I learned about flying an RV from that

Sometimes when we're consumed with the notion of building an RV aircraft, we forget that someday we have to learn how to fly one. It's true, from what I'm told, that the RV is a fairly docile airplane, but it's still not a 172 or a Piper Warrior.

So in the last few weeks, I solicited stories from RV drivers about the moment at which the light bulb went on about the art of flying an RV airplane. Here are some of the comments of those who responded:

Falling Leaf Stalls and the Need for Happy Feet on Landing
Dave Cordner (RV-7)

When I was doing tail-wheel endorsement initially in a Decathlon, I had a tough time getting wheel landings down. Sure, I'm (still) a low-time pilot, but have been flying off and on since 1973, I knew I should be able to do this. I decided to change instructors and planes, first flight with the new instructor in a brand new American Champion Adventure (Citabria).

I was on downwind envisioning the final for a three-point landing when on base the instructor, who knew all about my wheel landing challenges, said "OK do a wheel landing." "But... but... but," my objections came over the intercom.

"You know what you need to do right?'

"Ah yes," came my reply.

"Then let’s do it, I'll follow you through."

BINGO! Success! A two-point wheel landing! Well the next landing (right in front of a B25 waiting for me to clear) was not as good but I "got it". It is still seems weird to have to push (tweak) the stick forward on landing to stick the wheels, but I felt much better. I can do this! I think a couple things led to this success, a different plane (yea sure much more passive than the Decathlon) and most important, a different easygoing very experienced CFI that I immediately hit it off with. He signed my log book a few flights later. We flew together many more times to meet the FBO's insurance requirements and since then I've enjoyed many solo hours in the Citabria.

OK, so where is the relationship to the RV? Well a few months later I learned about a local CFI who would provide transition training in his RV7. His plane was set up and configured much like what I had planned for mine, but that's another story.

We hit it off pretty well and agreed on a program where I could fly and learn the operational characteristics. As we worked through the flight characteristics I began having problems again with landings. Frustrating to say the least. I began to wonder if I would ever get it down.

Back in the hangar, Bob (the RV CFI) and I reviewed the flight and he asked what I thought the issues were. Multiple: handling, speed control, getting behind the plane, getting the correct feel for the RV landing gear, etc. I suggested -- and he wholeheartedly agreed -- that some basic flight operations 101 were indicated.

The next weekend we went up and did a bunch of slow flight and stalls. We returned to the airport for some landing practice, three-pointers were better but not great, and wheelies, not so good. Bob had an idea and we went back to the practice area.When we got back to the practice area Bob introduced me to "Falling Leaf Stalls." Basically you keep the elevator back and the plane in the close to stall attitude and when the stall starts you recover with rudder inputs. This gets the pilots feet moving (happy feet) and when you relax the elevator input you're back in stable flight attitude as you need on final and touchdown.

Back to the home airport, and, wow, what a difference. So to summarize flight 101 basics: pattern speed control & discipline, and happy feet. Falling leaf stalls are good to practice.Google "falling leaf stalls" several hits will come up, here's a link to a web page that describes the procedure and a video clip .

Now for me: Back to the garage, I need to finish several things before I move everything to the hanger, but I hope to finish this year and get into phase 1. Slider canopy cut coming soon (I hope). I have not flown a lot over the last couple years, but my hangar mate was pretty surprised how I landed his RV 6A (right seat) the last time we went up. But first on the list (before Phase 1) is to fly with Mike Seager (again) or Alex D or another CFI who provides transition training in an RV7. Money and time well spent.

RV Weight and Balance/Landings
Dan Baier (RV-7A)

The empty airplane should have a CG very near the forward limit. Everything you put into the RV moves the CG aft. So, depending on the load, you could easily get a situation where it's not so much the total gross weight; rather it's where the CG falls that starts to limit your options. This might also be a factor in the 8 / 8A, especially with the tandem seating.

Landings: Over the years I've noticed that pilots who took their training in Cessnas / high wing versus Pipers / low wing tend to start the flare a little high. Not that it doesn't work out - works great for the high wings on the Cessnas. Won't work so well with the RV. Don't start your flare high and don't give up your speed too early. Keep your speed up (80Kts) across the fence and pull off the power and fly it as close to the runway as you can without touching down. The object being to fly it just a matter of inches above the surface as the airplane gives up its lift - of course, you'll be progressively adding back pressure as this happens until the airplane settles on.

The nice thing is that the nose doesn't want to just plunk down - you can easily slow down on the runway holding the nose gear off. With a little practice, you'll know when the elevator is going to run out and you can set the nose down gently rather than letting it drop on. The fact is, the airplane lands very well - it can make you think you're better than you are.

Landing the RV-7A Way
Fred Stucklen

Here's a landing method tip for RV flyers that might be helpful. I've spent many hours with low- to mid-time pilots transitioning them into their RVs. The one issue everyone seems to have is properly controlling their approach speeds on landings.

Approach speed isn't an issue when landing on long runways, but throw in a 1600-1800' strip, and it's a major concern. Here's a method that I like to demonstrate that doesn't appear to be taught in primary training. It's the same method General Dynamics likes its F-16 pilots to utilize when landing their aircraft.

Configure the plane for landing at the pattern point opposite of the touchdown point. Unless the wind is blowing in excess of 25 knots, I always use full flaps on my RV-7A. Set the approach speed to not more than 80 knots indicated. I'll go as low as 60 knots indicated on a no-wind day. Note the pitch angle of the aircraft at this speed. It should be close to the actual touchdown pitch angle, especially at the lower speeds. It should also be the same pitch angle used when taking off.

Now here's the key to this method: Hold that pitch angle and that airspeed, all the way down the approach. Don't let the nose wander up/down or side to side (that's why you have rudders!). The elevator controls the pitch angle, and the airspeed. Control your rate of decent with the throttle, not the elevator. Too low, then more throttle, but same pitch angle/airspeed. Too high, pull the throttle off if necessary, until your back onto your correct glide path, then adjust the throttle as necessary, but always holding the same pitch angle/airspeed.

When you're over the runway, and it's time to flair, just add a enough throttle to arrest your decent, but hold the same pitch angle (you're pitch should already be the flair/touchdown angle!). The descent will stop, and you then let it sink onto the runway by reducing the power further. The result is that you will always land on the mains.

After some time practicing this method, it can be used to perform very short landings, especially over high obstacles on the approach path where steep descents, coupled with very slow forward speeds, are needed. Another variation is during emergency engine out procedures where an off field landing is eminent. The key here is to maintain enough indicated airspeed that will allow a final pitch up flair maneuver to arrest the decent rate and scrub off the most forward speed before ground contact. It involves a lot of practice to know the exact decent airspeed that allows just enough kinetic energy for the successful flair.

By the way, I used this method (with an additional crab) to land with the absolute worst-case wind condition I've ever flown in: 48 knots gusting to 54 knots 90° to the runway! (Key West International, 12/26/2005) The flair was more of a plop onto the runway, with a power burst to stop the descent, with lots of rudder to correct the crab.

Approach speeds
James Kleen (RV-8A)

This isn't really very interesting, and is less about the plane than learning how to use it in the airspace. It seems that when approaching controlled fields at 160+kts, the controllers expect you to keep that speed up like normal planes. Since the RV can comfortably transition to 80 or 90 knots fairly quickly, I've had times when I got pickled between some faster traffic, then pulled back -- only to cause some grief for the controller. So I try to manage my speeds better at controlled fields and not make rapid speed changes. We have great controllers here who are wonderful with whom to work, and we try to help each other when conditions permit.

RVs are diffferent from RVs
Paul Dye (RV-8)

While pretty much all the RV taildraggers are easier than most other GA taildraggers to land, they do have their quirks. (Why are they easier than most A taildraggers? My theory is that most GA taildraggers are very old designs, thought up back before handling qualities were fully understood, and knowing how to design GOOD handling was a rare talent. RVs are more modern designs, building on the lessons of earlier aircraft, so I would expect them to be more docile!).

I have about 850 hours in my RV-8, and it is obvious once you get flying the model that they like to wheel land, slightly tail low. Three-pointers are not even close to a full stall, and while they can be done, a botched on will start you galloping down the runway. Wheel landings in the -8 are quite easy one you realize just how low the nose looks in level flight, and how much ground clearance the prop has in this attitude. The gear is forgiving, and a little forward stick will glue you on after touchdown.

The RV-6, on the other hand, is very touchy in the wheel landing. I am much more comfortable wheeling a tail dragger on in a crosswind, so I have worked on the technique, but it is easier to three-point it - although even a good three-pointer doesn't come easy.

The six has plenty of directional control in the landing phase, and I have never felt close to a ground loop, but you can really get some good bounces if you aren't careful in the flare.

Seating position and eye height make all the difference in the world. I suggest that people get as much cushion as they can to see over the nose, otherwise, you feel like you're sitting down in a well, and can't see ahead or to the sides in the flare.

I suppose that I'd say that while the RVs are much harder to ground loop than any other tail dragger I have flown, they each have their own pitch control characteristics that need to be learned - and in that regard, are probably like many other tail draggers of old. Every airplane model has things to teach us, and RV's are no exception - but the challenge is part of the fun!

Related article
Transition training in an RV

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