X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from securemail.ever-tek.com ([64.129.170.194] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTP id 6700412 for flyrotary@lancaironline.net; Fri, 24 Jan 2014 01:38:32 -0500 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from FCD-MAIL06.FCDATA.PRIVATE (unverified [172.16.5.23]) by VIRCOM1.FCDATA.PRIVATE (Vircom SMTPRS 5.31.137.17023) with ESMTP id for ; Fri, 24 Jan 2014 00:36:28 -0600 X-Modus-BlackList: 172.16.5.23=OK;cbarber@texasattorney.net=OK X-Modus-RBL: 172.16.5.23=Excluded X-Modus-Trusted: 172.16.5.23=NO X-Modus-Audit: FALSE;0;0;0 Received: from FCD-MAIL05.FCDATA.PRIVATE ([fe80::809d:a06e:5913:452e]) by FCD-MAIL06.FCDATA.PRIVATE ([2002:101:102::101:102]) with mapi id 14.03.0158.001; Fri, 24 Jan 2014 00:39:14 -0600 From: Chris Barber To: Rotary motors in aircraft Subject: Velocity tire blow out Thread-Topic: Velocity tire blow out Thread-Index: Ac8YzsLH7A3Ia4uBTsqy5CmHnyqafg== Date: Fri, 24 Jan 2014 06:37:32 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D30013EC9A1A6@FCD-MAIL05.FCDATA.PRIVATE> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [166.241.34.76] Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D30013EC9A1A6FCDMAIL05FCDA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D30013EC9A1A6FCDMAIL05FCDA_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Well, on one hand I am pleased that when I did a quick loop of the pattern = after I got off work this morning (I just switched to graveyard shift this = week so get off work at 0700 hrs) my rotary ran smooth and strong and seeme= d to be producing pretty kick ass power. HOWEVER, when I landed, I had my starboard tire blow out. Yes, it is quite = the attention getter. I swayed slightly to the right of center of the runwa= y at LVJ and luckily exited the taxiway closest to my hangar. I was able to get it back to the hangar. No damage to the aircraft this tim= e, not even the tire rim. But, I noted I had excessive wear on the inside o= f the tire.....much more than i would have expected with only 15 landings a= nd less than seven hours of flight. I have done extensive taxi testing thou= gh (basically having and expensive go-cart) I had noted on my conditional inspection that I had uneven wear but it did = not seem that bad and I pledged to mind it. I concluded that the uneven wea= r on the inner tire was due to the gear spread that I had noticed on my and= other canards (my hangar mate has a long easy and he is always lifting his= bird to get the gear from spreading after taxi). Velocity is pretty specific on how to set the camber and recommend you set = the camber after installing the engine and wings, which I did. When the gear is not spread, the tires set directly in the center "meat" of= the tire. However, I have now noted...with the consequences, that as the g= ear spreads, there is a significant tilt to the inner edge of the tires thu= s causing the wear. The gear bow is provided in the Velocity kit and it quite sturdy. What am I= missing regarding the bow spread tilting the tire to the inside of the tir= e, thus wearing in what would seem a less wear prone area? I am certain the= camber was proper when the gear is not spreading out. I remember how tedio= us it was setting it, lowering the plane, checking, lifting, setting, lower= ing, checking repeat a number of times to ensure the proper set (same goes = to the toe-in process), but it is significant enough from the spread to rol= l the tire on the inner edge to cause a problem. Before I drop a few hundred on new tire and tube and try to fly again, I wo= uld like to figure out what I need to address. Is it just to re-set the cam= ber to be on the center meat of the tire when spread since this seems to be= the case when taxiing or is there something else? Insight guys???? Discuss. Thanks, Chris cross posted to the canard aviation forum and the Velocity list as I know t= his is outside the scope of this list. --_000_2D41F9BF3B5F9842B164AF93214F3D30013EC9A1A6FCDMAIL05FCDA_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Well= , on one hand I am pleased that when I did a quick loop of the pattern after I got off work this morning (I jus= t switched to graveyard shift this week so get off work at 0700 hrs) my rot= ary ran smooth and strong and seemed to be producing pretty kick ass power.=

HOWEVER, wh= en I landed, I had my starboard tire blow out. Yes, it is quite the attenti= on getter. I swayed slightly to the right of center of the runway at LVJ and luckily exited the taxiway closes= t to my hangar.

I was able = to get it back to the hangar. No damage to the aircraft this time, not even= the tire rim. But, I noted I had excessive wear on the inside of the tire.....much more than i would have e= xpected with only 15 landings and less than seven hours of flight. I have d= one extensive taxi testing though (basically having and expensive go-cart)<= /span>

I had noted= on my conditional inspection that I had uneven wear but it did not seem th= at bad and I pledged to mind it. I concluded that the uneven wear on the inner tire was due to the gear sprea= d that I had noticed on my and other canards (my hangar mate has a long eas= y and he is always lifting his bird to get the gear from spreading after ta= xi).

Velocity is= pretty specific on how to set the camber and recommend you set the camber = after installing the engine and wings, which I did.

When the ge= ar is not spread, the tires set directly in the center "meat" of = the tire. However, I have now noted...with the consequences, that as the gear spreads, there is a significant tilt to the= inner edge of the tires thus causing the wear.

The gear bo= w is provided in the Velocity kit and it quite sturdy. What am I missing re= garding the bow spread tilting the tire to the inside of the tire, thus wearing in what would seem a less wea= r prone area? I am certain the camber was proper when the gear is not sprea= ding out. I remember how tedious it was setting it, lowering the plane, che= cking, lifting, setting, lowering, checking repeat a number of times to ensure the proper set (same goes to t= he toe-in process), but it is significant enough from the spread to roll th= e tire on the inner edge to cause a problem.

Before I dr= op a few hundred on new tire and tube and try to fly again, I would like to= figure out what I need to address. Is it just to re-set the camber to be on the center meat of the tire when = spread since this seems to be the case when taxiing or is there something e= lse?

Insight guy= s???? Discuss.

Thanks,

Chris

cross = posted to the canard aviation forum and the Velocity list as I know this is= outside the scope of this list.
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