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bubb375, I don't subscribe to your argument about rivet heads. I'd bet the FAA doesn't either. There is always out of plane loads applied to fasteners. Especially rivets with missing heads.

Make the parts exactly as Rutan tells you to do it. If he doesn't give grain orientation, then don't worry about it.

One more note, there is an enviromental movement to out law the manufacture of MM. It is already out lawed in Canada.

Actually, I think it's Lycoming that sells the additive.

The manufactures generally, publish performance maps for each of their blowers. If for some reason yours doesn't ask them to size the blower.

Generally, hydraulic cylinders are not designed to have air-tight seals. You would have to do some checking on the seal design if you are planning a 'mis-application' of the component.

How did he keep the fuel from auto-ignighting at those temperatures. Avaition jet fuel's auto ignight about about 450 to 500° F.

You have stability issues to address, too. Where and how the load is applied. Tubing as a slight advantage is you are applying the load off center of the beam.

Are you the Stache that's an FAA guy?

Piper has their own additive. It's ~$17 per quart.

Higher Octane gas has the same heat energy as low octane gas. The octane only alters the pre-ignition properties. Timing is a function of engine speed and mixture settings. A typical O-360 (lycoming) has a timing setting of 25° BTDC. (2500 rpm). Faster engines will have earlier settings...

Get a copy of Petterson's Stress Concentration Handbook. The Kt of 2 is most likely a safety factor.

That is basically correct. But, there are other military tools. Including VOR capability is going to depend on how many airports you want available. Many ILS approaches utilize GPS, VOR, DME, or NDB stations. If you leave VOR out, you are eliminating more than 40% of available instrument...

It doesn't look very efficient, to me. But, what's most important is not shown. That is the inlet (my judgment based on the picture)design. And if there is any power driving the air. The exit design doesn't extend out of the boundary layer. There will be no 'suction' created from that design...

NACA Research Memorandum (RM-A7I30) provides a good description of the 'typical' NACA submerged duct. You can download this PDF file from the NASA web site. I am not sure I understand what you are describing as a 'reverse' NACA duct. What I am picturing is a duct that sticks out into the...

Stress concentration factors are for fatigue analysis. Not, stress analysis.

Here is an aircraft site that discusses lean engine operation. Becareful, this guy has a financial intrest in GAMI. And, he is engineeringly incorrect in many of his statements. You will also notice, he doesn't think much of engineers. Especially aircraft engine engineers...

They are great books. Don't know anything about the software. I made my own in MathCad.

Tower guy, I used to design towers and crane booms. I think you limited by regulatory requirements. Back in my day, the areas that were difficult to predict was the interference drag at the vertex of the chords and lacing. The designs that supplied the superior drag factors, dis-allowed using...

The APUs I have worked with generally have exhaust temperatures ranging from a min of 900° F to 1400° F. With failure modes that can provide 1700° F. I believe I had to Inconel fasteners. Be sure of your mixing temperatures. Allied Signal ( I think they are Honeywell now) publishes an APU...