randylervold
moderator
I just updated my web site with further flying impressions as of 29 hours, here's the text for those interested...
As I continue to get in tune with the -3 I'm realizing it really does have some unique qualities and is indeed different from the other RV models. You really do wear this plane. It is capable great finese that you don't realize until you get more in tune with it. I've been doing quite a bit of formation flying lately with my local group — when you fly in close proximity to another aircraft and are making constant control inputs you really get in touch with the feel quickly. While any RV is indeed very responsive compared to a common certified ship, the RV-3 takes responsiveness to a whole new level. You think and it's there. If you fly by moving your whole arm you will over-control the plane and miss the point altogether. Fingertip pressure and small movements are all that is required for most maneuvers, just relax and make small pressure adjustments. That there's simply less mass there is I'm sure part of the equation. After acclimating to it you feel like you can maneuver inside even another RV. The 747-like patterns that Cessnas fly in the pattern are becoming increasingly annoying. With the flexibility afforded by a constant speed prop I can fly a tight downwind at 125 mph, pull power, trim up, dump the flaps, and fly a rounded turn to base and final and land in a very small amount of geography.
Landings are continuing to improve, I even did my first formation landing the other day, no problem. The trick is again to be subtle and get in touch with the plane. If you do so it will reward you with instant responsiveness and make you look good. Doing a wheel landing and then keeping the tail up is easy. With just a bit of power and forward stick and the flaps down you can drive it down the runway with the tail up at will. I would estimate I can get down to about 25-30 mph until I must let the tail come down. Heck, it almost feels like I could steer it onto the taxiway with the tail up — with some brakes and a bit more throttle I might be able to.
Then there's the performance. As mentioned above, the climb is spectacular, and I really do need to get some hard data on this. As lead ship doing section formation takeoffs I need to use what feels like 2/3 power even with an O-360/Hartzell/solo RV-6/7/8 beside me. If it has a fixed pitch prop, regardless of engine, I'm only using about 17" of MAP for the entire takeoff which feels like about half power.
Needless to say, I'm a happy camper! Can't wait to finish my Phase I work and start on some cross country work.
Landings are continuing to improve, I even did my first formation landing the other day, no problem. The trick is again to be subtle and get in touch with the plane. If you do so it will reward you with instant responsiveness and make you look good. Doing a wheel landing and then keeping the tail up is easy. With just a bit of power and forward stick and the flaps down you can drive it down the runway with the tail up at will. I would estimate I can get down to about 25-30 mph until I must let the tail come down. Heck, it almost feels like I could steer it onto the taxiway with the tail up — with some brakes and a bit more throttle I might be able to.
Then there's the performance. As mentioned above, the climb is spectacular, and I really do need to get some hard data on this. As lead ship doing section formation takeoffs I need to use what feels like 2/3 power even with an O-360/Hartzell/solo RV-6/7/8 beside me. If it has a fixed pitch prop, regardless of engine, I'm only using about 17" of MAP for the entire takeoff which feels like about half power.
Needless to say, I'm a happy camper! Can't wait to finish my Phase I work and start on some cross country work.
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