Super Short-field in my RV-9

[PerfTech]

Super Short-field in my RV-9

Here is a small video of some short takeoff and landings. I try to practice this regularly as you never know when you will need to hit your spot and may only have one shot at it. I now have the landings down to consistently under 500 feet. I think you should never land without picking a spot and hitting it. This is far more important than making it a super smooth one. If you were to float over your landing spot in an emergency power off situation, it is vary difficult to smoothly impact a building or tree at the end. Should you agree, please give me some feedback. Happy landings, Allan

http://vimeo.com/18601468

[bkthomps]

you should full stop them so it's easier to see the short distance

[IowaRV9Dreamer]

Allan - the landings look great - can you describe your technique? Do you fly certain airspeeds, or maybe AOA?

[PerfTech]

Originally Posted by bkthomps

you should full stop them so it's easier to see the short distance

I did full stop some of them but unfortunatly thase didn't make it in to the video. I did so many and was trying to save the brakes, but you still get the idea. Thanks, Allan

[terrykohler]

Allan:
Good work. Just a couple of comments re technique. With a stall speed in landing configuration in the area of 43 kts., a stable approach at 55 should give you the distance you're looking for. Also, by establishing your speed further out, you may find you can come in a little steeper. Most importantly, always keep the nose wheel off the pavement. Your should be able to unstick it on takeoff just about when your AS indicator comes alive. On landing, hold it off as long as you can - just keep increasing back pressure. As far as brakes, you'll find you won't need them until turnoff.
I agree with your "approach" to landings - if you can't hold your speed or hit your target on a short field, go around.
Terry, CFI
RV-9A N323TP

[PerfTech]

Originally Posted by IowaRV9Dreamer

Allan - the landings look great - can you describe your technique? Do you fly certain airspeeds, or maybe AOA?

It's for the most part all the slandered stuff. You need to know your airplane very well, all capabilities and idiosyncrasies. To land extremely short you are on the ragged edge of the envelope and very close to a stall. The very most important thing is precise, accurate airspeed control. You get this right and the rest is easy. My 9 stalls dirty at 44 mph in the book. My tests, with my airspeed indicator say 49 mph and that is the important number. I use 1.2 X or 60 on short final to 100 feet or so short of my point at 10 feet or less above ground and let ground effect stop the decent. This takes place very rapidly and the decent will start again. I then pull back on the stick increasing the decent a little more and dump the flaps on touchdown. Then it's all brakes and turn off. Sometimes you need to clear an obstacle and a good controlled slip is required. If you are going to slip your plane at close to stall speeds it is extremity important to practice slips at altitude so you know where your plane gives up. I always slip for short landings the same direction as the airspeed indicator can read differently in a slip right or left. Try to hold the slip into ground effect if possible. Also it is good practice to do this testing and landings on calm days with little wind as gusts when close to a stall can ruin your day. Happy landings, Allan

[PatD]

Allan,

Don't forget that a considerable number of short fields also have obstacles. At my strip the angle coming over those is very important and is controlled by your speed; therefore I suggest that last 50 feet of altitude to touchdown should be at the minimum the wind conditions allow and still permit a flare.

If you are comfortable at your home airport which appears to be relatively large and free of obstacles, seek out a 2500 strip and then a shorter one. Note the difference in both visual cues and your own comfort level. Don't be afraid to go around if things don't look right! Shorter strips tend to be private, but the owner may be willing to let you practice if you ask.

Keep up the good practice,
Pat Donovan
RV9 in progress
PA24 out of 2100x25 ft strip

[PerfTech]

Originally Posted by PatD

Allan,

Don't forget that a considerable number of short fields also have obstacles. At my strip the angle coming over those is very important and is controlled by your speed; therefore I suggest that last 50 feet of altitude to touchdown should be at the minimum the wind conditions allow and still permit a flare.

If you are comfortable at your home airport which appears to be relatively large and free of obstacles, seek out a 2500 strip and then a shorter one. Note the difference in both visual cues and your own comfort level. Don't be afraid to go around if things don't look right! Shorter strips tend to be private, but the owner may be willing to let you practice if you ask.

Keep up the good practice,
Pat Donovan
RV9 in progress
PA24 out of 2100x25 ft strip

I land very often on a service road that is 845 ft in length with my RV-9. I love this little plane!!!!! Allan

[terrykohler]

My 9 stalls dirty at 44 mph in the book. My tests, with my airspeed indicator say 49 mph.

Allan:
Flight testing of my 9A at gross showed Vso at 43 kts., or just over 49mph. One of the early 9A factory ships was tested by the CAFE Foundation (report is on line) and also shows Vso at 49 mph. Your numbers look good, and while I wouldn't recommend working toward the back side of the power curve, it can be a very effective technique in practiced hands. Of course, that means a good deal of practice at Vmca beforehand. This should absolutely be avoided by low time or inexperienced pilots - there's too little margin for error.
Terry, CFI
RV-9A N323TP

[Geico266]

Originally Posted by terrykohler

Allan:
Good work. Just a couple of comments re technique. With a stall speed in landing configuration in the area of 43 kts., a stable approach at 55 should give you the distance you're looking for. Also, by establishing your speed further out, you may find you can come in a little steeper. Most importantly, always keep the nose wheel off the pavement. Your should be able to unstick it on takeoff just about when your AS indicator comes alive. On landing, hold it off as long as you can - just keep increasing back pressure. As far as brakes, you'll find you won't need them until turnoff.
I agree with your "approach" to landings - if you can't hold your speed or hit your target on a short field, go around.
Terry, CFI
RV-9A N323TP

I think Terry has it right. You had to add power on final which means your slope on final is too shallow. It looks like you landed a 3 point with the nose wheel hitting at the same time. IMHO, this is not a good thing in a -XA model RV. Your landing distance will actually decrease of you set the mains down in a slightly nose up attitude based on your airspeed. Leave the flaps deployed for drag.

Try some slow flight (10-15MPH over stall) at 3,000 AGL and practice a 500' per min decent for 1,000', then "flair in the air" to near zero rate of decent and watch your airspeed for changes. Then try it on an actually landing.

IMHO, If you have to add power to hit the numbers this means you came up short in an engine out situation. If you pick a spot on the runway 1/3rd of the way down the runway, you can practice getting the slope nailed. It is really kinda fun pulling power on final and not adding it back in to see if I judged the slope right for the winds of the day. It take a great deal of practice to pull power and "hit the spot"

Not trying to be critical, just trying to add a different dimension and my experience.

Great topic!