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N1BZRich(at)AOL.COM
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 Posted: Sun Feb 17, 2008 6:07 pm Post subject: Answers that resulted from the Newsletter |
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In a message dated 2/16/2008 10:27:02 A.M. Eastern Standard Time, cjk129(at)cox.net writes:
| Quote: |
I am particularly interested in the new pitch system geometry, the new electric trim system with an actual trim tab on the elevator, the 1” longer engine mount, and center throttle. |
Hi Colin and all,
You may want to talk to the guys in SYI, but based on my last talk with Nick, you will be able make all of the pitch system changes to your kit if you wanted to. Actually the center throttle is not a change - you can put it where you want based on what you like. Several have been built with a center throttle, several with a left hand throttle, and some with dual throttles. For me, based on most of my past experience, the stick goes in the right hand and the throttle goes in the left hand. I have a dual set up in my airplane with a throttle on the left and a throttle in the center so if feels right for me no matter which side I happen to be flying from. Actually when flying the old demo (323AL has a center throttle) solo, I normally fly from the right seat. I do the same thing when I fly Linda's Lightning. That just feels right to me.
The 1" longer engine mount just moves the CG forward a small amount and you may or may not want to do that. The engine cowling as it comes must be trimmed on the aft end, so no new cowling pieces will be required with a longer mount.
Whether you want do any or all of the pitch geometry changes basically will depend on whether you liked the way the demo felt in pitch when you flew 323AL. Basically Nick has made these changes so that they really are options based on how sensitive you want your airplane to fly - you can "tune it", so to speak, to get what you want. So the pitch geometry changes are not dependent on each other. You can include all. some, or none. I really liked the responsiveness of the set up that was on the prototype and demo Lightning. However some thought it was a little too sensitive, hence the changes to the pitch geometry. The neat way that Nick has accomplished this will allow builders to "have it your way". Meaning you can set it up based on what you like while you are building it.
The new electric trim system will just require some new parts and a little more work. I am pretty sure Nick is using a Ray Allen electric servo to move the trim tab. Also the trim tab itself is cut out of the trailing edge of the elevator and then hinged to the cut out with a length of piano hinge. The servo mounts inside the elevator and you would need to cut an access hole for it and mount it inside the elevator, and a slot for a small push pull rod that would go to a control horn on the new hinged trim tab. Of course wires to the electric servo are also required.
I will probably go back to SYI in March and fly the prototype some more to get a feel for these changes. I am also looking forward to flying the new 2008 Demo on the same trip and of course will write a flight report on it (324AL) which will be included in the March or April Lightning Newsletter.
Blue Skies,
Buz
Delicious ideas to please the pickiest eaters. Watch the video on AOL Living.
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pete(at)flylightning.net
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| Posted: Mon Feb 18, 2008 7:06 am Post subject: Answers that resulted from the Newsletter |
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Hello All,
I’d like to clear up a few things about the FAA’s decision last week to temporarily discontinue kit evaluations for inclusion to the list of 51% eligible kits.
First, it is temporary and the working group within the FAA will continue to formulate some changes to order 8130.2F which is the document that FAA personnel and DAR’s use when evaluating an aircraft for an experimental amateur built airworthiness certificate. This group hopes to have some proposed guidelines in late fall of 2008. Until then there is no effect on the Lightning or any other kit plane.
Second, the evaluation process and checklist used (form 8000-3 is representative of metal and tube and fabric kit construction. Much of the list categories are not applicable to composite construction and many items that should be considered in evaluating a composite kit are not found on the checklist. This has opened the door pretty wide for individual DAR interpretation of what constitutes a 51% compliant kit. The FAA wants to make the process more uniform and more pertinent to composite kits. There may be some changes to order 8130.2F that will require the Lightning kit to be different. We don’t expect much effect on us but we don’t know at this time. I would expect that the FAA would grant a transition period as they have in the past so that kits already under construction would be “grandfathered” into the system as long as airworthiness certificates have been issued in the past for those kits.
Third, the FAA will evaluate and clear up their approach to commercial assistance to kit builders. Initially we hear that build centers where there is a crew of 8 or 10 men working on an experimental aircraft that is supposed to be amateur built “for the purpose of the builders education and recreation) will be looked at very closely. There have already been examples of AW certificates being denied on some of these kits where the builder obviously had little involvement. We welcome a clarification and an effort to build some uniformity into the process. Our build assist program may or may not be affected. Since builders do a great deal of work on their aircraft in the Lightning program we don’t think the new approach will affect us much. One thing is for sure – there is no effect until the FAA working group makes its recommendations late in 2008 so if you are looking at a Lightning – get it done this year and you will see no effect.
Rest assured that we will watch the progress of the FAA’s working group closely and will do everything we can to adapt to any changes that may come about.
Pete Krotje
Arion Aircraft, LLC
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of N1BZRich(at)AOL.COM
Sent: Sunday, February 17, 2008 8:05 PM
To: lightning-list(at)matronics.com
Subject: Answers that resulted from the Newsletter
In a message dated 2/16/2008 10:27:02 A.M. Eastern Standard Time, cjk129(at)cox.net writes:
| Quote: |
I am particularly interested in the new pitch system geometry, the new electric trim system with an actual trim tab on the elevator, the 1” longer engine mount, and center throttle. |
Hi Colin and all,
You may want to talk to the guys in SYI, but based on my last talk with Nick, you will be able make all of the pitch system changes to your kit if you wanted to. Actually the center throttle is not a change - you can put it where you want based on what you like. Several have been built with a center throttle, several with a left hand throttle, and some with dual throttles. For me, based on most of my past experience, the stick goes in the right hand and the throttle goes in the left hand. I have a dual set up in my airplane with a throttle on the left and a throttle in the center so if feels right for me no matter which side I happen to be flying from. Actually when flying the old demo (323AL has a center throttle) solo, I normally fly from the right seat. I do the same thing when I fly Linda's Lightning. That just feels right to me.
The 1" longer engine mount just moves the CG forward a small amount and you may or may not want to do that. The engine cowling as it comes must be trimmed on the aft end, so no new cowling pieces will be required with a longer mount.
Whether you want do any or all of the pitch geometry changes basically will depend on whether you liked the way the demo felt in pitch when you flew 323AL. Basically Nick has made these changes so that they really are options based on how sensitive you want your airplane to fly - you can "tune it", so to speak, to get what you want. So the pitch geometry changes are not dependent on each other. You can include all. some, or none. I really liked the responsiveness of the set up that was on the prototype and demo Lightning. However some thought it was a little too sensitive, hence the changes to the pitch geometry. The neat way that Nick has accomplished this will allow builders to "have it your way". Meaning you can set it up based on what you like while you are building it.
The new electric trim system will just require some new parts and a little more work. I am pretty sure Nick is using a Ray Allen electric servo to move the trim tab. Also the trim tab itself is cut out of the trailing edge of the elevator and then hinged to the cut out with a length of piano hinge. The servo mounts inside the elevator and you would need to cut an access hole for it and mount it inside the elevator, and a slot for a small push pull rod that would go to a control horn on the new hinged trim tab. Of course wires to the electric servo are also required.
I will probably go back to SYI in March and fly the prototype some more to get a feel for these changes. I am also looking forward to flying the new 2008 Demo on the same trip and of course will write a flight report on it (324AL) which will be included in the March or April Lightning Newsletter.
Blue Skies,
Buz
Delicious ideas to please the pickiest eaters. Watch the video on AOL Living.
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