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Deems Davis
Joined: 09 Jan 2006
Posts: 925
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 Posted: Thu Oct 04, 2007 10:18 am Post subject: Transition Training - was: battery cable routing |
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Rick, First of all it was REALLY GOOD to be flying again ! I haven't
flown in 6 years and it was nice to be back at the controls, even with
all of the rust. One thing that did surprise me was the stall speeds.
The 1st thing that Mike did during the pre-brief was to point out that
the 'real' stall speeds were at least 10 mph higher than those published
by Ken Kreuger Vso in N220RV is 71-72 mph and Vs is 80. (the airspeed
indicator is mph). That was a bit of a shock as I had expected them to
be lower. On our second flight we went through all of the stall series
(I think Mike sensed my disbelief) and I confirmed 1st hand that the
speeds were indeed accurate for that plane. The good news is that the
plane really doesn't have a 'break' in the stall, it just sort of noses
a little lower and mushes ahead loosing altitude. I suppose if you
really accelerated the entry you could get a real stall. I noticed the
roll was more sensitive in the stalls, it was a little bumpy when we
flew, that and my rust may have contributed to what I experienced. I'd
love to hear from other flying their planes with respect to stall speeds
they experience.
Another thing is the rudder, it needs/uses the rudder on take off
(IO-360, wonder what the 540 will be like !?) but once in level air, I
was constantly over controlling with the rudder, most turns don't
require rudder. This took some adjusting for me. While we're on the
topic. Full Castering nose wheel steering was new to me. Took the 1st
day to adjust so that I could taxi in a straight line, at the end of the
3 days it wasn't an issue. On the same topic, Take-offs are a 2 part
affair. The first part was getting the nose wheel and the plane going
straight down the runway with partial power and 'toe-tapping' on the
brakes. Then come in with full power and the rudder shortly begins to
take effect.
Mike has you fly approaches (at) 90 mph and because that's only 10 mph over
the clean stall speed he has you fly what I consider a fairly steep
approach. That took some getting used to for me. I believe he does this
and teaches this way for safety reasons, but with the outstanding view
the RV-10 has over the nose, the visual picture has a LOT of runway in
your face on short final. I found I was 'ground shy' and was initially
dropping the plane in from a foot or two too high. Mike teaches landings
as a 2 part affair. Part 1 is to break the decent and LEVEL the plane
off. Part 2 is to initiate a flair and dissipate energy and speed and
land.
This brings up the next point and that is elevator authority. N220RV had
NO balast in the rear when we flew. We initiated our approach with 20
degrees of flaps (second detent), Turning downwind we added full flaps.
With full flaps there is NOT enough trim to take the back pressure off
of the stick. I found that the back pressure was much more than I found
comfortable, and flew some landings with 2 hands! Makes it
difficult/impossible to develop a fingertip feel on landings. The other
item has been reported by several others and that is when landing it
takes the full aft movement of the stick. The topic has been discussed &
debated previously, but in my opinion with only 2 people and no
baggage/balast there is not enough elevator. Towards the end of 8.1
hours, I was able to get some of the rust scrubbed off, got a little
less shy about the rapidly approaching ground, and found a way to
'muscle' a couple of good landings. then Mike says " let me show you
something, .... we took another trip around the pattern flew exactly as
before only on our base leg after extending full flaps, he had me 'blip'
off a degree or two of flap at a time until the back pressure I'd grown
unaccustomed to holding was gone..... then flew the rest of the landing
!!!!! WOW!!! what a difference !!!!! Mike why did you keep this little
secret to the end??????? the plane landed almost identical to full
flaps, but the 'feel' was completely different and actually a joy!!!!!
Had a great visit w/ Ed Hayden, John Cox, Paul Grimstead, and John
Jensen while there. The Portland people really know how do do
hospitality! Ed's got the best equipped RV-10 under construction, if I
can encourage him to add the planned-for speed brakes and de-ice, I may
be able to finish before he does 
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Rick Sked wrote:
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How did it go with Mike on the transistion training Deems?
Rick S.
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LloydDR(at)wernerco.com
Guest
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| Posted: Thu Oct 04, 2007 10:48 am Post subject: Transition Training - was: battery cable routing |
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Knowing Ed you would not have to push him to hard.....show him a shiny
object and he immediately tries to figure out how to modify it to fit on
the plane. Did he show you aft of the baggage bulkhead? I do not envy
him during his annual, told him he had to loose weight to fit back
there!
The 10 builders in Oregon are second to none and really make you feel
welcome when you get out there. That is not to say it is any different
in other locale's, just that it seems especially prevalent right near
Van's.
I can not wait to get out there for a homecoming and introduce my family
to the big Van's family that lives near the factory!
Dan
N289DT RV10E Flying
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