REFLECTOR: Aileron Rigging

Wed Jul 9 12:13:41 CDT 2008

Thanks Ron!   I appreciate the info.   Apparently, the cables penetrate the 
firewall below the lower spar cap?
Gordon

----- Original Message ----- 
From: "Ron Brown" <romott at mi-connection.com>
To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
Sent: Wednesday, July 09, 2008 7:37 AM
Subject: Re: REFLECTOR: Aileron Rigging

>
>
> Yes, my changes did result in more up than down aileron travel. I don't 
> have
> the measurements since I gave the new owner all of my manuals and paper
> notes.
>
> I have attached two pictures that show the aileron in the  up and down
> positions.  The 1/4" socket extension clamped to the inverted aileron 
> cable
> brackets approximate the revised location of the aileron control cables 
> when
> attached.
>
> Ronnie
>
>
> ----- Original Message ----- 
> From: <cgputney at peoplepc.com>
> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
> Sent: Tuesday, July 08, 2008 8:49 PM
> Subject: Re: REFLECTOR: Aileron Rigging
>
>
>> Ron, did your change result in 2.5" down and up?   I want to do this
>> change
>> as well and would appreciate some numbers on your actual final
>> measurements.
>> Thanks,
>> Gordon Putney
>>
>> ----- Original Message ----- 
>> From: "Ron Brown" <romott at mi-connection.com>
>> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>> Sent: Sunday, July 06, 2008 12:13 PM
>> Subject: Re: REFLECTOR: Aileron Rigging
>>
>>
>>> Hi Joe,
>>>
>>> From my RC modeling days, I learned that to minimize adverse yaw, the
>>> ailerons should go up more than they go down.  Although we have Frieze
>>> ailerons (the nose sticks down when the aileron is up), there is still a
>>> tendency toward adverse yaw.  Especially since the attach point for the
>>> aileron cables at the back of the keel is not 90 degrees.
>>>
>>> So, to improve the situation, I installed my aileron bell cranks beside
>>> the
>>> engine with a good bit of bias toward the front.  I also lowered the
>>> attach
>>> point for the aileron cable jacket.  This helps relieve the "error" at
>>> the
>>> keel as well as move the bellcranks away from the engine (but your 
>>> rotary
>>> is
>>> narrower than the Lycoming so not an issue).  The aileron bell crank is
>>> more
>>> like 90 degrees to the cable when the aileron is down.
>>>
>>> Here's a note that I wrote in 2003 that is repetitive but adds some more
>>> info:
>>>
>>> When I rigged my ailerons, I found it difficult to obtain the equal 2.5"
>>> up
>>> and 2.5" down that is called for in the manuals - for my 173 Elite RG.
>>> Since the push/pull cables at the rear of the keel do not have a 90
>>> degree
>>> approach angle, the connection of the push/pull cable at the aileron
>>> torque
>>> tube on the wing, results in ailerons that travel down more than they do
>>> up.
>>> This causes an adverse yaw condition which will lead to wallowing at low
>>> speeds.
>>>
>>> I learned this lesson a long time ago when flying RC models.  If you 
>>> take
>>> off at just above stall speed, the model would turn the opposite
>>> direction
>>> from that commanded.  This is because the aileron that is going down has
>>> more drag than the one going up. This causes the left wing to slow down
>>> if
>>> you are commanding a right turn at slow speeds.  This is called adverse
>>> yaw
>>> and is common in older airplanes.  To get a coordinated turn, even at
>>> speed,
>>> you need to lead with a lot of rudder before applying aileron 
>>> deflection.
>>> Or, you rig the ailerons so that there is more up travel than there is
>>> down
>>> travel, which will reduce this yaw effect.
>>>
>>> Cessnas and some other planes (including our Velocities) have a Frieze
>>> aileron, which features a lip that hangs down below the wing when the
>>> aileron is deflected upwards.  This helps balance the drag from the 
>>> other
>>> aileron which is hanging down in the airstream.
>>>
>>> Velocities handle fine at higher speeds even with no rudder input.  But
>>> at
>>> lower speeds, if the ailerons are rigged with the 90 degree approach
>>> angle
>>> at the wing, then this results in more down than up aileron travel, and
>>> the
>>> adverse yaw condition that some folks have called "wallowing" on final.
>>>
>>> A while back, Dave Black pointed out the problem at the keel.  One fix 
>>> is
>>> to
>>> build a wide bellcrank at the back of the keel so that the aileron 
>>> cables
>>> could be attached at a 90 degree approach angle while in the neutral
>>> (centered) condition.
>>>
>>> The other way is to attach the aileron cable at the wing so that the
>>> approach angle is more than 90 degrees.  Mine are attached at about 120
>>> degrees, which results in more up travel than down travel.  My Velocity
>>> handles fine at low speeds, with just aileron control, similar to my
>>> Cessna
>>> 172.  If I need a sharper turn, I'll kick in more rudder, just like in 
>>> my
>>> 172.  But normally, no rudder is needed, all the way down to the runway.
>>> (But I also installed VG's before my first flight, these also improve 
>>> low
>>> speed aileron control).
>>>
>>> Ronnie Brown
>>>
>>>
>>>
>>>
>>> ----- Original Message ----- 
>>> From: <jewen at comporium.net>
>>> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>>> Sent: Saturday, July 05, 2008 11:42 AM
>>> Subject: REFLECTOR: Aileron Rigging
>>>
>>>
>>>>I am rigging up my aileron this weekend (173RG.)  I recall several
>>>>threads
>>>>on the subject in the past, but can't find my notes.  Does anyone mind
>>>>refreshing me on the nuances that the manual does not address.
>>>>
>>>> Thanks,
>>>> Joe
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>>>
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>>
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>

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