Neat looking airplane. it has a lot of extra structure in it. have you come up with a new tail yet? Look at the 110 monocoupe you originally talked about it has a much smaller tail than a 90 monocoupe but it was arrived at with testing.
Thanks. I had to err to the conservative cause not an engineer so yes I know it has lots of room for refinement. If you don't mind would you point out where you see the extra structure. If you'd rather not that's OK. I've been detailing it lately and putting time on it. Had quite a few bugs but the list is down to near nothing now. So will get on the new tail design soon. I see you are Tailwind...does that mean you have Tailwind time? I'm interested in how stable it is as the W8 cantilever tail is one I'm looking at. The plane turned out beautifully stable and I don't want to lose any of that.Neat looking airplane. it has a lot of extra structure in it. have you come up with a new tail yet? Look at the 110 monocoupe you originally talked about it has a much smaller tail than a 90 monocoupe but it was arrived at with testing.
Not sure what the Monocoupe fuse weighs, but I'm sure the Kitfox and Avid Flyer would give it a run for it's money.To see a minimalist fuselage truss look at the piper vagabond truss and landing gear. That said the monocoupe probably has the lightest truss for a 2 seat plane.
Not sure what the Monocoupe fuse weighs, but I'm sure the Kitfox and Avid Flyer would give it a run for it's money.
Thanks for the reply and pointing that out.Well, to sell the 110 you'd need customers. If people would pay for it, it would sell. Yes it has some not normal handling but that's just training. Ive only got your first pics to work off. from the front of the H=stab you have 3 sets vert members. the first set of vertical tubes are probably redundant. is the v-stab mount there? Im guessing the second and third set are the h stab mounts?
Why the walking beam so far aft and larger pushrod aft of it?
another thought on the cg issue. rather than change out the tail right away. try an aluminum prop. the best one I can think of was what was on my clipped wing tcart. a McCauley 7154 that was for a Grumman AA-1. the o200 would turn it up to 2850 wot. and something like 130 mph. the tcart is a lot draggier than yours.
yeah looking at the TW tail closely. Gotta figure the weight as that is priority one. Lotta big tube in there....I wouldn't be willing to change much up other than small dimensional/shape changes...I can't figure the likely result and don't wanta risk flutter so will be fat again. Got a price from the dudes down in NZ on a set of Pitts tailbrace wires. Expensive but not overly so. $600 for the four. The modified Pitts tail is still under consideration cause can build so light and simple. I don't think the 3/16 streamlined wires with cuffs on the clevis will amount to unacceptable drag considering the weight advantage. we will see...The problem with the Aviat 'Coupe was flat 4 engine. No romantic dreams about that when all the cool ones had round engines. No round, no need. Monocoupe 90s are not that expensive and they are real, and there are plans that float around if you really needed one.
The tube in a tube Tailwind stab would be a cool way to redo your tail.
For a regular wing, if you increase the span but keep the area the same, it will have less induced drag. Basically, the frontal area of the airfoil is not the determining factor in its drag.Question...
Let me see if I can ask this so it makes sense
Considering stability only. For a given stabilizer area. Does the stability increase with increased span/decreased chord? or the opposite? or it doesn't matter matter...it's a function of area only.
Considering drag only. For a given stabilizer area. If we increase the span/decrease the chord does the drag increase cause of increased frontal area or does the drag decrease cause of increased aspect ratio?
I finally got ahead of you on one Jeff(Jeff and I have PM exchanged info for a while...since he knows so much more than me it's been a one sided exchange)Something like that happens on motorcycles with windscreens. The low pressure behind the some windscreens suck the exhaust forward and up to the riders face. It's common to add a vent in the bottom of the windscreen to solve the problem by reducing the low pressure air pocket.
Windshield Venting - Clearview Shields
Might provide a clue supporting your idea that the exhaust could be entering aft of the cabin.