I Answer All of Your Most-Asked Questions!

hi I'm Scott welcome to canar Boulevard today is a Q&A video I'm going to be answering the questions that have been asked by people like you on the comment section of all my videos coming up the first question is why don't you paint your beautiful airplane's nice colors white is boring well there's a very good reason for that and that's because Burke Routan the original designer said you can have your airplane any color you want as long as it's white no that's not the real reason but he did say that as a paraphrase of Henry Ford in the Model T however the reason is because of something called TG which is the glass transition temperature of fiberglass which is what these airplanes are made of in the Sun dark colors such as red or green or black or even blue can absorb so much heat from the Sun that will actually cause cause the fiberglass to reach close or to that TG glass transition temperature and that will weaken the structure of the airplane so if you can imagine if I painted the wing the wings black and I was flying somewhere hot and it had Sun beating down on there the wings could actually fail and that's bad so you will see some people that put graphics and things on their planes they try to do it in non-structural areas sometimes I have seen uh these composite airplanes where they have painted the entire airplane with a non-white color I would not be buying or flying in that airplane white rejects the most amount of heat from the Sun and as a result my airplane is white with the exception of you can see some decorate decorative areas on the tips of the Canard the tip of the vertical stabilizer and some pin striping on the side definitely nonstructural areas areas that are not under any kind of stress whatsoever the second question I got was about the Rudders they said how are the ruds interconnected because they only go out and can you push both out at the same time to work like a speed Brak and the answer is a they're not interconnected and B yes you can so the left Rudder pedal actuates the left Rudder right Rudder pedal actuates the right Rudder those ruds just come out and when they do they cause the airplane to yaw so if I push out the left Rudder it causes drag which causes yaw which yaws the airplane like you would expect it to it's not like a conventional airplane where it has a Rudder where it actually steers these actually cause yaw by causing drag at the end of One Wing or the other and yes you can push both pedals down both Rudders come out and you create an equal amount of drag on both and it works like a speed bre and I often in fact almost always do that when I'm on Final when I'm landing to come in and and on that Landing topic I got another question can you slip a Canard yes you can I it slips just like any other airplane uh I'll I think I have a video of me slipping it I'll put if I do I'll put it in right here and does exactly what you expect it so basically a slip is when you cross controls you will give it left Aeron and right Rudder and so what the airplane kind of does is it Banks this way but then it turns this way and so it's kind of flying crooked crab like this and because it's flying crooked it presents the whole side of the airplane the wind coming in instead of coming across the the front of the airplane in a in a very streamline fashion it's then hitting kind of the side of the airplane creates a huge amount of drag slows you down and causes you to come down faster without building up speed and that's a real problem with these airplanes because they're so slippery that if you find yourself high on fire and you just push the nose down you're going to be speeding up and by the time you get down to the ground you're going to have so much velocity that you're just going to float all the way down the runway so a way of countering that is by putting it into a slip which creates a lot more drag you come down without actually speeding up and that helps you correct that landing and come in at the correct speeds slipping is something that is pretty much done on any airplane there are some airplanes where it's restricted or it's prohibited with flaps because the flaps in a slip can blanket the horizontal stabilizer but that's in your PO or your your pilot's operating handbook for that airplane there this airplane has no such restrictions this is a comment that came up on one of my heat videos somebody asked why don't you just put electric heat in or somebody said hey why don't you just use the oil for the heat instead of using exhaust heat well first I'll answer electric electric heat takes immense amount of current when you're talking about heat it's all about watts to get Watts you take the volts which in this case is 14 and then multiply that by the amps so if you think about hair dryer is400 watts and how much heat comes out of a hair dryer not a huge amount to get 1,400 watts of heat energy in an airplane you need 100 amps at 14 volts my alternator only puts out 60 amps so it couldn't even Supply the heater that would put out 1,400 w in this airplane let alone charge the battery and run the engine and all the other stuff that the alternator has to do so there simply isn't the electrical capacity to produce enough heat to actually warm the cabin and cold temperatures and 1400 watts is is not a lot of heat when you are way up high and it's minus 20° outside so that's the re main reason why electric heat is not really an option for airplanes and then somebody said well why don't you just use the coolant like a car well it's because it's an air cooled engine there is no coolant but on that topic then you maybe use the oil because the oil gets heated up by the engine it actually goes through a radiator in the back to cool it it runs air through that radiator to keep the oil cool so why not just run the oil into the cockpit and then blow air through that and then that's your heat well actually some people do that and they actually have oil lines that run all the way from the back up to the front to a separate radiator with extra air inlets in the front so they can turn on and off and they blow air through that there is a problem with that however in that the oil is only about 180 190° at full operating temperature that's not really that hot particularly when you're just trying to blow air and pick up air and heat energy off that oil because it's all about the Delta if particularly if you're bringing in cold air that's minus 20° outside and then bringing it through a radiator for a fraction of a second hoping it's going to pick up heat well it's not going to pick up much heat and you're probably going to end up blowing cold there and the amount of heat energy that's being dumped into the oil that you have to get rid of in order to heat the cabin is is just not sufficient so yes there are people that do it it's kind of heavy because you have all this radiator and extra oil lines and and extra thermostats and so it does add weight to the plane and it's not very efficient it doesn't produce a lot of heat particularly when it's very cold so the the reason why most small airplanes use a shroud around the exhaust just like I put in mine and and I'll put a link to the video that I did mine up up here so you can see it is because that exhaust contains exhaust gases that are 1200 1300° very very hot those exhausts are usually glowing red or glowing orange when the engine's running at full power so all you have to do is put a shroud around like I did that and then blow air through that shroud and mine's only 10 in long and in that 10 Ines it picks up so much heat so the air coming into the cockpit is hot it's really hot so the cockpit gets very warm and in fact I've when I've used it I've actually had to turn it down because it was too much heat which is a far cry from the almost zero heat that those airplane was generating when I got it so I'm really pleased with the exhaust uh manifold shroud heating system that I put into this airplane it works really well now there is one downside and that is if you get a crack in your exhaust it could potentially send exhaust gases into the heating shroud and then that goes into your cockpit that's deadly because you have carbon monoxide in those gases which will kill you uh a car carbon monoxide is an odorless and colorless gas and you do not know that you're being impaired by it that is why I have two separate CO detectors in my airplane so if there ever is a problem with the exhaust heating system and I'm getting Co in the cockpit uh hopefully at least one of those Co system systems will alert to me that hey you you've got carbon monoxide in the cockpit and I can then shut off the heat and ventilate the cabin and then land obviously all right the last question I have got this question many times and every time I see it I I think okay I I'm going have to explain this why can't you hold Center Line on takeoff and if you have a look look at my takeoff rules I am I'll usually start on Center Line but I'm usually then I'll start drifting off to one side or the other and and eventually I'll just pull it off and you know rotate and go flying but I'm not holding center line on the on the runway and there actually is a reason for that they're like why can't you hold Center Line well I can if I wanted to I can but I don't and the reason why is because this airplane has a free castering nose wheel it's not steerable like on a Piper Cherokee you have Rudder pedals that are physically linked to the nose wheel so you can physically steer that wheel so all all you have to do on your takeoff roll in one of those airplanes is just use your feet to keep the airplane centered on the center line just by steering the nose wheel this airplane doesn't work that way the only way this airplane can turn is with differential breaking so I can break the left side or I can break the right side and that's how you steer this airplane when I'm on a takeoff roll I don't want to be braking because that's going to slow me down and extend my takeoff Rule and that can then if I have a a engine failure or something that reduces my safety margin of about how how soon can I stop and and uh on the remaining Runway so the idea is you want to get up in the air on in the shortest amount of Runway uh as fast as you can and breaking on a Runway is not the way to do that if I'm on a takeoff roll and I'm starting to drift off the left and I can see I'm I'm going to go off the Runway off to the left for instance then yes I'm going to apply a little bit of right break and bring it back onto the runway but that said often I know it's just drifting a little bit and I can just just by mental calculation I I can say well I'm going to be off I'm going to be rotating long before I get to the edge of the runway so I'm I'm not going to break I'm just going to let the plane do what it wants and once I get up to oh 50 60 knots I can then use the rudds because the Rudders have become effective enough that I can actually use the Rudders to steer the airplane and at that point I don't really care about I'm on Center Line because I'm just about to rotate anyway that said there are sometimes when you will see in some of my videos where I am starting on the runway on one corner I'm I'm nowhere near the center line I actually have physically steered the airplane to the very edge of the runway and I'm taking off and you can see me going diagonal across the runway and there's a reason for that as well because that is when there's a crosswind so if there's a crosswind coming across the runway I'm going to have to use some differential braking to compensate for that crosswind if I have a left crosswind if I'm taking off on a Runway and I've got a wind from the left and it's going to start blowing me to the right that means I need to start applying left brake to keep the wind from blowing me off the Runway but that means it's going to slow down my takeoff rule acceleration which means it's going to extend the length of my takeoff and reduce that safety Factor so when that happens what I will do is I will start on the right side of the runway I will aim down to the left that means I'm facing the airplane more into the crosswind if I have a crosswind from the left that's starting to blow me to the right that's all right because I'm already pointed left diagonally across the runway and I I'll just let it push me for a while and eventually it it'll push me it'll start curving around and to the right again and if need be I can add some left break and and correct for that but usually I don't and if I have enough of a cross where I do maybe I shouldn't be taken off on that Runway anyway that's the answers to the questions that I keep getting asked over and over again I hope that makes some sense to you and you learned something educational here if you have any more questions like this please leave them in the comment section below I love answering these types of questions and I I love that you people are interested enough to ask them in the first place if you do like this kind of video click like on this one and subscribe to the channel then you get notified every time I post a new video I really appreciate when you subscribe to the channel it helps me out so much thanks for watching

Channel: Canard Boulevard

Views: 1,639

Keywords: Canard, Cozy, Cozy MKIV, Long-EZ, Airplane, EAA, Experimental, Flying, Aviation, Takeoff, landing, Heat, Paint Color, Rudders, Slipping, Centerline

Id: V-aKKyRGzO0

Length: 14min 20sec (860 seconds)

Published: Sat Jun 29 2024