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About Freemasm

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    Orlando, FL
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  1. 1) Yes 2) don't know Parasitic losses are very sensitive to flow area diameter diameter. Equivalent losses (all else being equal) are related to the fifth power of the diameter; so, for a given section of pipe/tube, reducing the tube ID by 1/2 would mean 32 times the pressure loss. I'll assume the velocities through the tubing are very low as is the length of the splitter so it would probably be fine from a flow standpoint. I would need system details to perform a real calculation/conclusion. Someone else will chime in with a "legality" standpoint regarding your proposed change
  2. Grass in itself is not necessarily a problem. Less than very smooth surfaces and integral tanks is a very bad combo. The related sharp accelerations/high stresses the structure experiences can cause leaks In relatively new sealant; more so was age. The risk/cost/reward is up to the owner.
  3. You really hate me. Don't you? I'm 58. So a long time ago, we had these ancient things called "quarters". Freshman year Calc 1, 2, and 3. All five hour classes. Simplified it was differentiation, integration, vector calc. Freshman Chem was all three quarters, five hour classes including the labs Soph year Calc 4 & 5 Again, five hour classes. Simplified it was matrix based calc then the evil aforementioned. Physics was three, five hour classes plus labs. Roughly Particle dynamics, Electomagnetism, Modern Physics (Optics, Acoustics, Relativity, etc.)
  4. I don't expect many to appreciate this post but it is therapy; my apologies. Not many things make me shiver but right now, I'm feeling it. Thanks guys. Calc V; a five credit hour class that was mostly Triple Integration plus Greens and Stokes theorems. My God did I hate that class. Triple Integrals were do-able for me. I had plenty of integration practice in Calc II. Never in any subsequent class or professional application did I ever need to reduce a triple integral to a double or a double to a single or vice versa. Anything utilizing polar coordinates sucked on their own. I am not built
  5. The early Boeing battery issues were Li polymer IIRC, not LiFexx. These do not exhibit thermal runaways but can emit a ton of toxic smoke if they catastrophically fail. When mounted internally, the vented version must be used. I do not consider LI-xx to be drop-in replacements for lead acid types. 35 lbs versus 7 in replacement weight can have serious consequences unrelated to the electrical system. All that said, I will probably be incorporating them. The electrical system will be designed for such. I don't believe anything is as fault tolerant as traditional "automotive" style battery
  6. This is an OEM build with warranty. The prices have gone up since so I (or my estate the way it's progressing) can get the money back through a sale. They're all good. Too many people try to convince others their choice is right. To each his own. My build will have the "full length" RV4 wing. Theoretically a better choice for this engine size. Additionally, there's not enough theoretic wing structural stiffness/flutter margin with the unmodified -4 for the HP of a six cylinder. I've heard (citation needed) that some who race these have 350+HP engines. I'm sure that would
  7. Yes Sir. It is all that and then some. Ex. turbulence is "recirculation" in that part of the exercise for example. You want the potential (partial) reactants being exposed to each other as much as possible. Making it worse, it's not just about the complex hydrocarbons that make up the fuel. As the source of O2 is atmospheric air, Nitrogen in involved as both a reactant and product. The resultant NOx is an Ozone depleter. The interim products can be things that don't really exist in nature; monatomic oxygen, monatomic hydrogen, free hydroxide radicals, etc. It is not even close to a linear pr
  8. Not sure I believe that based only upon my own limited experience. Fords from that era knocked like fiends; especially the large engines in LTDs. A little bit of leaded fuel added from the lawn mower gas can would stop it. At that time, I had zero idea about octane ratings, etc. but it worked. Gasoline was relatively expensive then and this POS machine guzzled it. It was high school and one could lay down completely across the bench seats; an important aspect of my high school dating life. With the bad sometimes comes some good.
  9. Not quite but you're in the right mindset. Briefly, knocking is detonation/supersonic combustion/an explosion; however you want to think about it. A sonic boom is a sound wave that crosses over you (A sound wave is a pressure wave before anybody starts to get too excited). The wave is very thin; almost a discontinuity. Because the wave is so thin, it is perceived as an explosion. Anyway, the subject pressure wave(s) is shed from the surface of objects traveling faster than the speed of sound; cool aircraft, most bullets. There's typically more than one shock wave shed from complex shapes like
  10. Great stuff just torque up the geek factor just a little bit for people like myself in a slow work day. Deflagration = sub-sonic combustion. (BTW. a gasoline/air flame front can be surprising slow. 100 ft/sec in some conditions) Detonation = supersonic combustion.
  11. Not sure how to take that. I’ll give the (shall remain nameless) rep at Titan some well deserved kudos. He told me prices were gonna go up so I should get the order in by xx date which I did. The same engine would probably cost another $3.5 - $4k right now. As usual, toy price increases are way ahead of regular inflation.
  12. Have been researching this a lot for a build in progress. The following is not a comprehensive pro/con list. Way too many variables for each application. Per your TC, you're pretty much stuck with one of the first two. Hopefully that changes for you guys. Flooded Cell batteries are the oldest tech. With proper manufacturing quality and owner maintenance, they'll do their job. They do spill/boil over/whatever and can cause damage to exposed parts. They must ship Haz Mat which can increase your costs, sometimes significantly. Ask your European and Australian Mooney brothers. Starved
  13. @philiplaneso help me out. I'd stated about looking at the big picture so I'll have to contradict myself. Your criticisms make them sound like complete crap. They may be. I won't know for a while yet. I'm assuming the majority of these you saw were on Cirrus. Why would Cirrus use them? It sounds as a minimum, they are inappropriately sized for that weight of aircraft. I can still change to Matco's though the subject ones were recommended by people by about 4 -1. PM if you don't want to write here. Thx
  14. DIdn't know/won't know for a while. I only de-crated them last night. It appears the disks can be removed without splitting the hubs and vice versa. Appears to be machined from billets versus a casting which probably makes going tubeless an easier transition. I'm a big fan of anodizing where you can. This application would be for a fairly light tail dragger so the construction seemed appropriate. A CIrrus, like most "light weight" composite construction is a heavy plane. I haven't seen the applicable product. Go back to my point about being the big picture, not the details. I hope the transit
  15. It’s about the approach, not the details here. Recently posted about my experimental engine. There are probably several features/components on it that will eventually become accepted and maybe even the norm in the coming decades. This has already happened with some Avionics, “Electronic” ignitions, etc. Hopefully this trend continues into other areas. These are the wheels, brakes, etc. for my project. None of their products were certified for ~ 25 years before eventually finding their way into some TCs. They are works of art compared to the old rough cast hubs from Cleveland. Though those ser
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