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Clive J
Joined: 03 Nov 2007
Posts: 340
Location: UK
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 Posted: Wed Nov 23, 2011 12:46 pm Post subject: First UK registered Esqual flies in England! |
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Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive
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elledien
Joined: 03 Feb 2010
Posts: 43
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| Posted: Wed Nov 23, 2011 2:29 pm Post subject: First UK registered Esqual flies in England! |
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Congratulations Clive
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Mercoledì 23 Novembre 2011 21:43
Oggetto: First UK registered Esqual flies in England!
First UK registered Esqual flies in England! Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive
[quote][b]
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dwwilt
Joined: 06 Dec 2010
Posts: 192
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| Posted: Wed Nov 23, 2011 2:54 pm Post subject: First UK registered Esqual flies in England! |
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Congratulations!!!
Dennis
N616DW (Arion LightningS/N 132)
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EAFerguson(at)AOL.COM
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| Posted: Wed Nov 23, 2011 6:19 pm Post subject: First UK registered Esqual flies in England! |
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In a message dated 11/23/2011 3:48:21 P.M. Eastern Standard Time, clive.james(at)uk.bp.com writes:
| Quote: |
Taken me a few years but I got there in the end. |
Clive,
We know it's harder over there than here in the US, so your accomplishment is especially noteworthy.
Earl Ferguson
N17EF
[quote][b]
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craigsumner(at)comcast.ne
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| Posted: Wed Nov 23, 2011 7:08 pm Post subject: First UK registered Esqual flies in England! |
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Really looks great Clive! Hope you enjoy your new Esqual!
Craig Sumner
N155JM Esqual 074
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of James, Clive R
Sent: Wednesday, November 23, 2011 2:43 PM
To: lightning-list(at)matronics.com
Subject: First UK registered Esqual flies in England!
Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive
[quote][b]
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N1BZRich(at)AOL.COM
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| Posted: Wed Nov 23, 2011 7:34 pm Post subject: First UK registered Esqual flies in England! |
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Congratulations, Clive, that's fantastic. I know that after all the numerous special inspections and "official paperwork" (that probably weighs as much as the airplane) requirements that you have had to go through that you feel like you have finally "climbed the mountain". I'm sure the test flying will go well and you and your bride will soon be able to enjoy the Esqual as much as you have your Jabiru. So here's hoping you have great weather over the winter months so you can get lots of flying in.
Blue Skies,
Buz
In a message dated 11/23/2011 3:48:21 P.M. Eastern Standard Time, clive.james(at)uk.bp.com writes:
| Quote: |
Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive |
[quote][b]
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ddw55(at)hotmail.com
Guest
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| Posted: Wed Nov 23, 2011 11:54 pm Post subject: First UK registered Esqual flies in England! |
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Great!!!!
Daniel
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of James, Clive R
Sent: woensdag 23 november 2011 21:43
To: lightning-list(at)matronics.com
Subject: First UK registered Esqual flies in England!
Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive
[quote][b]
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Clive J
Joined: 03 Nov 2007
Posts: 340
Location: UK
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| Posted: Thu Nov 24, 2011 3:41 pm Post subject: First UK registered Esqual flies in England! |
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Thanks guys, appreciate the words. Still some way to go with the engine though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick forward (and let got) and she speeds up and then picks her own nose up and slows down, shortly after she’s back in trim. It used to head for the deck or reach for the clouds.
Flap travel, full flap and the elevator didn’t do much at all, you could push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to where elevator still has effect. If you have a big flapped Esqual it’s the third hole you would need to use (shortest).
Engine wise I’m considering going back to solid lifter. The engine seems marginal on oil and after losing compression with what I think was over extended lifters (at 37 hours) I’m beginning to think the solid lifter (standard cam followers) is the way to go. More research needed, getting some great info from about the world.
It’s a shame that Jabiru messed about with what was a good engine…..
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn’t have known if the compressions had stayed OK.
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of James, Clive R
Sent: 23 November 2011 20:43
To: lightning-list(at)matronics.com
Subject: First UK registered Esqual flies in England!
Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it’s on a test permit and is ‘G’ Registered at last!
Only other problem……early hydraulic….so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial number is 1460.
I’m looking into the options…..in the meantime after having the heads off and getting my compressions back I’m going to get a few more hours on it.
Other issue, oversized valve guides. The engine was fitted with oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides, certainly the guy that fitted them for me smiled when I said, ‘looks like the guides have worn’….. ‘in 37 hours?….no I’ll measure them, I’ll bet they are oversized’. And they were so if you are blowing oil into your bottle and have stains in the rocker boxes on a newish engine…..
Regards, Clive
[quote][b]
| | - The Matronics Lightning-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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elledien
Joined: 03 Feb 2010
Posts: 43
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| Posted: Thu Nov 24, 2011 11:26 pm Post subject: First UK registered Esqual flies in England! |
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Ciao Clive.
The report you made will be more helpful if you add some info regarding the way you correct the pitch stability.
I noted this on my Esqual and I am not very happy with the answer I have.
Firstly you have to report, please , the different CG location you checked, and if the answer is the same.
Than whatever you done to improve the whole system.
A brief description of the travel of the elevator and the maximum extension fo the flap to remain inside the elevator authority.
I believe this informations will be very important for the whole Esqual/Lightning family.
Particularly if experienced under the supervision of a qualified team .
Many thanks,
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Venerdì 25 Novembre 2011 0:38
Oggetto: RE: First UK registered Esqual flies in England!
First UK registered Esqual flies in England!Thanks guys, appreciate the words. Still some way to go with the engine though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick forward (and let got) and she speeds up and then picks her own nose up and slows down, shortly after she’s back in trim. It used to head for the deck or reach for the clouds.
Flap travel, full flap and the elevator didn’t do much at all, you could push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to where elevator still has effect. If you have a big flapped Esqual it’s the third hole you would need to use (shortest).
Engine wise I’m considering going back to solid lifter. The engine seems marginal on oil and after losing compression with what I think was over extended lifters (at 37 hours) I’m beginning to think the solid lifter (standard cam followers) is the way to go. More research needed, getting some great info from about the world.
It’s a shame that Jabiru messed about with what was a good engine…..
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn’t have known if the compressions had stayed OK.
[quote][b]
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Clive J
Joined: 03 Nov 2007
Posts: 340
Location: UK
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| Posted: Tue Nov 29, 2011 11:30 am Post subject: First UK registered Esqual flies in England! |
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Hi Luigi, apologies, a busy few days.
Pitch stability, on my Esqual there was a few things making the aircraft unstable and I needed to modifications to get positive stability. That is a basic LAA requirement for any aircraft that goes on a UK permit to fly with them.
Firstly the bungee trim, bungee trim promotes instability, the trim force is constant set by the rubber tension, the aerodynamic forces are not, pitch nose down and the force on the elevator is greater so the trim is now out of balance and down she goes.
I got rid of the bungee trim by fitting the Lightning electric trim upgrade kit and things improved, she would still speed up when pitched forward but the speed stabilised at about 125 knots (descending) instead of a constant continual speed increase.
So more was needed and it was Arion that pointed out the solution (thanks Nick). What I needed was a heavier tail when the speed increased…to lift the nose. So I lifted the back of the horizontal stabiliser up about 5 mm. This gave the ‘heavier tail’ I needed and now when pitched nose down the speed increases and then the nose comes up and it slows and then it recovers to the trimmed state.
Regarding the flaps, with full flap the pitch authority was poor, limiting the travel to 21 degrees (maximum was 26 degrees/ 40 degrees to the horizontal) recovered some of the authority. My Esqual has the HUGE flaps and testing with the LAA chief engineer he showed me how ineffectual the elevator was in an approach configuration. My main concern was being able to pitch the aircraft down if a gust lifted the nose and it was clear a little more authority was needed.
Finally, something I didn’t mention was the stall strips, I was asked to fit these to give some buffet and warning of impending stall. I got some for a Technam and these did the job nicely, they haven’t effected anything performance or stall wise but they do rattle the stick and shake the plane.
I have sent you the job sheets I produced for the LAA submission, if anyone else wants a look (they have photos) please send me an E mail.
Still have the engine issues and I am really fed up with Jabiru and their approach to engine development. I wish I had a late solid lifter 3300, in my opinion this is the ‘classic’ and until they sort out the debacle they created with Hydraulic tappets I feel they have ruined a very good engine.
I still haven’t got the ‘full’ permit but hope that will be a formality when I have got the engine shook down after the recent strip down. The 37 hour strip down which I didn’t expect to have to do.
Regards, Clive
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of luigi di napoli
Sent: 25 November 2011 07:24
To: lightning-list(at)matronics.com
Subject: Re: Lightning-List: First UK registered Esqual flies in England!
Ciao Clive.
The report you made will be more helpful if you add some info regarding the way you correct the pitch stability.
I noted this on my Esqual and I am not very happy with the answer I have.
Firstly you have to report, please , the different CG location you checked, and if the answer is the same.
Than whatever you done to improve the whole system.
A brief description of the travel of the elevator and the maximum extension fo the flap to remain inside the elevator authority.
I believe this informations will be very important for the whole Esqual/Lightning family.
Particularly if experienced under the supervision of a qualified team .
Many thanks,
Luigi
________________________________
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Venerdì 25 Novembre 2011 0:38
Oggetto: RE: Lightning-List: First UK registered Esqual flies in England!
Thanks guys, appreciate the words. Still some way to go with the engine though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick forward (and let got) and she speeds up and then picks her own nose up and slows down, shortly after she’s back in trim. It used to head for the deck or reach for the clouds.
Flap travel, full flap and the elevator didn’t do much at all, you could push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to where elevator still has effect. If you have a big flapped Esqual it’s the third hole you would need to use (shortest).
Engine wise I’m considering going back to solid lifter. The engine seems marginal on oil and after losing compression with what I think was over extended lifters (at 37 hours) I’m beginning to think the solid lifter (standard cam followers) is the way to go. More research needed, getting some great info from about the world.
It’s a shame that Jabiru messed about with what was a good engine…..
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn’t have known if the compressions had stayed OK.
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elledien
Joined: 03 Feb 2010
Posts: 43
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| Posted: Wed Nov 30, 2011 12:26 am Post subject: First UK registered Esqual flies in England! |
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Hi Clive.
The explanations you sent and the worksheet you attached are very clear.
Good job . My Esqual has, from the beginning, the electric trim, being the rubber style not adequate.
Very good and well described the work on the stabilizer.Will be the first work when the weather gets worst. Now we are in a wonderful Indian Summer (here named St. Martin's Summer)
I checked the response, pitching the plane and the result is out of expectations.
The fugoide seems to increase, instead of decreasing.
The suggestions for the rudder cable are to be copied.
Thank you for the whole work you made.
Best regards
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Martedì 29 Novembre 2011 20:28
Oggetto: RE: First UK registered Esqual flies in England!
First UK registered Esqual flies in England!Hi Luigi, apologies, a busy few days.
Pitch stability, on my Esqual there was a few things making the aircraft unstable and I needed to modifications to get positive stability. That is a basic LAA requirement for any aircraft that goes on a UK permit to fly with them.
Firstly the bungee trim, bungee trim promotes instability, the trim force is constant set by the rubber tension, the aerodynamic forces are not, pitch nose down and the force on the elevator is greater so the trim is now out of balance and down she goes.
I got rid of the bungee trim by fitting the Lightning electric trim upgrade kit and things improved, she would still speed up when pitched forward but the speed stabilised at about 125 knots (descending) instead of a constant continual speed increase.
So more was needed and it was Arion that pointed out the solution (thanks Nick). What I needed was a heavier tail when the speed increased…to lift the nose. So I lifted the back of the horizontal stabiliser up about 5 mm. This gave the ‘heavier tail’ I needed and now when pitched nose down the speed increases and then the nose comes up and it slows and then it recovers to the trimmed state.
Regarding the flaps, with full flap the pitch authority was poor, limiting the travel to 21 degrees (maximum was 26 degrees/ 40 degrees to the horizontal) recovered some of the authority. My Esqual has the HUGE flaps and testing with the LAA chief engineer he showed me how ineffectual the elevator was in an approach configuration. My main concern was being able to pitch the aircraft down if a gust lifted the nose and it was clear a little more authority was needed.
Finally, something I didn’t mention was the stall strips, I was asked to fit these to give some buffet and warning of impending stall. I got some for a Technam and these did the job nicely, they haven’t effected anything performance or stall wise but they do rattle the stick and shake the plane.
I have sent you the job sheets I produced for the LAA submission, if anyone else wants a look (they have photos) please send me an E mail.
Still have the engine issues and I am really fed up with Jabiru and their approach to engine development. I wish I had a late solid lifter 3300, in my opinion this is the ‘classic’ and until they sort out the debacle they created with Hydraulic tappets I feel they have ruined a very good engine.
I still haven’t got the ‘full’ permit but hope that will be a formality when I have got the engine shook down after the recent strip down. The 37 hour strip down which I didn’t expect to have to do.
Regards, Clive
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of luigi di napoli
Sent: 25 November 2011 07:24
To: lightning-list(at)matronics.com
Subject: Re: First UK registered Esqual flies in England!
Ciao Clive.
The report you made will be more helpful if you add some info regarding the way you correct the pitch stability.
I noted this on my Esqual and I am not very happy with the answer I have.
Firstly you have to report, please , the different CG location you checked, and if the answer is the same.
Than whatever you done to improve the whole system.
A brief description of the travel of the elevator and the maximum extension fo the flap to remain inside the elevator authority.
I believe this informations will be very important for the whole Esqual/Lightning family.
Particularly if experienced under the supervision of a qualified team .
Many thanks,
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Venerdì 25 Novembre 2011 0:38
Oggetto: RE: First UK registered Esqual flies in England!
Thanks guys, appreciate the words. Still some way to go with the engine though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick forward (and let got) and she speeds up and then picks her own nose up and slows down, shortly after she’s back in trim. It used to head for the deck or reach for the clouds.
Flap travel, full flap and the elevator didn’t do much at all, you could push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to where elevator still has effect. If you have a big flapped Esqual it’s the third hole you would need to use (shortest).
Engine wise I’m considering going back to solid lifter. The engine seems marginal on oil and after losing compression with what I think was over extended lifters (at 37 hours) I’m beginning to think the solid lifter (standard cam followers) is the way to go. More research needed, getting some great info from about the world.
It’s a shame that Jabiru messed about with what was a good engine…..
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn’t have known if the compressions had stayed OK.
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[quote][b]
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Clive J
Joined: 03 Nov 2007
Posts: 340
Location: UK
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| Posted: Wed Nov 30, 2011 6:50 am Post subject: First UK registered Esqual flies in England! |
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|
Glad it’s of help.
The rudder cable end was a modification asked for by the LAA now you remind me.
There is another method suggested later by Arion (or a Lightning builder)for the Lightning. I think there are pictures somewhere.
They use a swivel/ rod end/rose joint solution which is quite neat and I think will not lengthen the cables a little like my swivels do.
Changing the horizontal stabiliser won’t be an easy option for those that have already glassed theirs on unfortunately.
Maybe a Lightning owner can comment? Does the Lightning have positive pitch stability?
I do wonder why if such a small change improved the stability why the Esqual moulds were never changed to suit.
Regards, Clive
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of luigi di napoli
Sent: 30 November 2011 08:23
To: lightning-list(at)matronics.com
Subject: Re: Lightning-List: First UK registered Esqual flies in England!
Hi Clive.
The explanations you sent and the worksheet you attached are very clear.
Good job . My Esqual has, from the beginning, the electric trim, being the rubber style not adequate.
Very good and well described the work on the stabilizer.Will be the first work when the weather gets worst. Now we are in a wonderful Indian Summer (here named St. Martin's Summer)
I checked the response, pitching the plane and the result is out of expectations.
The fugoide seems to increase, instead of decreasing.
The suggestions for the rudder cable are to be copied.
Thank you for the whole work you made.
Best regards
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Martedì 29 Novembre 2011 20:28
Oggetto: RE: Lightning-List: First UK registered Esqual flies in England!
Hi Luigi, apologies, a busy few days.
Pitch stability, on my Esqual there was a few things making the aircraft unstable and I needed to modifications to get positive stability. That is a basic LAA requirement for any aircraft that goes on a UK permit to fly with them.
Firstly the bungee trim, bungee trim promotes instability, the trim force is constant set by the rubber tension, the aerodynamic forces are not, pitch nose down and the force on the elevator is greater so the trim is now out of balance and down she goes.
I got rid of the bungee trim by fitting the Lightning electric trim upgrade kit and things improved, she would still speed up when pitched forward but the speed stabilised at about 125 knots (descending) instead of a constant continual speed increase.
So more was needed and it was Arion that pointed out the solution (thanks Nick). What I needed was a heavier tail when the speed increased…to lift the nose. So I lifted the back of the horizontal stabiliser up about 5 mm. This gave the ‘heavier tail’ I needed and now when pitched nose down the speed increases and then the nose comes up and it slows and then it recovers to the trimmed state.
Regarding the flaps, with full flap the pitch authority was poor, limiting the travel to 21 degrees (maximum was 26 degrees/ 40 degrees to the horizontal) recovered some of the authority. My Esqual has the HUGE flaps and testing with the LAA chief engineer he showed me how ineffectual the elevator was in an approach configuration. My main concern was being able to pitch the aircraft down if a gust lifted the nose and it was clear a little more authority was needed.
Finally, something I didn’t mention was the stall strips, I was asked to fit these to give some buffet and warning of impending stall. I got some for a Technam and these did the job nicely, they haven’t effected anything performance or stall wise but they do rattle the stick and shake the plane.
I have sent you the job sheets I produced for the LAA submission, if anyone else wants a look (they have photos) please send me an E mail.
Still have the engine issues and I am really fed up with Jabiru and their approach to engine development. I wish I had a late solid lifter 3300, in my opinion this is the ‘classic’ and until they sort out the debacle they created with Hydraulic tappets I feel they have ruined a very good engine.
I still haven’t got the ‘full’ permit but hope that will be a formality when I have got the engine shook down after the recent strip down. The 37 hour strip down which I didn’t expect to have to do.
Regards, Clive
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of luigi di napoli
Sent: 25 November 2011 07:24
To: lightning-list(at)matronics.com
Subject: Re: Lightning-List: First UK registered Esqual flies in England!
Ciao Clive.
The report you made will be more helpful if you add some info regarding the way you correct the pitch stability.
I noted this on my Esqual and I am not very happy with the answer I have.
Firstly you have to report, please , the different CG location you checked, and if the answer is the same.
Than whatever you done to improve the whole system.
A brief description of the travel of the elevator and the maximum extension fo the flap to remain inside the elevator authority.
I believe this informations will be very important for the whole Esqual/Lightning family.
Particularly if experienced under the supervision of a qualified team .
Many thanks,
Luigi
Da: "James, Clive R" <clive.james(at)uk.bp.com>
A: lightning-list(at)matronics.com
Inviato: Venerdì 25 Novembre 2011 0:38
Oggetto: RE: Lightning-List: First UK registered Esqual flies in England!
Thanks guys, appreciate the words. Still some way to go with the engine though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick forward (and let got) and she speeds up and then picks her own nose up and slows down, shortly after she’s back in trim. It used to head for the deck or reach for the clouds.
Flap travel, full flap and the elevator didn’t do much at all, you could push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to where elevator still has effect. If you have a big flapped Esqual it’s the third hole you would need to use (shortest).
Engine wise I’m considering going back to solid lifter. The engine seems marginal on oil and after losing compression with what I think was over extended lifters (at 37 hours) I’m beginning to think the solid lifter (standard cam followers) is the way to go. More research needed, getting some great info from about the world.
It’s a shame that Jabiru messed about with what was a good engine…..
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn’t have known if the compressions had stayed OK.
<pr * HomebuiltHELP www.homebuilthelp.com
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| Posted: Wed Nov 30, 2011 8:48 am Post subject: First UK registered Esqual flies in England! |
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Clive,
The Lighting is a responsive design on all axis but is positively stable in all of them as well. IF trimmed for 100knts, a power reduction results in a pitch down and a few oscillations to find 100knts again.
This is true if trimmed at 100knts and power is added, a pitch up will occur a few oscillations and than the plane will climb at 100 stick free.
Now you can do the pitch up 10 degrees off the stick and watch her go too. If started at 100, it will slow to about 70 in the crest and than back down to 120k or so and than back up this after 2-3 cycles will end up trimmed again.
I have done this before in the jab230 and the speed change is less and maybe only one cycle before return to trim. This difference is in the design and mission of the crafts, since the lightning was design to be a faster cross country plane, there is less negative angle in the tail vs. the wing incidence. The jab is a cross country plane but also aimed at training, with more negative incidence in the tail. The greater the difference between the tail plane and wing give better stability but more induced drag and thus less speed. So as with all designs everything is a compromise based on mission.
Why the esqual molds weren’t changed baffles me.
Nick
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