Today's Message Index:
----------------------
1. 04:49 AM - Re: POH (T.C. Chang)
2. 08:27 AM - Re: RV10-List: Kitlog Pro (RV Builder (Michael Sausen))
3. 08:50 AM - Re: Re: RV10-List: Kitlog Pro (Tim Bryan)
4. 10:11 AM - Re:Vne dependent on TAS? (Glen Matejcek)
5. 11:40 AM - Re: Re: RV10-List: Kitlog Pro (Paul Besing)
6. 02:57 PM - Re: Re:Vne dependent on TAS? (linn Walters)
7. 03:12 PM - RV-7 tipup F768A,Bl,Br subpanel bends (Charlie England)
8. 04:11 PM - Re: Re:Vne dependent on TAS? (David Maib)
9. 04:14 PM - Re: Re:Vne dependent on TAS? (Kevin Horton)
10. 04:42 PM - Re: Re:Vne dependent on TAS? (linn Walters)
11. 05:38 PM - Re: RV-7 tipup F768A,Bl,Br subpanel bends (glaesers)
12. 05:53 PM - Re: Re: RV-7 tipup F768A,Bl,Br subpanel bends (Kyle Boatright)
13. 06:02 PM - Re: Re:Vne dependent on TAS? (David Maib)
14. 07:32 PM - Re: Re:Vne dependent on TAS? (Kelly McMullen)
15. 08:28 PM - TAS and VNE (Wheeler North)
16. 09:43 PM - Re: Re:Vne dependent on TAS? (Robin Marks)
Message 1
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You can find one on Vans Airforce website. I modified that one for my
RV-9A.
http://www.vansairforce.net/poh.htm (one for 9A)
http://tc1234c.googlepages.com/technicalinformation (scroll down the
page)
Ted
------------------------------------------
T.C. Chang
<http://tc1234c.googlepages.com/> http://tc1234c.googlepages.com/
<mailto:tc1234c@roadrunner.com> tc1234c@roadrunner.com
RV-9A, Lycoming (ECI) O320-D2A, 160 hp, Carb, Dual Mag, Sensenich FP
all electric, GRT dual DU H1, TT DigiFlight II VSGV, 128 Hobbs 3/24/2007
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Ross
Sent: Saturday, March 24, 2007 11:01 PM
Subject: RV-List: POH
Guys: Has anyone put together a POH for the -9A? It would be great to
have
one online so as to make the minor changes to airspeed, rate of climb,
and
so on each homebuilt before printing. Thanks, Dan.
Do Not Archive
Message 2
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| Subject: | RE: RV10-List: Kitlog Pro |
Awesome Matt! You are the man!
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Saturday, March 24, 2007 2:29 PM
Subject: RE: RV10-List: Kitlog Pro
--> RV10-List message posted by: Matt Dralle <dralle@matronics.com>
At 05:29 AM 3/22/2007 Thursday, RV Builder (Michael Sausen) wrote:
>Matt bought KitLog?!? Wow, that?s cool! Maybe he will fix the problem where
clicking next on a project web page takes you backward in dates instead of forward.
That? has always drove me nuts along with the run on paragraphs. Spell
check would be great too. I also mentioned to Paul way back when I was beta
testing his 2.0 release that adding the ability to attach files to entries like
scanned receipts to expenses would be useful.
>
>Michael Sausen
Michael/Kitlog Users,
I think you will be pleased. I've updated the "Next/Previous" functionality on
the individual log entry pages so that the function is now more intuitive. Give
it a try and let me know what you think...
http://www.mykitlog.com/users/display_log.php?user=msausen&project=22&category=0&log=16675&row=5
How's that for customer service? Tell a friend!
Best regards,
Matt Dralle
Matronics / Kitlog Pro
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 3
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| Subject: | RE: RV10-List: Kitlog Pro |
Matt,
I am trying to send you an off list email via support at kitlog dot com or
dralle at matronics dot com. Both are being blocked by the barracuda spam
filter. How can I get through to you?
Do Not Archive
Tim
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of Matt Dralle
> Sent: Saturday, March 24, 2007 1:29 PM
> To: rv10-list@matronics.com; rv-list@matronics.com
> Subject: RV-List: RE: RV10-List: Kitlog Pro
>
>
> At 05:29 AM 3/22/2007 Thursday, RV Builder (Michael Sausen) wrote:
> >Matt bought KitLog?!? Wow, thats cool! Maybe he will fix the problem
> where clicking next on a project web page takes you backward in dates
> instead of forward. That has always drove me nuts along with the run on
> paragraphs. Spell check would be great too. I also mentioned to Paul way
> back when I was beta testing his 2.0 release that adding the ability to
> attach files to entries like scanned receipts to expenses would be useful.
> >
> >Michael Sausen
>
> Michael/Kitlog Users,
>
> I think you will be pleased. I've updated the "Next/Previous"
> functionality on the individual log entry pages so that the function is
> now more intuitive. Give it a try and let me know what you think...
>
> http://www.mykitlog.com/users/display_log.php?user=msausen&project=22&cate
> gory=0&log=16675&row=5
>
> How's that for customer service? Tell a friend!
>
> Best regards,
> Matt Dralle
> Matronics / Kitlog Pro
>
>
>
> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
>
Message 4
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| Subject: | Re:Vne dependent on TAS? |
Hi Lynn-
The example you cite is fine as long as all on does is fly straight and level.
But consider the fellow that is on a long X/C, cruising along at 17,500. He's
probably indicating 1/3 to 1/2 of Vne at the most. At top of descent he lowers
the nose and keeps the power set. Before long he's indicating close to red
line while still descending through the teens. His TAS is now well above Vne
and bingo, flutter is a threat.
>
>I'm confused. Well, maybe not. If the discussion is based on 'bigger
>engines', then I can see the basis for the discussion. However, VNE
>probably can't be attained in level flight ...... even with a lot of
>extra HP, so the VNE/TAS discussion should die right there. In the
>absence of a turbo, flying at altitude will make that attempt even
>farther from attainment. Also, the flutter design limit is higher than
>VNE (or should be :-P ) so that shouldn't be a problem.
>So, where's the fear??
>Linn
Glen Matejcek
Message 5
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| Subject: | Re: RE: RV10-List: Kitlog Pro |
Matt and I have been working together on this for a long time. I think Matt has
the resources, skills, frankly more time than I do to really take KitLog to
the next level. He's finishing up 2.1 right now, and I'm helping him get that
off the ground. Expect some great things to come from KitLog with Matt running
the show. We all know how he's done with the list for the last 17 years or
so, so I have 100% confidence that he'll take our creation to even a better product!
Paul Besing
"RV Builder (Michael Sausen)" <rvbuilder@sausen.net> wrote:
Awesome Matt! You are the man!
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Saturday, March 24, 2007 2:29 PM
Subject: RE: RV10-List: Kitlog Pro
--> RV10-List message posted by: Matt Dralle
At 05:29 AM 3/22/2007 Thursday, RV Builder (Michael Sausen) wrote:
>Matt bought KitLog?!? Wow, that?s cool! Maybe he will fix the problem where clicking
next on a project web page takes you backward in dates instead of forward.
That? has always drove me nuts along with the run on paragraphs. Spell check
would be great too. I also mentioned to Paul way back when I was beta testing
his 2.0 release that adding the ability to attach files to entries like scanned
receipts to expenses would be useful.
>
>Michael Sausen
Michael/Kitlog Users,
I think you will be pleased. I've updated the "Next/Previous" functionality on
the individual log entry pages so that the function is now more intuitive. Give
it a try and let me know what you think...
http://www.mykitlog.com/users/display_log.php?user=msausen&project=22&category=0&log=16675&row=5
How's that for customer service? Tell a friend!
Best regards,
Matt Dralle
Matronics / Kitlog Pro
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
---------------------------------
Get your own web address.
Message 6
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| Subject: | Re:Vne dependent on TAS? |
Glen ..... thanks for the 'view' ...... however, I think the engine is
going to be way over redline before VNE would be capable ..... in a
reasonable descent. I don't have a problem wrapping up my O-360 to 3300
on the backside of a loop or hammerhead in my Pitts ..... but I doubt
the average pilot in the RV-10 would be that vertical!!! Since I don't
have a -10 to 'play with' yet, this is all speculation on my part. I
just don't see running a steep downhill with full power as normal operation.
Anyone know what the design flutter speed is???
Linn
do not archive
Glen Matejcek wrote:
>
>Hi Lynn-
>
>The example you cite is fine as long as all on does is fly straight and level.
But consider the fellow that is on a long X/C, cruising along at 17,500. He's
probably indicating 1/3 to 1/2 of Vne at the most. At top of descent he lowers
the nose and keeps the power set. Before long he's indicating close to red
line while still descending through the teens. His TAS is now well above Vne
and bingo, flutter is a threat.
>
>
>
>
>>I'm confused. Well, maybe not. If the discussion is based on 'bigger
>>engines', then I can see the basis for the discussion. However, VNE
>>probably can't be attained in level flight ...... even with a lot of
>>extra HP, so the VNE/TAS discussion should die right there. In the
>>absence of a turbo, flying at altitude will make that attempt even
>>farther from attainment. Also, the flutter design limit is higher than
>>VNE (or should be :-P ) so that shouldn't be a problem.
>>So, where's the fear??
>>Linn
>>
>>
>
>
>Glen Matejcek
>
>
>
>
Message 7
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| Subject: | RV-7 tipup F768A,Bl,Br subpanel bends |
I'm clecoing the structure between the instrument panel & firewall. It's
obvious that there should be a bend in F768 (also the firewall) but I
can't find any notes on the plans or the instructions on the bend line
or angle.
Does Van expect the natural curve to take care of things, or am I
missing the bend info in the plans?
Thanks,
Charlie
Message 8
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| Subject: | Re:Vne dependent on TAS? |
I believe the issue is that Vne is a function of True AS at high
altitude. As Glen pointed out, Indicated AS will be well below Vne in
that scenario, but True AS may be fairly close. I don't believe the
engine will go over redline in the scenario that Glen has put forth
either. In fact, that is a very normal descent profile for me in my
Bonanza. The constant speed prop keeps the RPM pretty much right
where I set it. I will eventually have to reduce MP or RPM to keep
speed down, but if all I was worried about was Indicated AS in that
scenario, I could easily exceed Vne in True AS. In short, I could
have an Indicated AS well below Vne and be perilously close to, or
even over Vne as far as True AS is concerned.
My 2 cents worth, and that is exactly what it is worth!
David Maib
40559
Wings
On Mar 25, 2007, at 5:53 PM, linn Walters wrote:
Glen ..... thanks for the 'view' ...... however, I think the engine
is going to be way over redline before VNE would be capable ..... in
a reasonable descent. I don't have a problem wrapping up my O-360 to
3300 on the backside of a loop or hammerhead in my Pitts ..... but I
doubt the average pilot in the RV-10 would be that vertical!!! Since
I don't have a -10 to 'play with' yet, this is all speculation on my
part. I just don't see running a steep downhill with full power as
normal operation.
Anyone know what the design flutter speed is???
Linn
do not archive
Glen Matejcek wrote:
>
> Hi Lynn-
>
> The example you cite is fine as long as all on does is fly straight
> and level. But consider the fellow that is on a long X/C, cruising
> along at 17,500. He's probably indicating 1/3 to 1/2 of Vne at the
> most. At top of descent he lowers the nose and keeps the power
> set. Before long he's indicating close to red line while still
> descending through the teens. His TAS is now well above Vne and
> bingo, flutter is a threat.
>
>
>> I'm confused. Well, maybe not. If the discussion is based on
>> 'bigger
>> engines', then I can see the basis for the discussion. However, VNE
>> probably can't be attained in level flight ...... even with a lot of
>> extra HP, so the VNE/TAS discussion should die right there. In the
>> absence of a turbo, flying at altitude will make that attempt even
>> farther from attainment. Also, the flutter design limit is higher
>> than
>> VNE (or should be :-P ) so that shouldn't be a problem.
>> So, where's the fear??
>> Linn
>>
>
> Glen Matejcek
>
>
Message 9
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| Subject: | Re:Vne dependent on TAS? |
If our hypothetical guy in descent has a constant speed prop, then it
will adjust its pitch to keep the engine from overspeeding. This
assumes that the coarse pitch stop on the prop is suitably set.
Kevin Horton
On 25 Mar 2007, at 18:53, linn Walters wrote:
> Glen ..... thanks for the 'view' ...... however, I think the engine
> is going to be way over redline before VNE would be capable .....
> in a reasonable descent. I don't have a problem wrapping up my
> O-360 to 3300 on the backside of a loop or hammerhead in my
> Pitts ..... but I doubt the average pilot in the RV-10 would be
> that vertical!!! Since I don't have a -10 to 'play with' yet, this
> is all speculation on my part. I just don't see running a steep
> downhill with full power as normal operation.
> Anyone know what the design flutter speed is???
> Linn
> do not archive
> Glen Matejcek wrote:
>> <aerobubba@earthlink.net> Hi Lynn- The example you cite is fine as
>> long as all on does is fly straight and level. But consider the
>> fellow that is on a long X/C, cruising along at 17,500. He's
>> probably indicating 1/3 to 1/2 of Vne at the most. At top of
>> descent he lowers the nose and keeps the power set. Before long
>> he's indicating close to red line while still descending through
>> the teens. His TAS is now well above Vne and bingo, flutter is a
>> threat.
>>> I'm confused. Well, maybe not. If the discussion is based on
>>> 'bigger engines', then I can see the basis for the discussion.
>>> However, VNE probably can't be attained in level flight ......
>>> even with a lot of extra HP, so the VNE/TAS discussion should die
>>> right there. In the absence of a turbo, flying at altitude will
>>> make that attempt even farther from attainment. Also, the flutter
>>> design limit is higher than VNE (or should be :-P ) so that
>>> shouldn't be a problem. So, where's the fear?? Linn
>> Glen Matejcek
Message 10
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| Subject: | Re:Vne dependent on TAS? |
David, I see the point. I've been following a fixed pitch prop almost
all my flying years ..... and in this case I think the constant speed
prop will make the difference in controlling engine RPM. However, can
someone put some real numbers to the scenario??? If it's been done and
I missed it, lemme know and I'll search.
Linn
do not archive
David Maib wrote:
> I believe the issue is that Vne is a function of True AS at high
> altitude. As Glen pointed out, Indicated AS will be well below Vne in
> that scenario, but True AS may be fairly close. I don't believe the
> engine will go over redline in the scenario that Glen has put forth
> either. In fact, that is a very normal descent profile for me in my
> Bonanza. The constant speed prop keeps the RPM pretty much right where
> I set it. I will eventually have to reduce MP or RPM to keep speed
> down, but if all I was worried about was Indicated AS in that
> scenario, I could easily exceed Vne in True AS. In short, I could have
> an Indicated AS well below Vne and be perilously close to, or even
> over Vne as far as True AS is concerned.
>
> My 2 cents worth, and that is exactly what it is worth!
>
> David Maib
> 40559
> Wings
>
>
> On Mar 25, 2007, at 5:53 PM, linn Walters wrote:
>
> Glen ..... thanks for the 'view' ...... however, I think the engine is
> going to be way over redline before VNE would be capable ..... in a
> reasonable descent. I don't have a problem wrapping up my O-360 to
> 3300 on the backside of a loop or hammerhead in my Pitts ..... but I
> doubt the average pilot in the RV-10 would be that vertical!!! Since
> I don't have a -10 to 'play with' yet, this is all speculation on my
> part. I just don't see running a steep downhill with full power as
> normal operation.
> Anyone know what the design flutter speed is???
> Linn
> do not archive
> Glen Matejcek wrote:
>
>>
>>Hi Lynn-
>>
>>The example you cite is fine as long as all on does is fly straight and level.
But consider the fellow that is on a long X/C, cruising along at 17,500. He's
probably indicating 1/3 to 1/2 of Vne at the most. At top of descent he lowers
the nose and keeps the power set. Before long he's indicating close to
red line while still descending through the teens. His TAS is now well above
Vne and bingo, flutter is a threat.
>>
>>
>>
>>
>>>I'm confused. Well, maybe not. If the discussion is based on 'bigger
>>>engines', then I can see the basis for the discussion. However, VNE
>>>probably can't be attained in level flight ...... even with a lot of
>>>extra HP, so the VNE/TAS discussion should die right there. In the
>>>absence of a turbo, flying at altitude will make that attempt even
>>>farther from attainment. Also, the flutter design limit is higher than
>>>VNE (or should be :-P ) so that shouldn't be a problem.
>>>So, where's the fear??
>>>Linn
>>>
>>>
>>Glen Matejcek
>>
>>
>>
>>
>>
>>
>
>
>href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
>href="http://forums.matronics.com">http://forums.matronics.com
>
>
Message 11
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| Subject: | Re: RV-7 tipup F768A,Bl,Br subpanel bends |
Charlie,
I never found a callout for a bend. Dwg 24A Section A-A shows the angle -
but no callout. I just clecoed (and eventually riveted) everything and let
that bend the parts. Same for the firewall.
Dennis Glaeser
RV-7A Tip-Up
----------------------------------------------------------------------------
--------------------
I'm clecoing the structure between the instrument panel & firewall. It's
obvious that there should be a bend in F768 (also the firewall) but I
can't find any notes on the plans or the instructions on the bend line
or angle.
Does Van expect the natural curve to take care of things, or am I
missing the bend info in the plans?
Thanks,
Charlie
Message 12
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| Subject: | Re: RV-7 tipup F768A,Bl,Br subpanel bends |
In the RV-6 plans, the instructions were to clamp a board on both sides of
the firewall along the top of the bend line and use the boards as a brake to
make the bend. Properly done, you can get a nice crease along a straight
line.
KB
----- Original Message -----
From: "glaesers" <glaesers@wideopenwest.com>
Sent: Sunday, March 25, 2007 8:33 PM
Subject: RV-List: Re: RV-7 tipup F768A,Bl,Br subpanel bends
>
> Charlie,
>
> I never found a callout for a bend. Dwg 24A Section A-A shows the angle -
> but no callout. I just clecoed (and eventually riveted) everything and
> let
> that bend the parts. Same for the firewall.
>
> Dennis Glaeser
> RV-7A Tip-Up
>
> ----------------------------------------------------------------------------
> --------------------
> I'm clecoing the structure between the instrument panel & firewall. It's
> obvious that there should be a bend in F768 (also the firewall) but I
> can't find any notes on the plans or the instructions on the bend line
> or angle.
>
> Does Van expect the natural curve to take care of things, or am I
> missing the bend info in the plans?
>
> Thanks,
>
> Charlie
>
>
>
Message 13
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| Subject: | Re:Vne dependent on TAS? |
Somebody on this forum recently mentioned finding a good article
about it in Vans Rvator publication. I am not sure how old it is or
when it was published.
David
On Mar 25, 2007, at 7:37 PM, linn Walters wrote:
David, I see the point. I've been following a fixed pitch prop
almost all my flying years ..... and in this case I think the
constant speed prop will make the difference in controlling engine
RPM. However, can someone put some real numbers to the scenario???
If it's been done and I missed it, lemme know and I'll search.
Linn
do not archive
David Maib wrote:
> I believe the issue is that Vne is a function of True AS at high
> altitude. As Glen pointed out, Indicated AS will be well below Vne
> in that scenario, but True AS may be fairly close. I don't believe
> the engine will go over redline in the scenario that Glen has put
> forth either. In fact, that is a very normal descent profile for me
> in my Bonanza. The constant speed prop keeps the RPM pretty much
> right where I set it. I will eventually have to reduce MP or RPM to
> keep speed down, but if all I was worried about was Indicated AS in
> that scenario, I could easily exceed Vne in True AS. In short, I
> could have an Indicated AS well below Vne and be perilously close
> to, or even over Vne as far as True AS is concerned.
>
> My 2 cents worth, and that is exactly what it is worth!
>
> David Maib
> 40559
> Wings
>
>
> On Mar 25, 2007, at 5:53 PM, linn Walters wrote:
>
> Glen ..... thanks for the 'view' ...... however, I think the engine
> is going to be way over redline before VNE would be capable .....
> in a reasonable descent. I don't have a problem wrapping up my
> O-360 to 3300 on the backside of a loop or hammerhead in my
> Pitts ..... but I doubt the average pilot in the RV-10 would be
> that vertical!!! Since I don't have a -10 to 'play with' yet, this
> is all speculation on my part. I just don't see running a steep
> downhill with full power as normal operation.
> Anyone know what the design flutter speed is???
> Linn
> do not archive
> Glen Matejcek wrote:
>> <aerobubba@earthlink.net>
>>
>> Hi Lynn-
>>
>> The example you cite is fine as long as all on does is fly
>> straight and level. But consider the fellow that is on a long X/
>> C, cruising along at 17,500. He's probably indicating 1/3 to 1/2
>> of Vne at the most. At top of descent he lowers the nose and
>> keeps the power set. Before long he's indicating close to red
>> line while still descending through the teens. His TAS is now
>> well above Vne and bingo, flutter is a threat.
>>
>>
>>
>>> I'm confused. Well, maybe not. If the discussion is based on
>>> 'bigger
>>> engines', then I can see the basis for the discussion. However, VNE
>>> probably can't be attained in level flight ...... even with a lot of
>>> extra HP, so the VNE/TAS discussion should die right there. In the
>>> absence of a turbo, flying at altitude will make that attempt even
>>> farther from attainment. Also, the flutter design limit is
>>> higher than
>>> VNE (or should be :-P ) so that shouldn't be a problem.
>>> So, where's the fear??
>>> Linn
>>>
>> Glen Matejcek
>>
>>
>>
>>
>>
>
> href="http://www.matronics.com/Navigator?RV-List">http://
> www.matronics.com/Navigator?RV-List
> href="http://forums.matronics.com">http://forums.matronics.com
>
>
Message 14
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| Subject: | Re:Vne dependent on TAS? |
This all depends on whether you are discussing a certified aircraft or
one of the RVs. Certified aircraft have been tested to a dive speed a
percentage above Vne sufficient to account for all situations where one
could get fast enough to worry about TAS. I have no hesitation about
pushing over from any altitude my Mooney will reach (FL180+) and letting
airspeed build to within 5mph of Vne and holding it there, assuming
smooth air. At 18K my IAS level flight will be around 120 mph where Vne
is 189mph. Perhaps some RVs don't have as much a flutter margin.
do not archive
David Maib wrote:
> I believe the issue is that Vne is a function of True AS at high
> altitude. As Glen pointed out, Indicated AS will be well below Vne in
> that scenario, but True AS may be fairly close. I don't believe the
> engine will go over redline in the scenario that Glen has put forth
> either. In fact, that is a very normal descent profile for me in my
> Bonanza. The constant speed prop keeps the RPM pretty much right where
> I set it. I will eventually have to reduce MP or RPM to keep speed
> down, but if all I was worried about was Indicated AS in that
> scenario, I could easily exceed Vne in True AS. In short, I could have
> an Indicated AS well below Vne and be perilously close to, or even
> over Vne as far as True AS is concerned.
>
> My 2 cents worth, and that is exactly what it is worth!
>
> David Maib
> 40559
> Wings
>
>
> O
>
Message 15
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I also don't entirely agree with the Kruger article.
Flutter is not a function of velocity directly, it is a function of
force acting upon the components which may flutter. While the air
molecules are going by at a faster rate there are far less of them so
the resultant force doesn't nearly increase at the rate TAS does with
gains in altitude.
Flutter is properly called negative dynamic stability and it requires
positive static stability to occur. Positive static force pushes the
control back to its neutral condition. When it's coupled to inertia and
the resultant forces are able to move the control beyond that to a
position greater then the original upset than that is negative dynamic
stability AKA flutter. Mass aft of the pivot line adds to the inertia,
mass at or just fwd of it takes away from the inertia. However it is
force that causes the initial positive static desire to return to
neutral and beyond. And it doesn't change too much with changes in
altitude. If it did you would be able to notice it in the feel of the
stick as altitude changed.
This is one of the primary reasons we use VNE and all the other numbers
in indicated units.
W
Message 16
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| Subject: | Re:Vne dependent on TAS? |
http://www.vansaircraft.com/pdf/hp_limts.pdf
Robin
________________________________
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Maib
Sent: Sunday, March 25, 2007 6:01 PM
Subject: Re: RV-List: Re:Vne dependent on TAS?
Somebody on this forum recently mentioned finding a good article about
it in Vans Rvator publication. I am not sure how old it is or when it
was published.
David
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