The MK-1 Eyeball is a great flap position sensor in the RV9. Requires no power, and the only maintenance is safety glasses in the shop and a once-a-year visit to the Optometrist.
Yep, we think alike. Just a big paddle switch and eyeball verification.The MK-1 Eyeball is a great flap position sensor in the RV9. Requires no power, and the only maintenance is safety glasses in the shop and a once-a-year visit to the Optometrist.
I have the FPS (before trim was available) and love it. One push of the momentary toggle switch advances the flaps to the next "notch". Each amount of flap deployment is the same every time. Toggle switch up brings them all the way up (or I can partially raise them by returning the switch to mid position). Keeps my eyes looking forward. I prefer to not have to turn my head 90+ watching the flaps deploy. I can hear and feel them moving. That's enough for me. Not much trim adjustment necessary.
Bevan
That certainly is a matter of opinion.useless gadgets
That certainly is a matter of opinion.
The MK-1 Eyeball is a great flap position sensor in the RV9. Requires no power, and the only maintenance is safety glasses in the shop and a once-a-year visit to the Optometrist.
Bruce, thanks for the helpful photos and write up. It's a shame on this forum that when one asks for help one sometimes gets a bunch of "I didn't do that so you don't need to do it either" type of comments. I don't ask questions anymore on this forum for that reason.
Bruce, thanks for the helpful photos and write up. It's a shame on this forum that when one asks for help one sometimes gets a bunch of "I didn't do that so you don't need to do it either" type of comments. I don't ask questions anymore on this forum for that reason.
I suppose for some, happiness can be defined by never hearing an opinion counter to your own. However, it is a detraction from expanding one's knowledge. I can think of numerous examples where I asked for advise and got counter opinions. After more research on those opinions, I felt better informed on the direction that I went, either following my own thought or the alternate thought proposed. It is very easy to ignore posts if they don't add value to your mission. Most everyone here means well, even if the wording and tone may not always be the best.
Larry
So, do you have a Skyview, and if so, do you remember how you configured your flaps?
Yes, I have a Skyview EFIS. The VP-X configurator is what is used to set the range and the various stop positions for the flaps. You can also reverse the polarity of the flap motor voltage, so no worries about which wire is up/down.
I think the only thing required on the Skyview is to go into the EMS configuration and select that the flap position is coming from the VP-X data. Then configure a widget on the screen layout editor display to be tied to the flap position input. I have a different widget for the various screen partition sizes. On the full EMS screen, it is a quarter circle shape with a flap like pointer and on the narrow screen I just have degree numbers.
I'm pretty sure the set up is well documented in the Skyview Installation Guide.
See page 13-5.
I used the Ray Allen POS-12 sensor and mounted it like this:
Flaps up position - sensor arm fully out:
For those choosing to use the sensor, the angle to the vertical is 30 degrees. I did a drawing to determine the ideal.
So when you have an electronic flight control, rigging now becomes critical and surface position is now dependant on an "inexpensive" position sensor with somewhat questionalble repeatability. .
Not having done it, is it easy to see the flaps at night?
So - when I built my RV-7, I didn't bother to install any sort of flap position sensor or controller. Looking outside at the flaps has worked just fine for VFR flight. Fast forward 4 years, and I am now working on my IFR ticket. My instructor and I worked out that 90 knots seems like a good approach speed - but to get good stability with the pitch and power settings requires just a bit of flap. Problem is the repeat-ability of the "one-a-thousand, two-a-thousand, three-a-thousand" method of flap deployment. I have a piece of masking tape on the flap at the moment to help me get a handle on it, but of course that wouldn't work at night. Was really considering a position sensor to read out on my Dynon Skyview. I don't think I want the extra complexity of a full blown flap position controller.
For those that are considering,.... RV Flaps are not a precision tool. Mike Seager teaches a two step approach, flaps half when abeam the threshold, full on base. My home field is a tight short field. I typically dump all of my flaps when I am abeam and make a "short approach".
If you need an indicator to do this, or even need to "see" what is going on your not in touch with your airplane.
So, I am definitely in the camp of the KISS principle when it comes to the flaps. However, people like gadgets and will justify their use. Nobody wants to be accused of putting something in that wasn't necessary or useful.
I simply don't find flap operation, as designed by Vans, to be an area of concern under any circumstance that I have encountered.
I am 100% in this camp with the RV-9, especially fixed pitch RV-9's and -9A's!
IFR is a different story and you need to fit in the system, when doing an approach IFR.
Because of the high lift Roncz airfoil and long wing on the -9, its landing speeds are much different than the short wing RV.
My recommendation, regardless of crosswinds in the -9 is to put out all the flaps abeam the numbers, trim it for 60 knots when heavy and 55 knots when light. Then fly the entire pattern at that speed.
This gives the -9 pilot the ability to fly a VERY stabilized approach while flying well above the stall speed.
It also means you only need two flap setting, all the up or all the way down.
For short and/or soft fields, I lower the flaps to match the down aileron, which works out very well.