flying-nut(at)cfl.rr.com
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 Posted: Sun Mar 03, 2013 11:04 am Post subject: RV-10 Stall Characteristics (what just happened here?) |
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All my approaches to landing (final) are steep. Doesn't matter if I'm
in my Pitts, Cherokee, or the Traumahawk. I wish the Pitts had flaps
like the Pipers!!! For me it's an energy management issue. If you drag
an airplane into the runway the energy vector is long down the runway.
In a steep approach the energy vector down the runway is way shorter.
True, it takes more finesse that way so your hangar mates won't talk
about your landing, but you won't use your brakes as much or use a lot
of runway ..... good if you have to taxi-back to an intersection.
Linn
On 3/3/2013 1:15 PM, rv10flyer wrote:
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flying-nut(at)cfl.rr.com wrote:
> Been following this thread .... not flying yet so this may be way out in
> left field.
> I wonder if the RV-10 at gross and slow ends up behind the power curve???
> Linn ..... hoping to find out some day ....
With power at idle, prop at fine pitch you can really feel and see your descent increase once below 70 KIAS at gross with full flaps. Hence, we try to never get below 70 KIAS on a steep/no power approach, which is the way we come in 75% of the time. Timing your flare is very critical at 1,200-1,500 fpm descent! No slipping needed so far in the -10, as you have a lot of runway in the windshield already. Slipping does not increase your descent rate like it did in 172's. I have had a few pilots say after landing that they had never came in so steep before. We are not initially trained this way for a reason, but I always prepare for that day when I have to come in steep without power.
Initially in transition training and Phase 1, I approached with a little power in and a normal 3* glide slope which gave me more time in the flare.
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Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=395519#395519
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