Good Question!-!  Parts?

 I guess we already have that mission (fast ASEL) covered with piston IV-P, but we have some multiengine missions in mind.      .... " Tanker posit? "

I already had a type rating in the Eclipse from 2006-08. I had trained with the sellers' chief pilot and had gotten much of my Eclipse time thru deliveries with the broker on this deal, so I knew all the key players already. We essentially got the plane for the value of the two good engines (hmmmmm - what's the market saying about the airframe:).

 We are speculating on what performance could be obtained by modifying the IV-P to use this engine (out of gas? 2hrs like EA50). You probably saw the concept single-engine Eclipse at OSH.  The Eclipse has less wing loading and much lower stall speed than the IV.

 We are also having fun thinking about what we could do with the many component parts which are redundantly included: dual AOA probes, 3rd pitot static, two ADCs. They all talk to a digital bus.    ECBs too

In our engineering course we are also experimenting with GNUradio or software radio. Here's the concept: You convert from radio waves to digital and back on the front end. Now you do all signal processing in software. This one box mounted on an airplane with a single antenna can be a transponder, a nav/com, ADSB transceiver, GPS, XM WX, WIFI , HDTV, FMstereo, TCAS, Mode S(1.09gHz), Mode C, radar(passive or SAR needs more/better ant) or what else can you imagine? It can jump around the spectrum to find the clearest channel or detect the info you need!

 Each box provides redundancy and can switch functions or timeshare? This was also part of the digital rationalization to buy this digital airplane- even tho its the original config.

Thanks for all the good discussion. We hope to leverage these technologies to attract some of our own tribe back to Science, Math, And Engineering. I'd just like to see more kin in the faces in the auditorium, with no critique intended of the hard charging foreign students.

Bill

 

PS: My safety pitch as IP in the IV is maintain visual sep from any Towering CU (ATC can't detect a 5 deg deviation, if more needed, ask for a deviation,. They always give it to you. Or maybe you didn't plan for that squall line and its time to divert? If he's having a bad day, or the usual bad attitude of LAX or ATL Center, request to descend to 17-5 and cancel IFR.

  Stay high and fast in the pattern, delta (pattern) as needed above the ship(NAS) until the slow guy lands, and always always allow yourself 500 to 1000 feet of good vis below the overcast. That's along the whole route not just the beginning and end. Having the synthetic vision helps to find the long valley thanks to GRTavionics.... I am pretty sure this addresses all the mishaps record. Decent engineering and maint almost always throws all the "causals" into the pilot error column.  Be cautious of the "Right Stuff" syndrome. If history holds up, we will learn: It wasn't the holes, if the right structural analysis was done. Sadly, it's the same old thing: spatial disorientation, Cumulonimbus, and high wing loading that nails us in the IV, or A-4 or T-38. Condolences to family and friends. Best tribute is, be safe out there, and fast, and keep a visual on the towers:)

 

 

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