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12-20-2011, 03:24 PM
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Join Date: Aug 2011
Location: Austin TX
Posts: 347
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yeah.. how DO you do that.. if im 2 or 3 miles from the turn to downwind and more than 130mph even a few hundred over pattern altitude i'll never be able to make a reasonably distanced turn to base without being at 100+ over the numbers. fixed pitch catto cruise prop RV-9A. I have to extend a whole bunch and i'll be power off at downwind.
(sorry to hijack the thread)
Quote:
Originally Posted by Buggsy2
For sure! How do you do it? I've heard the fixed-pitch RVs have trouble slowing down?
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12-20-2011, 03:52 PM
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Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
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Quote:
Originally Posted by moll780
yeah.. how DO you do that.. if im 2 or 3 miles from the turn to downwind and more than 130mph even a few hundred over pattern altitude i'll never be able to make a reasonably distanced turn to base without being at 100+ over the numbers. fixed pitch catto cruise prop RV-9A. I have to extend a whole bunch and i'll be power off at downwind.
(sorry to hijack the thread)
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Constant speed props make excellent air brakes.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid 
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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12-20-2011, 05:10 PM
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Join Date: Jan 2005
Location: Atlanta, GA
Posts: 2,295
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Quote:
Originally Posted by airguy
Constant speed props make excellent air brakes.
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Indeed. I have been 180kts TAS on downwind abeam the departure end at my home field and landed with no problem at all with close in base to final turn.
__________________
"What kind of man would live where there is no daring? I don't believe in taking foolish chances but nothing can be accomplished without taking any chance at all." - Charles A. Lindbergh
Jamie | RV-7A First Flight: 7/27/2007 (Sold)
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12-20-2011, 05:20 PM
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Join Date: Jul 2008
Location: Houston, TX
Posts: 456
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How I do it
I am no expert pilot, but I dont have any trouble slowing down a fixed pitch prop RV on final.
If I am straight in, I start lower than the glide path and fast, pull the throttle, and hold my altitude until I slow to 100kts, then add a notch of flaps. I drift well above the glide slope. I keep adding flaps. I end up high and at about 55 to 60 kts. In this config the plane will drop like a rock. I will need to measure the distance this takes but it is less than two miles to go from 150kts to 55kts. These planes are amazing!
My disclamer;
Please practice this at altitude before trying it in the pattern. Be very familiar with stalls and slow flight. The change in speed is deceptive and you will feel you are way too slow. The feel of the plane and the GRT will warn me of the stall. I have familiarized myself with it's function and accuracy in many attitudes. Don't do this in gusty conditions.
If coming in fast on a base, just square off your turn to final and let the G's slow you down. Again watch your speed.
__________________
Michael Delpier
RV6A -O-320, fixed pitch, GRT Sport, 496
RV-10 - working on finish kit
Houston
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12-20-2011, 06:16 PM
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Join Date: Jan 2006
Location: Dallas, TX (ADS)
Posts: 2,180
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Quote:
Originally Posted by Buggsy2
For sure! How do you do it? I've heard the fixed-pitch RVs have trouble slowing down?
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How about a slip, not so much to slow down, but to loose altitude while keeping the speed in check? Slips are easy and help you modulate glide slope.
TODR
__________________
Doug "The Other Doug Reeves" Reeves
CTSW N621CT - SOLD but not forgotten
Home Bases LBX, BZN
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12-20-2011, 06:33 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by Mike D
... In this config the plane will drop like a rock...
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While that works with a -6, the -9 is a bit more of a challenge. At 55 to 60 knots you are only coming down around 400 - 500 FPM. Slowing more will help in the -9 but make sure you know your airplane before trying this.
Without a CS prop, I found loading up the plane in the turns really help slow it down to flap speed. Then slip it, as needed. You can slip it while holding altitude and that will drop your speed pretty good. Just don't drop yourself.
Practice at altitude! You do not want to get into a cross control stall close to the ground.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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12-20-2011, 06:37 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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One thing that I can do with the 180 HP -9 that puts a smile on my face every time is my reply to this:
Controller: RV one Whiskey Romeo, state direction of flight.
1WR: Up.
Controller: One Whiskey Romeo, how to plan on exiting the Class Delta?
1WR: Out the top. 
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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12-20-2011, 08:01 PM
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Join Date: Jul 2009
Location: Ankeny, IA
Posts: 210
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Fun in the -4
With 6 months and 100 hours in my 150hp, fixed pitch RV-4, I've had more fun and satisfaction than I can account for. One fun story comes to mind, though, from a flight into the local Class Charlie airport:
Shortly after checking in, I heard the controller clear a Bonanza to land. The Bonanza and I were approaching on opposite base legs to the same runway, both still several miles out. After a short pause, the controller said to me "RV, can you extend your pattern or slow down? You're gaining on the Bonanza at over 90 kts." I happily obliged. Granted, the winds were in my favor that evening, but the grin lasted for days.
A funny counterpoint: A few years ago I was flying into 40kt headwinds in my Cessna 140 through another class C. This was my dialog with the controller:
Controller: "140, can you see the interstate below?", referring to a stretch of I-80 that paralleled my route.
Me: "Affirmative."
Controller: "140, can you see the traffic on the interstate?"
Me: "Affirmative."
Controller: "140, is that traffic moving faster than you are?"
Me: sigh... (I didn't yet have my RV!)
I guess both experiences have helped me appreciate the other in some way.
m
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12-20-2011, 08:15 PM
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Join Date: Oct 2008
Location: Utah
Posts: 8,151
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In tight spot over a river between Bravos, I never fly fast
LGA; N666BK what kind of experimental are you?
me; Vans Aircraft ... 6BK...
LGA; Are you a jet..... or prop....?
me; prop...
LGA; ok proceed as requested. What's your maximum speed?
me; .....200 
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12-20-2011, 09:10 PM
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Join Date: Jan 2009
Location: Salt Lake City, Utah
Posts: 554
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SLC
Flying out of SLC I was taxiing to 35 when the tower asked if I could take 32. Not normally used I said, "sure". They said turn left to heading 360 after takeoff. Well during roll-out they called back and asked if I can do a left 270 around the tower and exit eastbound. I said, "you bet"!
I met some of the tower guys a couple of weeks earlier during a Utah Business Aviation Association meeting. They asked me all the tail numbers I flew and were most interested in my RV-10. I think they remembered me when I taxied out and just wanted to see the airplane. I bet the airliners thought I was crazy when circling over the terminals over SLC just outside the tower windows. I should have asked if I spilled their coffee. 
__________________
A&P RV-10 Flying 1000+ hours
SuperSTOL Flying 170 hours
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