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MauleDriver(at)nc.rr.com
Guest

Posted: Sun Mar 28, 2010 5:40 pm Post subject: Autopilot

And I just wanted to say, thanks Scott, for reminding my Maule and I why we are spending more time in the shop building, and less time flying  to far away destinations.

 

 I would note that I had a 10knot headwind component on the return flight.  It was so slow I didn't dare time it.

 

 Congrats on the new passenger!

 

 Bill "the pants" Watson

 

 do not archive

 

 

 Scott Schmidt wrote: [quote]   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(at)cox.net (dlm46007(at)cox.net)> wrote:

   

   

    	  Quote: 	
		            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(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Scott Schmidt

     Sent: Saturday, March 27, 2010 11:28 AM

     To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)

     Subject: Re: Autopilot

     

     

     With the -10 it should have been around 2 hours 42 minutes. 

      

     Scott Schmidt     scottmschmidt(at)yahoo.com (scottmschmidt(at)yahoo.com)

     

     

     

          From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com (MauleDriver(at)nc.rr.com)>

     To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)

     Sent: Sat, March 27, 2010 9:12:43 AM

     Subject: Re: 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:      	  Quote: 	
		         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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MauleDriver(at)nc.rr.com
Guest

Posted: Mon Mar 29, 2010 5:00 am Post subject: Autopilot

There seems to be some confusion between an accelerated stall which can 

be performed at any speed up to  Va (think snap roll, whip stall, 

secondary stall)  and  a  stall performed at minimum controllable 

speed.  I don't think they are related except in the fact that a 

critical angle of attack is exceeded.



I haven't been following this thread but my head started spinning....



There's a good discussion under 'stalls' in the FAA's Airplane Flying 

Handbook.



DLM wrote:

[quote] 



 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. 



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jcumins(at)jcis.net
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Posted: Mon Mar 29, 2010 9:01 am Post subject: Autopilot

DLM



You are so right,  Va is all based upon the wings stalling during a upset

before exceeding design limits.  This is the definition of Va.  Any time

some on gets into turbulence that requires someone to tighten the seat belts

make sure you slow down.  



I have been slammed into the ceiling in a C-5 at altitude more than once and

it really hurts  on the down fall.  Any and all pilots need to be very speed

aware in bad weather and high winds.



That’s my 2 cents worth.



John G. Cumins

President

 



2499 B1 Martin Rd

Fairfield Ca 94533

707-425-7100

707-425-7576 Fax

 

Your Total Technology Solution Provider



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