Today's Message Index:
----------------------
1. 07:50 AM - Re: Glide Ratio 9A (Bob Kelly)
2. 08:38 AM - prop question (DThomas773@aol.com)
3. 09:01 AM - Re: Glide Ratio 9A (Chris W)
4. 08:54 PM - Flap miscellaneous questions... (Richard E. Tasker)
5. 09:23 PM - RiteAngle AoA (Ralph Cloud)
6. 09:59 PM - ELT mounting (Leland)
Message 1
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| Subject: | Re: Glide Ratio 9A |
--> RV9-List message posted by: Bob Kelly <mmpi@missionmedia.org>
Jim,
Not measured data, but taking Van's numbers of 500 fpm min sink at around
65-70 mph, you come up with something in the 12-14:1 range.
Bob Kelly
Still tooling
On 21-Apr-03, Jim Hosie wrote:
> --> RV9-List message posted by: "Jim Hosie" <jhosie4@attbi.com>
>
> HI,
> Has anyone got the point of measuring the glide ratio of a 9A?
> Thanks
> Jim
>
Message 2
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--> RV9-List message posted by: DThomas773@aol.com
Is anyone out there flying an RV9 with a 150 horse with a fixed pitch prop.
Looking at the catologue they recommend 77" pitch,but I wonder if I couldn't
get away with a bit more.
Dennis Thomas
fuselage
Message 3
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| Subject: | Re: Glide Ratio 9A |
--> RV9-List message posted by: Chris W <chrisw3@cox.net>
Bob Kelly wrote:
> Jim,
>
> Not measured data, but taking Van's numbers of 500 fpm min sink at around
> 65-70 mph, you come up with something in the 12-14:1 range.
Not acording to my calculations. First I am assuming that the 65-70 mph is
true air speed. 1 mph = 88 fpm so 65 mph = 5720 fpm dividing that by 500
fpm, you get 11.44:1 glide ratio. 70 mph = 6160 fpm and dividing that by 500
fpm, you get a glide ratio of 12.32:1. Just call it 12:1, a heck of a lot
better than your average spam can!
--
Chris Woodhouse
3147 SW 127th St.
Oklahoma City, OK 73170
405-691-5206
chrisw@programmer.net
N35 20.492'
W97 34.342'
"They that can give up essential liberty
to obtain a little temporary safety
deserve neither liberty nor safety."
-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
Message 4
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| Subject: | Flap miscellaneous questions... |
--> RV9-List message posted by: "Richard E. Tasker" <retasker@optonline.net>
I am finishing the flaps for my RV9A and find that the left flap ends up
with a slight twist - maybe 1/8 tp 3/16 at the tip. I know Van's
cautions against twist, but is this too much or am I being too picky. I
suspect that I know what caused this - the left inboard nose skin was
much wider open than the other nose skins and when I clecoed everything
together I had to really horse it in and it put an uneven strain on the
assembly, causing the slight twist.
The drawing for the W-917 pushrod assembly shows a length of 94 7/32".
One end of the dimension points to the center of the bearing while the
other end points to some indeterminate point on the side of the bearing.
Should the length be measured from center to center of the bearings or
is it not that critical?
The flaps are mounted with a drilled bolt, two washers and a castellated
nut. If I tighten down the nut on the assembly the cotter pin is
basically above the castellations on the nut. How tight is the nut
supposed to be? Or should it be left loose so the cotter pin actually
goes through the castellations? If I make it loose enough for the
cotter pin to work properly, the assembly will have about 0.075-0.10'
extra space. Or should I use thicker washers?
Thanks,
Dick Tasker, 09573
Left wing (almost done)
Message 5
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--> RV9-List message posted by: "Ralph Cloud" <ercouper@flash.net>
I was wondering if anyone is planning to use the RiteAngle angle of attack
indicator. It is a vane type of unit. We had a presentation/demonstration at
our EAA meeting and, one of our chapter members has one installed on his
Q200 and swears by it.
Just for installation info.
Ralph
Wings
Livermore, CA
Message 6
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--> RV9-List message posted by: Leland <Federigo@pacbell.net>
The installation instructions for my ACK ELT say to mount it so that a
100 pound force applied to it in any direction will not cause a 0.1"
movement. I initially mounted the unit to one of the side panels behind
the pilot's seat. I added stiffeners and sheet metal doublers but the
deflection exceeded the specification for a 20 pound force. I then
copied the method used by two local area builders and mounted it to the
floor of the baggage compartment with 0.062" plates top and bottom of
the floor. The plates span two close lying ribs and are attached with
six #8 screws and nutplates. The ELT is rock solid now.
Note, Van's prepunched panel is cutout for the Ameri-King ELT display
rather than for the ACK unit.
Leland in Pleasanton
Wiring the panel
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