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05-08-2014, 11:16 AM
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Join Date: Oct 2008
Location: Lake Country, B.C. Canada
Posts: 2,416
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-9a transition training? Pireps please
I am investigating doing some training after about 50 hours in my -9a.
( no, not the best way to do it!...I did get 5 hrs dual/recurrency when i bought it)
My question; what do you 9 drivers think about doing your transition training in a 6 or 7? Are all the skills transferable, or is there a disconnect due to the speeds and handling characteristics of the different models?
Obviously you want a ship as close to your own, as far as power, prop, panel etc.
looking for some frank feedback..........and thanks!
__________________
Perry Y.
RV-9a - SOLD!....
Lake Country, BC
Last edited by flyboy1963 : 05-08-2014 at 11:34 AM.
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05-08-2014, 11:51 AM
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Join Date: Sep 2011
Location: Edgewater, FL. KSFB
Posts: 1,118
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I fly a -9 but did my transition training in a -6. Jan understood and trained for the differences. I did not see a problem.
However he will also train in your ship as I am sure others will do.
That would be the best. Jan does both TW and NW training as he has a -6 and -6a.
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05-08-2014, 11:55 AM
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Join Date: Jun 2006
Location: San Jose, CA
Posts: 1,125
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I flew the 6A with Mike Seagar but I didn't do my first flight for over a year later. I did do some minor air work from the right seat of a couple of 6's and 9's in the weeks before I did my first flight just to knock the rust off.
I found that I had more trouble getting consistent landings in the 6 than in the 9. I've had no trouble at all making consistent landings in the 9. The time in the 6 made the 9 seem very easy...not that the 6 is a handful at all. It's just a bit more sensitive than the 9.
Bottom line, the training I got in the 6 was very transferrable to the 9. I did appreciate the rides in the 9's I got though. I would recommend it.
__________________
Kelly Johnson
San Jose, CA
RV-9A
Pink slip issued: 5/7/12
First flight: 5/28/12, Memorial Day.
Phase I Complete: 8/18/12!
2020 donation: complete
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05-08-2014, 12:07 PM
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Join Date: Oct 2008
Location: Lake Country, B.C. Canada
Posts: 2,416
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any Canadians do this???? How????
without a lot of research, I'm gonna take a wild guess that I can't fly my -9a into the U.S. and get training in it.
....and....I wonder if there are any issues with me flying a U.S. registered amateurbuilt in the beautiful southern skies????? 
__________________
Perry Y.
RV-9a - SOLD!....
Lake Country, BC
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05-08-2014, 12:16 PM
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Join Date: Apr 2006
Location: Howell, MI
Posts: 297
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Last summer I got transition training in a 7A powered by a Suburu engine and constant speed prop. This was for my maiden flight in my 9a with fixed pitch prop. The 7a is heavier than my plane then add full fuel and the instructor. With the prop you could really drop in the landing pattern. With the 9a as you know, if your speed is too high in the pattern you will use a lot of runway with the float. Maneuverability wise I found both planes comparable.
You must have a good reason not to get the training in your own plane. If you find a comparable 7 out their that is close by I wouldn't hesitate to go for it.
Frankly I find both planes easier to fly than a Cessna Skyhawk in most cases but the speed at which things can go south can bite you if not paying attention in the faster RV'S. Diverging here....you already know this.
Jim
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05-08-2014, 01:04 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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Quote:
Originally Posted by flyboy1963
without a lot of research, I'm gonna take a wild guess that I can't fly my -9a into the U.S. and get training in it.
....and....I wonder if there are any issues with me flying a U.S. registered amateurbuilt in the beautiful southern skies????? 
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I know of no rule prohibiting a US CFI from giving you currency training in your airplane. If you wanted training toward a rating (instrument, for example) then you'd have to go thru the alien flight training rules, which are a mess.
If you fly anyone elses E-AB aircraft they will have to loan it to you for no compensation, or hold a LODA (waiver) allowing them to rent it for transition training. You should ask direct questions about insurance coverage, too.
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05-08-2014, 07:20 PM
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Join Date: Aug 2007
Location: San Antonio, TX
Posts: 193
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didn't find the training that useful for preparing me...
specifically for the -9. trained in a -7 w/CS prop, prolly that's why. it's helpful that both were taildraggers, obviously, but the landing characteristics for the different wings as well as different prop configurations in the CS 7 and the FP 9 were such that I still had to teach myself to land the -9. it makes the insurance company happy and all training is helpful, but if you already have 50 hours in your plane you'll be learning to fly/land the plane you take the training in, not yours.
Last edited by don.olandese : 05-08-2014 at 07:21 PM.
Reason: typo
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05-09-2014, 11:42 AM
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Join Date: Jul 2011
Location: Port Townsend, Washington
Posts: 77
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My transition training was with Mike Seeger in RV6a. Mike managed to relate it directly to the RV9a. Both had fixed pitch and learning to slow down in the pattern was key to success. Training was very good. I did mine in February 2012. It took 3 tries as we had 2 weather cancelations. I did my first flight 709RV 7 days later and never looked back.
After flying other stuff, the key was how to slow the thing down. Also, very low idle speed so it does not float on flare.
__________________
John O
RV9a N709RV
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05-09-2014, 12:34 PM
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Join Date: Apr 2006
Location: Howell, MI
Posts: 297
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Quote:
Originally Posted by JSOliveira
My transition training was with Mike Seeger in RV6a. Mike managed to relate it directly to the RV9a. Both had fixed pitch and learning to slow down in the pattern was key to success. Training was very good. I did mine in February 2012. It took 3 tries as we had 2 weather cancelations. I did my first flight 709RV 7 days later and never looked back.
After flying other stuff, the key was how to slow the thing down. Also, very low idle speed so it does not float on flare.
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Besides pulling back on the throttle am curious to know what techniques you use to slow down in the pattern. I keep finding myself entering the pattern too fast and pulling back on the gas isn't enough sometimes.
Jim
RV9a phase 1
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05-09-2014, 01:00 PM
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Join Date: Oct 2008
Location: Lake Country, B.C. Canada
Posts: 2,416
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thanks for the pireps!
Quote:
Originally Posted by jimbo
Besides pulling back on the throttle am curious to know what techniques you use to slow down in the pattern. I keep finding myself entering the pattern too fast and pulling back on the gas isn't enough sometimes.
Jim
RV9a phase 1
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Jim, I am the last guy to give instruction; but I have the same issue, and find it's just learned behaviour, and resistance to be more forceful (in my case). If I am downwind, waaaay too fast, pulling to idle, and keeping the nose up will bleed off the speed...some physics must rule here. 
If I was really smart I'd go to altitude, and mark down the rpm for each trimmed speed. For now, I've noticed that if I pull back to about 1600 in the pattern, I'll eventually hit 80 kts. in level flight.
On final, if I am too high, it's a bit counterintuitive, again, have to overcome some bad habits I learned......pulling BACK on the stick makes her come down like an elevator! Huge difference in descent rate between 68 kts IAS and 63!
As long as I keep my eye on the numbers, I can control this glidepath with power, and pretty much land where I want to.
Without power, lowering the nose, accelerating to 70kts, extends the glide.
( just describing this, I see I have to go out and practice a bunch more to really prove these theories...and that's all they are.....)
Lotsa guys will chime in here about flaps and slips etc.....that's why there are thick books written on aviating, right!?!?!? 
__________________
Perry Y.
RV-9a - SOLD!....
Lake Country, BC
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