Just for completeness of data acquisition/evaluation, Where is the pitot tube located in this craft? Also, if there is an alternate static source switch (valve or whatever) doyou get the same type

Very interesting Kieth. Now I want to look at the VSI and altimeter in my non-canard airplane upon rotate. Of course I can't use the sloped runways of Meadowlake. I'm just trying to be a good

Keith Spreuer wrote: Interesting - about a 20 ft. drop... I wonder how much variation there is between COZY's in the positioning of the static port - maybe the fore-aft positioning, as well as

Folks: Just wanted to give a pointer to Charlie's article, on Flight Testing, called "They're All Different", part 3, on page 32 of Sport Aviation, June, 2016. Charlie came across the V-N diagrams I

I don't have Phils skills in chart making but I managed to duplicate some of it from my airplane. I don't have elevator position but on this takeoff, rotation occurs at 01:11 and you can see a similar

Tom, when you get to play "Pilot Monitoring", you are looking at the efis during the takeoff roll to make all the calls such a V1, Rotate, Positive Rate etc. So it was kind of neat to see the nose

Phillip, Did you have an official static check by avionics guy? Bulent "Buly" Aliev CZ MK-IV N484BD X50 Edgewater, FL

Interesting Chris, I've not seen this on any aircraft but I dont think I'd ever notice it myself because I just never look at the altimeter during a takeoff run. Its interesting to hear of and

During my short stint as a regional airline pilot flying the Embraer 145 I can attest that in that aircraft it was normal to see the altimeter/VSI show a drop as you where rotating and for a short

Hi Phillip, Others have commented on your data, and I can add nothing to it. However, there have been previous threads on the effect of elevator proximity to static port on autopilot altitude hold. On

Phillip Johnson wrote: I'm a bit skeptical as to the conclusion you're drawing from the data shown - I'm not at all sure as to the causality chain you're implying. More data may be more conclusive,

A better test is to run down the runway at a speed at which you can fully deflect the elevator without the nose being lifted. Raise and lower the elevator and then look at your logged recording for

>>What I did see which kind of surprised me was a decrease in airspeed as the elevator was deflected downwards.<< It seems that you meant to say "decrease in pressure altitude as the elevator was

Joel Ventura wrote: As Joe Person stated, the NL's rely on bolt pre-load to maintain anti-rotation capability. With metal props and a metal prop flange, NL's would work great to replace safety

The thick red line is the pitch angle in degrees x 10 relative to the right Y scale, so there is a 5 degree pitch change initially. Phillip Johnson Cozy MKIV RG Powered by Subaru IO-200

Phillip, It doesn't appear as if movement of Indicated Pressure Altitude and Indicated Airspeed relates to movement of the elevator. Pitch, Yaw, and airspeed changes will almost always be

I did a flight on Sunday and managed to gather a lot of data using the data acquisition system of the GRT EFIS. What I did see which kind of surprised me was a decrease in airspeed as the elevator

Nord-Locks rely on no loss of bolt pre-load to do what they do. Safety wire, although not a fail-safe, does not rely on bolt preload to act as a means to prevent bolt rotation. -Joe Person

Marc recently posted a recommendation to use Nord-Lock washers on Matco brakes to make our lives a little easier. I have sometimes wondered why I have never seen Nord-Locks used on prop bolts so we

A couple of decades ago, an entire row of wooden shelters burned to the ground, taking several contest gliders out along the way. Cause - a battery being charged. A few years ago, one of my neighbors