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09-21-2010, 09:43 PM
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Join Date: Oct 2005
Location: Melbourne, Australia
Posts: 1,868
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Quote:
Originally Posted by kymjon
I'm with you Pierre. The RV10 leg is a far better option. Much heavier aircraft and none of them have ended up on their back sunning themselves
If there was an option provided from Van's to fit that on my RV6A count me in.
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The RV10 option may be the way for Vans to go but you would not want to underestimate the problems associated with a retrofit of this type of design because it will involve replacement of both the engine mount and the nose gear (plus mods to the lower cowl and the potential redirection of some existing FWF systems). OK for new kit buyers but a disaster of sorts for existing owners.
See my post #36 on this thread for further explanation:
http://www.vansairforce.com/communit...t=62815&page=4
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You’re only as good as your last landing 
Bob Barrow
RV7A
Last edited by Captain Avgas : 09-22-2010 at 05:54 AM.
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09-22-2010, 09:55 AM
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Join Date: May 2005
Location: Canby, Oregon
Posts: 1,786
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two weeks ago at my airport.
I saw a guy in a piper make a three point landing. All three wheels touch down at the exact same moment.
Unfortunately it was a piper archer.
Don't know the pilot, he wasn't local to the airport.
You can get away with this on some planes. When I was learning in a C172, I remember more than once my instructor complaining about holding the nose wheel up.
Kent
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Kent Byerley
RV9A N94KJ - IO320, CS, tipup
AFS 3500, TT AP, FLYING....
Canby, Or
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09-26-2010, 05:55 PM
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Join Date: Oct 2009
Location: Victoria, BC, Canada
Posts: 3,932
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Quote:
Originally Posted by bignose
A good friend of mine teaches never land full flaps, it just doesn't makes sense. 10 or 20 degrees ist just fine, if you need more, than jou are allready in a risky enviroment ( short or/and soft field ) anyway. What's all that drag at 40 degrees for, and the pitching forvard force it provoques ?
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Anything less than full flaps in my -6 and you can't three-point it. You'll one-point it on the tailwheel before the mains come down. Ideally, I land full flap, and wheel it on. The full flaps reduce the load on my brakes, and shorten the rollout.
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Rob Prior
1996 RV-6 "Tweety" C-FRBP (formerly N196RV)
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09-26-2010, 08:45 PM
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Join Date: Feb 2005
Location: Stoughton, WI
Posts: 473
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Full flare?
Quote:
Originally Posted by Snowflake
Anything less than full flaps in my -6 and you can't three-point it. You'll one-point it on the tailwheel before the mains come down. Ideally, I land full flap, and wheel it on. The full flaps reduce the load on my brakes, and shorten the rollout.
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Are you trying to do a full stick back flare? In my transition training with Alex DeDominicis he made it very clear that before you take off you have to look out and get a mental picture of the airplanes attitude when on the ground. When you come in for landing you have to flare to the same attitude and hold it, letting the plane settle in on three points. If you try to do a full stick flare the tail will hit first then the mains will drop and bounce you back into the air. I do this no matter how much flap I have out and it works great. The only problem I have is flaring at the right height.
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Frank Smidler
N96FS, RV-6
Flying 1/11/09
1085 hr
2WI6 Stoughton, WI
Formally of Lafayette, IN
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09-26-2010, 09:20 PM
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Super Moderator
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Join Date: Dec 2005
Location: Salt Lake City, Utah
Posts: 1,158
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Really?
Quote:
Originally Posted by Frank Smidler
When you come in for landing you have to flare to the same attitude and hold it, letting the plane settle in on three points. If you try to do a full stick flare the tail will hit first then the mains will drop and bounce you back into the air.
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Is that true for the RV-6,7A's? In the -10 I can do a full stick flare with any flap setting and the tail will not hit.
I have only landed an RV-6A about 10 times and I had no problem landing on the mains and holding the front wheel off until the elevator lost authority.
I sure hate seeing these planes flip over. I'm sure sorry about that.
Pretty soon the insurance for a nose-dragger will be more than a tail-dragger.
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Scott Schmidt
Salt Lake City, UT
RV-10 N104XP (1280 Hours)
RV-12 N321UT (Sold)
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09-27-2010, 01:31 AM
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Join Date: Jan 2005
Location: MKE
Posts: 1,519
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Quote:
Originally Posted by ScottSchmidt
Is that true for the RV-6,7A's? In the -10 I can do a full stick flare with any flap setting and the tail will not hit.
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Uh, It looks like Frank is talking about taildraggers, while you (and the rest of this thread) are thinking 3 point attitude in a nosegear. Might explain the confusion.
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Jeff Point
RV-6, RLU-1 built & flying
Tech Counselor, Flight Advisor & President, EAA Chapter 18
Milwaukee
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09-27-2010, 03:42 AM
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Join Date: Sep 2010
Location: Sao Paulo, Brasil
Posts: 72
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Quote:
Originally Posted by Snowflake
Anything less than full flaps in my -6 and you can't three-point it. You'll one-point it on the tailwheel before the mains come down. Ideally, I land full flap, and wheel it on. The full flaps reduce the load on my brakes, and shorten the rollout.
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That proves the nose down pitch full flaps provoques. In your taildragger it will help you force the tail up on the flare. On A models we seek just the contrary, we need the nose wheel up and tail down as long as is possible, specialy when allready on the ground, on rollout.
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09-27-2010, 04:35 AM
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Join Date: Mar 2007
Location: Daytona Beach, FL
Posts: 63
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Have any 8A's experienced this?
I did a brief search and did not find any mention of 8A's experiencing this kind of nose gear failure. Does anyone know of any? I realize there are far fewer 8A's than 6A's or 7A's flying but am curious because the 8A can be very nose heavy depending on the load.
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Jim C.
RV-8
Daytona Beach, FL
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09-28-2010, 11:43 AM
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Join Date: Nov 2009
Location: Yardley, PA
Posts: 1,334
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Simple Solution?
It's been said before by many, and I completely agree. A larger nose wheel would be a huge improvement in the design, and less expensive than a re-do of the nose gear. It would minimize the effects of surface imperfections and raise the "nut" even further off the ground. This may also require larger main wheels, but that's been done by others as well.
When I look at that YouTube vid of the nosewheel on the grass, I can easily visualize a larger nose wheel riding more smoothly over the surface.
My $0.02
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09-28-2010, 12:05 PM
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Join Date: Jun 2005
Posts: 846
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nose wheel
it a good thing to hold up the nose wheel as long as possible but if your landing on a short grass strip you want to get on the brakes as soon as possible the nose whell comes down as soon as you apply brakes at any speed
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