IMPULSE Flights

[brianyemail-nsrca at yahoo.com]

Yep, the 92 mm would fit the Impact better as well. TT made the 3.5" to fit the Impact but got the wrong measurement. The 3.5" looks ok just not perfect on the Impact.
 
I have used the ES Composites 92mm spinner to start my YS 1.60 once, it started it fine but the back plate of the spinner slips, its not knurled. The ES spinner I have actually appears to be from either fiberglass or aramid, its not black like I would expect carbon to be. 
 
Brian

Clay Schmidt <clay2 at highstream.net> wrote:
I emailed True Turn last week about a spinner for my Impulse and they told me they had no plans to produce a 92 mm spinner.  I sure wish they would.
 
Clay Schmidt
 
----- Original Message ----- 
From: vicenterc at comcast.net 
To: discussion at nsrca.org 
Sent: Monday, August 15, 2005 7:12 AM
Subject: RE: IMPULSE Flights


Hi Dan,
 
Nice report.  Probably the spinner is 92 mm which is over 3.5 inches (3.62").  Is this is correct the spinner is the same size that the Abbra uses.  I know that ES composites sell that size.  I agree, the spinners are light and will be hard on them when using the DZ.  ES composites sells a carbon fiber spinner that is stronger but not sure how compares with the Impuse spinner.  As you know I use 2C engine and I usually start the engine by hand.  
 
I think I saw an e-mail from someone in the list that TT is making an aluminum spinner that is 3 5/8" = 92.075mm.  That would be the ideal solution for YS users.  The only draw back is that could be a little more heavier.
 
See ya at St. Louis. 
 
Vicente
 
-------------- Original message -------------- 
st1\:* {	BEHAVIOR: url(#default#ieooui)}
Due to Mike’s generosity and trust, I was able to get a flight on his new Impulse today.  I thought I might add a few comments to his thread on the flight characteristics to this point.  Keep in mind that this is a very new plane and a very new engine that is still running pretty rich.  The plane is light in weight and it flies “light”.  The controls are pretty sensitive but can be controlled with throws set up for personal taste.  The roll rate is somewhat dependant on airspeed as is the usual case.  Elevator has a very nice feel but it did take a bit more push for inverted flight than I am used to.  With that said the plane does not show any other tail heavy tendencies at this point.  

 

Uplines were straight and had a pretty nice locked in feel, downlines were dead on, without the usual throttle to elev. Mix, at least to this point.  Small amount of mixing with rudder to elevator for a pitch to belly in both rudder directions, very little if any roll coupling was noticed today but that will be checked out a little more thoroughly in the next few days.  Rolls at this time seem to be pretty darn axial, but this too, will be looked at more closely.  Snaps and spins were tinkered with today but they will need some fine tuning in the set up.  Plane would spin with the current cruise controls but would not really snap, so conditions will need to be set.  We had some crosswind this afternoon but not in the strong range.  Without getting into the “weathervaning” banter but for lack of a better word, the plane did like to weathervane into the crosswind, but being a light, wide and deep bodied plane that is not surprising at all.  The rudder is pretty powerful on this plane
 and it will take some flights to get the cruise set up right and to the feel of the rudder.  Slow and point rolls are very easy with this plane and should only get better with some additional trimming.

 

The Impulse is a very constant speed type plane; the addition of throttle does not really speed the plane up very much but certainly will sustain an upline.  Downlines are not dead slow but they are slow and constant and do not seem to increase very much in an extended line.

 

That is about all I can say with only the one flight on the plane at this time.  It does appear to be a quality flying aircraft and with proper trimming and set up for individual preferences I can see this plane being very competitive and well received.

 

Hardware and construction:

 

The craftsmanship on the kit is very nice, not perfect by any means but certainly up to and surpassing most of what has been available to us lately.  The trend the past few years has been to save as much weight/cost as possible in the cowl and canopy areas.  This one is no different in that respect.  The cowling is large and pretty flimsy.  It needs reinforcement right out of the box.  One kickback from a DZ or one little over zealous hand on the nose during start up can crack this puppy real fast.  The firewall and motor mount combo seems good at this point.  The CF spinner is a bit of a pain.  It does not take much for the back plate and the prop to loosen their grip with each other with the prop becoming loose and the spinner cone loosening.  This can happen to the point of the back plate twisting to the nose and binding on the nose of the plane.  I am not sure how long the spinner will hold up to the use of an electric start either.  As seems to be the case of the imports, the
 spinner is an odd size to us.  It is large with a 3.5” tru turn being a bit small as well as a bit expensiveJ.  I think this fit could be managed with a bit of work around the aircrafts nose, which would allow an aluminum spinner and would avoid the CF spinner problems.

 

I don’t know if any of this rambling has been helpful or informative but I hope it has been.  Several people have wanted to get some kind of flight report on this model so Mike and I thought we would get out as much as we have at this point and time.  I think the plane is a good one and the outlook for it is pretty bright, at least after one flightJ,

 

Dan Curtis

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