Today's Message Index:
----------------------
1. 03:09 AM - Autopilot (DLM)
2. 03:18 AM - a break from building (DLM)
3. 08:14 AM - Re: Autopilot (Bill Mauledriver Watson)
4. 08:43 AM - Re: Infrared Thermometer Gun (Dj Merrill)
5. 09:54 AM - Re: Infrared Thermometer Gun (Robin Marks)
6. 10:10 AM - Static lines (Perry, Phil)
7. 11:02 AM - Re: Static lines (gary)
8. 11:25 AM - Re: Static lines (Jeff Carpenter)
9. 11:51 AM - Re: Autopilot (Scott Schmidt)
10. 12:52 PM - Re: Autopilot (DLM)
11. 02:18 PM - Re: Autopilot (David Maib)
12. 02:31 PM - Re: a break from building (Bill Cannon)
13. 02:45 PM - Re: Autopilot (John Erickson)
14. 03:35 PM - Re: Autopilot (Scott Schmidt)
15. 04:54 PM - Re: Autopilot (rv10flyer)
16. 05:04 PM - Re: Autopilot (Lew Gallagher)
17. 05:31 PM - Re: Wing jacks (Lew Gallagher)
18. 06:04 PM - Re: Re: Autopilot (Linn Walters)
19. 06:48 PM - Re: Re: Autopilot (Jim Combs)
20. 06:51 PM - Re: Re: Autopilot (Jim Combs)
21. 07:21 PM - Sticking new brakes (Lew Gallagher)
22. 07:29 PM - Re: Static lines (Kelly McMullen)
23. 07:34 PM - Re: Sticking new brakes (Perry, Phil)
24. 08:06 PM - Re: Autopilot (DLM)
25. 08:08 PM - Re: Autopilot (Bob Turner)
26. 08:13 PM - Re: Sticking new brakes (DLM)
27. 08:44 PM - Re: Re: Autopilot (DLM)
28. 09:50 PM - Re: Infrared Thermometer Gun (Don McDonald)
Message 1
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IIRC there was a discussion awhile back about the need for an autopilot.
Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to
KFFZ. If you look at the flightaware .com for my aircraft you will see the
need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR
ceilings and visibilities but the constant light to moderate turbulence and
30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The
flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my
weight. I tried numerous block altitudes all to no avail. As a side note ,
at one point the GRT Sport backup had a software lockup which required an in
flight reboot. Pushing the two outboard keys, causes a software reboot
without rebooting the AHRS. The Cheltons with the certified software did not
miss a beat. The ganged switch for the autopilot worked well also. I
switched sources for autopilot input from the none to Chelton and then GRT.
On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted
excursion off course. The Cheltons must have a flight plan or heading mode
for Trutrak guidance; no source causes the Trutrak to maintain heading and
altitude. IMHO all builders should consider at least a basic autopilot to
effectively use the aircraft cross country.
Message 2
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| Subject: | a break from building |
Scientific theory: the rings of Saturn are composed entirely of lost airline
baggage.
An old pilot is one who can remember when flying was dangerous and sex was
safe.
Both optimists and pessimists contribute to the society. The optimist
invented the aeroplane, the pessimist the parachute.
Airlines have really changed, now a flight attendant can get a pilot
pregnant.
If helicopters are so safe, how come there are no vintage/classic helicopter
fly- ins?
Real planes use only a single stick to fly. This is why bulldozers &
helicopters in that order need two.'
There are only three things a copilot should ever say:
1. Nice landing, Sir.
2. I'll buy the first round, Sir.
3. I'll take the ugly one, Sir,
There are only three things a wingman should ever say:
1. Two is up.
2. Lead you are on fire.
3. I'll take the fat chick.
As a pilot, only two bad things can happen to you and one of them will
happen:
a. One day you will walk out to the aircraft knowing that it is your last
flight.
b. One day you will walk out to the aircraft not knowing that it is your
last flight.
There are Rules and there are Laws. The Rules are made by men who think that
they know how to fly your airplane better than you. Laws (of Physics) are
made by the Great One. You can, and sometimes should, suspend the Rules but
you can never suspend the Laws.
About Rules:
a. The rules are a good place to hide if you don't have a better idea and
the talent to execute it.
b. If you deviate from a rule, it must be a flawless performance. (e.g., If
you fly under a bridge, don't hit the bridge).
The ideal pilot is the perfect blend of discipline and aggressiveness.
To become a jet pilot, one must be an egomaniac with low self esteem.
The medical profession is the natural enemy of the aviation profession.
Ever notice that the experts who decree that the age of the pilot is over
are people who have never flown anything? Also, in spite of the intensity of
their feelings that the pilot's day is over, I know of no expert who has
volunteered to be a passenger in a non-piloted aircraft.
Before flight, make sure that your bladder is empty and your fuel tanks are
full!
He who demands everything that his aircraft can give him is a pilot; he that
demands one iota more is a fool.
There are certain aircraft sounds that can only be heard at night, over
water or rugged terrain.
The aircraft limits are only there in case there is to be a future flight by
that particular aircraft. If subsequent flights do not appear likely, there
are no limits.
Flying is a great way of life for men who want to feel like boys, but not
for those who still are.
Flying is a hard way to earn an easy living.
Forget all that stuff about lift, gravity, thrust and drag. An airplane
flies because of money. If God had meant man to fly, He'd have given him
more money.
Hopefully a pilot never runs out of airspeed, altitude, and ideas all at the
same time!!!
"If the Wright brothers were alive today, Wilbur would have to fire Orville
to reduce costs."
(from a past President of DELTA Airlines.)
In the Alaska bush I'd rather have a two hour bladder and three hours of gas
than vice versa.
It's not that all airplane pilots are good-looking. It's just that
goodlooking people seem more capable of flying airplanes. Or so seasoned
observers contend.
I've flown in both pilot seats, can someone tell me why the other one is
always occupied by an idiot?
Son, you're going to have to make up your mind about growing up and becoming
a pilot. You can't do both.
You define a good flight by negatives: you didn't get hijacked, you didn't
crash, you didn't throw up, you weren't late, and you weren't nauseated by
the food.
FAA Motto: We're not happy, till you're not happy.
Never fly the "A" model of anything!
Never fly anything with the paint still on the rudder pedals!
Never jump out of an airplane unless it's burning.
Always strive to have the same number of takeoffs and landings.
The 4 things of no use to any Aviator:
-the altitude above you,
-the runway behind you,
-the fuel in the truck back at the airport.
-the seat belt you're sitting on.
Message 3
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"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8
to KXFL, with a 10 knot tail wind and it felt fast even though I was
flying the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
> IIRC there was a discussion awhile back about the need for an
> autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY,
> KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my
> aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM.
> The weather had good VFR ceilings and visibilities but the constant
> light to moderate turbulence and 30-50 knot headwind components was
> fatiguing even with the Trutrak VSGV. The flight was made mostly
> at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried
> numerous block altitudes all to no avail. As a side note , at one
> point the GRT Sport backup had a software lockup which required an in
> flight reboot. Pushing the two outboard keys, causes a software reboot
> without rebooting the AHRS. The Cheltons with the certified software
> did not miss a beat. The ganged switch for the autopilot worked well
> also. I switched sources for autopilot input from the none to Chelton
> and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or
> you take an unwanted excursion off course. The Cheltons must have a
> flight plan or heading mode for Trutrak guidance; no source causes the
> Trutrak to maintain heading and altitude. IMHO all builders should
> consider at least a basic autopilot to effectively use the aircraft
> cross country.
do not archive
Message 4
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| Subject: | Re: Infrared Thermometer Gun |
On 3/26/2010 10:41 PM, Robin Marks wrote:
> Does anyone have a recommendation on a purchase of a reasonably priced
> IR Thermometer Gun.
$20
<http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=93983>
$25
<http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=93984>
Check the temp range to make sure it is good for what you want to use
it for.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Message 5
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| Subject: | Infrared Thermometer Gun |
Ok, opted for this one found on eBay. $20.00 Delivered. Excellent specs (I
will upgrade if I don=92t find this unit acceptable):
=B7 Item condition: New
=B7 Color: Yellow + Black
=B7 Size: 152mm*130mm*38mm
=B7 Weight: 145g
=B7 Accuracy: =B12C / or =B12%
=B7 Resolution: 0.1C or 0.1F
=B7 Distance Spot Radio: 12:1
=B7 Emissive: 0.95 (Pre-Set)
=B7 C/F Selection function
=B7 Auto Power Shut Off function
=B7 Automatic data hold function
=B7 Low battery indication
=B7 Laser pointer for accurate target aiming
Measurement Temperature range: -32C-375C (-26 =BAF ~716 =BAF)**
=B7 Response Time & Wavelength: 500ms & (8-14um)
=B7 DC 9V battery operation(9V Battery NOT included)
=B7 Backlight selection, enable you see the temperature display at night
=B7 Press and hold the button, this thermometer will read current surfac
e
temperature in 0.5 second
=B7 Help you measure surface temperature of hot, hazardous or difficult
to
reach object without contact
[image: http://www.2211.ca/2010/T1-A.jpg]
[image: http://www.2211.ca/2010/T1-B.jpg]
[image: http://www.2211.ca/2010/T1-C.jpg]
[image: http://www.2211.ca/2010/T1-D.jpg]
[image: http://www.2211.ca/2010/T1-E.jpg]
Message 6
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R2V0dGluZyByZWFkeSB0byBwdXQgdGhlIHN0YXRpYyBsaW5lcyBpbiB0aGUgdGFpbGNvbmUgYmVm
b3JlIHRoZSBzcGFjZSBnZXRzIHJlYWxseSB0aWdodC4gICANCg0KQXJlIG1vc3QgZm9sa3MgcnVu
bmluZyB0aGUgc3RhdGljIGxpbmUgZm9yd2FyZCBvbiB0aGUgcmlnaHQgb3IgbGVmdCBzaWRlIG9m
IHRoZSBhaXJwbGFuZT8gIEknbSB0cnlpbmcgdG8gZGVjaWRlIHdoaWNoIHNpZGUgdG8gaW5zdGFs
bCB0aGUgVC4gDQoNClRoYW5rcywNClBoaWwNCg=
Message 7
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Put the T on the top equal distant from each so that any condensate will
run down hill and out. Then run it to one of the sides.
Gary Specketer
40274 Flying
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Saturday, March 27, 2010 1:07 PM
Subject: RV10-List: Static lines
Getting ready to put the static lines in the tailcone before the space
gets really tight.
Are most folks running the static line forward on the right or left side
of the airplane? I'm trying to decide which side to install the T.
Thanks,
Phil
~=ED=B2=AC=DE=83g(=D3=8D=D3=87qzn
Message 8
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| Subject: | Re: Static lines |
I'm going up the right side as I'm pretty filled up on the left side
with the fat battery wire taking up a lot of the available space
Sent from my iPhone
On Mar 27, 2010, at 10:07 AM, "Perry, Phil" <Phil.Perry@netapp.com>
wrote:
> Getting ready to put the static lines in the tailcone before the
> space gets really tight.
>
> Are most folks running the static line forward on the right or left
> side of the airplane? I'm trying to decide which side to install
> the T.
>
> Thanks,
> Phil
>
> =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=99=C3=8A%=C2=A2=C2
=BD4=C3=93M4}=C2=A7=1Er=B9=C2=AB=B0=C3=C3=A7{=07(=C2=BA=C2=B8
=C5=BE
Message 9
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With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
________________________________
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to
KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to
KXFL, with a 10 knot tail wind and it felt fast even though I was
flying the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
>
>
>IIRC
>there was a discussion awhile back about the need for an autopilot.
>Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG,
>KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you
>will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather
>had good VFR ceilings and visibilities but the constant light to
>moderate turbulence and 30-50 knot headwind components was fatiguing
>even with the Trutrak VSGV. The flight was made mostly at 17" and 2250
>RPM to keep the IAS below Va for my weight. I tried numerous block
>altitudes all to no avail. As a side note , at one point the GRT Sport
>backup had a software lockup which required an in flight reboot.
>Pushing the two outboard keys, causes a software reboot without
>rebooting the AHRS. The Cheltons with the certified software did not
>miss a beat. The ganged switch for the autopilot worked well also. I
>switched sources for autopilot input from the none to Chelton and then
>GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an
>unwanted excursion off course. The Cheltons must have a flight plan or
>heading mode for Trutrak guidance; no source causes the Trutrak to
>maintain heading and altitude. IMHO all builders should consider at
>least a basic autopilot to effectively use the aircraft cross country.
do not archive
Message 10
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That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot
headwinds and in significantly turbulent air for hours should prepare for a
thorough inspection for structural damage upon landing unless the aircraft
is already in several pieces upon reaching the ground. The RV10, IIRC, has a
gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as
gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing
to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as
weight decreases, probably to about 105 KIAS. A call to Vans should confirm
design numbers.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Saturday, March 27, 2010 11:28 AM
Subject: Re: RV10-List: Autopilot
With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
_____
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to
KXFL, with a 10 knot tail wind and it felt fast even though I was flying
the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
IIRC there was a discussion awhile back about the need for an autopilot.
Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to
KFFZ. If you look at the flightaware .com for my aircraft you will see the
need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR
ceilings and visibilities but the constant light to moderate turbulence and
30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The
flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my
weight. I tried numerous block altitudes all to no avail. As a side note ,
at one point the GRT Sport backup had a software lockup which required an in
flight reboot. Pushing the two outboard keys, causes a software reboot
without rebooting the AHRS. The Cheltons with the certified software did not
miss a beat. The ganged switch for the autopilot worked well also. I
switched sources for autopilot input from the none to Chelton and then GRT.
On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted
excursion off course. The Cheltons must have a flight plan or heading mode
for Trutrak guidance; no source causes the Trutrak to maintain heading and
altitude. IMHO all builders should consider at least a basic autopilot to
effectively use the aircraft cross country.
do not archive
Message 11
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A long flight in light to moderate turbulence should not over-stress
any airplane. You probably have a g meter on your Chelton or your GRT
and it will tell the true story. Va is not necessarily related to
turbulent air penetration speed IIRC. Va is the speed that full
deflection of flight controls will not over-stress the airframe.
(Some caveats concerning full rudder application one direction and
then the other in rapid sequence).
David Maib
40559
flying
On Mar 27, 2010, at 3:51 PM, DLM wrote:
That's assuming calm air. Anyone wanting to operate above Va with
30-50 knot headwinds and in significantly turbulent air for hours
should prepare for a thorough inspection for structural damage upon
landing unless the aircraft is already in several pieces upon
reaching the ground. The RV10, IIRC, has a gross weight maneuvering
speed of 125 KIAS; Maneuvering speed reduces as gross weight
decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95
KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as
weight decreases, probably to about 105 KIAS. A call to Vans should
confirm design numbers.
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-
server@matronics.com] On Behalf Of Scott Schmidt
Sent: Saturday, March 27, 2010 11:28 AM
Subject: Re: RV10-List: Autopilot
With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule,
8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though
I was flying the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
>
> IIRC there was a discussion awhile back about the need for an
> autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY,
> KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for
> my aircraft you will see the need. The KDHT to KFFZ was 4:30 for
> 475 NM. The weather had good VFR ceilings and visibilities but the
> constant light to moderate turbulence and 30-50 knot headwind
> components was fatiguing even with the Trutrak VSGV. The flight was
> made mostly at 17" and 2250 RPM to keep the IAS below Va for my
> weight. I tried numerous block altitudes all to no avail. As a
> side note , at one point the GRT Sport backup had a software lockup
> which required an in flight reboot. Pushing the two outboard keys,
> causes a software reboot without rebooting the AHRS. The Cheltons
> with the certified software did not miss a beat. The ganged switch
> for the autopilot worked well also. I switched sources for
> autopilot input from the none to Chelton and then GRT. On the GRT
> the EFIS needs to be in ENAV or HDG mode or you take an unwanted
> excursion off course. The Cheltons must have a flight plan or
> heading mode for Trutrak guidance; no source causes the Trutrak to
> maintain heading and altitude. IMHO all builders should consider at
> least a basic autopilot to effectively use the aircraft cross country.
do not archive
href="http://www.matronics.com/Navigator?RV10-List">http://
www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 12
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| Subject: | Re: a break from building |
I've seen most of those but a few are new to me. One of my favorite stories at
my airline is ......
This old crusty captain going into IAH was given a late descent and told the controller
he'd do what he could to make a crossing restriction. A couple minutes
later the controller asked if he'd make it. He responded he was trying his
best but it looked like he wouldn't. The controller then asked if he had the
boards out (speed brakes). The captain responded "those are for my mistakes
not your mistakes".
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291982#291982
Message 13
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I think you are confusing Va with Vno. Vno (Normal Operating airspeed) is
the airspeed that should not be exceeded except in smooth air. It's the top
of the green arc if your airspeed indicator has the correct speeds on it. Va
is *generally* (with some well known exceptions) the maximum airspeed at
which abrupt max deflection control inputs should not damage your aircraft.
Vno is good for up to 30 ft/sec up/downdrafts (moderate turbulence). If you
are expecting severe turbulence, rather than slowing to Va, I would
recommend using Vno and a heading change to go somewhere else. J
John
RV-10 Wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of DLM
Sent: Saturday, March 27, 2010 1:52 PM
Subject: RE: RV10-List: Autopilot
That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot
headwinds and in significantly turbulent air for hours should prepare for a
thorough inspection for structural damage upon landing unless the aircraft
is already in several pieces upon reaching the ground. The RV10, IIRC, has a
gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as
gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing
to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as
weight decreases, probably to about 105 KIAS. A call to Vans should confirm
design numbers.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Saturday, March 27, 2010 11:28 AM
Subject: Re: RV10-List: Autopilot
With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
_____
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to
KXFL, with a 10 knot tail wind and it felt fast even though I was flying
the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
IIRC there was a discussion awhile back about the need for an autopilot.
Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to
KFFZ. If you look at the flightaware .com for my aircraft you will see the
need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR
ceilings and visibilities but the constant light to moderate turbulence and
30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The
flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my
weight. I tried numerous block altitudes all to no avail. As a side note ,
at one point the GRT Sport backup had a software lockup which required an in
flight reboot. Pushing the two outboard keys, causes a software reboot
without rebooting the AHRS. The Cheltons with the certified software did not
miss a beat. The ganged switch for the autopilot worked well also. I
switched sources for autopilot input from the none to Chelton and then GRT.
On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted
excursion off course. The Cheltons must have a flight plan or heading mode
for Trutrak guidance; no source causes the Trutrak to maintain heading and
altitude. IMHO all builders should consider at least a basic autopilot to
effectively use the aircraft cross country.
do not archive
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/Navigator?RV10-List
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Message 14
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David, I didn't see your post initially. I was responding to the Maule with a 10
knot tail wind.
I've done the headwinds you are talking about, they are no fun.
-Scott
Sent from my iPhone
On Mar 27, 2010, at 1:51 PM, "DLM" <dlm46007@cox.net> wrote:
That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds
and in significantly turbulent air for hours should prepare for a thorough
inspection for structural damage upon landing unless the aircraft is already
in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight
maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight
decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at
2200. My expectation is that the Va reduces from 125 KIAS as weight decreases,
probably to about 105 KIAS. A call to Vans should confirm design numbers.
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Saturday, March 27, 2010 11:28 AM
Subject: Re: RV10-List: Autopilot
With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL,
with a 10 knot tail wind and it felt fast even though I was flying the '10
in my head.
Bill "working on the pants" Watson
DLM wrote:
IIRC there was a discussion awhile back about the need for an autopilot. Just spent
about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If
you look at the flightaware .com for my aircraft you will see the need. The KDHT
to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities
but the constant light to moderate turbulence and 30-50 knot headwind components
was fatiguing even with the Trutrak VSGV. The flight was made mostly
at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block
altitudes all to no avail. As a side note , at one point the GRT Sport backup
had a software lockup which required an in flight reboot. Pushing the two
outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons
with the certified software did not miss a beat. The ganged switch for the
autopilot worked well also. I switched sources for autopilot input from the
none to Chelton and then GRT.
On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion
off course. The Cheltons must have a flight plan or heading mode for Trutrak
guidance; no source causes the Trutrak to maintain heading and altitude.
IMHO all builders should consider at least a basic autopilot to effectively
use the aircraft cross country.
do not archive
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 15
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DLM, you did the right thing! I can see you have done your studying. Slow down
to Va if you feel the need to tighten your seatbelt. Slow down even more if your
light, as your plane will accelerate faster from a gust or turbulence. If your
at Va(higher aoa) your wing will stall before the g load limit is reached
of our airplane(+3.8,-1.9). You can recover from a stall at altitude, but you
won't recover from structural failure. If you are above Va you run the risk of
breaking or bending your airplane. You might get away with just making it uncomfortable
for your passengers and loosening some rivets. At Vno a 30 fps(which
is just a design standard) gust may not hurt your airplane but that is by no
means the highest recorded gust. I don't want to run into that 50 fps gust in
my RV-10 at Vno, and definitely not the 100 fps gust normally found in thunderstorms.
Highest recorded was 224 fps. [/quote]
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291995#291995
Message 16
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Hey David,
I was the one trying to convince the owner/pilot that I'm helping, to add the AP
back before X-mas (thanks again for all who chimed in then) and his wife was
the one who sprang for the AFS (trutrak) system for X-mas to go with his AFS
system.
As a non-flyer/pilot, I understand very little of the language of these current
posts, but I follow ANY positive threads about the AP and try to pass them on.
The AP is installed and functions with ground tests. He was thinking of first
flight today, but did some more taxiing, brake testing instead. Maybe Monday!
Here's a related question (and again, I apologize for my ignorance): the plans
called for a toggle switch to be mounted on the panel to select between GPS or
EFIS input to the AP. That was done, but the tech guys who installed it here
aren't sure how to test which position is which, or even what the purpose is.
I'm sure that will be answered later after the fly off period is done and he
has more interest in the finer bells and whistles, but I thought I'd go ahead
and ask. Probably in the AFS manual or he could call them later, but respond
if you feel like it.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Avionics in, engine started!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291998#291998
Message 17
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OK, I finished the jacks and think I may have answered my own question about why
two are better than one. With one jack, you can jack one wheel at a time, but
it takes a LOT of jacking since the opposite wing drops quite a bit before
the wing you are jacking lifts the wheel. Even with another jack just snugged
up to the opposite wing, it takes much less jacking on the target wing/tire to
get it up, and the plane stays much more level/stable.
Here's another idea (thanks, Bill Z!) that addresses the hydraulic failure issue
for the ram jack style. I measured the height both jacks needed to be to lift
the wheels 3 or 4 inches off the ground (just happens to be the height to level
the plane at the door sills with the nose wheel on the ground) -- comes to
34.5 inches -- then I drilled a 1/4 inch hole in the jack shaft to receive a
safety pin. I countersunk the hole a bit, deburred/polished it so it wouldn't
harm the seals. Works!
I also drilled a 5/8 hole down the top of the jack shaft and concaved out a "dish"
around it with a die grinder to receive the studs I made that screw into the
tiedown holes. The studs have a nut on them that I ground into a rounded shoulder.
Now the studs are anchored into the jack, but are allowed to pivot as
the wing angle changes with jacking.
Here are some pictures of the jacks in progress. I'll take one of the pin adaptation
if anyone is interested.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Avionics in, engine started!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292005#292005
Attachments:
http://forums.matronics.com//files/wingjack4_medium_191.jpg
http://forums.matronics.com//files/wingjack3_medium_189.jpg
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http://forums.matronics.com//files/wingjack1_medium_884.jpg
Message 18
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Almost all switches that select between two 'sources' will be a single
pole (one set of contacts), double throw (has two positions) referred as
a SPDT switch. A common toggle switch has a 'bat handle' (but may also
be flat for aesthetic looks) and looking at the side of the switch the
common lug is in the middle and the 'source' lugs to either side. The
connection is made between the two contacts OPPOSITE from the side the
handle points. A slide switch will close the contacts on the side that
the switch handle is moved TO.
Other switches will have multiple sets DPDT (double pole) 3PDT (3 sets) etc.
Switches for on/off are single pole (SPST) and can also have multiple
sets (DPST) but they aren't terribly common.
The purpose of the switch is to select which equipment provides guidance
to the autopilot ..... the GPS or EFIS .... you answered that part of
the question yourself. The position of the toggle (above) shows what
lugs are 'closed', and following the appropriate wire back to it's piece
of equipment will tell you how to orient the switch.
In flight, turning off one of the autopilot sources and noting the
reaction of the autopilot will tell you what position the switch is in
and you can add the appropriate label. Not the recommended way .....
you should have the switch properly labeled before flight as other
problems could have the same symptoms.
Hope I didn't confuse you more.
Linn
Lew Gallagher wrote:
>
> Hey David,
>
> I was the one trying to convince the owner/pilot that I'm helping, to add the
AP back before X-mas (thanks again for all who chimed in then) and his wife was
the one who sprang for the AFS (trutrak) system for X-mas to go with his AFS
system.
>
> As a non-flyer/pilot, I understand very little of the language of these current
posts, but I follow ANY positive threads about the AP and try to pass them
on.
>
> The AP is installed and functions with ground tests. He was thinking of first
flight today, but did some more taxiing, brake testing instead. Maybe Monday!
>
> Here's a related question (and again, I apologize for my ignorance): the plans
called for a toggle switch to be mounted on the panel to select between GPS
or EFIS input to the AP. That was done, but the tech guys who installed it here
aren't sure how to test which position is which, or even what the purpose
is. I'm sure that will be answered later after the fly off period is done and
he has more interest in the finer bells and whistles, but I thought I'd go ahead
and ask. Probably in the AFS manual or he could call them later, but respond
if you feel like it.
>
> Later, - Lew
>
> --------
> non-pilot
> crazy about building
> NOW OFICIALLY BUILDER #40549
> Avionics in, engine started!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=291998#291998
>
>
>
Message 19
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Lew,
We had the switch installed per the schematics from AFS, but now they claim
it is not needed (Software works differently). We have removed it from the
panel. The AFS AP should be getting all steering commands from the EFIS via
the ARINC. No need to install the switch.
At least that is what we have been told recently.
Jim Combs (N312F - Flying)
On Sat, Mar 27, 2010 at 8:04 PM, Lew Gallagher <lewgall@charter.net> wrote:
>
> Hey David,
>
> I was the one trying to convince the owner/pilot that I'm helping, to add
> the AP back before X-mas (thanks again for all who chimed in then) and his
> wife was the one who sprang for the AFS (trutrak) system for X-mas to go
> with his AFS system.
>
> As a non-flyer/pilot, I understand very little of the language of these
> current posts, but I follow ANY positive threads about the AP and try to
> pass them on.
>
> The AP is installed and functions with ground tests. He was thinking of
> first flight today, but did some more taxiing, brake testing instead. Maybe
> Monday!
>
> Here's a related question (and again, I apologize for my ignorance): the
> plans called for a toggle switch to be mounted on the panel to select
> between GPS or EFIS input to the AP. That was done, but the tech guys who
> installed it here aren't sure how to test which position is which, or even
> what the purpose is. I'm sure that will be answered later after the fly off
> period is done and he has more interest in the finer bells and whistles, but
> I thought I'd go ahead and ask. Probably in the AFS manual or he could call
> them later, but respond if you feel like it.
>
> Later, - Lew
>
> --------
> non-pilot
> crazy about building
> NOW OFICIALLY BUILDER #40549
> Avionics in, engine started!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=291998#291998
>
>
Message 20
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Linn,
The switch on the schematics had to be double pole because it was switching
a RS-429 signal. RS-429 is differential and required two sets of leads to
be toggled.
We have been told by AFS the switch is no longer needed.
Jim Combs
On Sat, Mar 27, 2010 at 9:03 PM, Linn Walters <pitts_pilot@bellsouth.net>wrote:
>
> Almost all switches that select between two 'sources' will be a single pole
> (one set of contacts), double throw (has two positions) referred as a SPDT
> switch. A common toggle switch has a 'bat handle' (but may also be flat
> for aesthetic looks) and looking at the side of the switch the common lug is
> in the middle and the 'source' lugs to either side. The connection is made
> between the two contacts OPPOSITE from the side the handle points. A slide
> switch will close the contacts on the side that the switch handle is moved
> TO.
> Other switches will have multiple sets DPDT (double pole) 3PDT (3 sets)
> etc.
> Switches for on/off are single pole (SPST) and can also have multiple sets
> (DPST) but they aren't terribly common.
>
> The purpose of the switch is to select which equipment provides guidance to
> the autopilot ..... the GPS or EFIS .... you answered that part of the
> question yourself. The position of the toggle (above) shows what lugs are
> 'closed', and following the appropriate wire back to it's piece of equipment
> will tell you how to orient the switch. In flight, turning off one of the
> autopilot sources and noting the reaction of the autopilot will tell you
> what position the switch is in and you can add the appropriate label. Not
> the recommended way ..... you should have the switch properly labeled before
> flight as other problems could have the same symptoms.
>
> Hope I didn't confuse you more.
> Linn
>
>
> Lew Gallagher wrote:
>
>>
>> Hey David,
>>
>> I was the one trying to convince the owner/pilot that I'm helping, to add
>> the AP back before X-mas (thanks again for all who chimed in then) and his
>> wife was the one who sprang for the AFS (trutrak) system for X-mas to go
>> with his AFS system.
>> As a non-flyer/pilot, I understand very little of the language of these
>> current posts, but I follow ANY positive threads about the AP and try to
>> pass them on.
>> The AP is installed and functions with ground tests. He was thinking of
>> first flight today, but did some more taxiing, brake testing instead. Maybe
>> Monday!
>>
>> Here's a related question (and again, I apologize for my ignorance): the
>> plans called for a toggle switch to be mounted on the panel to select
>> between GPS or EFIS input to the AP. That was done, but the tech guys who
>> installed it here aren't sure how to test which position is which, or even
>> what the purpose is. I'm sure that will be answered later after the fly off
>> period is done and he has more interest in the finer bells and whistles, but
>> I thought I'd go ahead and ask. Probably in the AFS manual or he could call
>> them later, but respond if you feel like it.
>>
>> Later, - Lew
>>
>> --------
>> non-pilot
>> crazy about building
>> NOW OFICIALLY BUILDER #40549
>> Avionics in, engine started!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=291998#291998
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 21
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| Subject: | Sticking new brakes |
Oh yeah, here's another one.
We've had trouble with the brakes locking up during the break in taxiing phase.
First we thought it was the protective coat on the rotors gumming up everything,
so I cleaned it all off. Still locked up.
We were on the verge of following another's advice to replace the seals in the
calipers ("if they sit too long on the shelf, they can harden and not allow the
pistons to recede"). Then I remembered a post here long ago about the spring
not being strong enough in the pedal pistons to retract the pedal. I think
they added washers under the cir-clip to increase the spring tension -- that seemed
to me like the piston would still "think" it wasn't fully retracted. At
any rate, I checked, and sure enough -- on the pilot's side both pedals could
be manually retracted about 1/4 inch(measured at the top of the brake pedal)
-- and that slight difference freed up the calipers (since they were off the ground
with our new wing jacks, easy to test!).
The quickest solution I came up with was to adapt a spring for each pedal (the
co-pilot's side retract just fine) on the pilot's side. This spring attaches
to the back side of the pedal hinge connection, wraps around the bottom of the
rudder pedal (cushioned by a short length of vinyl tubing around the spring),
and attaches to the front side of the piston/pedal connection. It pulls the
pedal back every time, non-obtrusive, no more dragging brakes!
It works for now. Others had this problem and found a better solution? Maybe
new pedal pistons? Stronger internal springs? Maybe will "wear in" and loosen
with time?
I can take pictures if there's any interest.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Avionics in, engine started!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292017#292017
Message 22
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| Subject: | Re: Static lines |
I'm planning on running up right side, right under the right baggage
compartment cover, so it doesn't have to dip down under baggage floor.
Tee near top of tail cone, then angle down and right after passing
through a grommet in next bulkhead.
On Sat, Mar 27, 2010 at 11:12 AM, Jeff Carpenter <jeff@westcottpress.com> wrote:
> I'm going up the right side as I'm pretty filled up on the left side with
> the fat battery wire taking up a lot of the available space
>
> Sent from my iPhone
> On Mar 27, 2010, at 10:07 AM, "Perry, Phil" <Phil.Perry@netapp.com> wrote:
>
> Getting ready to put the static lines in the tailcone before the space gets
> really tight.
>
> Are most folks running the static line forward on the right or left side of
> the airplane? I'm trying to decide which side to install the T.
>
> Thanks,
> Phil
>
> ~,%4M4} r{ (
>
>
Message 23
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| Subject: | Re: Sticking new brakes |
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Message 24
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There was no other place to go. Home base is Phoenix area. The entire states
of AZ an NM had a forecast of moderate or better surface to 15000 for the
entire states. (DHT surface conditions today were 330 at 36 with gusts to
40). Winds, yesterday, at 12000 were 30-50 kts from the northwest. This
weather is not uncommon; especially in late afternoon in summer. The ride is
like a roller coaster. If the pilot chooses he can jockey the power from
idle to full power to try and maintain an altitude or ask for the block and
let the AP do it at some moderate power setting. if you are riding in the
back of the Boeing, the first thing you hear when the airplane starts to
buck, is a noticeable power reduction. when operating at Vno in turbulence
there can be tendency to allow airspeed to rapidly increase whether or not
experiencing horizontal gusts. Note that airspeed is measured at one point
on the left wing while other parts may be experiencing greater or lesser
airspeeds. There are V tailed Bonanza drivers who lost their tails when
allowing the nose to drop slightly on descent in turbulence. The FAA finally
got around to ADing the tails after a statistically significant number of
fatals.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Erickson
Sent: Saturday, March 27, 2010 2:42 PM
Subject: RE: RV10-List: Autopilot
I think you are confusing Va with Vno. Vno (Normal Operating airspeed) is
the airspeed that should not be exceeded except in smooth air. It's the top
of the green arc if your airspeed indicator has the correct speeds on it. Va
is *generally* (with some well known exceptions) the maximum airspeed at
which abrupt max deflection control inputs should not damage your aircraft.
Vno is good for up to 30 ft/sec up/downdrafts (moderate turbulence). If you
are expecting severe turbulence, rather than slowing to Va, I would
recommend using Vno and a heading change to go somewhere else. J
John
RV-10 Wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of DLM
Sent: Saturday, March 27, 2010 1:52 PM
Subject: RE: RV10-List: Autopilot
That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot
headwinds and in significantly turbulent air for hours should prepare for a
thorough inspection for structural damage upon landing unless the aircraft
is already in several pieces upon reaching the ground. The RV10, IIRC, has a
gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as
gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing
to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as
weight decreases, probably to about 105 KIAS. A call to Vans should confirm
design numbers.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Saturday, March 27, 2010 11:28 AM
Subject: Re: RV10-List: Autopilot
With the -10 it should have been around 2 hours 42 minutes.
Scott Schmidt
scottmschmidt@yahoo.com
_____
From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
Sent: Sat, March 27, 2010 9:12:43 AM
Subject: Re: RV10-List: Autopilot
"KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to
KXFL, with a 10 knot tail wind and it felt fast even though I was flying
the '10 in my head.
Bill "working on the pants" Watson
DLM wrote:
IIRC there was a discussion awhile back about the need for an autopilot.
Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to
KFFZ. If you look at the flightaware .com for my aircraft you will see the
need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR
ceilings and visibilities but the constant light to moderate turbulence and
30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The
flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my
weight. I tried numerous block altitudes all to no avail. As a side note ,
at one point the GRT Sport backup had a software lockup which required an in
flight reboot. Pushing the two outboard keys, causes a software reboot
without rebooting the AHRS. The Cheltons with the certified software did not
miss a beat. The ganged switch for the autopilot worked well also. I
switched sources for autopilot input from the none to Chelton and then GRT.
On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted
excursion off course. The Cheltons must have a flight plan or heading mode
for Trutrak guidance; no source causes the Trutrak to maintain heading and
altitude. IMHO all builders should consider at least a basic autopilot to
effectively use the aircraft cross country.
do not archive
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 25
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"Va is *generally* (with some well known exceptions) the maximum airspeed at which
abrupt max deflection control inputs should not damage your aircraft. "
Just to nitpick, someone above has the correct definition of Va. It's the speed
at which an accelerated stall happens just as you hit the design load limit (3.8
g for us).
No need to call Vans about Va at lower weights. It scales exactly as stall speed
does, e.g., as the square root of the weight. If you are 20% below gross then
Va goes down about 10% (really 10.56%) (half the percentage being an approximation
to the square root).
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292026#292026
Message 26
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| Subject: | Sticking new brakes |
excellent idea. a loosening of the bolt holding the MATCO brake cylinder
cured my occasional dragging brake problem. It is comforting to know
that even a slight drag can be over come with power. last year at OSH I
noticed a slight drag while taxing for takeoff. I had an IFR out
directly after the air show. since the flagman pulled out IFR traffic
for their reservation departure, although, I noticed a drag, I was
cleared around about 15 other aircraft so I just pushed the throttle
forward and lifted off.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Saturday, March 27, 2010 7:34 PM
Subject: Re: RV10-List: Sticking new brakes
You might try backing off the castle nut one flat. That might free up
the piston so it won't bind.
Phil
----- Original Message -----
From: Lew Gallagher <lewgall@charter.net>
Sent: Sat Mar 27 19:20:50 2010
Subject: RV10-List: Sticking new brakes
Oh yeah, here's another one.
We've had trouble with the brakes locking up during the break in taxiing
phase. First we thought it was the protective coat on the rotors
gumming up everything, so I cleaned it all off. Still locked up.
We were on the verge of following another's advice to replace the seals
in the calipers ("if they sit too long on the shelf, they can harden and
not allow the pistons to recede"). Then I remembered a post here long
ago about the spring not being strong enough in the pedal pistons to
retract the pedal. I think they added washers under the cir-clip to
increase the spring tension -- that seemed to me like the piston would
still "think" it wasn't fully retracted. At any rate, I checked, and
sure enough -- on the pilot's side both pedals could be manually
retracted about 1/4 inch(measured at the top of the brake pedal) -- and
that slight difference freed up the calipers (since they were off the
ground with our new wing jacks, easy to test!).
The quickest solution I came up with was to adapt a spring for each
pedal (the co-pilot's side retract just fine) on the pilot's side. This
spring attaches to the back side of the pedal hinge connection, wraps
around the bottom of the rudder pedal (cushioned by a short length of
vinyl tubing around the spring), and attaches to the front side of the
piston/pedal connection. It pulls the pedal back every time,
non-obtrusive, no more dragging brakes!
It works for now. Others had this problem and found a better solution?
Maybe new pedal pistons? Stronger internal springs? Maybe will "wear
in" and loosen with time?
I can take pictures if there's any interest.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Avionics in, engine started!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292017#292017
=EF=BD=EF=BD~=EF=BD=EF=BD,=03g=EF=BD=EF=BD
Message 27
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According to the Vans site, gross weight stall occurs at 55kts. Assuming a
3.8 load factor, the Va number is 55 times the square root of 3.8 or 55*1.95
or 107 kts. So maybe a call to Krueger is warranted. If the Va of 125 kts is
accurate then the design load factor is higher than normal category.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Saturday, March 27, 2010 8:08 PM
Subject: RV10-List: Re: Autopilot
"Va is *generally* (with some well known exceptions) the maximum airspeed at
which abrupt max deflection control inputs should not damage your aircraft.
"
Just to nitpick, someone above has the correct definition of Va. It's the
speed at which an accelerated stall happens just as you hit the design load
limit (3.8 g for us).
No need to call Vans about Va at lower weights. It scales exactly as stall
speed does, e.g., as the square root of the weight. If you are 20% below
gross then Va goes down about 10% (really 10.56%) (half the percentage being
an approximation to the square root).
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292026#292026
Message 28
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| Subject: | Infrared Thermometer Gun |
Robin... I'm guessing that for this auction they have more than just the on
e you bought.... if that's the case, let us know how well the unit works.
=C2-
Robin, also... do you have a better idea of your schedule later this next w
eek?=C2- Weather permitting, we will be flying in on Thursday morning.=C2
- Hope to see you.
Don
--- On Sat, 3/27/10, Robin Marks <robin@PaintTheWeb.com> wrote:
From: Robin Marks <robin@PaintTheWeb.com>
Subject: RE: RV10-List: Infrared Thermometer Gun
Ok, opted for this one found on eBay. $20.00 Delivered. Excellent specs (I
will upgrade if I don=99t find this unit acceptable):
=C2-
=C2=B7=C2-=C2-=C2- Item condition: New
=C2=B7=C2-=C2-=C2- Color: Yellow + Black
=C2=B7=C2-=C2-=C2- Size: 152mm*130mm*38mm
=C2=B7=C2-=C2-=C2- Weight: 145g
=C2=B7=C2-=C2-=C2- Accuracy: =C2=B12C / or =C2=B12%
=C2=B7=C2-=C2-=C2- Resolution: 0.1C or 0.1F
=C2=B7=C2-=C2-=C2- Distance Spot Radio: 12:1
=C2=B7=C2-=C2-=C2- Emissive: 0.95 (Pre-Set)
=C2=B7=C2-=C2-=C2- C/F Selection function
=C2=B7=C2-=C2-=C2- Auto Power Shut Off function
=C2=B7=C2-=C2-=C2- Automatic data hold function
=C2=B7=C2-=C2-=C2- Low battery indication
=C2=B7=C2-=C2-=C2- Laser pointer for accurate target aiming
Measurement Temperature range: -32C-375C (-26 =C2=BAF ~716 =C2=BAF)
=C2=B7=C2-=C2-=C2- Response Time & Wavelength: 500ms & (8-14um)
=C2=B7=C2-=C2-=C2- DC 9V battery operation(9V Battery NOT included)
=C2=B7=C2-=C2-=C2- Backlight selection, enable you see the temperatur
e display at night
=C2=B7=C2-=C2-=C2- Press and hold the button, this thermometer will r
ead current surface temperature in 0.5 second
=C2=B7=C2-=C2-=C2- Help you measure surface temperature of hot, hazar
dous or difficult to reach object without contact
=C2-
=C2-
=C2-
=C2-
=C2-=0A=0A=0A
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