wypaul

Just returned from a trip to the back country.  Flew over two National Parks, six or more Wilderness Areas and an endless supply of Mountians. We went for breakfast at the RAF's fly-in at Ryan airstrip just out side of Glacier National Park on Saturday before flying into some of the BC airstrips.

Larry we ran into the fellow with the blue Carbon Cub from Santa Cruz, that you guys met at Dixie Town, at Ryan and also saw him !(Barry) at Meadow Creek a few hours later.

Great trip all in all, no breakdowns or incidents.

Turbo it is not customary for ground to hand you off to the tower on departure, simply switch to the tower freq and tell them where you are and you are ready for departure.  Otherwise they do not know you are ready.  One other thing, I generally switch to tower when I get to the run up area if it is not to far from the runway.  Those folks up there make mistakes like the rest of us.  Pulling onto the runway with a landing airliner on short, short final is way to exciting for everyone.  I still look both ways before entering the runway after being cleared for take off and if your have switched to tower while running up you will hear both sides of the conversation. My home field is class D and the tower is considered a training tower so there are a few more mistakes than normal.  One more good thing to remember is to request a different runway other than the assigned runway if the assigned run does not suit you.  The active runway may have a tailwind for example.  Also if you have a good reason request to land on the ramp or taxiway.  If all else fails declare the emergency and fill out the paper work.  I like flying into controlled airports because there are extra eyes to keep pilots safe but it's like stepping into the ring, protect yourself at all times.

In the interest of fairness there have been several fuselages severely damaged by that style of gear. Do some research before you you decide.  I can say Lowells gear is very well built and he is very good to do business with.  Been there down that street,not going down that street again, your mileage my very.  

PS maybe Lowell would build you a Cub style gear.  Gear legs and cabane are the same just a better way to absorb the shock that has passed the test of time.

I think that bear was just making sure it had a local food supply when it needed a human to snack on!

Hey Larry dallas And I are thinking we might be into that.  We were thinking mid July but we want to make air ventures so maybe this would be better.

The plane will handle 25kts cross wind just fine much more than that I get a little uneasy taxiing back to the hanger but we get a lot of wind here 8 months of the year so you get used to it if you want to fly year around.  Start with some lighter stuff and work your way up.  The important thing is if you need to land and the wind is blowing 25+ the plane will handle it.  Just as well get used to it if you live in the Gorge.  If it's blowing the spray off the swells, go wind surfing instead!

Hey Dimitri nice to hear from you.  I'm still running the 912ULS but did do some fairing on the jury struts,gear legs and horizontal stabilizer.

I did my tanks before installing several years ago, used the acetone then Caswell and no problems.  Caswell isn't sloshing per se, but a true Epoxy made for this very purpose.  Another fellow here just recently did his wing tank that was installed and used for several years.  He removed the wing and a buddy helped him rotate it and then inspected it with a bore scope.  Fixed the leak and is doing good.  I recommend buying one kit for each wing because the mix is critical. 

I think you can expect a great outcome with a little diligence!

I did not see a noticeable speed drop with the VG's my MK IV cruises at 110-115 mph @ 5500 rpm with the STOL wing.  Not to sure where you get the idea that the wing is hard to wash with them on, using a soft 3" bristle brush just simply brush front to rear right over them and presto, nice and easy.  I have VG'S on both of my planes.  This is of course just my experience so take it for what it is, one data point, might not suit you as well. 

I do have the KF plastic leading edge on my wing and I think you are right about the leading edge of the standard wing.

$65 but might catch on fire, I think I will gladly pay the price for the Earth X.  Oh that's right I already did twice

We are having a Young Eagles event combined with the Ford Trimotor here this weekend.  Pilots in our chapter flew 177 YE's yesterday, went thru enough bacon to feed a company and I don't know how much pancake mix.  If you have a market and Chapter big enough to support the  

Trimotor I can really recommend it, we try to get it in here every other year.  It is a huge draw for your airport and a good way to earn $$$ for the EAA and your Chapter.

If you want light and POWERFUL you can't beat Earth X. I have put them in both my planes.  The downside is they are pricey but you knock.off 12 or more pounds have more cranking power and the list goes on and on.  They are local to you mailbox from CO USA.

well this is kind of  bad joke I woke up to this morning.

Big Boy came back thru and made this video with the phone.

Made a little flight last week to Medicine Bow, Wy to see Big Boy on its way to Utah.  These were some of the last steam engines and the largest.  The UP RR owned all 25 of them built back in the 1940's.  It is headed back to Cheyenne next week and we will fly down to see them again. The first photos are of Medicine Bow airport, part of the transcontinental mail route so a couple of pieces of transcontinental history, rails and planes.

https://sometimes-interesting.com/2013/12/04/concrete-arrows-and-the-u-s-airmail-beacon-system/

https://en.m.wikipedia.org/wiki/Union_Pacific_Big_Boy

The Back Country Super Cub or carbon Cub are great planes if you have the need to carry loads into short strips but having test flown a couple, dang I still really like flying the Avid MK IV .  Maybe a Highlander with the Yamaha, they can carry nice load and you can sleep in it if need be.  But hey I'm happy with my Avid.  Sure would like to have a Kitfox SS and Highlander for a couple of years to really get the feel of them both for a side by side comparison but no one has offered so far.  

There was a pretty simple setup for that posted here or on the Yahoo sight I believe. Check the files section on Yahoo first. 

https://xa.yimg.com/df/avid_flyer/Avid+flap+detent+template.pdf?token=D9hqLSzEzFW3jqOZI3i0JyFY0fnPdL37EuTGFEAWnJDGV4ctfm-CEL6P4iw14XbUwDdhEhwO7vUqtzUT7y1tJXL1RhdZjsQPH4c49LpC22Vq4U0SSkdnBfIE1whBElBTe9Q&type=download

Just dawned on me Jim ,you have the old style tank with the barbed fittings.  CPS sells what you are looking for.

I just have used push lock hose and fittings on all of my installs.  Bought it local from hose supply store, fittings are a bitch to get on the hose.  Any hot rod shop will have the hose and fittings also.  I can take a look at the hose I used tomorrow but there are several brands besides Parker that are all the same. None of them are metric. Rotax use standard hose fittings.

To be a little clearer the fittings are AN-8 and the hose is 8 or 1/2"

This product is nothing like Kreem, KBS or the other tank sealers out the it is 

• 2 Part Phenol Novolac Epoxy
• That said proper prep is definitely a big component of any system
• He does know to keep his eye on the repair.

A fellow here with a KF 4 had one of his tanks leaking and I suggested coating with Caswell Tank Sealer.  I an happy report that he was successful by removing the wing and rolling it for about a half hour with two people.  Long term will give the Paul Harvey to this operation, sorry The Rest Of the Story, for those of you that did not grow up hearing him on the radio.  This is the product that I used to coat my tanks before installing them.  It also makes them alcohol proof, not that I would put that junk in my tanks without being in a jam somewhere.

https://www.caswellplating.com/epoxy-gas-tank-sealer.html

It would be interesting to plot the KF 4 airfoil in comparison.  I know VG's have been tried on the lower surface but I have often wondered if they were placed far enough forward.  What are your thoughts on placement (% of chord) for them on both the upper and lower surfaces?  I have plenty of them around but I guess I have been to lazy to date to give it a try.  I do know that the KF 4 is faster than the Avid MK IV even with the added area.  It will be interesting to see if Manu's wing is faster also.  I install the KF leading edge on my wing and I believe it is a little faster. 

PS I do have VG's on the top of the wing.

Then of course the next step is to build CF ribs.  BCSC has such a set of wings setting in the loft built for a light sport super cub. I will ask Bruce about the weight and etc when I think of it.  I know the cost could take your breath away.

That seems to be the common issue.  Here is how to build a simple tool and while you are at it make one for installing the wings. Take an old bolt (1/4") for the cabane that is long enough to fit all the way thru. Cut the head off and taper the threaded end.  This becomes a drive thru lineup pin.  Drive it into position and then drive the pin out with the bolt.  That will make the job doable but if the alignment is really bad you may need to convince it with your drill or actually tweak the cabane a little to make it fit.  Been there, done that, now I have different custom mounts and cabane that actually fits.