Wednesday, September 30, 2009

Re: [Titanaircraft] Jab 3300 too much for a Titan I?

As long as you are not a little person, the CG should come out within limits with a little weight up front. If you are light, you will need more weight up front. The instrument panel isn't very big, but all the necessary items will fit. It will be a little heavy for a single seater, so ask Titan to make some spacers so you can use the titanium gear legs in the single seat gear truss. If you don't plan on installing a jump seat, consider putting the fuel tank in the back seat area. You most likely won't need weight in the nose if the fuel is forward of the landing gear truss.

It sounds like a lot of fun.

-- Guy

________________________________
From: Tim <tim.tollefson@yahoo.com>
To: Titanaircraft@yahoogroups.com
Sent: Wednesday, September 30, 2009 5:46:34 AM
Subject: [Titanaircraft] Jab 3300 too much for a Titan I?


I am building a Titan I with the 150 VNE option, What are some of the things to consider if a 3300 was the power choice? Thanks


[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Flying in cold weather

Hi Jim:

LOL!!

Check out the price differentials. (g)

Best,
Larry


--- In Titanaircraft@yahoogroups.com, Jim Covington <jim@...> wrote:
>
> How timely. The Rotax Tanis heater:
>
> http://www.rotax-owner.com/reviews/tanis-MAIN.htm
>
>
> lwoods102 wrote:
> >
> >
> > Hi Andre:
> >
> > With respect to heat, if you are using a water-cooled engine (Rotax
> > 912, or 582) just add a small heater core to the cockpit and siphon
> > off some of the coolant. It took me a while to find acceptable
> > hardware to complete this task but I ended up with an excellent
> > cockpit heating system and the cost was quite modest.
> >
> > I fly all winter in Ontario and have not experienced any untoward
> > starting problems with the Rotax engines whether two stroke or four.
> > It is important to take all steps required to keep the engine running
> > within its proper operating temperatures in cold weather.
> >
> > If you are operating in very cold temperatures, you can buy a silicone
> > heater pad and glue it to the bottom of the engine (with RTV). These
> > are very inexpensive devices and work very well. A 50 to 75 watt pad
> > is more than adequate for sub zero temperatures.
> > Be sure to install it properly with appropriate fusing, etc.
> >
> > Best,
> > Larry
> >
> > n Titanaircraft@yahoogroups.com
> > <mailto:Titanaircraft%40yahoogroups.com>, "girarda11" <girarda@> wrote:
> > >
> > > I have tried a Tornado 2 for the first time yesterday and I was
> > extremely impressed. It flies very well and is surprisingly
> > comfortable considering the size of the front cockpit. As I almost
> > always fly alone, tbe size of the back cockpit will only be relevant
> > as luggage space.
> > >
> > > As I live in a place where the winter is cold and there is a lot of
> > snow, I have a few questions related to the use of the Tornado during
> > the winter:
> > >
> > > 1) What is the best engine for flying in the winter: the Jabiru 2200
> > or the Rotax 912? In particular, I am wondering if any of them is
> > likely to start well without preheating?
> > >
> > > 2) I would like to fit wheel-skis in the winter. Is there any
> > problem using skis on the Jabiru. In particular, based on the previous
> > discussion about direct steering vs spring steering, is spring
> > steering compatible with ski use?
> > >
> > > 3) What is the best way to have cabin heat?
> > >
> > > André
> > >
> >
> >
>
>
> [Non-text portions of this message have been removed]
>


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[Titanaircraft] Re: Measurement from nose to trailing edge of flap?

I'm keeping my Tornado I in the right side if a T hanger. I park it diagonaly and the door shuts with a foot to spare. Its a 20 ft wing and I'm thinking that it is 17 ft long.
sarg


--- In Titanaircraft@yahoogroups.com, "flyidaho1963" <flyidaho1963@...> wrote:
>
> Good afternoon! I'm looking at purchasing a used Titan 1. I have a half hanger and slide my plane in sideways. I'm trying to find the measurement from the nose to the trailing edge of the flap. The wing has to slide next to a roof support post. If anyone has this info, that would be great!! THANKS
>


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[Titanaircraft] Measurement from nose to trailing edge of flap?

Good afternoon! I'm looking at purchasing a used Titan 1. I have a half hanger and slide my plane in sideways. I'm trying to find the measurement from the nose to the trailing edge of the flap. The wing has to slide next to a roof support post. If anyone has this info, that would be great!! THANKS

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Re: [Titanaircraft] Re: Flying in cold weather

How timely. The Rotax Tanis heater:

http://www.rotax-owner.com/reviews/tanis-MAIN.htm


lwoods102 wrote:
>
>
> Hi Andre:
>
> With respect to heat, if you are using a water-cooled engine (Rotax
> 912, or 582) just add a small heater core to the cockpit and siphon
> off some of the coolant. It took me a while to find acceptable
> hardware to complete this task but I ended up with an excellent
> cockpit heating system and the cost was quite modest.
>
> I fly all winter in Ontario and have not experienced any untoward
> starting problems with the Rotax engines whether two stroke or four.
> It is important to take all steps required to keep the engine running
> within its proper operating temperatures in cold weather.
>
> If you are operating in very cold temperatures, you can buy a silicone
> heater pad and glue it to the bottom of the engine (with RTV). These
> are very inexpensive devices and work very well. A 50 to 75 watt pad
> is more than adequate for sub zero temperatures.
> Be sure to install it properly with appropriate fusing, etc.
>
> Best,
> Larry
>
> n Titanaircraft@yahoogroups.com
> <mailto:Titanaircraft%40yahoogroups.com>, "girarda11" <girarda@...> wrote:
> >
> > I have tried a Tornado 2 for the first time yesterday and I was
> extremely impressed. It flies very well and is surprisingly
> comfortable considering the size of the front cockpit. As I almost
> always fly alone, tbe size of the back cockpit will only be relevant
> as luggage space.
> >
> > As I live in a place where the winter is cold and there is a lot of
> snow, I have a few questions related to the use of the Tornado during
> the winter:
> >
> > 1) What is the best engine for flying in the winter: the Jabiru 2200
> or the Rotax 912? In particular, I am wondering if any of them is
> likely to start well without preheating?
> >
> > 2) I would like to fit wheel-skis in the winter. Is there any
> problem using skis on the Jabiru. In particular, based on the previous
> discussion about direct steering vs spring steering, is spring
> steering compatible with ski use?
> >
> > 3) What is the best way to have cabin heat?
> >
> > André
> >
>
>


[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Jab 3300 too much for a Titan I?

-I'm flying Tornado I with a Jab 2200 and a 20ft wing. It flies like a fighter plane----all the plane that I need.

sarg


-- In Titanaircraft@yahoogroups.com, "ls78705" <lstavenhagen@...> wrote:
>
> --- In Titanaircraft@yahoogroups.com, "Tim" <tim.tollefson@> wrote:
> >
> > I am building a Titan I with the 150 VNE option, What are some of the things to consider if a 3300 was the power choice? Thanks
> >
>
> Wow... I think I just heard the sound barrier break in my mind just thinking about this combo......
>
> JD once recommended the 582 to me when I was thinking about building a I and he said it would easily match the performance of the 2-places.
>
> I've seen the 2200 on some singles tho and I'd guess that's a good match? I'd ask titan and of course I'm sure the folks on here will chime in.
>
> That'd be my guess as for a good option for a I....
>
> LS
>


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[Titanaircraft] Re: Jab 3300 too much for a Titan I?

--- In Titanaircraft@yahoogroups.com, "Tim" <tim.tollefson@...> wrote:
>
> I am building a Titan I with the 150 VNE option, What are some of the things to consider if a 3300 was the power choice? Thanks
>

Wow... I think I just heard the sound barrier break in my mind just thinking about this combo......

JD once recommended the 582 to me when I was thinking about building a I and he said it would easily match the performance of the 2-places.

I've seen the 2200 on some singles tho and I'd guess that's a good match? I'd ask titan and of course I'm sure the folks on here will chime in.

That'd be my guess as for a good option for a I....

LS

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Re: [Titanaircraft] Jab 3300 too much for a Titan I?

In a message dated 9/30/2009 9:16:14 AM Central Daylight Time,
togoforth@yahoo.com writes:

> Check with Starfleet for their specs on inertia dampers.
>
> Tim Hansen
>
>

And you may have to change the dilithium crystals

Greg S


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Re: [Titanaircraft] Jab 3300 too much for a Titan I?

There's no doubt that engine will go very fast. The only question is
whether it will stay attached to the airframe as it does so.


Tim wrote:
>
>
> I am building a Titan I with the 150 VNE option, What are some of the
> things to consider if a 3300 was the power choice? Thanks
>
>


[Non-text portions of this message have been removed]

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RE: [Titanaircraft] Jab 3300 too much for a Titan I?

I'd say that's simply too much engine for that airframe. As Kimberly
mentioned in a recent post, even the II-D model was beefed up to handle the
Rotax 912. I'd stick with the 2200 on that single seater.

Randy


-----Original Message-----
From: Titanaircraft@yahoogroups.com [mailto:Titanaircraft@yahoogroups.com]
On Behalf Of Tim
Sent: Wednesday, September 30, 2009 8:47 AM
To: Titanaircraft@yahoogroups.com
Subject: [Titanaircraft] Jab 3300 too much for a Titan I?

I am building a Titan I with the 150 VNE option, What are some of the things
to consider if a 3300 was the power choice? Thanks

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Re: [Titanaircraft] Jab 3300 too much for a Titan I?

Check with Starfleet for their specs on inertia dampers.
 
Tim Hansen

--- On Wed, 9/30/09, Tim <tim.tollefson@yahoo.com> wrote:


From: Tim <tim.tollefson@yahoo.com>
Subject: [Titanaircraft] Jab 3300 too much for a Titan I?
To: Titanaircraft@yahoogroups.com
Date: Wednesday, September 30, 2009, 8:46 AM


 

I am building a Titan I with the 150 VNE option, What are some of the things to consider if a 3300 was the power choice? Thanks

[Non-text portions of this message have been removed]

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[Titanaircraft] Jab 3300 too much for a Titan I?

I am building a Titan I with the 150 VNE option, What are some of the things to consider if a 3300 was the power choice? Thanks

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Tuesday, September 29, 2009

Re: [Titanaircraft] Carbmate 912 914 carb sync tool

Sorry, my answer was a bit short. I wasn't trying to be snarky or
discount LEAF's tool. It's much easier to use and you can't damage your
engine with it.

I just know that a lot on this list are hard-core DIY'ers and might be
interested in a cheaper alternative, even if it adds some time to the task.

To pre-empt the next question: How can you damage your engine with the
clear tubing setup? Well, if your carbs are soooo unbalanced that you
suck all the water out of the tube into one carb, that's bad. They'd
have to be off by about 4" of mercury. That's "holy cow this engine runs
so rough I won't fly it" unbalanced. You can also suck water into a carb
if the tube comes off one of the carbs during the test at low RPMs.

Luke Kasota wrote:
>
>
> I was just passing the word along that LEAF had the best price. I got
> mine from there and it works great.
>
> --- On Mon, 9/28/09, Jim Covington <jim@covington.name
> <mailto:jim%40covington.name>> wrote:
>
> From: Jim Covington <jim@covington.name <mailto:jim%40covington.name>>
> Subject: Re: [Titanaircraft] Carbmate 912 914 carb sync tool
> To: Titanaircraft@yahoogroups.com <mailto:Titanaircraft%40yahoogroups.com>
> Date: Monday, September 28, 2009, 11:46 AM
>
>
>
> 12' of clear tubing, some water & food coloring.
> $3.00 from home depot.
> more accurate by a factor of about 10.
> slightly more difficult to use.
>
> Luke Kasota wrote:
> >
> >
> > after watching the video on the new Rotax carb sync tool for the 912
> > 914 here on the Rotax Owner website:
> >
> > http://www.rotax- owner.com/ reviews/reviews. htm
> > <http://www.rotax- owner.com/ reviews/reviews. htm>
> >
> > I did soem searching on the internet and found Leading Edge Air Foils
> > 1-800-532-3462 has the best price at $100.00. It is part number N5202.
> >
> >
>
> [Non-text portions of this message have been removed]
>
> [Non-text portions of this message have been removed]
>
>


[Non-text portions of this message have been removed]

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Re: [Titanaircraft] Looking for tools

I always buy from LEAF, they have very helpful mechanics in the shop. Good people to deal with

--- On Sat, 9/19/09, Dave <icgdave@yahoo.com> wrote:


From: Dave <icgdave@yahoo.com>
Subject: [Titanaircraft] Looking for tools
To: Titanaircraft@yahoogroups.com
Date: Saturday, September 19, 2009, 11:04 AM


 

I have a couple 582s and would like to be able to some of my own work, so I am needing to buy some tools and parts. Where is the best pace to purchase tools and supplies for the 582. Does anyone have any tools they want to sell Thanks Dave (3M7) Looking for tools

[Non-text portions of this message have been removed]

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Re: [Titanaircraft] Carbmate 912 914 carb sync tool

I was just passing the word along that LEAF had the best price. I got mine from there and it works great.

--- On Mon, 9/28/09, Jim Covington <jim@covington.name> wrote:


From: Jim Covington <jim@covington.name>
Subject: Re: [Titanaircraft] Carbmate 912 914 carb sync tool
To: Titanaircraft@yahoogroups.com
Date: Monday, September 28, 2009, 11:46 AM


 

12' of clear tubing, some water & food coloring.
$3.00 from home depot.
more accurate by a factor of about 10.
slightly more difficult to use.

Luke Kasota wrote:
>
>
> after watching the video on the new Rotax carb sync tool for the 912
> 914 here on the Rotax Owner website:
>
> http://www.rotax- owner.com/ reviews/reviews. htm
> <http://www.rotax- owner.com/ reviews/reviews. htm>
>
> I did soem searching on the internet and found Leading Edge Air Foils
> 1-800-532-3462 has the best price at $100.00. It is part number N5202.
>
>

[Non-text portions of this message have been removed]

[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Flying in cold weather

Hi Andre:

With respect to heat, if you are using a water-cooled engine (Rotax 912, or 582) just add a small heater core to the cockpit and siphon off some of the coolant. It took me a while to find acceptable hardware to complete this task but I ended up with an excellent cockpit heating system and the cost was quite modest.

I fly all winter in Ontario and have not experienced any untoward starting problems with the Rotax engines whether two stroke or four. It is important to take all steps required to keep the engine running within its proper operating temperatures in cold weather.

If you are operating in very cold temperatures, you can buy a silicone heater pad and glue it to the bottom of the engine (with RTV). These are very inexpensive devices and work very well. A 50 to 75 watt pad is more than adequate for sub zero temperatures.
Be sure to install it properly with appropriate fusing, etc.

Best,
Larry

n Titanaircraft@yahoogroups.com, "girarda11" <girarda@...> wrote:
>
> I have tried a Tornado 2 for the first time yesterday and I was extremely impressed. It flies very well and is surprisingly comfortable considering the size of the front cockpit. As I almost always fly alone, tbe size of the back cockpit will only be relevant as luggage space.
>
> As I live in a place where the winter is cold and there is a lot of snow, I have a few questions related to the use of the Tornado during the winter:
>
> 1) What is the best engine for flying in the winter: the Jabiru 2200 or the Rotax 912? In particular, I am wondering if any of them is likely to start well without preheating?
>
> 2) I would like to fit wheel-skis in the winter. Is there any problem using skis on the Jabiru. In particular, based on the previous discussion about direct steering vs spring steering, is spring steering compatible with ski use?
>
> 3) What is the best way to have cabin heat?
>
> André
>


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Monday, September 28, 2009

[Titanaircraft] Re: Fin on front wheel pant

Just to clarify my thoughts, I doubt that no-wheelpant will produce adverse yaw, regardless of direct steering. The wheelpant is the rudder effect that induces the adverse yaw.

Thanks,

Mark


--- In Titanaircraft@yahoogroups.com, "ls78705" <lstavenhagen@...> wrote:
>
> --- In Titanaircraft@yahoogroups.com, "skyking13" <skyking13@> wrote:
> >
> > --- In Titanaircraft@yahoogroups.com, "motionaero2" <mgpanos@> wrote:
> > >
> > > As Kimberly mentioned in her reply, we are both big believers in the spring steering, especially with a wheel pant. But, if you want to keep the direct steering and wheel pant, then I would remove the fin.
> > >
> > > An interesting note: I have flown a Tornado 2D with a wheel pant, no fin and direct steering for about 8-10 hours and never noticed any adverse yaw concerns in the air. It flew jsut like one without any front wheel pant.
> > >
> > > I have flown the Tornado 2S Kimberly just delivered with direct steering and also found this one to be rather sensitive, and quite different from ours with spring steering.
> > >
> > > I wonder if the additional fuselage length from the leading edge of the wing forward between the 2D and the 2S accounts for the additional sensitivity because of additional leverage? If so, I bet the SS would be even more affected.
> > >
> > > Mark
>
> Interesting, I havn't noticed any tendency to hunt in yaw or any sensitivity in the rudder response in my SS. Tho admittedly I havn't flown any of the other models yet so maybe it's there and I'm just not aware of it?
>
> Some right rudder is needed in powered cruise flight, tho, and I still have the same bungee cord strung around the bottom of the right rudder pedal that JD originally put on the plane. It's basically practically perfectly coordinated in cruise flight but of course when you drop the power you have to apply left rudder to counteract the bungee. With no power the rudder pedals are virtually perfectly centered.
>
> Maybe this is why my plane doesn't hunt in yaw, perhaps because the rudder is always lifting slightly to the left anyway.
>
> I don't have a wheel pant on the front wheel but I do have the regular pushrod steering so the wheel does turn in flight when I apply rudder.
>
> If anything the rudder seems to me to be well harmonized with the other controls at cruise speeds, and definitely diminishes in authority when the power is reduced and speed is slowed. In fact, I was practicing cross-controlled stalls the other day and found that as I approached stall the rudder was scarcely able to keep the plane uncoordinated (tho it still could a little bit).
>
> As for the Pilatus..... pshaw... the view is better in the titan by a long ways for sure :)
>
> LS
> > Mark,
> > I agree with Mark's assessment that the SS is more affected with the "Yaw Sensitivity". As one of the early owners of the SS model which is equipped with a different steering system still has a yaw problem when making power changes and sometimes even in cruise flight.
> >
> > My SS has a front wheel with direct steering that falls out of battery and locks into a streamlined non-steering mode when there is no weight on the nosewheel. I believe that this feature allows the additional yawing moment caused by the turning of the front wheel in flight to be eliminated from the equation of why the Tornado has a "yaw problem".
> >
> > I've found that even with this additional feature of having the front wheel NOT connected to the rudder pedals in flight the tendency to hunt in yaw is still prevalent. It's been explained to me that the long slender nose of the Tornado provides some blockage of the airflow over the vertical stabilizer giving some tendency for that surface to "hunt" for smoother airflow off the axis of movement.
> >
> > Anyway, I too had flown the 2S that Mark and Kimberly are referring to for more than 10 hours and found too, that the yaw sensitivity, both with and without the front pant fin, was bothersome but not overly critical for safe flight...only a idiosyncrasy for some models of the Tornado.
> >
> > As an aside, I too flew the PC-12 out of the Salt Lake area that Kimberly was able to fly...although it was very quiet and flew nicely at 250 knots at altitudes of more than FL 200, the owner still chose the Tornado as his personal airplane. PC-12 is a systems airplane and "George" (the autopilot) did most of the flying. Handling the airplane by hand, like most larger aircraft, felt like driving a truck without power steering, as compared to the Tornado that is more like a go-kart with much better visibility! I've flown both and the Tornado is way more FUN!
> >
> > Blue Skies,
> > Robert "Captain Bob" Perry
> > Tornado IISS 899HC
> > Buellton, CA
> >
>


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Re: [Titanaircraft] Carbmate 912 914 carb sync tool

12' of clear tubing, some water & food coloring.
$3.00 from home depot.
more accurate by a factor of about 10.
slightly more difficult to use.


Luke Kasota wrote:
>
>
> after watching the video on the new Rotax carb sync tool for the 912
> 914 here on the Rotax Owner website:
>
> http://www.rotax-owner.com/reviews/reviews.htm
> <http://www.rotax-owner.com/reviews/reviews.htm>
>
> I did soem searching on the internet and found Leading Edge Air Foils
> 1-800-532-3462 has the best price at $100.00. It is part number N5202.
>
>


[Non-text portions of this message have been removed]

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[Titanaircraft] Carbmate 912 914 carb sync tool

after watching the video on the new Rotax carb sync tool for the 912 914 here on the Rotax Owner website:

http://www.rotax-owner.com/reviews/reviews.htm

I did soem searching on the internet and found Leading Edge Air Foils
1-800-532-3462 has the best price at $100.00. It is part number N5202.



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Sunday, September 27, 2009

Re: [Titanaircraft] Re: Titan II w/ Jab 3300?

Just to set the record straight- it was a 26' wing at 6 gs, no permanent set after unloading. The wing was still flying when I left Titan in June 2006.

-- Guy

________________________________
From: Jim Covington <jim@covington.name>
To: Titanaircraft@yahoogroups.com
Sent: Sunday, September 27, 2009 7:24:48 AM
Subject: Re: [Titanaircraft] Re: Titan II w/ Jab 3300?


I've personally flown to over 6 Gs at just about 1000lbs GW, and it's
quite difficult to achieve. The wing produces so much drag at those high
angles of attack that the airspeed bleeds off quickly - and the G-loads
with it. The only way to sustain it is with a descending spiral. It's
not likely that you'll reach these loads accidentally.

Before you go out and test, please remember that every aircraft is
different and you are the test pilot. Not everyone can handle high G
loads. Physical fitness plays a big part. I won't go into all the
details of why, but watch this video - this reporter repeated passes out
at around 5 Gs.
http://www.youtube. com/watch? v=hKR52wMLAVM

I haven't sandbagged my wing, but I remember hearing from someone at the
factory (Sam?) when I picked up my wing that they had tested a 150VNE 23
1/2' wing to 9000lbs - about 9Gs at 1000lbs - and the wing didn't break.
It didn't even bend enough to be damaged. That test wing was still
flying a few years ago. So that's how the factory can say that you can
still hold 6Gs at 1140lbs - you can actually hold over 7.5Gs at 1140lbs
on a 150VNE spar. Remember that the wing spar isn't the only thing
getting added stress during Gs - everything in the plane is under added
stress.

Your mileage may vary; you're the test pilot and it's still an
experimental aircraft.

Kimberly Panos wrote:
>
>
> Brian,
>
> The 150 VNE wing and mounts are very stout, especially, the
> 23-1/2-footer. As the builder, you can set the gross as whatever you
> want. You could say it was 2000 lbs., but that isn't realistic or
> believable. We set our gross at 1320 lbs. You just do a little math to
> figure out the reduction of G-loading. However, with the design of the
> wing, you would induce so much drag, it would be unlikely you could
> impose any damaging force on the wing if flying less than 100 MPH,
> even if you tried. I know Jim Covington has done some testing in this
> regard.
>
> Because you can run a 3-blade prop on the Jabiru 3300 and Rotax
> 912-series, the Jabiru 2200 carries the most prop noise, followed by
> the 912-series because of the loud exhaust combined with the prop
> noise, then the Jabiru 3300. None of the Jabiru engines themselves can
> be heard over the prop, unless you remove the muffler, but you don't
> want to do that anyway.
>
> --Kimberly
>
> ----- Original Message -----
> From: beberle1@bellsouth. net <mailto:beberle1% 40bellsouth. net>
> To: Titanaircraft@ yahoogroups. com
> <mailto:Titanaircra ft%40yahoogroups .com>
> Sent: Saturday, September 26, 2009 6:29 PM
> Subject: [Titanaircraft] Re: Titan II w/ Jab 3300?
>
> Is there a structural diffence between the 2D and 2S? How did they
> raise gross to 1140lbs and still maintain +6/-4 Gs? I'm looking at
> cruise in the 8,000ft range, so the 23' wings would be fine. Do the
> engine mounts have to be enhanced on a 2D to support a 3300?
>
> Maybe a little off-track, but how loud is a 2200/3300 compared to the 912?
>
> thanks
> Brian
>
> --- In Titanaircraft@ yahoogroups. com
> <mailto:Titanaircra ft%40yahoogroups .com>, "Kimberly Panos"
> <kimberly@.. .> wrote:
> >
> > When we registered our 2S, we set the gross at 1320 lbs., and we've
> had it loaded just short of there on a few occasions. It will cruise
> nicely beyond 14,500' (I can't say how much beyond here) with the
> 23-1/2 wing, but the 26' is nicer for climbing way up high if you do
> it regularly when loaded to gross.
> >
> > --Kimberly
> >
> >
> > ----- Original Message -----
> > From: beberle1@...
> > To: Titanaircraft@ yahoogroups. com
> <mailto:Titanaircra ft%40yahoogroups .com>
> > Sent: Friday, September 25, 2009 2:06 PM
> > Subject: [Titanaircraft] Titan II w/ Jab 3300?
> >
> >
> > I'm drooling over the TitanII w/ Jab 3300 for sale in Cali.
> Obviously, it's going to burn more fuel, but is a 3300 too much
> weight/power for a TitanII?
> > Researching this site, I see mention of 1,000lb gross aerobatic,
> 1,200lb utility. I assume this Titan weighs around 700lbs. Is that a
> realistic 500lbs to play with?
> >
> > thx,
> > Brian
> >
> >
> >
> >
> >
> > [Non-text portions of this message have been removed]
> >
>
> [Non-text portions of this message have been removed]
>
>

[Non-text portions of this message have been removed]


[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Flying in cold weather

Bonjour André,
I have flown my 912 xtra Titan with ground temperature as cold as
-17C (0F). My friend flies a 912s Bush Caddy. Mine has an oil thermostat. I am on wheel-skis, he is on skis.
We pre-heat the engine for 15 to 20 minutes before firing up the engine. We use full synthetic oil (Amzoil 5W40) that stays more fluid in very cold weather, as compared to Shell semi-synthetic that we use at summer time
If you have access to elecricity, then you must use the kit that Kimberly suggest, assuming of course that you have a 912.
As for my friend and myself, since we don't have access to power at winter time, we use a propane gaz furnace with a small 12volt fan and a isolated 4 inches laundry dryer hose that brings very hot air to the engine. The engine is wrapped with an insulated sheet. (Plans and pictures available for anyone interested. Just let me know)
Properly pre-heated, 912 with spark plug gap at minimum, fires-up instantly.
Good cabin heating is the second factor to fun winter flying.
I personnaly use a Tom Dunlapp heater fixed over the thank. It has 2 outlets so that one 2 inches flexible hose brings hot air behind front seat, and the second one next to the left rudder pedal. Works very well.
Denys

--- In Titanaircraft@yahoogroups.com, Jim Covington <jim@...> wrote:
>
> You can install an oil thermostat that bypasses the cooler until the oil
> heats up. It doesn't remove the need for preheat, but can eliminate the
> start/stop cycle that Kimberly mentioned. It also allows you to fly in
> colder weather before you start having to cover the oil cooler.
>
> It's non-$tandard and you have you design the layout & installation
> yourself.
>
>
>
> Kimberly Panos wrote:
> >
> >
> > André,
> >
> > I've started and flown both the 912S and Jabirus in critically cold
> > weather, and they both start equally as well, but it isn't whether or
> > not they start, it is how much damage you are doing until the oil is
> > fluid enough to lubricate pistons. The Jabiru is more stable on oil
> > pressure on startup because all of the oil stays in the engine. The
> > Rotax has to draw the oil from the oil tank and through the oil cooler
> > before getting to the oil pump, then gets pressurized to feed the
> > engine. This usually requires shutting down and restarting the engine
> > several times to generate enough heat-soak so the oil will return to
> > the oil tank so you don't starve the engine for oil for any length of
> > time. Another problem with cold oil is that you run the risk of
> > spinning crankshaft main bearings in either engine, but the Rotax has
> > roller rod bearings to withstand the high continuous RPM's it must endure.
> >
> > In any case, you want to pre-heat any engine to some extent. We use a
> > simple plastic-cased space heater for our 3300 that easily bungies to
> > the Titan motormount and blows directly on the oil pan. The engine is
> > nicely heated by the time we pre-flight and finish doing 'stuff' to
> > get ready to roll the airplane out. The Rotax requires a regular
> > engine heater kit that bonds one heating element to the bottom of the
> > case by the drain sump return line, and the other is a band that goes
> > around the oil tank to heat the oil there.
> >
> > --Kimberly
> >
> > ----- Original Message -----
> > From: girarda11
> > To: Titanaircraft@yahoogroups.com
> > <mailto:Titanaircraft%40yahoogroups.com>
> > Sent: Sunday, September 27, 2009 5:38 AM
> > Subject: [Titanaircraft] Flying in cold weather
> >
> > I have tried a Tornado 2 for the first time yesterday and I was
> > extremely impressed. It flies very well and is surprisingly
> > comfortable considering the size of the front cockpit. As I almost
> > always fly alone, tbe size of the back cockpit will only be relevant
> > as luggage space.
> >
> > As I live in a place where the winter is cold and there is a lot of
> > snow, I have a few questions related to the use of the Tornado during
> > the winter:
> >
> > 1) What is the best engine for flying in the winter: the Jabiru 2200
> > or the Rotax 912? In particular, I am wondering if any of them is
> > likely to start well without preheating?
> >
> > 2) I would like to fit wheel-skis in the winter. Is there any problem
> > using skis on the Jabiru. In particular, based on the previous
> > discussion about direct steering vs spring steering, is spring
> > steering compatible with ski use?
> >
> > 3) What is the best way to have cabin heat?
> >
> > André
> >
> > [Non-text portions of this message have been removed]
> >
> >
>
>
> [Non-text portions of this message have been removed]
>


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Re: [Titanaircraft] Re: Fin on front wheel pant

...Pilatus -- Only because you can look down the sides when cruising at 28,000 feet. Otherwise, it's pretty lousy -- like most other tractors, but slightly better when you sit up tall in the seat. Very prestigious though.

--Kimberly


----- Original Message -----
From: ls78705
To: Titanaircraft@yahoogroups.com
Sent: Sunday, September 27, 2009 3:26 PM
Subject: [Titanaircraft] Re: Fin on front wheel pant


--- In Titanaircraft@yahoogroups.com, "skyking13" <skyking13@...> wrote:
>
> --- In Titanaircraft@yahoogroups.com, "motionaero2" <mgpanos@> wrote:
> >
> > As Kimberly mentioned in her reply, we are both big believers in the spring steering, especially with a wheel pant. But, if you want to keep the direct steering and wheel pant, then I would remove the fin.
> >
> > An interesting note: I have flown a Tornado 2D with a wheel pant, no fin and direct steering for about 8-10 hours and never noticed any adverse yaw concerns in the air. It flew jsut like one without any front wheel pant.
> >
> > I have flown the Tornado 2S Kimberly just delivered with direct steering and also found this one to be rather sensitive, and quite different from ours with spring steering.
> >
> > I wonder if the additional fuselage length from the leading edge of the wing forward between the 2D and the 2S accounts for the additional sensitivity because of additional leverage? If so, I bet the SS would be even more affected.
> >
> > Mark

Interesting, I havn't noticed any tendency to hunt in yaw or any sensitivity in the rudder response in my SS. Tho admittedly I havn't flown any of the other models yet so maybe it's there and I'm just not aware of it?

Some right rudder is needed in powered cruise flight, tho, and I still have the same bungee cord strung around the bottom of the right rudder pedal that JD originally put on the plane. It's basically practically perfectly coordinated in cruise flight but of course when you drop the power you have to apply left rudder to counteract the bungee. With no power the rudder pedals are virtually perfectly centered.

Maybe this is why my plane doesn't hunt in yaw, perhaps because the rudder is always lifting slightly to the left anyway.

I don't have a wheel pant on the front wheel but I do have the regular pushrod steering so the wheel does turn in flight when I apply rudder.

If anything the rudder seems to me to be well harmonized with the other controls at cruise speeds, and definitely diminishes in authority when the power is reduced and speed is slowed. In fact, I was practicing cross-controlled stalls the other day and found that as I approached stall the rudder was scarcely able to keep the plane uncoordinated (tho it still could a little bit).

As for the Pilatus..... pshaw... the view is better in the titan by a long ways for sure :)

LS
> Mark,
> I agree with Mark's assessment that the SS is more affected with the "Yaw Sensitivity". As one of the early owners of the SS model which is equipped with a different steering system still has a yaw problem when making power changes and sometimes even in cruise flight.
>
> My SS has a front wheel with direct steering that falls out of battery and locks into a streamlined non-steering mode when there is no weight on the nosewheel. I believe that this feature allows the additional yawing moment caused by the turning of the front wheel in flight to be eliminated from the equation of why the Tornado has a "yaw problem".
>
> I've found that even with this additional feature of having the front wheel NOT connected to the rudder pedals in flight the tendency to hunt in yaw is still prevalent. It's been explained to me that the long slender nose of the Tornado provides some blockage of the airflow over the vertical stabilizer giving some tendency for that surface to "hunt" for smoother airflow off the axis of movement.
>
> Anyway, I too had flown the 2S that Mark and Kimberly are referring to for more than 10 hours and found too, that the yaw sensitivity, both with and without the front pant fin, was bothersome but not overly critical for safe flight...only a idiosyncrasy for some models of the Tornado.
>
> As an aside, I too flew the PC-12 out of the Salt Lake area that Kimberly was able to fly...although it was very quiet and flew nicely at 250 knots at altitudes of more than FL 200, the owner still chose the Tornado as his personal airplane. PC-12 is a systems airplane and "George" (the autopilot) did most of the flying. Handling the airplane by hand, like most larger aircraft, felt like driving a truck without power steering, as compared to the Tornado that is more like a go-kart with much better visibility! I've flown both and the Tornado is way more FUN!
>
> Blue Skies,
> Robert "Captain Bob" Perry
> Tornado IISS 899HC
> Buellton, CA
>

[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Jabiru engine help near Petaluma, Ca?

Check your fuel filter.


--- In Titanaircraft@yahoogroups.com, "hollygreengrass" <claudia@...> wrote:
>
> Hi All,
> I flew into Petaluma California from Idaho yesterday to stay with a friend. This morning when I went to fly to San Carlos to visit my sister, my engine wasn't running right at high rpm. As I accelerated down the runway, I could feel the engine sort of missing or something, so I stopped, did my run up again, no problem, although I only do my run up to about 2300rpm. I went down runway again, but as soon as rpm hits about 2700 it seems to start missing and then coming back.
>
> So with some help, I went down to an empty part of the airfield and ran it up to 2700 while holding plane in place. Sure enough, it's sputtering or missing, definitely not right. (I was worried that I was imagining it, but it sounds really bad) While it was sputtering, I moved mags to left and right and it sputters on each, not just one or the other. I totally forgot to look at EGTs which Kimberly suggested, so I need to go back and try that tomorrow. But it was about 95' and the people helping needed to go, so I'll have to do that tomorrow morning.
>
> Anyway, my request to you is for names or ideas on people/mechanics in the area that I can call to troubleshoot and get the engine back to running well. I'm not very knowledgeable about this stuff, so if you have a favorite mechanic who may be able to get to Petaluma or know of someone I can call, I would really appreciate the name. I was planning on being in San Mateo all week, but for now the plane is Petaluma and I think they are about 1 hour drive apart and I don't know if I need to order parts, etc? Thanks for any ideas for help on this,
> Claudia
> 208-315-2769
>


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[Titanaircraft] Re: Fin on front wheel pant

--- In Titanaircraft@yahoogroups.com, "skyking13" <skyking13@...> wrote:
>
> --- In Titanaircraft@yahoogroups.com, "motionaero2" <mgpanos@> wrote:
> >
> > As Kimberly mentioned in her reply, we are both big believers in the spring steering, especially with a wheel pant. But, if you want to keep the direct steering and wheel pant, then I would remove the fin.
> >
> > An interesting note: I have flown a Tornado 2D with a wheel pant, no fin and direct steering for about 8-10 hours and never noticed any adverse yaw concerns in the air. It flew jsut like one without any front wheel pant.
> >
> > I have flown the Tornado 2S Kimberly just delivered with direct steering and also found this one to be rather sensitive, and quite different from ours with spring steering.
> >
> > I wonder if the additional fuselage length from the leading edge of the wing forward between the 2D and the 2S accounts for the additional sensitivity because of additional leverage? If so, I bet the SS would be even more affected.
> >
> > Mark

Interesting, I havn't noticed any tendency to hunt in yaw or any sensitivity in the rudder response in my SS. Tho admittedly I havn't flown any of the other models yet so maybe it's there and I'm just not aware of it?

Some right rudder is needed in powered cruise flight, tho, and I still have the same bungee cord strung around the bottom of the right rudder pedal that JD originally put on the plane. It's basically practically perfectly coordinated in cruise flight but of course when you drop the power you have to apply left rudder to counteract the bungee. With no power the rudder pedals are virtually perfectly centered.

Maybe this is why my plane doesn't hunt in yaw, perhaps because the rudder is always lifting slightly to the left anyway.

I don't have a wheel pant on the front wheel but I do have the regular pushrod steering so the wheel does turn in flight when I apply rudder.

If anything the rudder seems to me to be well harmonized with the other controls at cruise speeds, and definitely diminishes in authority when the power is reduced and speed is slowed. In fact, I was practicing cross-controlled stalls the other day and found that as I approached stall the rudder was scarcely able to keep the plane uncoordinated (tho it still could a little bit).

As for the Pilatus..... pshaw... the view is better in the titan by a long ways for sure :)

LS
> Mark,
> I agree with Mark's assessment that the SS is more affected with the "Yaw Sensitivity". As one of the early owners of the SS model which is equipped with a different steering system still has a yaw problem when making power changes and sometimes even in cruise flight.
>
> My SS has a front wheel with direct steering that falls out of battery and locks into a streamlined non-steering mode when there is no weight on the nosewheel. I believe that this feature allows the additional yawing moment caused by the turning of the front wheel in flight to be eliminated from the equation of why the Tornado has a "yaw problem".
>
> I've found that even with this additional feature of having the front wheel NOT connected to the rudder pedals in flight the tendency to hunt in yaw is still prevalent. It's been explained to me that the long slender nose of the Tornado provides some blockage of the airflow over the vertical stabilizer giving some tendency for that surface to "hunt" for smoother airflow off the axis of movement.
>
> Anyway, I too had flown the 2S that Mark and Kimberly are referring to for more than 10 hours and found too, that the yaw sensitivity, both with and without the front pant fin, was bothersome but not overly critical for safe flight...only a idiosyncrasy for some models of the Tornado.
>
> As an aside, I too flew the PC-12 out of the Salt Lake area that Kimberly was able to fly...although it was very quiet and flew nicely at 250 knots at altitudes of more than FL 200, the owner still chose the Tornado as his personal airplane. PC-12 is a systems airplane and "George" (the autopilot) did most of the flying. Handling the airplane by hand, like most larger aircraft, felt like driving a truck without power steering, as compared to the Tornado that is more like a go-kart with much better visibility! I've flown both and the Tornado is way more FUN!
>
> Blue Skies,
> Robert "Captain Bob" Perry
> Tornado IISS 899HC
> Buellton, CA
>


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Re: [Titanaircraft] Jabiru engine help near Petaluma, Ca?

LOL  no problem Tim,

Dave


________________________________
From: Tim Hansen <togoforth@yahoo.com>
To: Titanaircraft@yahoogroups.com
Sent: Sunday, September 27, 2009 8:33:08 AM
Subject: Re: [Titanaircraft] Jabiru engine help near Petaluma, Ca?

 
Ooops! I mean Claudia. Sorry.
 
Tim

--- On Sun, 9/27/09, Tim Hansen <togoforth@yahoo. com> wrote:

From: Tim Hansen <togoforth@yahoo. com>
Subject: Re: [Titanaircraft] Jabiru engine help near Petaluma, Ca?
To: Titanaircraft@ yahoogroups. com
Date: Sunday, September 27, 2009, 9:29 AM

 

Dave, what kind of humidity were you in when the problem arose? I find that I get occasional misfires on my Jab when the humidity is at or near 100%.  Lower humidity and the problem goes away. I checked this by flying through a cloud and, sure enough, the engine missed.  Clear air and no problem.
 
Tim Hansen

--- On Sat, 9/26/09, David King <pastordave45@ yahoo.com> wrote:

From: David King <pastordave45@ yahoo.com>
Subject: Re: [Titanaircraft] Jabiru engine help near Petaluma, Ca?
To: Titanaircraft@ yahoogroups. com
Date: Saturday, September 26, 2009, 8:45 PM

 

That is typical of plugs and wires, to break down under load.  That may not be the complete problem but I would sure start there.

Dave

____________ _________ _________ __
From: hollygreengrass <claudia@delrit. com>
To: Titanaircraft@ yahoogroups. com
Sent: Saturday, September 26, 2009 7:10:40 PM
Subject: [Titanaircraft] Jabiru engine help near Petaluma, Ca?

 
Hi All,
I flew into Petaluma California from Idaho yesterday to stay with a friend. This morning when I went to fly to San Carlos to visit my sister, my engine wasn't running right at high rpm. As I accelerated down the runway, I could feel the engine sort of missing or something, so I stopped, did my run up again, no problem, although I only do my run up to about 2300rpm. I went down runway again, but as soon as rpm hits about 2700 it seems to start missing and then coming back.

So with some help, I went down to an empty part of the airfield and ran it up to 2700 while holding plane in place. Sure enough, it's sputtering or missing, definitely not right. (I was worried that I was imagining it, but it sounds really bad) While it was sputtering, I moved mags to left and right and it sputters on each, not just one or the other. I totally forgot to look at EGTs which Kimberly suggested, so I need to go back and try that tomorrow. But it was about 95' and the people helping needed to go, so I'll have to do that tomorrow morning.

Anyway, my request to you is for names or ideas on people/mechanics in the area that I can call to troubleshoot and get the engine back to running well. I'm not very knowledgeable about this stuff, so if you have a favorite mechanic who may be able to get to Petaluma or know of someone I can call, I would really appreciate the name. I was planning on being in San Mateo all week, but for now the plane is Petaluma and I think they are about 1 hour drive apart and I don't know if I need to order parts, etc? Thanks for any ideas for help on this,
Claudia
208-315-2769

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[Titanaircraft] Re: Fin on front wheel pant

--- In Titanaircraft@yahoogroups.com, "motionaero2" <mgpanos@...> wrote:
>
> As Kimberly mentioned in her reply, we are both big believers in the spring steering, especially with a wheel pant. But, if you want to keep the direct steering and wheel pant, then I would remove the fin.
>
> An interesting note: I have flown a Tornado 2D with a wheel pant, no fin and direct steering for about 8-10 hours and never noticed any adverse yaw concerns in the air. It flew jsut like one without any front wheel pant.
>
> I have flown the Tornado 2S Kimberly just delivered with direct steering and also found this one to be rather sensitive, and quite different from ours with spring steering.
>
> I wonder if the additional fuselage length from the leading edge of the wing forward between the 2D and the 2S accounts for the additional sensitivity because of additional leverage? If so, I bet the SS would be even more affected.
>
> Mark
Mark,
I agree with Mark's assessment that the SS is more affected with the "Yaw Sensitivity". As one of the early owners of the SS model which is equipped with a different steering system still has a yaw problem when making power changes and sometimes even in cruise flight.

My SS has a front wheel with direct steering that falls out of battery and locks into a streamlined non-steering mode when there is no weight on the nosewheel. I believe that this feature allows the additional yawing moment caused by the turning of the front wheel in flight to be eliminated from the equation of why the Tornado has a "yaw problem".

I've found that even with this additional feature of having the front wheel NOT connected to the rudder pedals in flight the tendency to hunt in yaw is still prevalent. It's been explained to me that the long slender nose of the Tornado provides some blockage of the airflow over the vertical stabilizer giving some tendency for that surface to "hunt" for smoother airflow off the axis of movement.

Anyway, I too had flown the 2S that Mark and Kimberly are referring to for more than 10 hours and found too, that the yaw sensitivity, both with and without the front pant fin, was bothersome but not overly critical for safe flight...only a idiosyncrasy for some models of the Tornado.

As an aside, I too flew the PC-12 out of the Salt Lake area that Kimberly was able to fly...although it was very quiet and flew nicely at 250 knots at altitudes of more than FL 200, the owner still chose the Tornado as his personal airplane. PC-12 is a systems airplane and "George" (the autopilot) did most of the flying. Handling the airplane by hand, like most larger aircraft, felt like driving a truck without power steering, as compared to the Tornado that is more like a go-kart with much better visibility! I've flown both and the Tornado is way more FUN!

Blue Skies,
Robert "Captain Bob" Perry
Tornado IISS 899HC
Buellton, CA

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RE: [Titanaircraft] Re: Doors off

You're right.

Div

_____

From: Titanaircraft@yahoogroups.com [mailto:Titanaircraft@yahoogroups.com]
On Behalf Of Roger
Sent: 27 September 2009 10:22 PM
To: Titanaircraft@yahoogroups.com
Subject: [Titanaircraft] Re: Doors off

--- In Titanaircraft@ <mailto:Titanaircraft%40yahoogroups.com>
yahoogroups.com, "De Villiers Visser" <div@...> wrote:
>
> Kimberly,
> Thank you. I understand that the wind would "blow up" the cabin, because
> there is no outlet. >
> Div
>

There is some air let out through the tail boom from under the
seat. Not sure how much .. but it does provide an exit.

RT

[Non-text portions of this message have been removed]

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[Titanaircraft] Re: Doors off

--- In Titanaircraft@yahoogroups.com, "De Villiers Visser" <div@...> wrote:
>
> Kimberly,
> Thank you. I understand that the wind would "blow up" the cabin, because
> there is no outlet. >
> Div
>

There is some air let out through the tail boom from under the
seat. Not sure how much .. but it does provide an exit.

RT


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Re: [Titanaircraft] Flying in cold weather

You can install an oil thermostat that bypasses the cooler until the oil
heats up. It doesn't remove the need for preheat, but can eliminate the
start/stop cycle that Kimberly mentioned. It also allows you to fly in
colder weather before you start having to cover the oil cooler.

It's non-$tandard and you have you design the layout & installation
yourself.

Kimberly Panos wrote:
>
>
> André,
>
> I've started and flown both the 912S and Jabirus in critically cold
> weather, and they both start equally as well, but it isn't whether or
> not they start, it is how much damage you are doing until the oil is
> fluid enough to lubricate pistons. The Jabiru is more stable on oil
> pressure on startup because all of the oil stays in the engine. The
> Rotax has to draw the oil from the oil tank and through the oil cooler
> before getting to the oil pump, then gets pressurized to feed the
> engine. This usually requires shutting down and restarting the engine
> several times to generate enough heat-soak so the oil will return to
> the oil tank so you don't starve the engine for oil for any length of
> time. Another problem with cold oil is that you run the risk of
> spinning crankshaft main bearings in either engine, but the Rotax has
> roller rod bearings to withstand the high continuous RPM's it must endure.
>
> In any case, you want to pre-heat any engine to some extent. We use a
> simple plastic-cased space heater for our 3300 that easily bungies to
> the Titan motormount and blows directly on the oil pan. The engine is
> nicely heated by the time we pre-flight and finish doing 'stuff' to
> get ready to roll the airplane out. The Rotax requires a regular
> engine heater kit that bonds one heating element to the bottom of the
> case by the drain sump return line, and the other is a band that goes
> around the oil tank to heat the oil there.
>
> --Kimberly
>
> ----- Original Message -----
> From: girarda11
> To: Titanaircraft@yahoogroups.com
> <mailto:Titanaircraft%40yahoogroups.com>
> Sent: Sunday, September 27, 2009 5:38 AM
> Subject: [Titanaircraft] Flying in cold weather
>
> I have tried a Tornado 2 for the first time yesterday and I was
> extremely impressed. It flies very well and is surprisingly
> comfortable considering the size of the front cockpit. As I almost
> always fly alone, tbe size of the back cockpit will only be relevant
> as luggage space.
>
> As I live in a place where the winter is cold and there is a lot of
> snow, I have a few questions related to the use of the Tornado during
> the winter:
>
> 1) What is the best engine for flying in the winter: the Jabiru 2200
> or the Rotax 912? In particular, I am wondering if any of them is
> likely to start well without preheating?
>
> 2) I would like to fit wheel-skis in the winter. Is there any problem
> using skis on the Jabiru. In particular, based on the previous
> discussion about direct steering vs spring steering, is spring
> steering compatible with ski use?
>
> 3) What is the best way to have cabin heat?
>
> André
>
> [Non-text portions of this message have been removed]
>
>


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Re: [Titanaircraft] Flying in cold weather

André,

I've started and flown both the 912S and Jabirus in critically cold weather, and they both start equally as well, but it isn't whether or not they start, it is how much damage you are doing until the oil is fluid enough to lubricate pistons. The Jabiru is more stable on oil pressure on startup because all of the oil stays in the engine. The Rotax has to draw the oil from the oil tank and through the oil cooler before getting to the oil pump, then gets pressurized to feed the engine. This usually requires shutting down and restarting the engine several times to generate enough heat-soak so the oil will return to the oil tank so you don't starve the engine for oil for any length of time. Another problem with cold oil is that you run the risk of spinning crankshaft main bearings in either engine, but the Rotax has roller rod bearings to withstand the high continuous RPM's it must endure.

In any case, you want to pre-heat any engine to some extent. We use a simple plastic-cased space heater for our 3300 that easily bungies to the Titan motormount and blows directly on the oil pan. The engine is nicely heated by the time we pre-flight and finish doing 'stuff' to get ready to roll the airplane out. The Rotax requires a regular engine heater kit that bonds one heating element to the bottom of the case by the drain sump return line, and the other is a band that goes around the oil tank to heat the oil there.

--Kimberly


----- Original Message -----
From: girarda11
To: Titanaircraft@yahoogroups.com
Sent: Sunday, September 27, 2009 5:38 AM
Subject: [Titanaircraft] Flying in cold weather


I have tried a Tornado 2 for the first time yesterday and I was extremely impressed. It flies very well and is surprisingly comfortable considering the size of the front cockpit. As I almost always fly alone, tbe size of the back cockpit will only be relevant as luggage space.

As I live in a place where the winter is cold and there is a lot of snow, I have a few questions related to the use of the Tornado during the winter:

1) What is the best engine for flying in the winter: the Jabiru 2200 or the Rotax 912? In particular, I am wondering if any of them is likely to start well without preheating?

2) I would like to fit wheel-skis in the winter. Is there any problem using skis on the Jabiru. In particular, based on the previous discussion about direct steering vs spring steering, is spring steering compatible with ski use?

3) What is the best way to have cabin heat?

André

[Non-text portions of this message have been removed]

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Re: [Titanaircraft] Re: Titan II w/ Jab 3300?

I've personally flown to over 6 Gs at just about 1000lbs GW, and it's
quite difficult to achieve. The wing produces so much drag at those high
angles of attack that the airspeed bleeds off quickly - and the G-loads
with it. The only way to sustain it is with a descending spiral. It's
not likely that you'll reach these loads accidentally.

Before you go out and test, please remember that every aircraft is
different and you are the test pilot. Not everyone can handle high G
loads. Physical fitness plays a big part. I won't go into all the
details of why, but watch this video - this reporter repeated passes out
at around 5 Gs.
http://www.youtube.com/watch?v=hKR52wMLAVM

I haven't sandbagged my wing, but I remember hearing from someone at the
factory (Sam?) when I picked up my wing that they had tested a 150VNE 23
1/2' wing to 9000lbs - about 9Gs at 1000lbs - and the wing didn't break.
It didn't even bend enough to be damaged. That test wing was still
flying a few years ago. So that's how the factory can say that you can
still hold 6Gs at 1140lbs - you can actually hold over 7.5Gs at 1140lbs
on a 150VNE spar. Remember that the wing spar isn't the only thing
getting added stress during Gs - everything in the plane is under added
stress.

Your mileage may vary; you're the test pilot and it's still an
experimental aircraft.


Kimberly Panos wrote:
>
>
> Brian,
>
> The 150 VNE wing and mounts are very stout, especially, the
> 23-1/2-footer. As the builder, you can set the gross as whatever you
> want. You could say it was 2000 lbs., but that isn't realistic or
> believable. We set our gross at 1320 lbs. You just do a little math to
> figure out the reduction of G-loading. However, with the design of the
> wing, you would induce so much drag, it would be unlikely you could
> impose any damaging force on the wing if flying less than 100 MPH,
> even if you tried. I know Jim Covington has done some testing in this
> regard.
>
> Because you can run a 3-blade prop on the Jabiru 3300 and Rotax
> 912-series, the Jabiru 2200 carries the most prop noise, followed by
> the 912-series because of the loud exhaust combined with the prop
> noise, then the Jabiru 3300. None of the Jabiru engines themselves can
> be heard over the prop, unless you remove the muffler, but you don't
> want to do that anyway.
>
> --Kimberly
>
> ----- Original Message -----
> From: beberle1@bellsouth.net <mailto:beberle1%40bellsouth.net>
> To: Titanaircraft@yahoogroups.com
> <mailto:Titanaircraft%40yahoogroups.com>
> Sent: Saturday, September 26, 2009 6:29 PM
> Subject: [Titanaircraft] Re: Titan II w/ Jab 3300?
>
> Is there a structural diffence between the 2D and 2S? How did they
> raise gross to 1140lbs and still maintain +6/-4 Gs? I'm looking at
> cruise in the 8,000ft range, so the 23' wings would be fine. Do the
> engine mounts have to be enhanced on a 2D to support a 3300?
>
> Maybe a little off-track, but how loud is a 2200/3300 compared to the 912?
>
> thanks
> Brian
>
> --- In Titanaircraft@yahoogroups.com
> <mailto:Titanaircraft%40yahoogroups.com>, "Kimberly Panos"
> <kimberly@...> wrote:
> >
> > When we registered our 2S, we set the gross at 1320 lbs., and we've
> had it loaded just short of there on a few occasions. It will cruise
> nicely beyond 14,500' (I can't say how much beyond here) with the
> 23-1/2 wing, but the 26' is nicer for climbing way up high if you do
> it regularly when loaded to gross.
> >
> > --Kimberly
> >
> >
> > ----- Original Message -----
> > From: beberle1@...
> > To: Titanaircraft@yahoogroups.com
> <mailto:Titanaircraft%40yahoogroups.com>
> > Sent: Friday, September 25, 2009 2:06 PM
> > Subject: [Titanaircraft] Titan II w/ Jab 3300?
> >
> >
> > I'm drooling over the TitanII w/ Jab 3300 for sale in Cali.
> Obviously, it's going to burn more fuel, but is a 3300 too much
> weight/power for a TitanII?
> > Researching this site, I see mention of 1,000lb gross aerobatic,
> 1,200lb utility. I assume this Titan weighs around 700lbs. Is that a
> realistic 500lbs to play with?
> >
> > thx,
> > Brian
> >
> >
> >
> >
> >
> > [Non-text portions of this message have been removed]
> >
>
> [Non-text portions of this message have been removed]
>
>


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