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 6702892 for flyrotary@lancaironline.net; Sun, 26 Jan 2014 00:52:58 -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 ; Sat, 25 Jan 2014 23:50:41 -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; Sat, 25 Jan 2014 23:53:34 -0600 From: Chris Barber To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: Velocity tire blow out Thread-Topic: [FlyRotary] Re: Velocity tire blow out Thread-Index: AQHPGk9o3CRTgAID4ES+w6iJSKVVopqWgO6k Date: Sun, 26 Jan 2014 05:51:54 +0000 Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: Content-Type: multipart/alternative; boundary="_000_C1F4B800C5C9479C86AC86D056D9C893texasattorneynet_" MIME-Version: 1.0 --_000_C1F4B800C5C9479C86AC86D056D9C893texasattorneynet_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable The manual says one inch towards center. Velocity Inc responded on the Velocity list 1.5 inches. I hope to make out = to the hangar when I get off duty at 0070 hrs in the morning (Sunday. Still= adapting to graveyard shift I started this week). Bought two new tires and= tube yesterday. Will be trying to figure it out. Chris Sent from my iPhone 5 On Jan 25, 2014, at 22:30, "Terry Adams" > wrote: Chris, I'll make that 4 cents - Mark's 2 + my 2. What does Velocity indicate for = checking toe-in/toe-out? Terry N51079 KSCK On 1/24/2014 9:36 AM, Mark Steitle wrote: Chris, My 2 cents worth... This sounds more line a toe-in /toe-out situation. Wh= ile it may be perfect while in a static state, it could go to a toe-out con= dition due to gear flex under hard braking. Camber doesn't typically cause= rapid tire wear, but toe-in / toe-out will. Mark Sent from my iPad On Jan 24, 2014, at 12:37 AM, Chris Barber > wrote: 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_C1F4B800C5C9479C86AC86D056D9C893texasattorneynet_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
The manual says one inch towards center.  

Velocity Inc responded on the Velocity list 1.5 inches. I hope to make= out to the hangar when I get off duty at 0070 hrs in the morning (Sunday. = Still adapting to graveyard shift I started this week). Bought two new tire= s and tube yesterday. Will be trying to figure it out. 

Chris

Sent from my iPhone 5

On Jan 25, 2014, at 22:30, "Terry Adams" <terrywadams@sbcglobal.net> wrote:

Chris,
I'll make that 4 cents - Mark's 2 + my 2.  What does Velocity indi= cate for checking toe-in/toe-out?

Terry
N51079
KSCK

On 1/24/2014 9:36 AM, Mark Steitle wrote:
Chris, 

My 2 cents worth...  This sounds more line a toe-in /toe-out situ= ation.  While it may be perfect while in a static state, it could go t= o a toe-out condition due to gear flex under hard braking.  Camber doe= sn't typically cause rapid tire wear, but toe-in / toe-out will.  

Mark


Sent from my iPad

On Jan 24, 2014, at 12:37 AM, Chris Barber <cbarber@texasattorney.net>= wrote:

Well, on o= ne hand I am pleased that when I did a quick loop of the pattern after I go= t 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 seemed to be produci= ng pretty kick ass power.

HOWEVER, when I landed, I had my starboa= rd tire blow out. Yes, it is quite the attention getter. I swayed slightly to the right of center of the runway 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 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 expected with only 15 landings and less than se= ven hours of flight. I have done extensive taxi testing though (basically h= aving 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 wear on the inner ti= re was due to the gear spread that I had noticed on my and other canards (m= y 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 se= t 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 s= et 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 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 tire, 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 tedious it was setting = it, lowering the plane, checking, lifting, setting, lowering, checking repeat a number of times to ensure th= e proper set (same goes to the toe-in process), but it is significant enoug= h from the spread to roll 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 would like to figure out what I need to address. Is it just to re-set the camber to be on the c= enter meat of the tire when spread since this seems to be the case when tax= iing or is there something else?

Insight guys???? 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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