Real world short field numbers for the -10

[pierre smith]

Originally Posted by rv7boy

Pierre, I am impressed. Not so much with the fine flying qualities of the -10.

I am impressed that a pilot of your credentials, a pilot who could probably fly circles around all the rest of us, asks his fellow aviators about their flying experience with the RV-10.

A lot of us egotistical pilots with far fewer flight hours would probably just go out and "give it a go."

Thanks for setting an example that says Safety involves getting all the pertinent information available.

....but I considered myself a "newbie" in the -10. I essentially checked myself out in it, since I only had 1 landing when I dropped the ferry pilot off to catch the airline. I then proceeded to explore all of the -10's characteristics, just as I did my transition training students, and getting quite a few landings before taking my wife for a spin.

Ego's need to be on the shelf at times like this and I'm ever so slowly becoming one of those "Old, not bold" pilots.

Thanks,

[pierre smith]

...and others....great advice!

FWIW, I let a buddy fly her left seat yesterday, with three of us aboard. He'd never been in a -10 but has lots of -4, -6, -7 and -9A time. We were all impressed by its acceleration and short run. He landed it like it was his 100th landing....what a great airplane. No surprises and I'm becoming more impressed with it every time she flies.

The best,

[David-aviator]

Lots of good information here on the 10, and short field operations that applies to all airplanes.

One thing I've noticed that may be pertinent is when operating with a direct cross wind with some gusto, some days either runway can have a slight head wind one moment and a tail wind the next. On landing, a tail wind of any size can make the situation very dicy.

Our 2200' strip is long by standards mentioned here but when clearing tall trees on one end, it is not all that long, probably down in the 1500' range. I got caught in a cross wind one day and did have a tail wind. I don't want to do that again as most every inch was used up by the time I could turn around at the end. Another factor is the brakes don't work as well on turf as hard surface.

Live and learn, right? No doubt about it, the slower the approach, the better. I am learning to use the Dynon AOA and that is a very useful tool.

[eatenbyagrue]

Talk about random - I'm pretty sure my wife and I flew into that Ecuador strip on our honeymoon a couple years ago (I wasn't flying, but at least I got to sit up front!). We were also in a 206... more impressive was the twin engine Islander loaded with tourists that landed behind us.

Josh

[ufcpa]

Hey Rob- Check your PM's .

Ken

[10TJ]

Pierre:

Smokey was right on with his numbers and speeds with the 10 in my experience. I will even go even a bit slower, but you need to carry power.
I land at a friends strip that is 1200 ft with trees at both ends and rarely
use more than half of it. We go into strips in Idaho that make that Ecuador
strip look tame, one way, blind approaches. I have 8:00x6 tires on the mains
and a 7:00x6 on the nose with a special fork that raises the nose further to give 14 in. of prop clearance. I think the 10 is a great short field airplane.
I had a C-205 and I will take the 10 anywhere I took it.

TJ

[breister]

Easiest way to train for short field is on a long field.

Plan on touching down ON the numbers each time (typical field has the numbers 150-250' down the strip, someone smarter than me can quote the standards) from a steep descent (perhaps with a little side slip). That will give you the confidence you can land exactly where you plan on landing. Practice on a windless day, and again on a day with direct cross wind, so you know the "worst case" (that presumes you don't foolishly land WITH the wind some day).

Takeoffs are simple - half flaps, lift off at the correct airspeed, accelerate in ground effect to best angle climb speed and hold airspeed with pitch.

After a few dozen or so you will have no doubt about EXACTLY how much field you need for YOUR skill level.

[ajay]

TJ,

I'd be very curious to hear what you did for the fork mod? Sounds like with your fork mod, the bigger tires, and maybe some tweeks to the pants you just might have a bush plan comparable to a C 180. I know its not ideal with the low wing, but TO, landing, cruise (better), and load carrying are comparable.

aj

Originally Posted by 10TJ

Pierre:

Smokey was right on with his numbers and speeds with the 10 in my experience. I will even go even a bit slower, but you need to carry power.
I land at a friends strip that is 1200 ft with trees at both ends and rarely
use more than half of it. We go into strips in Idaho that make that Ecuador
strip look tame, one way, blind approaches. I have 8:00x6 tires on the mains
and a 7:00x6 on the nose with a special fork that raises the nose further to give 14 in. of prop clearance. I think the 10 is a great short field airplane.
I had a C-205 and I will take the 10 anywhere I took it.

TJ

[10TJ]

Ajay

The nose fork was built by a fabricator here in the Northwest. The nose wheel is off a C-206 with a 1-1/2" tubular axle. The nose strut is reinforced where it joins the engine mount. The main wheels are C-206 with the double puck brakes. The plane also has vg's on the wings and also under the stabilizer, and has strakes on the stabilizer. Call me or e-mail me if you more details.

503 201 8623 jjmarine@comcast.net

[johngoodman]

Pants? A bush plane with pants?
John

Originally Posted by ajay

TJ,

I'd be very curious to hear what you did for the fork mod? Sounds like with your fork mod, the bigger tires, and maybe some tweeks to the pants you just might have a bush plan comparable to a C 180. I know its not ideal with the low wing, but TO, landing, cruise (better), and load carrying are comparable.

aj