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flying-nut(at)cfl.rr.com
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 Posted: Tue Apr 23, 2013 3:45 am Post subject: approach to landing |
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I fly a couple of airplanes .... some with flaps, some without. My
finals are higher, steeper, and slower than my fellow pilots. l try to
keep my energy vector down the runway short because, like Wayne, I don't
do the braking thingy preferring airplane drag over brake pad
replacement. So, since I'm not flying the -10 yet, does it do a steep
approach well?
Linn
On 4/22/2013 11:01 PM, rv10flyer wrote:
| Quote: |
I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's provided tires/tubes lose 1 psi/month. Recheck every four months. I remove the nose pant and fwd half of mains to inspect and clean while in there. Our pressures need to be close to specs for proper energy absorption.
After 103 hrs my brake pads have worn less than 1/16" from new dimension. It helps when you don't jam the brakes on to make that first turn off', maintain 70 kts on final and use the rudder to steer as much as possible.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 103
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399184#399184
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jesse(at)saintaviation.co
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| Posted: Tue Apr 23, 2013 4:00 am Post subject: approach to landing |
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It does do a steep approach well, but it is a little harder to keep your speed down than with, say, a Cessna or Piper, just because it is so clean. I find I approach a little steeper than the VASI at about 65kias on short final with full flaps.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
On Apr 23, 2013, at 7:45 AM, Linn <flying-nut(at)cfl.rr.com> wrote:
| Quote: |
I fly a couple of airplanes .... some with flaps, some without. My finals are higher, steeper, and slower than my fellow pilots. l try to keep my energy vector down the runway short because, like Wayne, I don't do the braking thingy preferring airplane drag over brake pad replacement. So, since I'm not flying the -10 yet, does it do a steep approach well?
Linn
On 4/22/2013 11:01 PM, rv10flyer wrote:
>
>
> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's provided tires/tubes lose 1 psi/month. Recheck every four months. I remove the nose pant and fwd half of mains to inspect and clean while in there. Our pressures need to be close to specs for proper energy absorption.
>
> After 103 hrs my brake pads have worn less than 1/16" from new dimension. It helps when you don't jam the brakes on to make that first turn off', maintain 70 kts on final and use the rudder to steer as much as possible.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 103
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399184#399184
>
>
>
>
>
>
>
>
>
>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
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rv10flyer
Joined: 25 Aug 2009
Posts: 364
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| Posted: Tue Apr 23, 2013 4:42 am Post subject: Re: approach to landing |
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At gross weight 2700 lbs, I maintain a minimum of 70 kts with full flaps, no or little power, descend at plus or minus 1200 fpm. My 1G stall speed with full flaps at gross is 53-54 KIAS. During our landing flare, my wife usually notices about 65 KIAS when the wing gives up. On a perfect landing(ha), I want to be 1-2" AGL when this occurs. I think this IAS difference is due to acceleration and possibly static port area pressure reduction. Steeper approaches hopefully prepare me for that possible engine out. I don't use this approach with new passengers or if any of us are having pressure equalization issues. It shortens the time between flare initiation and touch down to about 5-10 seconds, so one must always get it right or be ready to add some power in quickly to arrest the high sink rate if you flare too high. Ground effect cannot always save the day with short wings and fully loaded, so be careful. If you flare too late the nose gear will take a beating, but it is pretty tough...not something we want to make a habit of. I have never had to slip to get that steep approach like I did in the 172's. The CS prop, big flaps and short wings are plenty enough. Bringing it in on a normal 3 deg glideslope with some power sure makes landings easier and smoother, but I like the windshield full of runway, elevator ride and challenge most of the time.
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Wayne G. |
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Strasnuts
Joined: 10 Feb 2009
Posts: 502
Location: Salt Lake City, UT
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| Posted: Tue Apr 23, 2013 5:05 am Post subject: approach to landing |
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My RV-10 is on the fwd CG when I'm alone. This makes steeper approaches a
little more tricky than other planes I have flown. If I carry weight in the
back and/or carry some power with the steep approach it helps in the flare.
---
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40936
RV-10 SB N801VR Flying
780 Hours
SuperSTOL 60 hours |
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Mauledriver(at)nc.rr.com
Guest
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| Posted: Tue Apr 23, 2013 7:04 am Post subject: approach to landing |
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I find the flaps quite effective and an idling CS prop to be a great
drag brake. I come over trees to a downhill landing quite a bit and
find it easy to do. It handles so well and easily, it can be kept in
close, tight and steep when desired... like when overhead as a Cirrus
lands long and hot and you want to beat him to the gas pump (I swear, I
didn't mean to beat you to the pump, please, you go first since you
landed first.... )
Having said that, I like carrying some power over the threshold. When
'normally loaded', i.e. no passengers in rear seats but with 50lbs of
luggage, I find it the easiest plane to get a 'roll-on', nose high
landing with little float. It doesn't stall in that configuration but
ends up with full back stick at touchdown. The control balance and
harmony is just perfect.
However, as I discussed with Wayne awhile ago, if I'm loaded with 2 in
the back it takes good timing in the flare or carrying some power to get
a good result.
Bill "at 290 hours thinking I need to give the original pads another
look" Watson
On 4/23/2013 7:45 AM, Linn wrote:
| Quote: |
I fly a couple of airplanes .... some with flaps, some without. My
finals are higher, steeper, and slower than my fellow pilots. l try to
keep my energy vector down the runway short because, like Wayne, I
don't do the braking thingy preferring airplane drag over brake pad
replacement. So, since I'm not flying the -10 yet, does it do a steep
approach well?
Linn
On 4/22/2013 11:01 PM, rv10flyer wrote:
>
>
> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's
> provided tires/tubes lose 1 psi/month. Recheck every four months. I
> remove the nose pant and fwd half of mains to inspect and clean while
> in there. Our pressures need to be close to specs for proper energy
> absorption.
>
> After 103 hrs my brake pads have worn less than 1/16" from new
> dimension. It helps when you don't jam the brakes on to make that
> first turn off', maintain 70 kts on final and use the rudder to steer
> as much as possible.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 103
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399184#399184
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
-----
No virus found in this message.
Checked by AVG - www.avg.com
|
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Bob Turner
Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA
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| Posted: Tue Apr 23, 2013 12:26 pm Post subject: Re: approach to landing |
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You'll notice a significant difference between partial flaps and full flaps. That last notch induces a significant nose down pitch, and it's about right without further trimming to maintain the speed you had. And yes, full flaps and no power is reasonably steep. Not quite like a 182, but not too far different. The 10 has a powerful rudder, good in cross winds, and it does slip well if you need to lose even more altitude.
As others have noted, at forward cg and full flaps it won't do a full stall landing, so landing speeds are a bit higher than with aft cg.
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_________________
Bob Turner
RV-10 QB |
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