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POSTING RULES

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Today's Posts
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10-10-2014, 06:59 AM
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Join Date: Sep 2013
Location: Tucson, AZ
Posts: 322
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__________________
Roger Lee
Tucson, AZ
Last edited by roger lee : 10-10-2014 at 02:26 PM.
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10-10-2014, 07:07 AM
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Join Date: Nov 2008
Location: Gloversville, NY
Posts: 1,587
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Quote:
Originally Posted by roger lee
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Sorry Roger, no joy. It says "There are no albums."
Sure wish there was an easy way to put pictures out here. I don't think I am a real dummy, but have never been able to figure it out.
__________________
John Peck, CFII, A&P, EAA Tech Counselor, Flight Advisor.
?Master Pilot? Award, UFO Member.
RV-12 N37JP 120176 Flying since 2012.
One Week Wonder Build Team, OSH 2018.
VAF paid through 10/2019.
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10-10-2014, 02:13 PM
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Join Date: Sep 2013
Location: Tucson, AZ
Posts: 322
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Here is another try in photobucket. Let me know if this works.
http://s468.photobucket.com/user/ssa..._11-1.jpg.html
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Roger Lee
Tucson, AZ
Last edited by roger lee : 10-10-2014 at 02:26 PM.
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10-10-2014, 02:15 PM
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Join Date: Feb 2010
Location: Perth, Western Australia
Posts: 1,647
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That link worked Roger.
__________________
rgmwa
RV-12LR 912ULS
120346
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10-10-2014, 08:07 PM
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Join Date: Aug 2008
Location: Texas, Fort Worth
Posts: 1,237
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You guys are so silly!
__________________
John
RV12 N1212K
Flying Since June 2010
1020 Hours as of 9/30/2017
Johnrv12@icloud.com
RV14 Wing, arrived and building at Rdog's new Hanger at 16X
S/N 140014
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10-10-2014, 09:57 PM
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Join Date: Sep 2013
Location: Tucson, AZ
Posts: 322
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Okay John, I bow down. How did you post it here like this?
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Roger Lee
Tucson, AZ
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10-11-2014, 10:24 AM
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Join Date: Jan 2005
Location: Martinsville, IN
Posts: 2,326
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Think of it this way. The picture has to be addressable on the Internet somewhere for you to post it here in the forums. It can't be on your hard drive, phone, etc. That means you can either find the picture somewhere ( like an online catalog or similar) or you have to save it on the Internet. You can use photo hosting services, your own web server if you have one, or other. I'm not sure if there are restrictions from using something like Facebook, but it would not surprise me if there are.
Once you find the photo, right click on it and click properties, and copy the net address. Click on the photo icon in the posting top tool bar and insert the web address in the little window that opens.
It's actually harder to write this all down than to actually do.
__________________
Randy Pflanzer
Greenwood, IN
www.pflanzer-aviation.com
Paid through 2043!
Lund fishing Boat, 2017, GONE FISHING
RV-12 - Completed 2014, Sold
427 Shelby Cobra - Completed 2012, Sold
F1 EVO - partially completed, Sold
F1 Rocket - Completed 2005, Sold
RV-7A - Partially completed, Sold
RV-6 - Completed 2000, Sold
Long-EZ - Completed 1987, Sold
Last edited by f1rocket : 10-11-2014 at 10:27 AM.
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10-12-2014, 01:55 PM
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Join Date: Oct 2011
Location: Manchester, UK
Posts: 9
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Sort of worked for me
Quote:
Originally Posted by roger lee
I usually set rpms at 1700 and make sure the owner understands not to just sit there or warm up there. I does happen and it happens a lot. By not setting it artificially low for most users you help keep them out of the gray area.
I have no issue with lower rpm settings for the engine IF the user understands the issues involved with sitting at low rpm on the ground. It will never get that low in the air.
The other issue for me is that thinking a lower set rpm controls the speed of the plane and its touch down point. Once down at those rpms (i.e. 1600-1800) the speed at which you approach or actually touch should be the same. The only thing that should change is how far the stick is back to maintain that preferred speed. 1400 up to 1600 is just not needed. Pull the stick back at 1500 or 2700 and the speed will drop and you will stall at the same speed. The only difference landing at an idle of 1500 (which won't be that anyway as air passes through the prop) and 2700 rpm is you'll just have the stick back farther to keep the exact same speed at both throttle settings. I demonstrate this to all the high time pilots transitioning from a heavier aircraft to LSA. The higher the rpm usually the higher the nose just before touch which helps keep the nose off and touch mains first and allowing the nose to settle, but even more importantly for me and especially in bad cross winds it allows better control and air flow over the tail and elevator. When you get too slow and loose that air flow then these inputs are sluggish and sometimes needs big inputs. With a tad rpm on landing you have great rudder and elevator control which comes at the same speed as the guy with the low rpm landing.
I would guess about 70% of the people I work with keep this technique. They not only more smooth and consistent landings, but all of them can land in pretty severe cross winds because you maintain better directional control and not soft inputs.
There are many ways to land and I think everyone should learn them all as they all have a time and place for use. Learning them all keeps panic and stress out of the cockpit during more complicated landings and maneuvers and gives the pilot a much larger mental toolbox to draw from.
Several of these things like idle landings verses some throttle at landing and less rpm settings verses lower are all Personal preference items and there isn't any issues unless the end user fails to understand that there may be consequence for things theyy don't fully understand at this particular point in time.
This is exactly why we talk about these and we all learn from each others class teachings and actual experience with our individual aircraft and engines.
As my professor used to say: The mind's a terrible thing to waste and when you think you know all of it then just open the next door and there will always be more.
The Rotax instructors that teach the instructors still keep learning according to them.
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Thought I'd give Rogers theory a test this afternoon. Nice calm day here at Barton, UK , with a quiet circuit on 09R 522m of grass.
I normally approach at 50kts, a little slower than the handbook but still around 1.3 our 39kt approach configuration stall speed.
First tried 2500rpm then 2700rpm. The approaches worked fine and I wasn't overshooting. I managed to keep the power on almost to touchdown using 2500rpm but I had to cut power just after the airfield boundary in order to land using 2700rpm or I'd have overshot the runway.
I'm sure that Rogers ideas would work using a longer runway. Here at Barton I'm sure the ideas would work flying a CTSW with its more powerful draggy flaps. But I'll need a lot more practice to succeed using our RV-12 with its less draggy flapperons. Also couldn't have done this prior to fitting the vernier throttle as the old throttle wouldn't hold a setting.
Not saying a more competent pilot can't do it, and I totally agree with Roger in building up a larger mental toolbox.
John.
PS Roger. I find you Rotax posts really interesting and useful. Keep up the good work!
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10-12-2014, 09:16 PM
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Join Date: Oct 2010
Location: Phoenix, AZ
Posts: 2,820
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F1,
You must be a computer geek! Us lesser beings just want to know what button to push to make the white man's Magic happen?
Rich
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