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09-19-2017, 11:28 PM
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Join Date: May 2012
Location: Jazz Town, USA, TX
Posts: 501
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I ask again...what precautions are taken to allow exceeding published Vne by up to 100 mph?
Do the RV racers routinely exceed Vne, like the Glasair pilots?
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09-20-2017, 06:43 AM
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Join Date: Sep 2009
Location: Dublin, GA
Posts: 256
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Changes to exceed Vne?
I doubt you will get many answers.
Racing is dangerous. It pushes the boundaries. It shows what is possible and unfortunately sometimes the limits are exceeded and things break. Racers have weighed the risk and have decided for them it is worth it. I applaud this. (For myself I doubt I will ever have the courage.)
Why no answers to the question? Either they did or they did not make changes.
If they did modify the airframe.
1. If they admit it here they will surely be flamed for making changes not approved by Van's.
If they did not.
2. They have decided the extra margin built in by Van's is good enough for race purposes. Which could be argued is different than typical sport flying purposes. If they chime in someone here will flame them for not following Van's limitations.
Maxwell
__________________
Maxwell Duke
Kitfox S6/TD/IO240/SteamIFR Built it
RV10 IO540/AFS5600x3 Bought it
CH750 O200/AFS5500. Built it with 7 friends. DAR-Vic Syracuse
Maule M7-235C Sold it(kind of miss it)
VAF paid 5/2017
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09-20-2017, 07:25 AM
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Join Date: May 2012
Location: Jazz Town, USA, TX
Posts: 501
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That certainly is understandable. It's a lose-lose situation.
Best to keep quiet.
Last edited by TXFlyGuy : 09-20-2017 at 09:46 AM.
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09-20-2017, 07:29 AM
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Join Date: Feb 2010
Location: Gardnerville Nv.
Posts: 2,828
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There are some post in the past showing the mods that some have done to the tail on the Rockets ect, don't quote me, going on memory... tie stiffeners together, thicker skin, 1" angle longerone and lots of other top secret stuff I don't know about. On my 7a I did the ASA VS plates and the HS spar SB. just for comfort level, not racing.
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7A Slider, EFII Angle 360, CS, SJ.
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09-20-2017, 07:51 AM
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Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
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If someone does make changes, there will be a hundred people to criticize them and none of them would be satisfied until a complete Boeing-level aerodynamics engineering review has been done - which simply isn't going to happen. There is no advantage to even discussing changes they may or may not have made, or what engineering went into those decisions.
They are also not about to discuss "trade secrets" among competitors on an openly-read forum like this.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid 
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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09-20-2017, 07:57 AM
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Join Date: Dec 2013
Location: Livingston, TX
Posts: 148
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That's too bad, really. I'm based at a great airport where there is a section called "RV Hill". Great guys and builders with a wealth of knowledge. But, of those I've talked to, none race, so I'm limited in my gathering of that aspect. I'm a speed demon...I love going balls out. I wish those that push the design would be a little more open. Heck, it might even save a few planes.
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09-20-2017, 09:56 AM
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Join Date: May 2012
Location: Jazz Town, USA, TX
Posts: 501
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While it is not a secret, in the development of a high speed wing the manufacturer added a second spar. This wing was originally designed to be raced at Reno. It will be there next year in a clipped wing version.
Advertised as a +9 G wing, but built to take over 10 G's.
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09-20-2017, 10:45 AM
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Join Date: May 2012
Location: Jazz Town, USA, TX
Posts: 501
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Quote:
Originally Posted by Chkaharyer99
Was the tail tested at those speeds? Was it modified?
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The entire airframe was tested for certification in the U.K.
A forklift was used to induce dynamic loads on the tail, plus weights were used on the wings. The plane withstood 12.7 G's. At that point, the wing skin showed a trace of wrinkles.
No mods. The new wing has a double spar, but it was not subjected to the U.K. testing process.
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09-26-2017, 05:57 PM
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Join Date: Mar 2008
Location: Citrus Heights, CA
Posts: 24
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Quote:
Originally Posted by n981ms
I doubt you will get many answers.
Racing is dangerous. It pushes the boundaries. It shows what is possible and unfortunately sometimes the limits are exceeded and things break. Racers have weighed the risk and have decided for them it is worth it. I applaud this. (For myself I doubt I will ever have the courage.)
Why no answers to the question? Either they did or they did not make changes.
If they did modify the airframe.
1. If they admit it here they will surely be flamed for making changes not approved by Van's.
If they did not.
2. They have decided the extra margin built in by Van's is good enough for race purposes. Which could be argued is different than typical sport flying purposes. If they chime in someone here will flame them for not following Van's limitations.
Maxwell
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Some planes have mods for strength, some don't. A tail can be broken anytime you're flying over Va (142m) and use full deflection. So 250 mph at Reno is about 230 mph indicated..so at Vne, not over (by much). Just my observation.. but it would seem that acro breaks more stuff than going fast..G loads in a loop are more than around the Pylons.
The General Lee has a stock tail for now. Upgrades are in the works before I'll push the black knob all the way in.
Here's the disclaimer: I'm not recommending that anyone should experiment with their experimental! Since every plane is built differently, the results will also be different.
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