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  #1  
Old 10-06-2021, 01:57 PM
jull_under jull_under is offline
 
Join Date: Nov 2015
Location: Orlando, FL
Posts: 14
Default Transition training in RV-4. Central FL area.

RV friends.
Looking to get some transition training (insurance requirement) in an RV-4.
I may be able to convince the underwriter about a different tailwheel model.
Anyone around the Orlando area who can help.

Regards,
Mat
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  #2  
Old 10-07-2021, 03:48 AM
N661DJ N661DJ is offline
 
Join Date: Feb 2006
Location: Winter Haven
Posts: 348
Default TW instructor

Mat,
Tim Preston, Preston Aviation, Winter Haven FL, KGIF, 863-956-2526.
Great TW instructor. No RV-4, he uses either a Citbria or a Stearman.
Highly recommended.
Dick
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  #3  
Old 10-07-2021, 10:10 AM
jull_under jull_under is offline
 
Join Date: Nov 2015
Location: Orlando, FL
Posts: 14
Default

Thanks Dick. I have a TW endorsement.
I need time in type.

Quote:
Originally Posted by N661DJ View Post
Mat,
Tim Preston, Preston Aviation, Winter Haven FL, KGIF, 863-956-2526.
Great TW instructor. No RV-4, he uses either a Citbria or a Stearman.
Highly recommended.
Dick
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  #4  
Old 10-09-2021, 04:51 PM
n82rb's Avatar
n82rb n82rb is offline
 
Join Date: Jan 2007
Location: fort myers fl
Posts: 1,071
Default

you are most likely going to have to get them to agree to time in a different model. first, there are only a few RV-4s in the area. mine being one of them. most RV-4's don't have rear seat controls or brakes, I for one would never give dual in mine. you should be able to get the insurance company to accept time in a RV-8 or a RV-6/7 or maybe a RV-9.

bob burns
RV-4 N82RB
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  #5  
Old 10-09-2021, 05:38 PM
jull_under jull_under is offline
 
Join Date: Nov 2015
Location: Orlando, FL
Posts: 14
Default

Thanks Bob.
Who can give me instruction in those different model types.
I have 21 hours on a Citabria and a tailwheel endorsement.

Regards.
Mat
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  #6  
Old 10-10-2021, 03:41 AM
BenNabors BenNabors is offline
 
Join Date: Mar 2014
Location: Alabama
Posts: 140
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I did transition training in my 4. One characteristic that I had poorly explained but experienced is the natural tendency to rapidly increase the angle of attack near stall speed in ground effect. The nose wants to lift and you must not allow it to or the wing will stall.
If you are close enough to the ground, the tailwheel will touch while the wing is still flying. If you do not have the correct sight picture to understand how high you are above the runway and the wing stalls, you can have a bad day. It takes a few landings to develop the sight picture of how close the wheels are to the runway.
One of the exercises that I found helpful was to fly 15 to 30 minutes with full flaps at altitude and learn the feel of how the plane maneuvers in the landing configuration.
The plane will be near the aft cg, find a small flight instructor, verify aft cg with after fuel burn.
You can really feel the non-linearity of the aerodynamic forces on manual flaps. Forces are very strong at 100 mph, not so much at 80 mph. I extend first notch below 100 mph, generally at 90 mph and full flaps at 80 mph (not knots).
Learn power settings to hold 80 with full flaps and use that setting in the pattern for base and final.
These speeds are indicated speed in my plane, yours may be different. Learn your airspeeds and flight characteristics in your plane at altitude before trying to land.
I am not a CFI, these are the things that I wish someone had told me ahead of time.
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  #7  
Old 10-11-2021, 06:25 PM
jull_under jull_under is offline
 
Join Date: Nov 2015
Location: Orlando, FL
Posts: 14
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Thanks for the great tip. Will definitely keep this in mind.
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  #8  
Old 10-11-2021, 08:16 PM
greghughespdx's Avatar
greghughespdx greghughespdx is offline
 
Join Date: Nov 2011
Location: Aurora, OR
Posts: 1,015
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https://www.vansaircraft.com/rv-flight-training/

A couple of the instructors on the Van's transition training list have RV-8's with full back seat controls.
__________________
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Van's web site | Instagram | Facebook
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.

Building RV-8A since Sept 2014
Dual AFS 5600, Avidyne IFD 440, Whirlwind 74RV, Superior XP IO-360
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  #9  
Old 10-12-2021, 10:20 AM
jull_under jull_under is offline
 
Join Date: Nov 2015
Location: Orlando, FL
Posts: 14
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FYI...the airplane has full dual controls minus the brakes in the rear.
I can get a LODA for it as well.
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  #10  
Old 10-12-2021, 10:45 AM
RVFan671 RVFan671 is online now
 
Join Date: May 2020
Location: Seattle
Posts: 75
Default

Quote:
Originally Posted by BenNabors View Post
I did transition training in my 4. One characteristic that I had poorly explained but experienced is the natural tendency to rapidly increase the angle of attack near stall speed in ground effect. The nose wants to lift and you must not allow it to or the wing will stall.
If you are close enough to the ground, the tailwheel will touch while the wing is still flying. If you do not have the correct sight picture to understand how high you are above the runway and the wing stalls, you can have a bad day. It takes a few landings to develop the sight picture of how close the wheels are to the runway.
One of the exercises that I found helpful was to fly 15 to 30 minutes with full flaps at altitude and learn the feel of how the plane maneuvers in the landing configuration.
The plane will be near the aft cg, find a small flight instructor, verify aft cg with after fuel burn.
You can really feel the non-linearity of the aerodynamic forces on manual flaps. Forces are very strong at 100 mph, not so much at 80 mph. I extend first notch below 100 mph, generally at 90 mph and full flaps at 80 mph (not knots).
Learn power settings to hold 80 with full flaps and use that setting in the pattern for base and final.
These speeds are indicated speed in my plane, yours may be different. Learn your airspeeds and flight characteristics in your plane at altitude before trying to land.
I am not a CFI, these are the things that I wish someone had told me ahead of time.
If you have an adult in the back I could see the issue described where it wants to quickly progress to high AOA in the flare but solo or with kid in the back it is really docile I feel like. My experience might be limited since I have flown 182 a lot then transitioned with 10hr in an RV-7 before flying my -4. The -4 is pretty easy I think. My speeds solo or with a small kid (50 pounds) with an o-360 up front is 60 to 65kt indicated on base turn and I target 57 to 60kt over the numbers. It floats quite a bit. Solo stall up high seems to be about 46 to 48kts power off. Everything described above is with full flaps.
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