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thoughts about switching from quadrant to vernier?

tom paul

tom paul

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I have a throttle (and prop and mixture) quadrant in my plane. It is fine. No issues, really, though the throttle cable needs to be rerouted and or replaced for more stability. The reasons I am considering it are: Simplifying the panel. It feels a little cluttered with this hanging down below the panel, and an RV10 buddy has commented that he loves the precision he gets spinning the fine-tune on the verniers expecially when leaning.
What is involved in swapping and what are peoples thoughts about this?
 
Same. I turn the prop and mix controls. Sometimes very small adjustments.

You will need the cables and the mount angle (F749?), or a reasonable facsimile. There is also one under the subpanel with Adel clamps. Since I made mine, all you really need is the hole spacing. Just bend a piece of aluminum the right thickness. Cut the shape and drill holes. Round off the corners. FYI, it fits on top of the instrument panel flange. Nutplates are on the mount. It's designed that way so it can be dropped down to remove the panel without removing control cables.
 
Some of the formation flying groups prohibit vernier throttles...I have not heard an explanation for the prohibition.
I love my vernier prop and mixture control and am considering upgrading my throttle.
 
+1: go for it.
I’ve flown a lot of RV’s and the only place for a quadrant is on the left side of the tandem models.
Even then I miss the precision of the vernier for mixture and prop.
Vernier throttle is a liability IMO.
 
Yes. Vernier on prop and mixture. No vernier on throttle. I ferried and RV-14A with a vernier throttle and hated it.

No on quadrant on any RV other than the RV-8, 8A or 4. On my RV-8 I have to just think about adjusting the mixture and away it goes. But that is the nature of the beast.

Carl
 
Carl Froehlich said:
Yes. Vernier on prop and mixture. No vernier on throttle. I ferried and RV-14A with a vernier throttle and hated it.

No on quadrant on any RV other than the RV-8, 8A or 4. On my RV-8 I have to just think about adjusting the mixture and away it goes. But that is the nature of the beast.

Carl
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I dislike vernier throttles on RVs. I’ve flown all types of throttles. Certainly not if you do formation or acro or lots of pattern practice
 
Looks like the McFarlane unit is the exception.

Tom,
Generally speaking, I don’t see the precise control that a vernier offers as being a requirement on a throttle. During critical phases of flight the throttle is moved as a response to energy state. Pilots need more power or less power. They rarely need an exact amount of power referenced through a gauge.

Specifically speaking, I have had a few Flight Review candidates who were too used to the vernier function of their throttle. Didn’t serve them well when using that function on a late go-around or during stall recovery.
Every pilot I have observed using a vernier throttle in the pattern has too little/slow throttle response in vernier mode and too much/large when switching to the “button in” push pull mode (usually after a few twists didn’t get the job done).
Given the critical nature of throttle control, the greater consistency of a single actuation method is desirable.
 
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I am a check pilot with Formation Flight Inc, flying with Falcon Flight. I have the MacFarlane Vernier Assist throttle. It looks like a normal throttle, with no center vernier push button. It is splendid, especially for formation flight.

Why do we shun regular vernier throttles for formation flight? When I'm on the wing, I have my throttle friction way loose, almost completely unscrewed. My right hand NEVER leaves the throttle as a wingman. I'm making minute power changes to maintain precise fore/aft position on my leading aircraft. Having to press and hold a center vernier button on the throttle puts you moments behind the time line for the necessary response to any power change need. Straight vernier throttles are simply a liability/risk on formation flight.

Now, MacFarlane's vernier assist throttle lets you also twist in/twist out small changes in manifold pressure for precise power settings. This comes into play when I am LEADING the flight. As flight lead, I tighten down the throttle friction and set 22" MAP and 2400 RPM...and leave it there. Now I'm a consistent platform. If a wingman needs me to reduce power slightly ("Lead, give me one"), I twist the throttle counterclockwise 1 turn, which on my setup reduces the MAP by 1 inch. I do the same thing automatically if I'm leading a 3- or 4-ship through an echelon turn: I reduce the throttle MAP 1" to give those guys flying the wider arc a chance, then dial it back in when we're rolled out.
 
tom paul said:
can you please explain that? I don't follow.
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Van's sells a nice simple friction lock that works very well and is simple to install.
You don't need fine (twist) adjustments for the throttle.
You want instant response and be able to lock a position easily.
 
tom paul said:
I get it now. I will replace the quadrant with a simple locking cable for the throttle and verier pro and mixture.
Click to expand...
I would think that most of us are trained with a push pull type throttle. If we were to shift to a vernier throttle and an emergency situation were to arise you might fine yourself wasting time in a hurry trying to operate the throttle.
 
Haha I guess I'm the opposite of most... I really don't like the push/pull cables and knobs, they remind me too much of Cessna's lol. I went to a fair bit of work to put a quadrant in my 6. Most of the airplanes I've flown for work have quadrants, so I guess that's my comfort zone. All military fighters post WW1 have had quadrants.... I don't see why precision would be an issue. Unless you reaaaaly don't like it, I can't imagine its worth the effort. My two cents
 
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