RV7A pattern speed

[Fhuber]

I have a RV-7A with a 3-bladed Catto prop. I slow on downwind to 80 knots with 20 degrees of flaps. It takes about 1700 rpm on speed and level at pattern altitude. I go to full flaps off the 180 and slow to 70 knots on final. It takes about 1420 to 1450 rpm on final when on speed and on the visual glide slope. Any faster over the numbers and you are going to float down the runway with the fixed pitched prop.
This is how the military and the airlines fly the pattern. You slow on the downwind with flaps and a known power setting for the configuration and speed. Getting the same start off the 180 helps to fly a more consistent approach.
So as you fly from the 180 to final, you slow to your final approach speed, trim for that speed so you are set up for a stabilized final approach. Knowing what power usually works for a given configuration allows you to make small power adjustments as necessary, whether you are high or low. Once back on the visual glide slope, you reset the power setting to the one you already know will work. A stabilized approach will lead to those smooth landings we all are shooting for. Frank

[Whitman]

What?s your stall speed clean? With one notch flaps? Full flaps?

If you don?t know the exact stall speeds, find out through flight testing. Then multiply them by 1.3 for approach speed. This is 1.3VSO or VREF. For short field I sometimes lower the margin to 1.23VSO which is something I did in the USAF landing turboprops on short dirt strips.

[mike newall]

190kts descending crosswind at 23/23, reduce to 11" at pattern altitude, maintain on downwind, you will reduce to around flap speed for a medium base leg, flap out, aim for 75kt to 1/2 mile, back to 70kts, 60kts over the hedge......squeek....

[iaw4]

I think when one flies a new airplane, good speed recommendations (fly the numbers) are very useful. after a while and many landings, this becomes second nature, and then it no longer matters. one intuitively understands the effects of control surfaces and power by just looking outside and correcting as desired.

[NewbRVator]

Originally Posted by iaw4

I think when one flies a new airplane, good speed recommendations (fly the numbers) are very useful. after a while and many landings, this becomes second nature, and then it no longer matters. one intuitively understands the effects of control surfaces and power by just looking outside and correcting as desired.

Agreed and granted I am referring to a 6A which is different than a 7A but if I am flying a published approach IFR I use 100 to 110 kts as that is the speed the plane is settled and stable on glideslope or level flight. No need to be slower until final. YMMV.

[dalemaher]

6A with O360 and fixed pitch.

From cruise I enter the zone reducing to 1700rpm, slow to 100kts in the cross or downwind entry, 10 degrees abeam the numbers, 20 degrees at 80 in crosswind, full flap on final for an approach of 70kts.

As practice for the real thing, I try to make every approach a short field approach (even though we have 8500 of pavement), so crossing the fence, I try to be at 65kts and chop the throttle at the threshold. This usually results in a squeeker of a landing and ready to turn off well below 1000' of runway without having to brake too hard.