REFLECTOR: Unexpected door opening

Sat Jun 6 22:00:27 CDT 2009

I used aluminum tubing flaired slightly at both ends.

Rene' Dugas
Sent from my iPhone 3G

On Jun 5, 2009, at 10:09 PM, KMis178813 at aol.com wrote:

>      How about some left over micro/epoxy in a straw. When cured  
> peel off the straw. Almost lighter than air and free if you reuse a  
> straw from McDonalds.    Talk about E-Z guy's being cheap!!!       
> Works great.   I did have a wood dowel that did swell in the bore  
> and got stuck!
>      Ken
>
> In a message dated 6/5/2009 10:06:33 P.M. Eastern Daylight Time, velocity_pilot at verizon.net 
>  writes:
> I have some carbon fiber arrow shaft pieces in there for mine- got  
> an arrow on sale at Wal-Mart for $ 2.99- would make about 6 or 8   
> tubes I would think. works great- sort of self lubricating, and no  
> measurable weight.
>
>
>
> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org]  
> On Behalf Of Scott Baker
> Sent: Monday, July 20, 2009 7:00 PM
> To: Jim Agnew; Velocity Aircraft Owners and Builders list
> Subject: Re: REFLECTOR: Unexpected door opening
>
>
>
> I think the liklihood of four (4) areas of failed fiberglass in the  
> receiver areas is slim to none.
>
> Not engaging the pins into the receiver - likely if the door handle  
> is not rotated to its fully closed position.  Definately a  
> possibility if there is no micro switch and warning light to tell  
> the pilot that the pins are not fully engaged.
>
> Good point on the possible problem   of using wooden dowels as a  
> "pin extension".  If the dowels were to become stuck in the tube and  
> remain in contact with the micro switch, it would cause a false  
> "door locked" indication (absence of a door ajar warning); however I  
> would hope that we would recognize this situation following start  
> and taxi (meaning we want to verify the door ajar warning should be  
> ON with the door open).
>
> SB
>
> ----- Original Message -----
>
> From: Jim Agnew
>
> To: Velocity Aircraft Owners and Builders list
>
> Sent: Friday, June 05, 2009 5:39 PM
>
> Subject: Re: REFLECTOR: Unexpected door opening
>
>
>
> Al,
>
>
>
> There are several failure modes for the door latches.  First the  
> tubes that accept the latch pins could fail I.E., part from the  
> fiberglass.  Second the latch pins may not be deep enough into the  
> tubes so the stress is on the flat portion and not the tapered part  
> that will try to push itself out. Third the latch pin can unscrew  
> from the push rod (I know one of mine did even with locktite on the  
> threads, I now use RED Locktite on them).
>
>
>
> I have auto locking so closing the latches automatically locks them  
> and you must pull up on the door lock before you can move the handle.
>
>
>
> As far as the door warning switches go I only have one in the  
> forward center pin location with a nylon mushroom button that  
> activates a roller micro switch.  I know a lot are in the bottom  
> tubes with wood rods that can swell from water and in the perfect  
> place to collect dirt that can jam them.
>
>
>
> Just food for thought.
>
>
>
> JIm
>
>
> James F. Agnew
>
> Jim_Agnew_2 at Yahoo.Com
>
> Tampa, FL
>
> Velocity 173 Elite Aircraft Completed & Flying
>
>
>
>
>
> From: Al Gietzen <ALVentures at cox.net>
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Sent: Friday, June 5, 2009 1:48:33 PM
> Subject: Re: REFLECTOR: Unexpected door opening
>
> And for those who at the end of your personal deliberations who  
> would still opt for the gull wing, would something as simple as a  
> deadbolt (weighing only a few ounces) serve as a fail-safe back-up  
> to the traditional lock assembly?  Thanks for your thoughts.
>
>  Robin
>
> Robin;
>
>
>
> My thought is that we essentially have 4 ‘deadbolts’ in the  
> current configuration.  We simply need a ‘dead sure’ way of  
> knowing they are in place.
>
>
>
> My further observation is (added to by my experience flying home  
> with a temporary door) that net outward forces on the door in flight  
> are relatively small – at least compared to the strength of the four 
>  latches. I think there is likely some negative (outward) pressure o 
> ver much of the door, likely stronger toward the front edge, and som 
> e positive (inward) pressure in the area of the strake extension, an 
> d its junction.
>
>
>
> I have no idea if there are forces due to small distortion of the  
> fuselage during flight that may work to move the latch pins out of  
> the tubes, but it is not impossible.
>
>
>
> FWIW,
>
>
>
> Al
>
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