150 Knots Over the Fence
 

Among the many things I love about the RV-8 is it’s flexibility. It is both fast and slow. It is aerobatic, yet a great cross-country machine. And it can be flown to both little fields and large airports.

“RV Eight Papa Delta, proceed direct Hobby, report the field in sight”.
“Eight Papa Delta, direct Hobby, Field in Sight.”
“RV Eight Papa Delta, Keep your speed up, I have turbojet aircraft inbound as well” [ed. No? Really? Gee, I’d never have guessed….I guess that’s why they have that big terminal with all those blue and orange 737’s hanging around….:rolleyes:]
“Eight Papa Delta can hold 150 knots to the fence.”
“RV Eight Papa Delta, Contact Hobby Tower now, one one eight point seven.”

“Hobby tower, RV One Eight Eight Papa Delta Experimental is with you direct to the Field”.
“Roger Experimental Eight Papa Delta, report a two mile right base for one two right, and keep your speed up”
“Eight Papa Delta is doing 150 knots, we’ll hold that to the fence, and we’d like one seven if that will work for you, we’re parking at the museum.”
“Roger RV Eight Papa Delta, cleared to land runway one seven, wind is calm.”

I was still doing about 150 as I crossed over the northwest field boundary, descending through 500 feet (which would be high on a normal glide slope at that distance to the threshold), aiming about a thousand feet short of the runway on a right base. Pre-landing complete, I pulled the throttle smoothly all the way off, and as the RPM sagged, I pushed the Prop all the way forward, along with the mixture. The deceleration was stunning as I pulled into a tight turn to final, bleeding off more airspeed, and finishing in a slip to bleed off even more. As I came out on final, the speed had dropped enough for flaps, so a flick of the stick-mounted switch had those on the way out as well. Still a little high, I overturned about 20 degrees, then kicked in opposite rudder to turn it into a slip, bleeding off energy until I was pointed at the numbers and on speed – loosing close to 85 knots in the course of a half a mile distance, 90 degrees of turn, and a few hundred feet of altitude. Who says the RV’s are too slippery in the pattern?

While I obviously prefer a stabilized final approach when flying the instrument pattern, on an approach, or when the weather is iffy, there is nothing to compare with the feeling of continuously varying every parameter to the point where you get a perfect touchdown, on speed, and ready to turn off at the first taxiway – right at your destination on the field. The organic computer on top of the neck can calculate a lot in a short time, but it’s also a matter of feeling…..being “One” with the airplane at its best. And while some might think it’s a rush to show off, to me it feels just as good as it did this morning when I arrived early, to an empty ramp, with the Tower guys already occupied with a mass “push” of departing Southwest jets, paying little to no attention as I roll it on under their noses. When it feels right, that’s all the gratification I really need – me and the Val, totally in tune…..

Paul

You ever write any books Paul? You should. Your prose is right on and very readable.


Dennis Mitchell
6a
Fort Collins, CO

ahh Grasshopper!
 

I see you have found the innermost secrets of the ValZen flying machine..:)

Seriously I have never actually tried this and have been avoiding my local class C big iron madhouse in IMC because I was concerned the controllers would assume the RV can be flown down the ILS glide slope along with the 767's...And I would go screaming down the entire length of the runway wishing for a drogue chute!...Wake turbuleance not withstanding.

I must try the prop forward airbrake to see what happens.

Frank

If I tried that in my FP bird, I think I'd hit the fence at the other end of the airport doing about 140 knots. ;-)

I did something like that at Santa Ana (KSNA) several years ago but was on a straight in doing 160 KIAS. I told the tower that I was landing long and flew half way down the runway so that I could turn off at and not need to taxi far to get to Sunrise Aviation. I did not have the luxury of a turn to bleed off speed and had to rely on the constant speed prop.

Many times on the way to Catalina Island, I would over fly KSNA doing 160 Knots with airliners below me heading in and out of SNA and above me heading to LAX. Speed helped ATC with separation as many of the airliners were doing 170 on their approach. In other words, the RV was flying similar speed to the majority of the traffic they were handling.

Wish I could put my experiences into words the way Paul can. If you have any secrets on how to develop a great writing style like you have, please share.

Ah, us FP types just need to ask for OH approach. You can bleed a ton of speed in the break letting the G buildup absorb the AS. I can do that in the -4 from near cruise speed and manage to slow to flap deployment before I complete the 180 to downwind.........

I don't think that will work with jet traffic on your tail. ;)

Ah...........

The power of that blue knob! :D

L.Adamson --- RV6A

I know the controllers at Hooks airport like the capabilities of the RV... awhile back I flew a similar arrival; squeezed in between a couple of spam cans, keep the speed up, tight base leg, bleed the speed and make the first turn off. As I was rolling out the controller said something like "gotta love those RV's..."

Not yet....and Thank You!

Read, read, read - everything you can get your hands on, on any topic, fiction and non-fiction, and remember what you enjoy.....:D

Paul