The Murphy Builders Site

Re 2 (below), I don't like flaperons as they do (however slightly) limit
your aileron control in a crosswind with any degree of flaps down.
Sure, flaperons slow you down more, but, with a tailwheel plane I prefer
all the control I can get in a crosswind.

Just my 2 cents...

Ted

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of
Rich Dodson
Sent: Thursday, August 12, 2004 12:31 PM
To: rebel-builders@dcsol.com
Subject: NEW TO LIST WITH QUESTIONS


Good Day All!

I found the list from the Murphy Aircraft website and recently signed
up. I have been shopping around for a kit and picked the Rebel for its
size (it, like myself, is "generous"), its payload with full fuel and
the fact that it just looks cool in a rugged kind of way.

I would like to toss out a couple of questions to the group as I figure
out what and when to order the kit.

1. Given the postings on the bungee landing gear that I read, would the
spring gear be a good upgrade?

2. Would you go with the flaperons or upgrade to the split aileron/flap
combination?

3. How is the factory support going recently? I have heard all sorts of
good things but in scanning some recent emails it seems like there are
some folks less than happy reading between the lines.

I appreciate the help from all of you, and the support of Mike for
maintaining this list.

Sincerely,
Rich Dodson
Portland, TX



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If you are trying to measure the angle there is the diagram in the manual.

If you don't have the diagram then the math is fairly easy if you have a
calculator that does trig functions. My ailerons are 13 7/8" from the
pivot to the trailing edge. SINE of the angle is rise divided by radius.
So radius times SINE of the angle is vertical movement of the aileron.

13.875 times SINE (4 degrees) = 0.97 inches of vertical aileron movement.
13.875 times SINE (8 degrees) = 1.93 inches
13.875 times SINE (12 degrees) = 2.9 inches
13.875 time SINE (18degrees) = 4.3 inches

Ken

Ok I will look at that idea. Do you have any suggestion as to how I can
check the overall aileron/flap/reflex settings?

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G'day Ken.

Unfortunately I struggled with trig when I was at school, but thankfully I
have a friend who is a proper engineer and I am sure that he will understand
what it is all about!

However having said that I will check my movements with those that you have
given me.

thanks for your interest.

regards

Ian Donaldson


----- Original Message -----
From: "Ken" <klehman@albedo.net>
To: <rebel-builders@dcsol.com>
Sent: Thursday, February 17, 2005 7:03 AM
Subject: Flaperons

If you are trying to measure the angle there is the diagram in the manual.

If you don't have the diagram then the math is fairly easy if you have a
calculator that does trig functions. My ailerons are 13 7/8" from the
pivot to the trailing edge. SINE of the angle is rise divided by radius.
So radius times SINE of the angle is vertical movement of the aileron.

13.875 times SINE (4 degrees) = 0.97 inches of vertical aileron movement.
13.875 times SINE (8 degrees) = 1.93 inches
13.875 times SINE (12 degrees) = 2.9 inches
13.875 time SINE (18degrees) = 4.3 inches

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THE FLAPERONS WORK GREAT ON THE GROUND, BUT WHEN YOU GET OVER 50 MPH.
THEY DO NOT WORK. I WOULD LIKE TO HAVE FULL FLAPERONS THAT WORK WHEN YOU
NEED THEM. DOES ANYBODY HAVE A SOLID TYPE OF SYSTEM THAT WORKS WELL? I
CANNOT GET THE FLEX CABLE TO WORK LIKE IT SHOULD. LOOKING FOR ALTERNATIVES
ON THIS. LEROY
----- Original Message -----
From: "Ken" <klehman@albedo.net>
To: <rebel-builders@dcsol.com>
Sent: Tuesday, September 25, 2007 3:02 PM
Subject: Re: [rebel-builders] Rebel/Subaru/Ross Aero Drive

Jeff Liot and Al Wick are the fellows to consult on the Ross. Al has a
pretty good web site. I wouldn't fly a Ross until taking it apart and
checking it out according to what is now known. Properly set up I'd be
quite happy with a good Ross I think but many badly need some correcting
as I understand it. I think end play on the input shaft is a big deal on
that drive. All vibrations are trying to tell you something and are
best paid attention to especially since the really hazardous torsional
vibrations may not be apparent to the pilot.
Ken

Bob Patterson wrote:

Hi Mike !

There was a problem with some of the early Ross drives - it was
solved
by Ross shipping some new parts -- can't remember what they were, but
seem to recall a new front gear ??? Anybody else remember ????

The problem now is that Ross is out of business -- you might have
to switch to a Marcotte re-drive... a better unit by far, by all
appearances.
They run about $3,500, I think. Ken ?????

The Rotax 912 has a similar vibration - the solution --
factory approved -- is NOT to idle below 2,000 RPM.
We did that for 10 years, with no problems.

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