not to mention if I want to pick up flight following across the country it would be helpful.

I'll keep everyone updated on this as I know more.

Gates makes cog belts, and Grainger has some in its catalog.  I think 8mm is common for redrives.

If you don't find a source, then PM me and I will look in my papers for the info that Dave Johnson sent to me for buying belts - It had a different brand, but cant remember right now.

EDMO

Randy,

       When I got my plans for the 701, I questioned the figure that Chris had written for the trailing edge of the slot - It looked like a 7 to me, so I called his son who explained that his Dad writes the figure 1 with the top like you see it here, but it was a 1mm.  This could have been an effort to get a better cruise speed?  That was 20 years ago, so it may have changed by now?

       Stall speed for takeoff could also be slowed by 1.  adding 4 inches to leading edge, 2. making the flaperons wider, or converting to wide flaps, or extending wingspan - either of which increases wing area, which, along with weight, determines stall speed.  

Can you go on a diet,   or decrease your survival gear???     

   I think the Slats are more for increasing angle of attack before stall,  than slowing the stall speed, IMO, but I am no expert on this subject.  I think the ones doing this also depend on more horses to hang it on the prop?

The slats will somewhat increase the wing area and change CG a little, just like extending my leading edges 4 inches.....

EDMO

Maybe Leni has an extra set and he just forgot where he put them  .  It's kind of fun when you can hide your own easter eggs. 

Hey Kenneth, are you officially the new owner now?

Ed,

My question about those articles, which I've read several times over the years is this: The Ch701 has VERY thick cambered wing, and I really wonder how much that has to play into the factor. I'd love to experiment with it on an Avid, try the Slats first, then remove and install VG's, then possibly have both!

Hopefully I'll have one very soon to do that with.

 

Randy,

Has he ever just installed a 3' section out towards the tip to see what it would do, much like the Stinsons that are built in. I like the idea of it being able to float and then push back against the wing in cruise flight. I might have to try this one! Let us know how it goes, I'm very interested in the end results.

Kenneth, I don't know if anyone has just used a single panel on the outboard end of the wing.  He just said some left a wider gap at the inboard end and it retained close to the same climb rate.

Ed, I am surpised at the 1mm opening in the Zenith fixed slats, it seems like that would defeat the purpose.  The fixed slot Dakota cub wings are a lot more than that and most of the moving slats seem to open to 3" or so.  If you look at the videos of the Just STOL and the SQ2 you cannot deny that they work a lot more than just VG's.  The caution will be not to overdo it on landing and drop the plane in too hard. What I would really like to see is the lower stall speed for takeoff.

Glad to hear you will be back in the air soon Dave!

Paul,

     Didn't someone make water-cooled heads for the VW?

EDMO

Are you asking about the reduction drive, or just the cog belt?  If it's just the belt, google the size and you should be able to find it on line.   Jim

Wow, Jack that cowl looks nice.  I flew behind a Revmaster  in my Q-2 for a few years and have a few suggestions about them.  The Posa carb works Ok after some setup tweaking and there is some good info about that available on line.  Also there is a mandatory safety mod that adds a setscrew to the needle to keep it from turning in flight.  I think I still have the info in my files if you need that.  It is an easy mod to do but important.  The heads supplied with these 80's model Revmasters were junk and they cracked between the valves.  The good news is that the new heads breathe  better and offer at boost in horsepower.  Most users replace the supplied oil filter with an automotive filter that saves weight and gets rid of the mess of cleaning the Revmaster filter.

I built some cooling ducts that kept the heads cool and also there are some things called "Cool Tins" that fit under the cylinders that help cool them evenly.  Head cooling is a problem with the VW so make sure to use CHT's.

Head bolts must be checked every 25 hours and the valves adjusted also with the oil change.  There have been some accidents caused by loose head bolts on VW based engines.  With the Cooling ducts like the Jabiru  my heads ran cool and the head torq stayed good for the most part.

The oil cooler requires a separate, dedicated opening in the cowl and ductwork to direct the air over the oil cooler, without it the temperature of the oil will redline within minutes.

There is an AD on the magneto impulse coupling that you will want to do also that is easy to do yourself with a file.

There is a video or two of a fellow in S. America I think, that is running a Revmaster in an Avid that is interesting. 

I will send a personal reply to you with my cell phone if you have other questions.

Looks like you are doing a great job with your install.

where can buy reduction drive cog belt?

Jack,

       Guessing from your photos - this is a direct drive?  These have seemed to perform poorly for STOL planes - A redrive will double your torque and allow you to use a full-size prop - I know they make redrives for the VW, and they add weight, but there are performance benefits too.

Keep us posted on weights, CG, performance, etc.  Sounds like you got a good "helper" there.

I wonder what Dean would say about me extending my leading edge 4 inches to balance my Subaru w/redrive?

And, splitting my flaperons into 6.5 foot 45 degree flaps and 6 foot differential ailerons, each 14 inches wide, using the Steve Wittman tube-in-a-tube control design?

EDMO

I've noticed the VW derived engines are not popular with A--KF. Builders, mainly because of weight and or cooling . But because the price of the favored engine jumped about 40 percent while I was dealing with wings etc. I decided, with Dean Wilson's oversite we would bite the bullet and see if we could make a decent effort using a 2180 Revmaster from an abanded Q2 project. One of the mods we made. Mounted the engine direct to airframe about 2" behind the original firewall, as adding weight is almost the unpardonable to my mentor. Built a carbon fibre cowl. Anyway, a few progress pics. As a first time builder, this forum is great. Also welcome any suggestions . Jack

Is he getting into motorglider territory? Considering the Wilson sailplane banner on the wall.

Love the monster slid ruler over the window!

More info on Dean's project : span 35 ft. Wing area. 122 sq. ft. Strut lift area 23 sq. ft. Length 16 ft. Cabin width 42". Fuel cap. 9gal. Power 1935. 40 horse cont. Dean says this is his personal hobby horse so what few scaps of paper (drawings) there we're have already hit file 13 . Interesting guy to work with! Jack

They don't look like Junkers style flapperons to me.  The wing does not appear to have a trailing edge.  They look like "regular" aileron-flaps.