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  #21  
Old 03-29-2018, 12:28 PM
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ronschreck ronschreck is offline
 
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Originally Posted by BillL View Post
Outstanding webinar, sometimes these can be so boring at times, I usually watch at 1.5 speed. Not this one, Ron, you did an outstanding job of making the subject clear, understandable and interesting with every comment.

I was surprised the RV14 maneuvering speed is 147kts, way above the others.
That surprised me too! Maybe someone on the forum can tell us why the RV14 maneuvering speed is almost 25 knots faster than that of the rest of the fleet. I would like to know.
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  #22  
Old 03-29-2018, 01:23 PM
jimgreen jimgreen is offline
 
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I believe 147kt is for the aerobatic weight, but only 130kt for utility weight.

RV7/8 quoted as 142mph=123kts. But the applicable weight is not mentioned. I naively assumed that for max gross.

Am I wrong?
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  #23  
Old 03-29-2018, 01:59 PM
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RV8JD RV8JD is offline
 
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Default RV-14 V-Speeds

Hmmm ... that is interesting. From Van's:

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Arlington, WA (KAWO)
RV-8, 355 Tach Hours
(Pic 1),(Pic 2)
- Out with the Old, In with the New
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  #24  
Old 03-29-2018, 02:02 PM
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ronschreck ronschreck is offline
 
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Quote:
Originally Posted by jimgreen View Post
I believe 147kt is for the aerobatic weight, but only 130kt for utility weight.

RV7/8 quoted as 142mph=123kts. But the applicable weight is not mentioned. I naively assumed that for max gross.

Am I wrong?
You are correct about the RV-14. The 147 knot maneuvering speed is at aerobatic gross weight per Van's.



I would assume that the stated maneuvering speed for all of Van's aircraft are at max aerobatic gross weight as well.
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Ron Schreck
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RV-8, "Miss Izzy", 2100+ RV Hours
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"He who demands everything that his aircraft can give him is a pilot; he that demands one iota more is a fool."
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  #25  
Old 03-29-2018, 03:27 PM
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ronschreck ronschreck is offline
 
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Red face Nobody said this was going to be easy.

So, I figure the best way to determine the maneuvering speed of your aircraft at a given gross weight is to see what the flaps up stall speed is and multiply that time the square root of 6.0 (2.449). I'll be doing that next time I go fly.
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Ron Schreck
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"He who demands everything that his aircraft can give him is a pilot; he that demands one iota more is a fool."
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  #26  
Old 03-29-2018, 03:40 PM
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Quote:
Originally Posted by ronschreck View Post
So, I figure the best way to determine the maneuvering speed of your aircraft at a given gross weight is to see what the flaps up stall speed is and multiply that time the square root of 6.0 (2.449). I'll be doing that next time I go fly.
And after you apply any corrections necessary to get from IAS to CAS.

(Yep, not easy!)
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Carl N.
Arlington, WA (KAWO)
RV-8, 355 Tach Hours
(Pic 1),(Pic 2)
- Out with the Old, In with the New
(Pic)
RV-8, 1938 Tach Hours (Pic 1),(Pic 2) - Sold

Glasflügel Standard Libelle 201B, N564NS - Sold
Rolladen-Schneider LS1-f, N61MP - No longer owned

Last edited by RV8JD : 03-29-2018 at 03:42 PM.
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  #27  
Old 03-29-2018, 04:52 PM
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Ron,

Thanks for your time. I enjoyed listening to the archive of the Webinar.

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Last edited by jeffkersey : 03-29-2018 at 06:47 PM.
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  #28  
Old 03-29-2018, 06:58 PM
912ry 912ry is offline
 
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Enjoyed the webinar! very informative, thanks for the effort
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  #29  
Old 03-29-2018, 07:13 PM
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donaziza donaziza is offline
 
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Hi Ron, I had accidentally missed the live webinar, so I just now watched the archive. Two things you said about spins confuses me a bit. At time 47:15, you talked about the 4 procedures to get you out of trouble:

Throttle: Idle
Controls: Force to neutral
Wait for 100 Kts
Recover from dive

You emphasized "not" to go past rudder neutral, because if one was in an inverted spin, and also not knowing if you were spinning left or right. Kicking the rudder the wrong way could get you killed. (I've heard of being in an inverted flat spins---don't wanna be there)

Sounds good.

Now go to time 49:54--Intentional spin. There you "do" say, "stick slightly forward and "do" put in some opposite rudder. Now I guess I can probably reason this out for myself,----The first case---you don't quite know what you've done to get yourself into this position, so do those 4 critical steps (above)----this will get you out of anything.

In the intentional spin, you're doing it intentionally, so it's OK to put in that bit of opposite rudder? Is that the reasoning?

But I don't want to second guess, I want to hear it from the master's lips.

One more question if I may. You talked about the "competition" aileron roll, and being at minus one G when inverted. Since you're only there for a second, one is not hurting a non oil inverted system engine, are you?

Last edited by donaziza : 03-29-2018 at 07:43 PM. Reason: One more question
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  #30  
Old 03-29-2018, 08:10 PM
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RV8JD RV8JD is offline
 
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Quote:
Originally Posted by ronschreck View Post
That surprised me too! Maybe someone on the forum can tell us why the RV14 maneuvering speed is almost 25 knots faster than that of the rest of the fleet. I would like to know.
And just to finish answering this question, the RV-14 has higher Va speeds due to its higher stall speeds.
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Carl N.
Arlington, WA (KAWO)
RV-8, 355 Tach Hours
(Pic 1),(Pic 2)
- Out with the Old, In with the New
(Pic)
RV-8, 1938 Tach Hours (Pic 1),(Pic 2) - Sold

Glasflügel Standard Libelle 201B, N564NS - Sold
Rolladen-Schneider LS1-f, N61MP - No longer owned
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