Just started flying N12HR. An RV 4 with 800 hours.
Do most people 3 point od wheel land in crosswinds. Also is it legal to file IFR in a properly equipped RV 4?
Thanks
Just started flying N12HR. An RV 4 with 800 hours.
Do most people 3 point od wheel land in crosswinds. Also is it legal to file IFR in a properly equipped RV 4?
Thanks
Hey GH,Just started flying N12HR. An RV 4 with 800 hours.
Do most people 3 point od wheel land in crosswinds. Also is it legal to file IFR in a properly equipped RV 4?
Thanks
FAR 91.205
I'm sorry but after many thousands of TW hours I think it is a bit of a myth that you need to wheel land in a cross wind. Yes of course I can do it, but why?
If you land with a direct cross wind, I will agree: you can stick it on the runway with a lot more cross wind component than landing with a three point. The problem is you still need to get the tail down on the runway and you cannot put the tailwheel down in most taildraggers until you are at or nearly at stall speed. This is because most taildraggers are built so that the deck angle setting on the ground is at (or exceeds) the wings stall angle of attack.
If, after pinning the mains on during an extreme crosswind, I am on the ground with the mains rolling with the tail still up, as I slow the rudder becomes less effective at keeping me straight by shoving the tail into the crosswind. The slower I get the less my ability to keep the slowing plane aligned with the runway. Should it occur that I run out of rudder authority prior to being below stall speed I will depart the runway into the wind.
If I were to attempt to land on the same runway three point I would most likely go some where else if I could not get enough rudder at stall speed to keep the plane in alignment with the runway. The difference is with the 3 point I will know this with no ground contact, but with the wheel landing I find it out with the mains ( perhaps only one up wind wheel) firmly on the ground.
Whether I wheel land or 3 point the tail has to come down at or near stall speed, with the 3 point this all occurs at the same time and you do not have those moments in between as the rudder looses effectiveness while the tail wheel is not yest in contact firmly on the runway.
Just started flying N12HR. An RV 4 with 800 hours.
Do most people 3 point od wheel land in crosswinds. Also is it legal to file IFR in a properly equipped RV 4?
Thanks
I have several hundred hours in various tail wheel planes. I normally prefer wheel landings in cross winds. With that said, I have very little time in a low wing taildragger. Especially such a slick airframe. I started approach?s at 80. With no flaps that is a disaster! To make matters worse, N12HR has flaps that don?t stay totally up or totally down very well. Once I realized that the RV 4 was so slick needed drag to stay on the ground, my landings began to improve. It still shocks me how little drag the RV 4 has. My latest landings were at 70 with half flaps. Not bad. When it quits raining, I can?t wait to build some time and polish the landings.
Thanks
G Harben
Thanks, Sam. Since the OP is new to EAB he should note that FAR 91.205 is much less restrictive than the requirements for a typical, say, 172, airplane. There are significant additional requirements for type-certified aircraft. For example, two independent sources of power. As an EAB owner, it is up to you to decide what is safe enough.
I'm sorry but after many thousands of TW hours I think it is a bit of a myth that you need to wheel land in a cross wind. Yes of course I can do it, but why?
If you land with a direct cross wind, I will agree: you can stick it on the runway with a lot more cross wind component than landing with a three point. The problem is you still need to get the tail down on the runway and you cannot put the tailwheel down in most taildraggers until you are at or nearly at stall speed. This is because most taildraggers are built so that the deck angle setting on the ground is at (or exceeds) the wings stall angle of attack.
If, after pinning the mains on during an extreme crosswind, I am on the ground with the mains rolling with the tail still up, as I slow the rudder becomes less effective at keeping me straight by shoving the tail into the crosswind. The slower I get the less my ability to keep the slowing plane aligned with the runway. Should it occur that I run out of rudder authority prior to being below stall speed I will depart the runway into the wind.
If I were to attempt to land on the same runway three point I would most likely go some where else if I could not get enough rudder at stall speed to keep the plane in alignment with the runway. The difference is with the 3 point I will know this with no ground contact, but with the wheel landing I find it out with the mains ( perhaps only one up wind wheel) firmly on the ground.
Whether I wheel land or 3 point the tail has to come down at or near stall speed, with the 3 point this all occurs at the same time and you do not have those moments in between as the rudder looses effectiveness while the tail wheel is not yest in contact firmly on the runway.
What?
there is no requirement or two independent sources of power required for a standard category aircraft. there are requirements for a secondary source of power for glass, but that is in the certification of the EFIS, not for a type certificated aircraft. any standard or EAB only needs the equipment required by far91.205
bob burns
RV-4 N82RB
I have several hundred hours in various tail wheel planes. I normally prefer wheel landings in cross winds. With that said, I have very little time in a low wing taildragger. Especially such a slick airframe. I started approach?s at 80. With no flaps that is a disaster! To make matters worse, N12HR has flaps that don?t stay totally up or totally down very well. Once I realized that the RV 4 was so slick needed drag to stay on the ground, my landings began to improve. It still shocks me how little drag the RV 4 has. My latest landings were at 70 with half flaps. Not bad. When it quits raining, I can?t wait to build some time and polish the landings.
Thanks
G Harben
The requirements for a standard category airplane are not just in the FARs; there are a lot of additional requirements hidden in the type certificate process. e.g., until the recent faa exemption for certain efis units, you had to install a TSO?d AI in a type certificated airplane. That?s not in the far?s, it?s in the type certificate rules. Likewise, you will not find any normally certificated aircraft with a Type Certificate for ifr that has only one power source for attitude info.
The requirements for a standard category airplane are not just in the FARs; there are a lot of additional requirements hidden in the type certificate process. e.g., until the recent faa exemption for certain efis units, you had to install a TSO?d AI in a type certificated airplane. That?s not in the far?s, it?s in the type certificate rules. Likewise, you will not find any normally certificated aircraft with a Type Certificate for ifr that has only one power source for attitude info.
show me the source of your info.
it.
14 CFR 23.1331 which, of course, does not apply to EAB.