VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
Donate methods

Point your
camera app here
to donate fast.


Go Back   VAF Forums > Model Specific > RV-9/9A
Register FAQ Members List Calendar Search Today's Posts Mark Forums Read

Reply
 
Thread Tools Search this Thread Display Modes
  #21  
Old 03-18-2021, 09:22 AM
airguy's Avatar
airguy airguy is offline
 
Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,381
Default

Quote:
Originally Posted by Steve View Post
Not that my insurance company was staffed by moonlighting Van's engineers, but they were perfectly fine with me building 5 hours time-in-type using a -6A before they insured my -9A. Their thinking was the two planes are similar enough. That was back in '08.
And I did 5 hours in an RV10 for transition training to my 9A 5 years ago - AIG insurance considered that close enough.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2021 dues paid
N16GN flying 750 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, IFD440
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
Reply With Quote
  #22  
Old 03-18-2021, 11:28 AM
MacCool's Avatar
MacCool MacCool is offline
 
Join Date: Aug 2020
Location: central Minnesota
Posts: 514
Default

For me, 6 months ago...AIG wanted two hours of dual before I could solo and one hour of solo before I could take passengers. For that, they did specify that it had to be a 9A, but they did agree to insure my CFI on the policy based on his 4400 TT and many hours in a -6A
__________________
RV-9A, 2011, bought flying
IO-320D1A
IFR certified
AFS 5400/3500, G5, 430W, some other stuff

Last edited by MacCool : 03-18-2021 at 11:33 AM.
Reply With Quote
  #23  
Old 03-18-2021, 12:32 PM
Dugaru's Avatar
Dugaru Dugaru is offline
 
Join Date: Jan 2016
Location: Richmond VA, USA
Posts: 524
Default Speed in a -9

I had both these experiences when transitioning! I'm wondering if the latter is because with the bubble canopy, there aren't as many reference points for subconsciously watching the world whip by. Just a theory.

I should add that the -9's low speed handling is amazing to me. My buddy owns a 120, and couldn't believe how well the -9A handled at 60 knots. Airplane designers learned a lot 50+ years.

Biggest issue transitioning for me was dealing with how quickly the -9 gains or loses altitude in cruise. Combination of weight and speed I suppose. The Warrior never surprised me that way, the -9A was always trying to. Took a while to get used to.

Quote:
Originally Posted by Ed_Wischmeyer View Post
You might also notice that after flying at cruise speed, the sensations of flying at pattern speed are that you're flying really slowly.

You may also find that judging airspeed in the pattern without looking at the airspeed indicator is harder than in other airplanes. I've observed this in some other RV-9 pilots, and it took me a while to be able to judge speeds in the -9. Then again, when I got my -9A, I was just starting to fly again after 8 months off recovering from extremely invasive spinal surgery.
__________________
N929JA, 2007 RV-9A
Based W96: New Kent International Aerodrome
(near Richmond, VA USA)
2021 Dues Paid
Reply With Quote
  #24  
Old 03-18-2021, 01:36 PM
SVTPete83 SVTPete83 is offline
 
Join Date: Mar 2019
Location: Napa, Ca
Posts: 72
Default

My 9A varies in landing speeds a lot by weight. When I am really light 60 over the fence is good. At full fuel or weight its 67-70 all day. I never flare the bird. Just hold the nose a few degrees above the mains and let it set down. The 9A lands smoother and easier than any other bird I have flown. Crosswinds are a piece of cake too with that big rudder. What a hoot this plane is!
Reply With Quote
  #25  
Old 03-19-2021, 03:42 AM
Steve Melton's Avatar
Steve Melton Steve Melton is offline
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,107
Default

the 9A will continue to grow in it's popularity because it is an honest bird, easy to fly and does a lot of things well.
__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com
Reply With Quote
  #26  
Old 03-19-2021, 04:05 AM
DeeCee 57's Avatar
DeeCee 57 DeeCee 57 is offline
 
Join Date: Sep 2018
Location: LSZF
Posts: 617
Default

Quote:
the 9A will continue to grow in it's popularity because it is an honest bird, easy to fly and does a lot of things well.
and so do the other RV models
__________________
Life's short... Enjoy

DC aka Dan

http://www.aerofun.ch

RV-6.9 #25685, slider, O-360-A3A (carb/dual Lightspeed II), MTV-12-B, HB-YLL owner & lover
RV-4 #2062 HB-YVZ airframe builder
Reply With Quote
  #27  
Old 03-19-2021, 06:12 AM
grubbat's Avatar
grubbat grubbat is offline
 
Join Date: May 2012
Location: Ga
Posts: 688
Default Speed

For my -9, I slow downwind just enough to add some flaps then add some power, over the numbers full flaps on calm day or max lift flaps on windy day and bleed power off with nose pointed downward. Level off and let her settle. Use the same approach with the twin. Seems to work ok. If I wait till final to get into the flap speed band, itís not going to happen before the numbers if I maintain a stabilized approach. I liked the -6 for the higher induced drag spot landing technique. However, the -9 is a sweetheart as long as you respect that high aspect wing.
__________________
Craig

RV-3 Sold
RV-4 Sold
RV-6a Sold
RV-9 Lycoming with CS, Built and Flying
1976 Aerostar 600A, Bucket-list twin
Reply With Quote
  #28  
Old 03-19-2021, 12:19 PM
SVTPete83 SVTPete83 is offline
 
Join Date: Mar 2019
Location: Napa, Ca
Posts: 72
Default

https://youtu.be/BU-0_HHlUlM

Maybe this will help!
Reply With Quote
  #29  
Old 03-20-2021, 10:08 AM
NinerBikes NinerBikes is offline
 
Join Date: Dec 2018
Location: Granada Hills
Posts: 1,122
Default

Quote:
Originally Posted by rvbuilder2002 View Post
The RV-9(A) isn't "more slippery" than and RV-6(A).
The big difference is that the 9(A) with it's higher aspect ratio wing has less of an induced drag change with changes in AOA.

In simpler terms, the short wing RV's, particularly the 3, 4 & 6, have a large increase in induced drag as the AOA increases. This is particularly evident in the round out and flair if a full nose up flare attitude is attained for a normal minimum speed landing. Which means as the nose comes up in the flare, the speed bleeds off relatively quickly.

On the 9(A), the induced drag influence from increasing AOA is less, so excess speed in the round-out and flare will take longer to dissipate.
How similar or dis similar are the landing characteristics between a RV-9A and a RV-12?
__________________
Donated
2012 RV-12, #212 N72DJ KWHP based.
Reply With Quote
  #30  
Old 03-20-2021, 11:25 AM
snoop9erdog snoop9erdog is offline
 
Join Date: Oct 2005
Posts: 276
Default Petes Video

Watch Pete's awesome video and then compare it to your RV12 landings. Or if, not flying yet, maybe a 12 driver will put their .02 in.
__________________
Ed Avila
St. Johns, AZ (SJN)
N646A RV9
Worlds longest RV build...but getting there
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 07:21 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.