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  #81  
Old 03-17-2017, 09:25 PM
Vac Vac is offline
 
Join Date: Jul 2009
Location: Niceville, Florida
Posts: 306
Default Weight and Balance Briefing Version 1.1

Minor correction to the weight and balance briefing on the "flying heavy" slide at the end of the briefing. Removed confusing bullet regarding density altitude effects.

Updated version available for download in pdf format here: https://drive.google.com/file/d/0B8E...ew?usp=sharing

Please drop a line or email if you'd like a .pptx (PowerPoint) version of the file.

Fly Safe,

Vac
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Mike Vaccaro
RV-4 2112
Niceville, Florida
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  #82  
Old 03-20-2017, 10:39 AM
Vac Vac is offline
 
Join Date: Jul 2009
Location: Niceville, Florida
Posts: 306
Default Weight and Balance Version 1.2

Hi Folks!

I've gotten some good feedback over the past week, and have made another revision to the weight and balance briefing. In this version, I added a slide explaining zero fuel weight because in some cases, it's possible to load some RV's so that the CG will remain neutral or shift forward slightly during flight. I added another slide using an RV-8 example with a light weight pilot and forward baggage only to illustrate the concept.

I also added a bullet to the compartment weight slide highlighting the need to understand the different baggage configuration for a particular aircraft.

A PDF version can be downloaded here: https://drive.google.com/file/d/0B8E...ew?usp=sharing

If you'd like a Powerpoint version, just drop a line.

21 March Edit: Added slide numbers and revised bullet on slide Number 9 regarding baggage limits, which vary depending on RV-type.

Version 1.3 in PDF format can be downloaded here: https://drive.google.com/file/d/0B8E...ew?usp=sharing

Fly safe,

Vac
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Mike Vaccaro
RV-4 2112
Niceville, Florida

Last edited by Vac : 03-22-2017 at 06:20 AM. Reason: Added Revision 1.3 to this post
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  #83  
Old 06-25-2017, 03:26 PM
Vac Vac is offline
 
Join Date: Jul 2009
Location: Niceville, Florida
Posts: 306
Default Update to Weight and Balance Briefing

Version 1.4 is available via this link: https://drive.google.com/file/d/0B8E...ew?usp=sharing

This version has a couple of slides added based on other forum discussion regarding deviating from designer recommended weight and balance limits.

Fly safe,

Vac
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Mike Vaccaro
RV-4 2112
Niceville, Florida
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  #84  
Old 06-27-2017, 10:42 AM
sblack sblack is offline
 
Join Date: Dec 2009
Location: Montreal
Posts: 1,195
Default

There is an error in the slide shown on the home page. Static margin is the distance (in % MAC) between the CG and the neutral point, not the weight (CG) and the "lift". The lift vector is typically somewhere between 20 and 30% (it moves with AOA), but the neutral point is usually 50-60%MAC, depending on the horizontal tail size and moment arm. A rule of thumb is that you want at least 15% static margin for good handling.

Stability has nothing to do with whether the tail is lifting up or down. You can have a stable airplane in either case, or an unstable one. The direction of the tail lift is important for trim, but not stability. The change in tail lift with AOA is very important for stability, but not the absolute lift at a specific flight condition. Stability and trim are 2 things that are often jumbled up - there are a lot of misconceptions out there about these concepts. The airport coffee shop aces frequently mangle these, along with the legacy of poor old Bernoulli. I always liken it to kids learning about sex in the school yard. The information is readily available but accuracy is not guaranteed.
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Scott Black
RV 4, with an engine...and other stuff
VAF dues 2016

Last edited by sblack : 06-27-2017 at 03:03 PM.
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  #85  
Old 06-28-2017, 12:28 AM
Vac Vac is offline
 
Join Date: Jul 2009
Location: Niceville, Florida
Posts: 306
Default

Hi Scott,

Thanks for taking time to post--I enjoyed the metaphor...

You are correct. The drawings used in the graphic are taken from an RVator article. Introduction of the words "static margin" is mine, since my background is fighters and I tend to think in those terms, so I'm responsible for conflating terminology that has resulted in less than precise discription. I don't believe any Van's publications utilize the phrase. If you'd like to help me re-work the graphics and any associated portions of any of the briefings or the transition training manual, drop me an email at vacf15 at yahoo dot com, as I'd be greatful for the help editing! My objective is to produce free, high-quality training resources for the community, and collaboration is one of the keys to making that happen.

Regards,

Vac
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Mike Vaccaro
RV-4 2112
Niceville, Florida

Last edited by Vac : 06-28-2017 at 12:58 AM.
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  #86  
Old 11-08-2017, 06:28 AM
Vac Vac is offline
 
Join Date: Jul 2009
Location: Niceville, Florida
Posts: 306
Default Version 3.2 Available

Hi Folks!

Version 3.2 Update is now available here:

https://drive.google.com/file/d/1heU...ew?usp=sharing

This is a fairly substantial update. It’s taken longer than usual to produce, since I switched over to Apple and have had a rather steep learning curve, and we’ve spent considerable time over the past 18 months experimenting with Angle of Attack (AOA) in RV’s. As a result of that testing, AOA reference information has been added throughout all sections. This information is designed to help folks that have airplanes equipped with AOA systems. Substantial changes are highlighted in red font. Minor changes are not tracked. The table of contents is hyperlinked to simplify navigation.

Highlights:
-Objectives are updated to include AOA references for performance standards
-Hyperlinks to Powerpoint and PDF versions of the training briefings are now available for the RV Aerodynamics, RV Performance and RV Weight and Balance briefings. Text versions of briefing guides are updated to include AOA discussion. I haven’t finished the Powerpoint version of RV Airworthiness Determination and Maintenance Practices yet, so that will be included in a future update.
-Mishap statistics included in recurrent training briefing updated.
-Additional questions added to the “open book” Written Exam and Review pertaining to angle of attack.
-Extensive updates to takeoff and landing sections in Part 3 Normal Procedures. Most discussion added regards application of AOA during takeoff, pattern/approach operations and landing.
-Multiple graphics are updated throughout.
-Minor additions to Part 3 Emergency Procedures, primarily inclusion of AOA references, when appropriate.
-Maneuvering by reference to AOA section added to Handling Characteristics section of Part 3
-AOA reference information added to appropriate portions of Confidence Maneuvers and Advanced Handling sections. ONSPEED optimum turn and vertical turn maneuvers added. These maneuvers are designed specifically to introduce ONSPEED handling techniques during maximum performance maneuvering flight.
-Appendix B, Advanced Handling Briefing, updated to include additional AOA references.
-Appendix C, RV-type Handling Rules of Thumb updated to include additional AOA references.
-Appendix D added. This appendix contains hyperlinks to grade books provided for instructors to assist with training program management and documentation.

All information is provided in PDF format for compatibility with any computer, IOS or android device. As always, a Word version is available to any one that requests it—just drop me an e-mail or PM and I’ll be happy to send it!

AOA Background. Over the past 18 months, we have been testing an aural AOA logic that provides positive feedback to the pilot for all AOA conditions at or above L/Dmax, effectively allowing the pilot to hear the back side of the drag curve. It allows to pilot to easily discern L/Dmax, and, most importantly, ONSPEED. It also provides progressive stall warning (as do all AOA systems). The logic allows the pilot to easily discern between ONSPEED and “fast” or “slow,” which greatly facilitates proper pitch input when optimum turn performance is desired. This is applicable in the traffic pattern as well as during maneuvering flight. We have made a couple of demonstration videos that not only introduce the aural logic, but also serve to demonstrate the utility of having accurate AOA information available during flight.

There is a short, five-minute overview and a 20 plus minute "why/how" video. Links are below for folks that may not have seen them or are interested in learning more about the concepts:

Short Video: https://youtu.be/48ZgOYDQUfk

Long Video: https://youtu.be/-kbA6NxMpmQ

Adapting any AOA System. Any properly calibrated AOA system can be utilized to achieve L/Dmax and ONSPEED conditions, but testing may be required and the utility of various visual and aural displays varies from system to system. We conducted an Oshkosh forum (long!) on the topic and have a large briefing available that walks through the process. We’re planning to do more of the same next summer for folks that are interested. The forum is available on YouTube at this link: https://youtu.be/WmtnUjWSuBY

As always, I welcome any critique or discussion and I’m always happy to answer questions. These training and reference resources only improve with collaboration. We’ve got a tremendous amount of talent within the Van’s family, and everyone can contribute, regardless of experience. Please feel free to post, PM or email. Also, I’d be remiss if I didn’t thank Doug for making it possible to share the corporate knowledge!

Fly Safe,

Vac
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Mike Vaccaro
RV-4 2112
Niceville, Florida

Last edited by Vac : 11-08-2017 at 06:32 AM.
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