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  #11  
Old 09-02-2011, 08:35 AM
jjconstant's Avatar
jjconstant jjconstant is offline
 
Join Date: Dec 2006
Location: Oakland CA
Posts: 771
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Beautiful work and is causing me to consider this as my next big project. It's not a surprise that your plane is fast when I see your fuel drains faired in one of the photos. Wee bit of attention to drag details

All Best

Jeremy
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  #12  
Old 09-02-2011, 08:59 AM
Bob Axsom Bob Axsom is offline
 
Join Date: Mar 2005
Posts: 5,685
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Quote:
Originally Posted by 1Oldguy View Post
As for going to any formal racing most likely not. I flew competion aerobatics for 23 years and had a blast but....I know my personality and if I ever start I'd be hooked and have to try to win. Now retired and funds are not what they use to be. Life's to short the be wound up tight all the time. I did think speed all the time I was building my 6. I do have a very (I think) fast 6 for one with a 0320 in it. Best thing about it is I can putt around at a good crusing speed and not burn much fuel. "**** I am getting old".... Hope this helped clear a few things up I left off of my first post. Need anything else let me know. Oh, it did lower the noise inside the cockpit some. Larry Vetterman had a great idea with this fairing set up. I just wish I could take some credit for it. This is such a great sight for sharing ideas and making our planes better. Thanks Dan for being here!
I cannot tell you how big of an impact you would have on the Sport Air Racing League with your RV Red class airplane. You could probably win everything in sight including the SARL Experimental National Championship Trophy and the Air Venture Cup race. Chris Murphy in his O-320 powered RV-4 often flies alone and several races have no RV Red entries at all. The racing is cross country against the clock in many classes with the fastest plane launched first. You seldom see another airplane shortly after launch and the comaradrie is of the helpful and friendly competitive kind. However, you know yourself better than anyone as well as the economic situation. Good luck with your quest for speed.

Bob Axsom
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  #13  
Old 09-02-2011, 03:37 PM
Bob Axsom Bob Axsom is offline
 
Join Date: Mar 2005
Posts: 5,685
Default Speed Reference

Enter www.sportairrace.org, click on "Records and Stats", then "League Statistics", then "All Speeds by Class" and/or "All Speeds by aircraft Type" and you will download Excel files with speeds you would be interested in to gauge your progress without racing.

My current speed (TAS) at 6,000 ft dalt is ~184.4 kts with an O-360-A1A.

Bob Axsom
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  #14  
Old 09-02-2011, 04:52 PM
1Oldguy 1Oldguy is offline
 
Join Date: Aug 2010
Location: Guthrie Oklahoma
Posts: 65
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Quote:
Originally Posted by Bob Axsom View Post
Enter www.sportairrace.org, click on "Records and Stats", then "League Statistics", then "All Speeds by Class" and/or "All Speeds by aircraft Type" and you will download Excel files with speeds you would be interested in to gauge your progress without racing.

My current speed (TAS) at 6,000 ft dalt is ~184.4 kts with an O-360-A1A.

Bob Axsom
Thanks Bob, I'll take a look. What happens when one gets lost in one of these cross country races? I have been know to get just a little bit, let's say disoriented, from time to time. Hate to keep everybody waiting on me to show up....
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Liberty is a well-armed lamb contesting the vote!"
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  #15  
Old 09-02-2011, 05:40 PM
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hydroguy2 hydroguy2 is offline
 
Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
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if you think you're lost, just slow up a bit and when the guy behind you zooms past, just get on his tail and follow him home.
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Brian, N155BKsold but bought back.
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  #16  
Old 09-03-2011, 05:35 AM
Bob Axsom Bob Axsom is offline
 
Join Date: Mar 2005
Posts: 5,685
Default The races left from September to end of Season 2011

I went to www.sportairrace.org and copied what is left in the Calendar of Events for 2011. Nothing really close to Oklahoma. Usually the organizers go to significant lengths to assure that the turn points are highly visible but even then it is good to do a detailed flight plan and mark the course on a sectional and input the course into a GPS receiver. I make up a kneeboard checklist for the race with a page for the start, all the turn points and the finish. On the pages I have the required altitudes, enroute altitudes I intend to use based on winds aloft forecast, frequencies, broadcast requirements for turn points and finish and hazards (towers, etc.). There is definitely a navigation requirement and at low altitude and high speed it is harder than higher up. Occasionally someone will not finish and the program goes on but they do provide a race frequency and usually a phone number for racers to report their situation.

Bob Axsom

The Tennessee 100 Air Race
10 September, 2011
Tullahoma, TN (THA)

The Pagosa Springs 130 Air Race
24 September, 2011
Pagosa Springs, CO (PSO)

The Northwoods 100 Air Race
24 September, 2011
Waupaca, WI (PCZ)

The Lancaster 150
1 October, 2011
Lancaster, PA (LNS)

The Thunderbird 150 Air Race
8 October, 2011
Wickenburg, AZ (E25)

The Cleveland Air Race Revival
15 October, 2011
Cleveland, TX (6R3, LFK alternate)

The Tennessee Valley Air Race IV
29 October, 2011
Courtland, AL (9A4)

The Rocket 100 Air Race
19 November, 2011
Taylor, TX (T74)

Last edited by Bob Axsom : 09-03-2011 at 05:44 AM.
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  #17  
Old 09-03-2011, 06:12 AM
Bob Axsom Bob Axsom is offline
 
Join Date: Mar 2005
Posts: 5,685
Default Actual Race information is worth looking at

The next race is this Saturday in Tullahoma, Tennessee. If you look at the race information provided that will give you a feel for the race navigation requirements. There is too much to copy but if you go to www.sportairrace.org and click on Calendar of Event, then click on The Tennessee 100 Air Race, then click on Tennessee 150 Air Race Information [sic], the first thing you see is the course layout on a sectional. After that there is direction, distance, and Lat/Long information followed by overhead photographs of all the turn points with inbound and outbound course lines. In this particular case airports are used for most of the turns. As you fly into airports they usually are visible from five miles away but look at turn 2 ... it looks like a grass runway. I HATE those green nondescript strips of green in a field of green turn points and this requires noting the highway location and the building locations to help pick it up. Turn 3 looks easy but if your altitude is low and the trees are high this may be difficult to spot until you are very close.

You can study the rest and get the idea of the navigation and planning requirements.

Bob Axsom
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  #18  
Old 09-05-2011, 05:34 PM
1Oldguy 1Oldguy is offline
 
Join Date: Aug 2010
Location: Guthrie Oklahoma
Posts: 65
Thumbs up Racing

Quote:
Originally Posted by Bob Axsom View Post
The next race is this Saturday in Tullahoma, Tennessee. If you look at the race information provided that will give you a feel for the race navigation requirements. There is too much to copy but if you go to www.sportairrace.org and click on Calendar of Event, then click on The Tennessee 100 Air Race, then click on Tennessee 150 Air Race Information [sic], the first thing you see is the course layout on a sectional. After that there is direction, distance, and Lat/Long information followed by overhead photographs of all the turn points with inbound and outbound course lines. In this particular case airports are used for most of the turns. As you fly into airports they usually are visible from five miles away but look at turn 2 ... it looks like a grass runway. I HATE those green nondescript strips of green in a field of green turn points and this requires noting the highway location and the building locations to help pick it up. Turn 3 looks easy but if your altitude is low and the trees are high this may be difficult to spot until you are very close.

You can study the rest and get the idea of the navigation and planning requirements.

Bob Axsom
Well you do have me thinking now. My competitive jucies are starting to move around. Maybe next year. Got to get my canoe fairings on and a new fairing for the tail end made this winter. Got to love these airplanes, try to make a certified airplane faster and it will cost you an arm and a leg. All you need with our expermential airplanes is an imagination and some elbow grease.
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Liberty is a well-armed lamb contesting the vote!"
Benjamin Franklin
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  #19  
Old 09-11-2011, 08:15 PM
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Sunriver Ken Sunriver Ken is offline
 
Join Date: Jul 2010
Location: Sunriver, Oregon/Surprise, Arizona
Posts: 128
Default Some Basic Dimensions......Please

Just today I discovered the Vetterman website and found his thoughts on the exhaust fairing really interesting. It looks like a pretty straight forward project but I would lke to start with your basic dimensions like total length and thickness (height). Any chance of an outline tracing?

In Vetterman's second edition he deletes the fairing louver but since he has two louvers in the cowl that may be all he needs. In Vetterman's first prototype his CHTs went up about 30 degrees. That is too much for me but it looks like cutting out the entire area arounds the exhaust stacks did the trick for you.

It seems like the sides of your stacks are very close to the fiberglass. Have you experienced any temperature issues?
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Ken Day
Independence, OR
RV-9A O-360/CS - SOLD
RV-12 SOLD
AA1C 150HP - FLYING
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  #20  
Old 09-12-2011, 04:58 PM
elippse elippse is offline
 
Join Date: Dec 2006
Location: Arroyo Grande, CA
Posts: 938
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I think you'll find that the fairing on Jim Smith's RV-6 without the louvers is much easier to build. He does 202 at 8000' dalt, 201 mph at 10,000' dalt, on 150 HP, and you can make it out of aluminum.
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