Today's Message Index:
----------------------
1. 02:28 AM - Re: Another use for an RV-10: hauling an RV-12 (Rob Kermanj)
2. 05:10 AM - Re: Another use for an RV-10: hauling an RV-12 (jkreidler)
3. 06:24 AM - Re: Front seat heat (johngoodman)
4. 07:31 AM - Re: RV-10 Stall Characteristics (what just happened here?) (rv10flyer)
5. 08:04 AM - Re: RV-10 Stall Characteristics (what just happened here?) (woxofswa)
6. 08:56 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Linn)
7. 09:36 AM - front seat heat ()
8. 09:36 AM - Re: Re: RV-10 Stall Characteristics (what just happened here?) (Dave Saylor)
9. 09:40 AM - Re: Re: RV-10 Stall Characteristics (what just happened here?) (Dave Saylor)
10. 09:43 AM - Re: front seat heat (Seano)
11. 10:01 AM - Re: front seat heat (jim@JimVillani.com)
12. 10:03 AM - go pro mounts (Strasnuts)
13. 10:08 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Dave Saylor)
14. 10:21 AM - Re: RV-10 Stall Characteristics (what just happened here?) (rv10flyer)
15. 10:29 AM - Re: go pro mounts (William Greenley)
16. 10:45 AM - Re: RV-10 Stall Characteristics (what just happened here?) (rv10flyer)
17. 10:58 AM - Re: go pro mounts (Seano)
18. 11:04 AM - Re: Re: RV-10 Stall Characteristics (what just happened here?) (Linn)
19. 01:44 PM - Re: front seat heat (Ed Kranz)
20. 01:58 PM - Re: front seat heat (jim@JimVillani.com)
21. 04:09 PM - Re: go pro mounts (Dave Bowman)
22. 04:56 PM - Re: go pro mounts (Seano)
23. 05:11 PM - Re: go pro mounts (Sean Stephens)
24. 05:30 PM - Re: RV-10 Stall Characteristics (what just happened here?) (Bob Turner)
25. 06:13 PM - Re: Front seat heat (rv10flyer)
26. 07:46 PM - Behind the curve, was RV-10 Stall Characteristics (Dave Saylor)
27. 07:53 PM - Re: go pro mounts (Robin Marks)
28. 08:42 PM - Re: Behind the curve, was RV-10 Stall Characteristics (Bob Turner)
Message 1
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| Subject: | Re: Another use for an RV-10: hauling an RV-12 |
Neat Story.
On Mar 2, 2013, at 5:08 PM, Dan Masys <dmasys@u.washington.edu> wrote:
>
> We flew our RV-10 down to Oregon yesterday to become, as far as Van's employees could remember, the first ones ever to pick up an RV-12 fuselage kit and fly away with it in a -10. Great fun. Full story and pics at: http://faculty.washington.edu/dmasys/RV12inRV10.html
>
> -Dan Masys
> RV-10 N104LD
> RV-12 N122LD
>
>
>
>
>
>
Message 2
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| Subject: | Re: Another use for an RV-10: hauling an RV-12 |
So from now on it can be claimed that this is the fastest RV-12 which on its first
flight cruised at 170+ TAS.
--------
Jason Kreidler
4 Partner Build - Sheboygan Falls, WI
Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
N44YH - Flying - #40617
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395485#395485
Message 3
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| Subject: | Re: Front seat heat |
Electric Seat heaters work great. We rarely need much heated air.
John
--------
#40572 Phase One complete and flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395490#395490
Message 4
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
I practice full power, idle, flap and no flap stalls every few months with the
family and xc trip loading at 3-5,000' AGL. This puts us at gross and my CG at
15.93" with full fuel. At the end of our 4.5 hr trip to Florida we were at 16.70",
which made for a very touchy landing. I am pretty aggressive getting the
stick very far forward on recovery and once flying nose low add power in slowly.
I don't lose more than 200-300'.
By myself and no flaps, I experience the same as you guys. Full aft stick with
a little pitch rocking and plenty of pre-stall warning. Release pressure on stick
and your flying again. Now with full flaps you don't get as much warning before
the stall solo or gross. My stall buzzer goes off about 6 kts above stall.
It is good for us to practice stalls often. My wife always calls my speeds
on final using our D6 backup. Unless we are over the runway, she knows my min
speeds of 70/75/80 KIAS(full, half, no flaps) as marked on the panel.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395494#395494
Message 5
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
I wouldn't discount the possible effects of air mass changes (wind).
A swirl, eddy, or gust at the wrong moment can create a defacto shear over the
flying surfaces. A 10 knot loss is normally no big deal, but a sudden loss of
10 knots of a wing approaching stall can have a huge effect on what that wing
or tail feels at that precise moment and can affect the recovery. The slower
the aircraft the more pronounced the effect will be. That is one way identical
maneuvers can have different results.
Think of a child's kite that flies steady then seemingly takes a plunge for no
reason.
Even in 150k lb aircraft, we add the gust factor of the winds to the approach target
speed up to Vref +20
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse on gear. Finishing kit and
FWF kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395501#395501
Message 6
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Been following this thread .... not flying yet so this may be way out in
left field.
I wonder if the RV-10 at gross and slow ends up behind the power curve???
Linn ..... hoping to find out some day ....
Message 7
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here is what you need (scroll to last item on the page)
http://www.aviacompinternational.com/connectors.html
Chris Hukill
Message 8
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Thanks Wayne. I think what I did differently was to let the stall
develop, thinking it would act about like it does at lighter
weights/fwd CG. I wanted to demonstrate mushing along "sort of
stalled" but it showed me "very stalled" instead.
Dave Saylor
831-750-0284 CL
On Sun, Mar 3, 2013 at 7:29 AM, rv10flyer <wayne.gillispie@gmail.com> wrote:
>
> I practice full power, idle, flap and no flap stalls every few months with the
family and xc trip loading at 3-5,000' AGL. This puts us at gross and my CG
at 15.93" with full fuel. At the end of our 4.5 hr trip to Florida we were at
16.70", which made for a very touchy landing. I am pretty aggressive getting the
stick very far forward on recovery and once flying nose low add power in slowly.
I don't lose more than 200-300'.
>
> By myself and no flaps, I experience the same as you guys. Full aft stick with
a little pitch rocking and plenty of pre-stall warning. Release pressure on
stick and your flying again. Now with full flaps you don't get as much warning
before the stall solo or gross. My stall buzzer goes off about 6 kts above stall.
It is good for us to practice stalls often. My wife always calls my speeds
on final using our D6 backup. Unless we are over the runway, she knows my min
speeds of 70/75/80 KIAS(full, half, no flaps) as marked on the panel.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 97.6
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395494#395494
>
>
Message 9
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Good point. That could certainly be a contributing factor. The wind
at the airport was kind of weird that day. We were landing on a
runway that we only use about twice a year, and it was gusty.
Dave Saylor
831-750-0284 CL
On Sun, Mar 3, 2013 at 8:02 AM, woxofswa <woxof@aol.com> wrote:
>
> I wouldn't discount the possible effects of air mass changes (wind).
>
> A swirl, eddy, or gust at the wrong moment can create a defacto shear over the
flying surfaces. A 10 knot loss is normally no big deal, but a sudden loss
of 10 knots of a wing approaching stall can have a huge effect on what that wing
or tail feels at that precise moment and can affect the recovery. The slower
the aircraft the more pronounced the effect will be. That is one way identical
maneuvers can have different results.
>
> Think of a child's kite that flies steady then seemingly takes a plunge for no
reason.
>
> Even in 150k lb aircraft, we add the gust factor of the winds to the approach
target speed up to Vref +20
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse on gear. Finishing kit
and FWF kit in progress.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395501#395501
>
>
Message 10
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| Subject: | Re: front seat heat |
Nice find Chris! I bet this would work great. I would have bought this if
it was available when I was building.
----- Original Message -----
From: <cjhukill@cox.net>
Sent: Sunday, March 03, 2013 10:31 AM
Subject: RV10-List: front seat heat
>
>
> here is what you need (scroll to last item on the page)
> http://www.aviacompinternational.com/connectors.html
> Chris Hukill
>
>
>
Message 11
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| Subject: | Re: front seat heat |
I have both seat heat and seat cooling in mine. Both work Great. If you balance
the rear and front heat vents you can control the temperature very easily. Its
a GREAT airplane I like it better than my Mooney Bravo
------Original Message------
From: Seano
Sender: owner-rv10-list-server@matronics.com
ReplyTo: rv10-list@matronics.com
Subject: Re: RV10-List: front seat heat
Sent: Mar 3, 2013 10:41 AM
Nice find Chris! I bet this would work great. I would have bought this if
it was available when I was building.
----- Original Message -----
From: <cjhukill@cox.net>
Sent: Sunday, March 03, 2013 10:31 AM
Subject: RV10-List: front seat heat
>
>
> here is what you need (scroll to last item on the page)
> http://www.aviacompinternational.com/connectors.html
> Chris Hukill
>
>
>
Sent from my Verizon Wireless BlackBerry
Message 12
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If anyone is interested let me know. I may start making more. I have this style
of mount which can be used on the wing tie-downs or tail tie-down. I also
have a fuel cap mount I'm still testing which can move any direction before flight
by simply turning the cap. attached is a pic of the tie down mount. It
is made of steel.
--------
40936
RV-10 SB N801VR Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395516#395516
Attachments:
http://forums.matronics.com//files/goprp_mount_771.jpg
Message 13
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Linn, my understanding of "behind the power curve" is far from
intuitive...I have to really think about what that means and how it
applies. I can say that power was off and the stall speed was around
65 knots. My understanding is that at low speed and high power, the
stall can be delayed by propwash over the wing. That wouldn't have
been the case until I tried to recover since I wasn't really carrying
any power into the stall.
If I understand being behind the curve, it's more a function of
decision making than of airframe design, that is, the plane may or may
not be behind the curve in a given configuration. It depends on what
the pilot does, either intentionally or not. I'm pretty sure we
weren't behind the curve.
Sure would be interesting to hear how the 10 behaves behind the
curve--new thread anyone?
Dave Saylor
831-750-0284 CL
On Sun, Mar 3, 2013 at 8:54 AM, Linn <flying-nut@cfl.rr.com> wrote:
>
> Been following this thread .... not flying yet so this may be way out in
> left field.
> I wonder if the RV-10 at gross and slow ends up behind the power curve???
> Linn ..... hoping to find out some day ....
>
>
Message 14
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
flying-nut(at)cfl.rr.com wrote:
> Been following this thread .... not flying yet so this may be way out in
> left field.
> I wonder if the RV-10 at gross and slow ends up behind the power curve???
> Linn ..... hoping to find out some day ....
With power at idle, prop at fine pitch you can really feel and see your descent
increase once below 70 KIAS at gross with full flaps. Hence, we try to never
get below 70 KIAS on a steep/no power approach, which is the way we come in 75%
of the time. Timing your flare is very critical at 1,200-1,500 fpm descent!
No slipping needed so far in the -10, as you have a lot of runway in the windshield
already. Slipping does not increase your descent rate like it did in 172's.
I have had a few pilots say after landing that they had never came in so steep
before. We are not initially trained this way for a reason, but I always
prepare for that day when I have to come in steep without power.
Initially in transition training and Phase 1, I approached with a little power
in and a normal 3* glide slope which gave me more time in the flare.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395519#395519
Message 15
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Any idea on price for the tie down mount?
Bill
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Sunday, March 03, 2013 12:59 PM
Subject: RV10-List: go pro mounts
If anyone is interested let me know. I may start making more. I have this
style of mount which can be used on the wing tie-downs or tail tie-down. I
also have a fuel cap mount I'm still testing which can move any direction
before flight by simply turning the cap. attached is a pic of the tie down
mount. It is made of steel.
--------
40936
RV-10 SB N801VR Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395516#395516
Attachments:
http://forums.matronics.com//files/goprp_mount_771.jpg
Message 16
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
What I learn by doing no power, steep, full gross, full flap approaches behind
the power curve is...if I want to descend faster pull back on the stick and if
I want to descend slower push forward on the stick(area of reverse command).
There is a slight lag, but by practicing this it may prevent us from "pulling"
away from the earth at low altitude with no power. If you get slow on final,
correct it immediately by pushing with no delay. If you get too low, you won't
have time for gravity to help you.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395524#395524
Message 17
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| Subject: | Re: go pro mounts |
Not sure without knowing how many are interested. I'm suspecting around 25 bucks.
Sent from my iPhone
On Mar 3, 2013, at 10:25, "William Greenley" <wgreenley@gmail.com> wrote:
>
> Any idea on price for the tie down mount?
> Bill
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
> Sent: Sunday, March 03, 2013 12:59 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: go pro mounts
>
>
> If anyone is interested let me know. I may start making more. I have this
> style of mount which can be used on the wing tie-downs or tail tie-down. I
> also have a fuel cap mount I'm still testing which can move any direction
> before flight by simply turning the cap. attached is a pic of the tie down
> mount. It is made of steel.
>
> --------
> 40936
> RV-10 SB N801VR Flying
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395516#395516
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/goprp_mount_771.jpg
>
>
>
>
>
>
>
>
>
>
>
Message 18
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
All my approaches to landing (final) are steep. Doesn't matter if I'm
in my Pitts, Cherokee, or the Traumahawk. I wish the Pitts had flaps
like the Pipers!!! For me it's an energy management issue. If you drag
an airplane into the runway the energy vector is long down the runway.
In a steep approach the energy vector down the runway is way shorter.
True, it takes more finesse that way so your hangar mates won't talk
about your landing, but you won't use your brakes as much or use a lot
of runway ..... good if you have to taxi-back to an intersection.
Linn
On 3/3/2013 1:15 PM, rv10flyer wrote:
>
>
> flying-nut(at)cfl.rr.com wrote:
>> Been following this thread .... not flying yet so this may be way out in
>> left field.
>> I wonder if the RV-10 at gross and slow ends up behind the power curve???
>> Linn ..... hoping to find out some day ....
>
> With power at idle, prop at fine pitch you can really feel and see your descent
increase once below 70 KIAS at gross with full flaps. Hence, we try to never
get below 70 KIAS on a steep/no power approach, which is the way we come in
75% of the time. Timing your flare is very critical at 1,200-1,500 fpm descent!
No slipping needed so far in the -10, as you have a lot of runway in the windshield
already. Slipping does not increase your descent rate like it did in 172's.
I have had a few pilots say after landing that they had never came in so
steep before. We are not initially trained this way for a reason, but I always
prepare for that day when I have to come in steep without power.
>
> Initially in transition training and Phase 1, I approached with a little power
in and a normal 3* glide slope which gave me more time in the flare.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 97.6
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395519#395519
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 19
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| Subject: | Re: front seat heat |
I'm planning heated seats, and have been playing around with the idea of
cooled seats. What did you use? I know there are a few different kits out
there.
On Sun, Mar 3, 2013 at 11:56 AM, <jim@jimvillani.com> wrote:
>
> I have both seat heat and seat cooling in mine. Both work Great. If you
> balance the rear and front heat vents you can control the temperature very
> easily. Its a GREAT airplane I like it better than my Mooney Bravo
> ------Original Message------
> From: Seano
> Sender: owner-rv10-list-server@matronics.com
> To: rv10-list@matronics.com
> ReplyTo: rv10-list@matronics.com
> Subject: Re: RV10-List: front seat heat
> Sent: Mar 3, 2013 10:41 AM
>
>
> Nice find Chris! I bet this would work great. I would have bought this if
> it was available when I was building.
>
>
> ----- Original Message -----
> From: <cjhukill@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Sunday, March 03, 2013 10:31 AM
> Subject: RV10-List: front seat heat
>
>
> >
> >
> > here is what you need (scroll to last item on the page)
> > http://www.aviacompinternational.com/connectors.html
> > Chris Hukill
> >
> >
> >
> >
>
>
> Sent from my Verizon Wireless BlackBerry
>
>
Message 20
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| Subject: | Re: front seat heat |
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IGFyZSBhIGZldyBkaWZmZXJlbnQga2l0cyBvdXQNCnRoZXJlLg0KDQoNCk9uIFN1biwgTWFyIDMs
IDIwMTMgYXQgMTE6NTYgQU0sIDxqaW1AamltdmlsbGFuaS5jb20+IHdyb3RlOg0KDQo+IC0tPiBS
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bXkgVmVyaXpvbiBXaXJlbGVzcyBCbGFja0JlcnJ5DQo+DQo+DQo+DQo+DQo+DQo+DQoNCg=
Message 21
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| Subject: | Re: go pro mounts |
I'm interested
Dave Bowman
40831
N831DB Flying
-----Original Message-----
From: Strasnuts
Sent: Sunday, March 03, 2013 9:58 AM
Subject: RV10-List: go pro mounts
If anyone is interested let me know. I may start making more. I have this
style of mount which can be used on the wing tie-downs or tail tie-down. I
also have a fuel cap mount I'm still testing which can move any direction
before flight by simply turning the cap. attached is a pic of the tie down
mount. It is made of steel.
--------
40936
RV-10 SB N801VR Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395516#395516
Attachments:
http://forums.matronics.com//files/goprp_mount_771.jpg
Message 22
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| Subject: | Re: go pro mounts |
Thanks for the interest. I'll make a batch and let you know when they are
available. I'm going to make them out of Stainless so they won't rust.
I'll post my video I made going to Baja Mexico and landing on the beach and
some dirt runways. The camera is really fun.
----- Original Message -----
From: "Dave Bowman" <davidbowman1@verizon.net>
Sent: Sunday, March 03, 2013 5:07 PM
Subject: Re: RV10-List: go pro mounts
>
> I'm interested
> Dave Bowman
> 40831
> N831DB Flying
>
> -----Original Message-----
> From: Strasnuts
> Sent: Sunday, March 03, 2013 9:58 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: go pro mounts
>
>
> If anyone is interested let me know. I may start making more. I have
> this style of mount which can be used on the wing tie-downs or tail
> tie-down. I also have a fuel cap mount I'm still testing which can move
> any direction before flight by simply turning the cap. attached is a pic
> of the tie down mount. It is made of steel.
>
> --------
> 40936
> RV-10 SB N801VR Flying
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395516#395516
>
>
> Attachments:
>
> http://forums.matronics.com//files/goprp_mount_771.jpg
>
>
>
Message 23
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| Subject: | Re: go pro mounts |
Speaking of GoPro, I am about to purchase a vid cam for inside the
cockpit. I've been researching the GoPro and also the NflightCam.
http://www.sportys.com/Pilotshop/product/16638
The thing I like about the nflightcam is the special lens which reduces
the prop blur effect. Has anyone tried both? If so, plus and minus?
Thanks,
-Sean #40303
On 3/3/13 6:07 PM, Dave Bowman wrote:
>
> I'm interested
> Dave Bowman
> 40831
> N831DB Flying
>
> -----Original Message----- From: Strasnuts
> Sent: Sunday, March 03, 2013 9:58 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: go pro mounts
>
>
> If anyone is interested let me know. I may start making more. I have
> this style of mount which can be used on the wing tie-downs or tail
> tie-down. I also have a fuel cap mount I'm still testing which can
> move any direction before flight by simply turning the cap. attached
> is a pic of the tie down mount. It is made of steel.
>
> --------
> 40936
> RV-10 SB N801VR Flying
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395516#395516
>
>
> Attachments:
>
> http://forums.matronics.com//files/goprp_mount_771.jpg
>
>
Message 24
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Being "behind the power curve" means that you are flying slower than minimum sink
speed. If you plot the power required to maintain level, unaccelerated flight,
it is U shaped, sort of. The bottom, minimum point is the speed at which you
will have minimum sink in a power out situation. (It is not best glide speed).
In many light aircraft minimum sink speed is just a little faster than stall
speed. Let's say it's 65 kias. Then to fly straight and level at 64 kias takes
more, not less, power than at 65 kias. Flying straight and level at 63 kias
requires even more power. For this reason this region is also called the "region
of reverse command". In a power off glide, as already pointed out, once you
are below minimum sink, a lower speed results in an increased vertical descent
rate (since it requires more power which in this case is coming from gravity).
In high density altitude takeoffs (limited engine power) pilots sometimes
get into trouble by lifting off at too low an airspeed. e.g., they lift off at
60 kias and climb in ground effect to 30 ft agl. They then find themselves in
a situation where they are using every bit of power they have to just maintain
level flight. If they had instead lifted off at 65 kias they would find they
needed less power to maintain that same level flight at 30 ft agl, and could
use the excess power to accelerate or climb.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395563#395563
Message 25
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| Subject: | Re: Front seat heat |
I used UL 181 aluminum foil tape rated at 260F. Simple, out of sight and works
great.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395564#395564
Message 26
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| Subject: | Behind the curve, was RV-10 Stall Characteristics |
Am I correct in relating minimum sink to best angle? And best glide
distance to best rate? Or is it the other way around, or just
nonsense?
FWIW, I use about 80 KIAS for best angle, and I see about 95 for best
rate. I usually try to use the AOA for best glide, though, at the
split bar. Are other people seeing very different numbers?
Then basically, at some point on the approach are we almost certainly
behind the power curve? My understanding has been that it meant you
were "dragging it in", using a lot of power and still sinking, and
that if you pulled the power off without lowering the nose, you'd
stall.
Maybe I'm stating the obvious...
Dave Saylor
831-750-0284 CL
On Sun, Mar 3, 2013 at 5:29 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> Being "behind the power curve" means that you are flying slower than minimum
sink speed. If you plot the power required to maintain level, unaccelerated flight,
it is U shaped, sort of. The bottom, minimum point is the speed at which
you will have minimum sink in a power out situation. (It is not best glide speed).
In many light aircraft minimum sink speed is just a little faster than stall
speed. Let's say it's 65 kias. Then to fly straight and level at 64 kias
takes more, not less, power than at 65 kias. Flying straight and level at 63 kias
requires even more power. For this reason this region is also called the "region
of reverse command". In a power off glide, as already pointed out, once
you are below minimum sink, a lower speed results in an increased vertical descent
rate (since it requires more power which in this case is coming from gravity).
In high density altitude takeoffs (limited engine power) pilots sometimes
get into trouble by lifting off at too low an airsp!
> eed. e.g., they lift off at 60 kias and climb in ground effect to 30 ft agl.
They then find themselves in a situation where they are using every bit of power
they have to just maintain level flight. If they had instead lifted off at
65 kias they would find they needed less power to maintain that same level flight
at 30 ft agl, and could use the excess power to accelerate or climb.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395563#395563
>
>
Message 27
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Hay Sean (303),
I have been playing with these cams for some time. I don't have experience
with all of the cameras but I do have time with most form factors. While th
e NFCam is a nice unit I do suggest you give the GoPro strong consideration
for a number of reasons. First the new GoPro is a wonderful design and ver
y good quality. GoPro has built a really good platform including the abilit
y to link a couple of units for both 3D and 4K filming. If you don't know w
hat 4K<http://en.wikipedia.org/wiki/4K_resolution> is you will in a few yea
rs. I have been in conversations with a fellow doing some amazing air foota
ge from his Velocity with something like 11 GoPro cams mounted to his bird.
The images are amazing. The waterproof housing and apple/android integrati
on are also a bonus. Throw in the best remote of all the cameras and you ha
ve a pretty compelling package. Plus much like the RV list there is a GoPro
community that is unmatched by any other action camera company.
Another advantage to GoPro is one of the owners of FoxConn (where you cell
phone was probably made) just dropped $200 MM<http://www.forbes.com/sites/r
yanmac/2012/12/20/foxconn-buys-stake-in-camera-maker-gopro-turning-founder-
into-a-billionaire/> into GoPro for 8% of the company valuing it at over a
billion dollars. That means the GoPro eco system is probably only going to
get more robust.
I was just in FL on a wave runner doing a self-tape movie through a ski sla
lom course. I used the chest mount, head mount, reversed the chest mount fo
r a trailing video. Held the cam very close to the waterline fore & aft for
a cool speed effect. Not too many action cam's would be comfortable or saf
e in that environment. It was no problem with the GP. Ultra easy to use wit
h the waterproof housing. 1080P 48 FPS video looks pure! I am part way thro
ugh editing and the video could be used in a theater setting.
Good luck,
Robin
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Sean Stephens
Sent: Sunday, March 03, 2013 5:09 PM
Subject: Re: RV10-List: go pro mounts
to:sean@stephensville.com>>
Speaking of GoPro, I am about to purchase a vid cam for inside the cockpit.
I've been researching the GoPro and also the NflightCam.
http://www.sportys.com/Pilotshop/product/16638
The thing I like about the nflightcam is the special lens which reduces the
prop blur effect. Has anyone tried both? If so, plus and minus?
Thanks,
-Sean #40303
On 3/3/13 6:07 PM, Dave Bowman wrote:
> --> <davidbowman1@verizon.net<mailto:davidbowman1@verizon.net>>
>
> I'm interested
> Dave Bowman
> 40831
> N831DB Flying
>
> -----Original Message----- From: Strasnuts
> Sent: Sunday, March 03, 2013 9:58 AM
> To: rv10-list@matronics.com<mailto:rv10-list@matronics.com>
> Subject: RV10-List: go pro mounts
>
sean@braunandco.com>>
>
> If anyone is interested let me know. I may start making more. I have
> this style of mount which can be used on the wing tie-downs or tail
> tie-down. I also have a fuel cap mount I'm still testing which can
> move any direction before flight by simply turning the cap. attached
> is a pic of the tie down mount. It is made of steel.
>
> --------
> 40936
> RV-10 SB N801VR Flying
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=395516#395516
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/goprp_mount_771.jpg<http://forums.matr
onics.com/files/goprp_mount_771.jpg>
>
>
>
>
>
>
>
>
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
Message 28
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| Subject: | Re: Behind the curve, was RV-10 Stall Characteristics |
In an ideal airplane best rate of climb speed would be the same as minimum sink
speed. But real props, even CS props, can only be optimized at one speed, and
that is nearly always cruise speed. The result is that as airspeed increases
from 60 to 70 to 80 to 90 .... knots the prop efficiency is increasing, and by
quite a bit. The increase of prop efficiency pushes Vy to much larger values
than minimum sink. Graphically you would plot power available (basically 260 HP
times the prop efficiency) on top of power required. Vy is where the difference
between the two curves is a maximum. Maximum level speed is where the curves
cross, on the right.
It is unlikely you get behind the power curve on a typical approach prior to the
flare. Minimum sink for an ideal airplane is 0.77 (actually the fourth root
of one third) times best glide, typically just a bit higher than stall speed.
But if you drag it in just a few knots above stall, then yes.
If you want to know exactly, just fly straight and level at 70, 69, 68, etc knots,
and note the power setting needed. When the power required starts going up,
you're on the back side.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395568#395568
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