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09-10-2015, 04:22 PM
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Join Date: Apr 2013
Location: Southeast
Posts: 663
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Correct me if I'm wrong
The Show Planes FPS for the RV 10 has 4 settings. The problem is full retract takes it to the reflex position (position one), then you need to bump it forward to the zero setting (position two) i.e. If you had a sudden go around scenario. I was looking at the Show planes, FPS-plus reflex. It looks like on retract it go's to zero. But you can bump it into a preset reflex position during cruise flight.
Am I correct or did I miss something. Those of you that have these units I would like to hear your input before ordering one or the other. Thanks...
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09-10-2015, 04:44 PM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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That is how mine works, but I have never had an issue with it-------for a go around, just hit the switch to up, and pour on the coals. The 3 degree up is not noticeable IMHO.
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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09-10-2015, 04:53 PM
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Join Date: May 2005
Location: X35 - Ocala, FL
Posts: 3,679
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I'm with Mike. To take it one step further, I never takeoff with the flaps at zero. I always use the reflex position. If I am doing short field or soft field work I would use 15 degrees, but the zero position, IMHO, is useless. I have a Vp and I set it for reflex, 10, 20 & 30.
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Jesse Saint
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09-10-2015, 05:13 PM
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Join Date: Nov 2005
Location: San Francisco, CA
Posts: 525
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I use the 0 deg setting in a few cases. I am glad to have it. I like to use it when i am flying slower than 120 IAS. I use it when i am flying slow to give a scenic tour or something like that. It really helps the plane fly slower.
Also, i use it such as in the pattern, on final or after the FAF. Again when i am flying slower than 120 IAS.
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#40533 RV-10 Builder and CFI
1/2006 Started build
10/19/2011 First flight
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09-10-2015, 06:12 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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I keep meaning to experiment with 0 deg flaps in cruise up high. My one try (at DA = 16K') I couldn't tell any difference, but it wasn't perfectly smooth that day.
I agree with the others, on retraction the motion is slow enough that going all the way up on a go-around is no issue, with the-10's power.
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09-10-2015, 06:33 PM
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Join Date: Dec 2012
Location: Brooksville, MS
Posts: 745
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Quote:
Originally Posted by BobTurner
I keep meaning to experiment with 0 deg flaps in cruise up high. My one try (at DA = 16K') I couldn't tell any difference, but it wasn't perfectly smooth that day.
I agree with the others, on retraction the motion is slow enough that going all the way up on a go-around is no issue, with the-10's power.
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I didn't try 0 per say. I used -3 for all the way up, -1 for down about 1/2 inch at trailing edge, 1 for down about 1 inch at trailing edge. I don't know the exact degrees....
Based on these tests. I now fly with the flaps down approx at the 0 degree position from take-off and climb until the IAS reaches 135 knots then retract to the reflex position.
https://onedrive.live.com/redir?resi...nt=photo%2cjpg
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Weasel
RV-4 715hr Sold 
RV-10 "School Bus" -   +1600hr counting
Fisher Classic Cassler Power VW sold
RV-10 N7631T 820hr Sold
RV-8 700+hrs
Carbon Cub 200 hr Sold
One-Off Super Cub 100 hr
SERFI AWARDS
http://weaselrv10.blogspot.com/
Last edited by Weasel : 09-11-2015 at 09:47 AM.
Reason: was not able to get the forum to embed from one drive );
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09-11-2015, 09:18 AM
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Join Date: Nov 2006
Location: Colorado Springs
Posts: 27
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Correct me if Im wrong
0 degrees flap setting gets you off the ground several hundred feet shorter than reflex. My flap settings are... -3 (cruise), 0 (take off), 1/2, and full.
From my transition training notes: "Cruise in flap reflex position. Flying flap reflex in pattern acts to slow airspeed. Takeoff using flap reflex adds 200-300? to roll out."
Cheers,
Jay
N433RV - flying
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09-11-2015, 09:48 AM
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Join Date: Dec 2012
Location: Brooksville, MS
Posts: 745
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Previous post was updated to include onedrive link.
This forum will not let me use the picture embed from one drive 
__________________
Weasel
RV-4 715hr Sold 
RV-10 "School Bus" -   +1600hr counting
Fisher Classic Cassler Power VW sold
RV-10 N7631T 820hr Sold
RV-8 700+hrs
Carbon Cub 200 hr Sold
One-Off Super Cub 100 hr
SERFI AWARDS
http://weaselrv10.blogspot.com/
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09-11-2015, 04:45 PM
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Join Date: Apr 2013
Location: Southeast
Posts: 663
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Ok, so is the standard reflex position -3 degrees. I have read older post where some have "played" with the reflex setting in cruise flight using somewhere close to -10 down to zero. How is this done. Does the flap control allow intermittent stops. If Im not mistaken, the reflex increases air speed by reducing drag on the airfoil, the wing. Having a negative camber does not impact a take off/ go around since you have reduced available airfoil? -3 degrees is not to aggressive, so I can see maybe minimal airflow impact at low speeds, but I imagine if it was greater than that it would have some impact.
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09-11-2015, 05:24 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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Quote:
Originally Posted by togaflyer
Ok, so is the standard reflex position -3 degrees. I have read older post where some have "played" with the reflex setting in cruise flight using somewhere close to -10 down to zero. How is this done. Does the flap control allow intermittent stops. If Im not mistaken, the reflex increases air speed by reducing drag on the airfoil, the wing. Having a negative camber does not impact a take off/ go around since you have reduced available airfoil? -3 degrees is not to aggressive, so I can see maybe minimal airflow impact at low speeds, but I imagine if it was greater than that it would have some impact.
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1. With most of the flap control systems installed, it's necessary to extend down to some pre-set, then put the switch full up to retract, then to neutral to stop the retraction at the desired point. You can stop anywhere you want on the way up, but not down. (well, you could flip to "up" while going down, but I don't like to do that).
2. Negative camber does reduce the lift available at some given airspeed and angle of attack. Given that you want to rotate at (to) some given angle of attack which has some safety margin over stall, while still providing 1g of lift, that means you need to be going faster if you take off at -3 deg (full up) vs 0 degrees (in trail). Personally I generally use 0 deg (in trail) for takeoffs, but cannot fault those who just take off with full up flaps. I do have to remember to retract the flaps once I'm up.
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