DOCSLIB.ORG

Vortex Generator Kits

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

WINDSHIELDS – VORTEX GENERATOR KITS CEE BAILEY AIRCRAFT WINDSHIELDS Cee Bailey’s Aircraft Plastics has been producing superior replacement windows and windshields for light aircraft since 1955. These windshields are custom built to fit your aircraft’s serial number. This handcrafting insures a perfect, distortion-free windshield, trimmed and ground to fit your aircraft with little or no modification. Optical qualities, contour, CM shape and fit are exceptional. All windshields and windows are FAA/PMA approved. Cee Most windows and windshields are available in clear, green, and solar grey. Prices are for clear. Add 15% to prices for green or grey tints. When order- ing, specify model number, year, and serial number of the aircraft. See www.aircraftspruce.com for unlisted windshields and windows for Beechcraft Bonanza, Debonair, Baron, Musketeer, Travelair, Bellanca, Cruisair, Aeronca Champion, Aeronca Sedan, and Aerocommander. Make/Model Price Make/Model Price Make/Model Price WP Aero Commander 2pc w/s Left $183.00 172 (S/N50573 to 72884) $365.00 Piper J-3 Cub $158.00 500, 520, 560, 680 Right $183.00 180,182 (S/N52556 to 53598) $393.00 PA-12 square top (late model) $261.00 Aero Commander 100 Darter-Lark 182 (S/N 53599 to 55844) $400.00 $373.00 PA-12 square top (early model) $282.00 Volaire 10 or Volaire 10A 182 (S/N 55845 to 64296) $450.00 PA-15/16/17/22 108 colt bubble $285.00* Aeronca Citabria $260.00 205, 206, U206, P206 $400.00 Apache 23 (S/N 1502 & up) RorL $250/side ME Aeronca Chief 207 $299.00 $460.00 Pawnee 25 (S/N 656 & up) $130.00 Beechcraft Musketeer, Sundowner, 210 (S/N 58716 to 58818) $454.00 $338.00 Cherokee PA-28 (.125) RorL $142./side Sierra, Sport (.125) Ercoupe - Fornair (bubble type w/s) $245.00 Musketeer, Sundowner, Sierra, Cherokee PA-28 (.250) RorL $172./side $391.00 Grumman - AA1, AA1A, AA1B $302.00 Sport (.187) GrummanCanopy-AA1,AA1A,AA1B $328.00 Stinson HW-75 2pc $176./side Bonanza 33/35, 2pc w/s (per side) $178.00 Luscombe 8 series $230.00 Stinson Voyager108, 108-1/2/3 2pc w/s $171./side Bonanza 33/35/36/55/58/95 1pc w/s HA $500.00 Mooney M20, M20a/b/c/d/e prior to $176.00 Taylorcraft BC-12D, 1946 & up $229.00 (must check s/n carefully) 1965 (2pc w/s) per side Taylorcraft B 1940–41 $229.00 Bellanca Cruisemaster models 14-19, $367.00 Mark21,M20c,Super21,M20e,Master $118.00 Yak 52 Windshield (4 sections) 14-19-2, 14-19-3 M20d, Executive21 M20f, after 1965 per side Viking, Super Viking 14-19-3A,17-30 *all windows available canopy, side win- $395.00 $296.00 Ranger M20c, Chaparral M20e, 17-30A, 17-31A, 17-31ATC Executive M20f, Statesman M20g $230.00 dows, center fixed, aft siding, rear fixed Cessna 120-140 (S/N 8800 & up) $251.00 Navion A/B/D/E/F Std. or flush type $137.00 Yak CJ69 (*all windows available AP 140A, 150, 152 $251.00 (2pc w/s) per side canopy, fwd sliding,center fixed,aft $360.00 152 $281.00 Navion Rangemaster G&H 2pc w/s $137.00 siding,rear fixed) MICRO VORTEX GENERATOR KITS Micro Vortex Generators from Micro Aerodynamics, Inc. are available for a wide range of air- LG craft and can reduce stall speed, improve aileron response, improve cross wind control, and reduce landing and takeoff roll. The kits consist of vortex generators mounted on the wings, the horizontal stabilizer, and the vertical stabilizer. The generators are manufactured under FAA/PMA from 6063T6 aluminum and are curved to fit the contour of the wing. Included in the kits are installation tools, detailed drawings and instructions, templates for positioning VG’s, EP spares, Loctite Depend adhesive and all the materials needed for the easy one-day installa- tion. When ordering, specify aircraft, serial number, N number, paint name and number (addi- tional $250.00 to match), make and model, and any modifications to aircraft. Generic VG kit used on LongEZ, RV-4/6/8, Rans, Murphy Rebel and others. Specify Aircraft make and model. Make/Model Part No. Price Make/Model Part No. Price CS CESSNA TWINS 310G thru 310Q 05-00602 $1,950.00 Bonanza 33, 36, A36, A36TC, B36TC 05-00630 $1,450.00 310R & T310R (ZFW & GWI - 180 lbs) 05-00604 $2,450.00 Beechcraft Debonair 33 05-04392 $1,450.00 320B/C/D/E/F 05-00605 $1,950.00 Hawker Beechcraft G36 Bonanza 05-04192 $1,450.00 310I & 310J 05-04258 $1,950.00 PIPER TWINS 336 & 337 05-04404 $1,950.00 Aztec PA-23-250 05-00633 $1,950.00 340A, 340, 335 (GWI 300 lbs) 05-00606 $2,950.00 Geronimo PA-23-180 05-00634 $1,950.00 IN 401, 401A, 401B 05-00607 $1,950.00 Twin Comanche PA-30, PA-39 05-00635 $1,950.00 402, 402A, 402B 05-00608 $1,950.00 Seneca II (ZFWI - 168 lbs) 05-04472 $1,950.00 402C (ZFW & GWI - 360 lbs) 05-00609 $2,950.00 Seneca I, III, IV, V 05-04398 $1,950.00 411, 411A 05-00610 $2,450.00 Seminole PA-44-180, PA-44-180T 05-00636 $1,950.00 414 05-00611 $1,950.00 PIPER SINGLE EL 414A, 414AW (ZFW & GWI - 350 lbs) 05-00613 $2,950.00 J-3, J-4, J-5, PA-11 (includes the horizontal stabilizer) 05-00640 $695.00 421, 421A 05-00614 $1,950.00 J-3 Upgrade Kit - Tail VGs on underside of stabilizer pro- 10-04227 $150.00 421B & 421C (GWI - 129 lbs) 05-00615 $2,950.00 vide full-span elevator authority and improve controllability. CESSNA SINGLES PA-12/PA-18 05-00639 $695.00 120, 140 Series 05-04393 $695.00 PA-15, PA-16, PA-17 05-04399 $695.00 150, 152 (all models) 05-04394 $695.00 PA-22, PA-20 05-00641 $695.00 AV 170 “Rag Wing” 05-04189 $950.00 PA-24 Comanche 05-04401 $1,450.00 170A, 170B 05-00616 $1,450.00 PA-28 All Models 05-00642 $1,450.00 172, 175 Series 05-00618 $1,450.00 PA-32 Cherokee Six, Lance (except T-Tail) 05-00939 $1,658.00 177, 177A, 177B, 177RG, F177RG 05-04397 $1,450.00 PA-32 Saratoga 05-00938 $1,450.00 180, 185 Series 05-00617 $1,450.00 MOONEY TO 182 Series 05-04469 $1,450.00 M20, M20A, M20B, M20C, M20D, M20E, M20F, 05-04402 $1,450.00 205, 206, 207 Series 05-00619 $1,450.00 M20G, M20J, M20K, M20L, M20M, M20R, M20S 210 (all models) 05-04470 $1,450.00 ROCKWELL COMMANDER Cessna P210N 05-04265 $1,450.00 112, 112TC, 112TCA, 114, 114A, 114B, 114TC, 115TC 05-00646 $1,450.00 Cessna P210R 05-04266 $1,450.00 LAKE Cessna (T)210 SER 05-04264 $1,450.00 LA-4, LA-4A, LA-4P LA-4-200, Model 250 05-00647 $1,950.00 PS Cessna 310I/310J 05-04258 $1,950.00 AMERICAN CHAMPION Cessna 402B 05-04259 $1,950.00 Aeronca Champ, Scout Citabria: 7AC, 7ACA, 7BCM, 7CCM, 7DC, 7EC, 7ECA, 7FC, 7GC, 7GCA, 7GCAA, Cessna 421C 05-04261 $2,950.00 7GCB, 7GCBA, 7GCBC, 7HC, 7JC, 7KC, 7KCAB, 05-00644 $695.00 Baron 55 A/B/C/D/E 05-00621 $2,450.00 8KCAB, 8GCBC Baron 58, 58A 05-00623 $2,950.00 Aeronca Chief: 11AC, S11AC, 11BC, S11BC, 11CC, 05-04473 $695.00 BV Hawker Beechcraft G58 Baron 05-04471 $2,950.00 S11CC Baron 58TC, 58P 05-00624 $2,450.00 Aeronca Sedan: 15AC, S15AC 05-04190 $950.00 Baron 55 Upgrade kit (w/older VG system) 05-00625 $950.00 AVIAT Husky A-1, A-1A, A-1B 05-00643 $695.00 Duke 60, A60, B60 05-00626 $2,450.00 MAULE M-4, M-5, M-6, M-7 MT-7, MX-7, MXT-7, M-8 05-00645 $695.00 Twin Bonanza 05-00627 $1,950.00 STINSON 108, 108-1, 108-2, 108-3, 108-5 05-04403 $695.00 Travel Air 05-00628 $1,950.00 TAYLORCRAFT Taylorcraft Series 05-01208 $695.00 BEECH SINGLES AGRICULTURAL Air Tractor, Ayres Thrush, Brave, Musketeer, Sierra, Sundowner 05-04391 $1,450.00 Cessna 188, Dromader, Weatherly 05-00648 $1,750.00 Bonanza 35 Series 05-00629 $1,450.00 KIT PLANES RV, Murphy Rebel, Long EZ 05-00001 $493.95 WWW.AIRCRAFTSPRUCE.COM Prices Subject to Change Without Notice 203.
Recommended publications
  • A STUDY of CONCEPTUAL DESIGN of AUAV with PORTABLE WINGS M.Sai Dheeraj1, Uday Kiran Poothota2, P

    A STUDY of CONCEPTUAL DESIGN of AUAV with PORTABLE WINGS M.Sai Dheeraj1, Uday Kiran Poothota2, P

    International Journal of Science Technology & Management www.ijstm.com Volume No.04, Special Issue No.01, February 2015 ISSN (Print) 2394-1529, (Online) 2394-1537 A STUDY OF CONCEPTUAL DESIGN OF AUAV WITH PORTABLE WINGS M.Sai Dheeraj1, Uday Kiran Poothota2, P. Shiva Shashank3 , P.Anush4 , K.Sai Sudhira5 , G. Lalitha Naga Siva Jyothi 6 1,2,3,4,5,6 Department Of Aeronautical Engineering , MLR Institute Of Technology and Management , Hyderabad , (India) ABSTRACT Agricultural flying differs in many aspects from other commercial flights. First of all it is generally executed at a very low altitude for the greater part of the flight, allowing very little room for error. In case of a manned aircraft the pilot has to fly with constant and intense attention during operational flight. Another influence of this low altitude flight is the effect of wind and turbulence. The change of wind speed with height is much more noticeable near to the ground. This gradient of wind has an effect on airplane performance directly. For example, the amount of aileron required in a turn is more critical than it has in a commercial flight. The second aspect of agricultural aviation is the highly variable loading conditions. The weight and the center of gravity can vary considerably in a very short time. This brings a need for frequent re-trimming in order to keep control forces constant. The technique for take-off and landing on a short field is also different than it is in commercial flights. Both the ambient temperature and the elevation of the field have effects on performance.
  • Program Monitors

    Program Monitors

    ALLEVIATION OF FUSELAGE FORM DRAG USING VORTEX FLOWS DOE/CE/15277--T1 Final Report on work performed under TI89 004158 U.S. Department of Energy Grant DE-FG01-86CE15277 15 September 1987 DISCLAIMER DR. A. Wortman This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsi- bility for the accuracy, completeness. or usefulness of any information, apparatus, product, or . process disclosed, or represents that its use would not infringe privately owned rights. Refer- ence herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recom- mendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. ISTAR INC. 406 Aka Avenue Santa Monica, CA 90402 (213) 394-7332 PROGRAM MONITORS: _* T. Levinson D. Mello DISCLAIMER Portions of this document may be illegible electronic image products. Images are produced from the best available original document. FOREWORD AND ACKNOWLEDGEMENTS The concept of employing discrete large vortices, to develop favorable cross-flow and to energize the boundary layer in the aft regions of transport aircraft fuselages, was first proposed by the author almost 10 years ago as an apparently original approach to the reduction of fuselage drag. A series of feasibility demonstration proposals, starting with the 1981 USAF DESAT program was submitted to various U.S.
  • NASA Contractor Report 165749

    NASA Contractor Report 165749

    NASA Contractor Report 165749 (IASA-Ci!- 165749) SUUSQNli PIfCti- UP Etb 1-30137 ALLEVIATICN ON A 7U CEG DELTA hXh2 (Viqyau Rl~ssdrch Associates, Inc,) LO p HC A02/64F 801 CSCL 1)1C (iluclas Gj/OU &7267 SUBSONIC PITCH-UP ALLEVIATION ON A 74 DEG. DELTA WING Dhanvada W. Raa9iI: and Thomas D, Johnson, Jr. VIGYAN RESEARCH ASSOCIATES, INC . 28 Research Drive Hampton, Virgini a 23666 Contract NAS1-16259 July 1981 National Aeronautis and Space Administration Langley Reamrch Center Hampton,Virginia 23665 SUBSONIC PITCH-UP ALLEVIATION ON A 74-REG, DELTA WING Rhanvada M, Rao Vigyan Research Associates, Inc. and Thomas 0. Johnson, Jr. Kentron International, Inc. tiampton Technical Center SUMMARY Fixed leading-edge devices were investigated on a 74-deg. delta wing model for alleviating the low speed pitch-up and longi- tudinal instability following the onset of leading edge separation. Wind tunnel tests showed Pylon Vortex Generators to be highly effective, compared to the leading-edge fences and slots also investigated. The best Pylon Vortex Generator arrangement raised the pitch-up angle of attack from 8 deg. on the basic wing to 28 deg. , with negl igi bl e subsonic drag penalty . INTRODUCTION A review of research on the low-speed aerodynamics of highly swept wing configurations representative of supersonic-crui se aircraft designs indicates that a problem commonly observed is the so-cal led 'pitch-up' , i.e., a discontinuous nose-up change in the pitching moment uith increasing angle of attack. Pitch-up is caused by the onset of separation in the wing tip regions while the flow inboard is still attached, and has been of sufficient concern to dictate a comproniize in the optimum supersonic-crui se planform shape in order to have accept- able low-speed flight characteristics.
  • Sequence of Design

    Sequence of Design

    Sequence Or Design By Noel Becar, EAA 725 316 Del Rosa Way, San Mateo, Calif. VERALL DESIGN was discussed in an earlier article der to prove OGt strength after as much lightening of the O in this series, but no summarization was made as it design as possible has been done. was felt the subject matter was too general and too varied (D)—Reduction of parasite resistance to the mini- to be of reference value on paper. However, a quick sum- mum, even at the cost of a small increase in weight, is mary of points covered might be helpful. Overall design desirable for low horsepower designs by such means as can best be defined as, "consideration of all the pertinent full-cantilever wings and retraction of landing gear and factors entering into the obtaining of maximum perform- other power consuming drag items. ance with minimum horsepower" in the case of light Design Sequence. The first step in designing a new aircraft. As a quick check list, the following factors airplane is the decision of what type is to be built. In should be included: practically all cases, structural considerations will indi- (A)—Consideration of a higher landing speed than cate a monoplane as the best design for simplicity and might normally be specified if we do not want a plane the least drag for its size. Also, for a given area of wing, which is uncomfortable to fly in rough air,—for the prop- in order to obtain the same performance, a biplane would erty of an airplane that allows it to ride bumps com- have to have an extremely short chord which would make fortably is dependent on its landing speed.
  • The Power for Flight: NASA's Contributions To

    The Power for Flight: NASA's Contributions To

    The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 ....................................
  • Aircraft Library 

    Aircraft Library 

    Interagency Aviation Training Aircraft Library Disclaimer: The information provided in the Aircraft Library is intended to provide basic information for mission planning purposes and should NOT be used for flight planning. Due to variances in Make and Model, along with aircraft configuration and performance variability, it is necessary acquire the specific technical information for an aircraft from the operator when planning a flight. Revised: June 2021 Interagency Aviation Training—Aircraft Library This document includes information on Fixed-Wing aircraft (small, large, air tankers) and Rotor-Wing aircraft/Helicopters (Type 1, 2, 3) to assist in aviation mission planning. Click on any Make/Model listed in the different categories to view information about that aircraft. Fixed-Wing Aircraft - SMALL Make /Model High Low Single Multi Fleet Vendor Passenger Wing Wing engine engine seats Aero Commander XX XX XX 5 500 / 680 FL Aero Commander XX XX XX 7 680V / 690 American Champion X XX XX 1 8GCBC Scout American Rockwell XX XX 0 OV-10 Bronco Aviat A1 Husky XX XX X XX 1 Beechcraft A36/A36TC XX XX XX 6 B36TC Bonanza Beechcraft C99 XX XX XX 19 Beechcraft XX XX XX 7 90/100 King Air Beechcraft 200 XX XX XX XX 7 Super King Air Britten-Norman X X X 9 BN-2 Islander Cessna 172 XX XX XX 3 Skyhawk Cessna 180 XX XX XX 3 Skywagon Cessna 182 XX XX XX XX 3 Skylane Cessna 185 XX XX XX XX 4 Skywagon Cessna 205/206 XX XX XX XX 5 Stationair Cessna 207 Skywagon/ XX XX XX 6 Stationair Cessna/Texron XX XX XX 7 - 10 208 Caravan Cessna 210 X X x 5 Centurion Fixed-Wing Aircraft - SMALL—cont’d.

  • Dirigo Flyer

    Dirigo Flyer Newsletter of the Maine Aviation Historical Society PO Box 2641, Bangor, Maine 04402 207-941-6757 1-877-280-MAHS (in state) www.maineairmuseum.org [email protected] Volume XIX No. 3 May – June 2011 Welcome to our late spring – early summer issue of the Flyer. After a rather dreary start that consisted of many days of dark, wet, IFR only weather, we have broken out of the clouds and are enjoying some warm, seasonal summer weather as this is being written. The editor had a nice flight around Mt. Desert Island the other day in a WACO biplane (traded a trip around Frenchman Bay by boat for it) in nice smooth flying conditions. I should have spent the day editing this issue but…flying took precedent. Port O’Maine Airport By Brian Wood Every year for my birthday my father would spend the day taking me any place I wanted to go. For my 14th, it was decided that we would have lunch at Portland’s Sportsman’s Grill for my favorite meal – spaghetti. After that we could go out to the airport and watch planes. After an hour watching a few Northeast DC3’s and DC6’s taxi in, things slowed down and we decided to go down to South Portland and see if we could find another airport we had heard about. It was called Port O’Maine Airport. After some searching we found it off Route One. Little did I know that I was about to receive the best birthday present ever! Port O’Maine was everything an airport should be with a long unpaved runway, two shorter ones, a windsock pond, a cement maintenance hangar full of planes in various states of disassembly, rows of small planes tied up on the grass and a wonderful terminal building.
  • Subsonic and Transonic Flutter and Flow Investigations of the T-Tail of a Large Multijet Cargo Airplane

    Subsonic and Transonic Flutter and Flow Investigations of the T-Tail of a Large Multijet Cargo Airplane

    1 -1.0 8% NASA TECHNICAL NOTE NASA TN D-4316 -c - SUBSONIC AND TRANSONIC FLUTTER I AND FLOW INVESTIGATIONS OF THE T-TAIL OF A LARGE MULTIJET CARGO AIRPLANE Langley Reseurch Center Ldngley Station, Humpton, Vu. NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. FEBRUARY 1968 i i 1 t i r SUBSONIC AND TRANSONIC FLUTTER AND FLOW INVESTIGATIONS OF THE T-TAIL OF A LARGE MULTIJET CARGO AIRPLANE By Maynard C. Sandford, Charles L. Ruhlin, and E. Carson Yates, Jr. Langley Research Center Langley Station, Hampton, Va. NATIONAL AERONAUTICS AND SPACE ADMINISTRATION For sale by the Clearinghouse for Federol Scientific and Technical Information Springfield, Virginia 22151 - CFSTl price $3.00 SUBSONIC AND TRANSONIC FLUTTER AND FLOW INVESTIGATIONS OF THE T-TAIL OF A LARGE MULTIJET CARGO AIRPLANE By Maynard C. Sandford, Charles L. Ruhlin, and E. Carson Yates, Jr. Langley Research Center . - SUMMARY Flutter and flow studies of the T-tail of a large multijet cargo airplane have been conducted in the Langley transonic dynamics tunnel at Mach numbers up to 1.08. The tail and aft fuselage of the model employed were geometrically, dynamically, and elastically scaled, whereas only the mass and stiffness characteristics of the forward fuselage, wings, and nacelles were simulated. The flutter studies included variations in fin-spar stiffness, stabilizer-pitch-actuator stiffness, rotational stiffnesses of elevators and rudder, as well as small variations in stabilizer incidence angle. Flow studies were initiated to reduce areas of separated flow in the vicinity of the fin-stabilizer juncture and included the use of vortex generators and fences, as well as modifications to the bullet-fairing shape.
  • Vortex Generators: Band-Aids Or Magic?

    Vortex Generators: Band-Aids Or Magic?

    Twin Topics Twin Topics is a monthly column devoted to the operation, maintenance, and ownership of Cessna 300- and 400- series piston twins. It is edited by Mike Busch, CPA’s staff twin expert and the lead instructor in CPA’s twin courses. Mike is a regular contributor to CPA Magazine, as well as editor-in-chief of AVweb, the Internet’s aviation magazine and news service (http://www.avweb.com). He also is the owner of a pristine 1979 Cessna T310R which he maintains almost entirely himself. Vortex Generators: Band-Aids or Magic? A recent visit to Boundary Layer Research revealed that there’s a lot more to those little wing and tail bumps than meets the eye, and that they’re not just for twins anymore! by Mike Busch <[email protected]> obody’s ever accused seemed like the only one on the engineers would routinely scoff me of being an early- road that didn’t have one! at the VGs on Boeing jets and Nadopter when it comes Even the most died-in-the- brag, “see, we don’t need those to aviation. I’m unabashedly wool skeptics were unanimous things because we got our aero- skeptical about aeronautical in- that vortex generators are a ma- dynamics right in the first novations until they’ve been jor advance in piston twin safety, place.” proven in the field for years. lowering Vmc by ten knots or so The idea of using VGs to When Mobil AV-1 was being to the point that it is no longer a improve the low-speed perform- touted as the greatest thing since factor (because it is below stall ance of general aviation aircraft sliced bread, I stuck with my speed).
  • On an Aviation Website

    On an Aviation Website

    WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE Home (https://www.avweb.com/) Sign up for AVweb flash (https://www.avweb.com/register/) Read AVweb flash (https://www.avweb.com/custom/apps/extended_mailing.php?list=101) Aviation Publications (https://www.avweb.com/publications/) Advertise (https://www.avweb.com/advertise/) (https://www.avweb.com/) Search (https://twitter.com/AVweb) (https://www.facebook.com/avwebflash) (https://www.avweb.com/rss/) Log In AVIATION FLIGHT FLIGHT FLIGHT SAFETY/ AIRCRAFT AIRCRAFT AIR SHOWS BUSINESS AVIONICS/ BLOGS/ ADVERTISE NEWS FINDER PLANNING TRAINING ACCIDENTS OWNERSHIP UPGRADES & EVENTS & MILITARY TABLETS PUBLICATIONS (HTTPS://WWW.AVWEB.COM/NEWS (HTTPS://WWW.A(HTTPS://WWWVWEB.COM/NEWS/FEA(HTTPS://WWW.AVWEB.COM/TTURES/BEECH-(HTTPS://WWW.AVWEB.COM/TOPICS/FLIGHT.AVWEB.COM/T(HTTPS://WWWOPICS/FLIGHT- OPICS/FLIGHT-(HTTPS://WWW.AVWEB.COM/T- (HTTPS://WWW.AOPICS/AIRCRAFTVWEB.COM/T(HTTPS://WWW.AOPICS/AIRCRAFTVWEB.COM/T- (HTTPS://WWW.AOPICS/AIRSHOWS-VWEB.COM/T- (HTTPS://WWW.AOPICS/BUSINESS-VWEB.COM/T.AVWEB.COM/NEWS/FEAOPICS/AVIONICS- TURES/BEEC MODEL-1923- MODEL-1923- PLANNING.HTML)TRAINING.HTML)SAFETY.HTML) OWNERSHIP.HTML)UPGRADES.HTML)EVENTS.HTML)MILITARY.HTML)TABLETS.HTML)MODEL-1923- 227560- 227560- 227560-1.HTML#) 1.HTML#) 1.HTML#) AVWEB INSIDER Did The Parachute Beget Cirrus Hate? (https://www.avweb.com/blogs/insider/Did- Enter your email address here the-Parachute-Beget-Cirrus-Hate- 232394-1.html) » Beech Model 19/23 By Paul Bertorelli | March 10, 2019 Probably it did, but CAPS has demonstrated its merit, so what haters are left have to give the idea begrudging (https://www.avweb.com/news/features/beech-model-1923-227560-1.html?zkDo=emailArticlePrompt) respect.
  • Aircraft Hangar Specialists 800-567-7667 | 819-538-8623

    Aircraft Hangar Specialists 800-567-7667 | 819-538-8623

    CANADIAN Plane Trade COPA Flight Classified Section FEATURED LISTINGS FOR APRIL, 2018 Q SET AVIATOR HEADSETS & HELMETS 1974 CESSNA 172M, 6855 TT, 535 HYBRID CELLULAR & SATELLITE SMOH, IFR King/Cessna/Garmin PORTABLE FOLDING BOAT AIRCRAFT TRACKING Upgrade Avionics, JPI EDM 700, PowerFlow WWW.PORTA-BOTE.COM Great for your fleet tracking! Affordable Very Exhaust, Reiff Heater, In Annual, fishing and hunting. Take it anywhere High Rate GPS Tracking, Advanced 2-way Messaging, Accurate Fixed Wing As good as the best, but a lot NDH, Well Cared For, Hangared Last you can go. Be safe with the lightest, and Helicopter Flight Time Reports, less $ Hi Tech. Classic Design, 30 Years, $59,000, 905-849-1339, durable and stable folding boat. Gilles Berthiaume 514-592-4186 Electronic Checklists, Transmit EFB, Durable, Light Weight. COPA [email protected] (3121.16405) Manifest, & Custom Form Data, Members register for extended or [email protected] (3135.16406) External Sensor Inputs. Call us now warranty. Committed to serving for a free trial! Phone (647) 560 1188 your Aviation Community. Dealer www.v2track.com (2481.15721) enquiries welcome. RS Designs 204-726-4221 aviationheadsets.ca 2003 CIRRUS SR22 w/TKS/Avidyne/ G430's, only 420.5 TTSN! One 1970 PIPER CHEROKEE 180, 9017 Owner, Hangared, No Damage TTSN, 1137 SMOH, Well Maintained, History and All Logs! Chute Repack Commercial, Training Aircraft! $ 45,000 1973 EMERAUDE 305, Lyc 0-235,Warp 2014, Cutters/Motor 2015! CALL! Apex CAD. Apex Aircraft Sales 905-477- prop ,1350 airframe, A-200 I-COM, Aircraft Sales 905-477-7900, 7900, www.apexaircraft.com (2245.16367) 254 engine, always hangared E-mail www.apexaircraft.com (2245.16368) for more details: [email protected] WHO NEEDS A HANGAR? (3109.16209) The Wings on this brand new Super STOL XL fold up like a bird.
  • CRD) to Notice of Proposed Amendment (NPA) 03-2006

    CRD) to Notice of Proposed Amendment (NPA) 03-2006

    Comment Response Document (CRD) to Notice of Proposed Amendment (NPA) 03-2006 for amending the Executive Director Decision No. 2005/07/R of 19 December 2005 on acceptable means of compliance and guidance material to Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks APPENDIX I AIRCRAFT TYPE RATINGS FOR PART-66 AIRCRAFT MAINTENANCE LICENCE CRD to NPA 03/2006 Explanatory Note I. General 1. The purpose of the Notice of Proposed Amendment (NPA) 03/2006, dated 20 April 2006 was to propose an amendment to Decision N° 2005/07/R of the Executive Director of the Agency of 19 December 2005 on acceptable means of compliance and guidance material to Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (ED Decision 2005/07/R). II. Consultation 2. The draft Executive Director Decision (ED Decision) amending ED Decision 2005/07/R was published on the web site (www.easa.europa.eu) on 21 April 2006. By the closing date of 2 June 2006, European Aviation Safety Agency (the Agency) had received 107 comments from 20 National Aviation Authorities, professional organisations and private companies. III. Publication of the CRD 3. All comments received have been acknowledged and incorporated into a Comment Response Document (CRD). This CRD contains a list of all persons and/or organisations that have provided comments and the answers of the Agency.