Jim Sower wrote: Sorry, I've got to disagree, strongly. The challenge is neither technical nor financial. The challenge is vision, the vision of people, not the government. We've proved that the moon

Stephen Kearney wrote: Even here on c-a the lines are being drawn. :-) Yes, I think that getting into space will, in the long run, be a much bigger thing than Lindberg. Our adventures with airplanes h

C. W. Wright wrote: Anyone can do the work. It takes the repairman's certificate (on the aircraft it was issued for) or an A&P to sign off the work. So, if you have an A&P who will inspect your work a

teamez@... wrote: Nice explanation on the transponder functionality. You mentioned that some GPS units might use the transponder to help calculate location. Wouldn't it also be possible for a GPS,

TEAMEZ@... wrote: I had this idea back in the early 90s, well after GPS was introduced. Everybody I talked to looked at me as if I was nuts. I'm talking people that make aircraft instruments. Mayb

RcK wrote: I've thought of another advantage. With an FAA device that transmits ID and such, who needs an ELT? There's some weight and cost savings. Dave

Stet Elliott wrote: In general I agreed with your post. However, you had to ruin it at the end. If the designer properly calculated the structure for the lift tabs and bolts, and these parts withstood

brian amendala wrote: Brian, I don't think it's your preference for following the plans that has people disagreeing with you. In addition to that preference, you also came across as implying "and you'

Ken Miller wrote: Ah Yep! Fully divergent flutter would probably turn a rock into gravel or sand. Dave

Peterson, Wayne W. wrote: A Berkut is good for +/- 12 Gs. Don't think you'll find any LEZs rated such. They may take such a load, but they're not rated for it. You've also got a carbon fiber canard. P

Ken Miller wrote: suspected kenEZmiller@... > Well, to be fair, the TV people may not have initially mentioned why they were interested in talking about Velocitys. These are not the most ho

Jim Sower wrote: It's not a theory. It's fact! Last September I had occasion to prove how stupid I am. Was doing a practice engine-off landing, and was way too high. No problem, I've done the 'falling

gerry wrote: Always ready with a shameless plug. Dillsburg Aeroplane Works 717-432-4589 Ask for a catalog.

Ken Miller wrote: Come on Ken. If you're going to list reasons for the nose lift stuff, list the best reason. If you're going to have to add weight to the nose to balance the aircraft, at least make i

Ric Lee wrote: And there you may be starting to see some of the problem. What are used Lancairs selling for? Pretty expensive if I remember correctly. I can see the insurance companies being put into

DaveRonneberg@... wrote: Not sure if I understand what you described above. How does that differ from the Long EZ attachment method? Is it possible for the canard to be attached without the bolts?

Jaques Palin wrote: Years ago a friend introduced me to a rather important publication. :-) Surplus Center P.O. Box 82209 Lincoln, NE 68501-9973 800-488-3407 Call and ask for a catalog. Page 112 of th

Donald Burton wrote: It's hard to argue with such an argument. However, then shouldn't all attachments be similar? I doubt it's possible. There are many places where a casual pre-flight will not find

I think that on a clear day, that clear canopy will leave you 'well done'. Seriously, find some EX pilots with each, and bum a ride on a clear day. Actual experience in another's aircraft now will let

Ok, I've really tried hard not to make a bunch of noise about this issue, but thinking like that above just has to have a rebuttal. This issue has been raised before, multiple times. Many of those tim