some -9A FP numbers
Lets get back to the original question about slowing down RV-9As with a fixed pitch prop, and turn backs following an engine failure on takeoff. With this discussion, I just had to take off work and refresh my memory. First, Kevin Horton had good advice on other threads. Do your stall series so that you know your stall speeds. For my ?9A, stall is 55 mph INDICATED flaps up and 50 mph with full flaps ? 30 gallons of fuel and me, power at idle.
Until you are comfortable with your stall speeds, carry the extra speed, make those long, ugly patterns and land long as necessary.
Now, to slowing down - the change that had the most impact for me was lowering the ground idle speed to 600-700 rpm. Mine was at 900 and the airplane would go and go and go with full flaps. When set for a 650 rpm ground idle, the airplane comes down much better. Next is to fly at the slower speeds, once you are confident of the stall speeds. At 80, the airplane goes forever. 70 in the pattern is much better, 65 on calm days is great. Shallow bank angles are very adequate because of the slower speeds. If it is gusty or there are strong winds, I go back to 80 and make the long, ugly patterns.
I?ll step through what works for me. Pull partial throttle to descend to traffic pattern altitude and slow to 150 mph to enter the 45. At the entry to the 45, level off, pull the power, turn downwind, a slight 50 feet climb works wonders, or go from 50 feet below to 50 feet above pattern altitude if needed (likely not). At 100 start the flaps down and by the time the flaps are ? down you are normally below 90 so continue to full flaps. Continue to slow to 70, add power (1200 to 1300 rpm is close) to maintain 70 until abeam of the numbers. If not slowed, wait to start the descent until 70. Abeam of the numbers or at 70, pull the power, and maintain 65-70 on downwind, base, and final. Cut the corners as necessary. As you learn, you will have to resort less and less to adding power on final. Over the threshold at 60 or even less on a still day, and touch down at 50 with the stick well aft.
Even after touch down, need to get out of there? Full power, lot of rudder, and you will just levitate off of the runway, just remember to use a lot of rudder. I tried a full flaps takeoff just to see what would happen. No problem, takes off quick, climbs great (of course somewhat less that no flaps), just don?t level off and overspeed the flaps.
Now, for the second apart - while I was reconfirming the numbers above, I tried some simulated power losses after takeoff. I have a lot of glider time so steep banks at low speeds all day long is called thermaling. You will need to practice at altitude to get comfortable. I tried a number of different scenarios, was not particularly skilled at maintaining bank angle or airspeeds, but ? the altitude losses were from 250 feet to 400 feet in most cases, much less than I had anticipated. Recognize that the altitude loss would be greater with a windmilling prop rather than at idle. Does anyone have data to show the difference?
A typical scenario - I was climbing at 85 mph, pulled the power, let the speed and nose drop for several seconds (like hands off), then roll into a 40-50 degree bank while pushing first and then pulling to maintain 75 to 85. I made a 180 degree turn then rolled level still at 75 to 85. Use ground references because the compass is really spinning. Your eyes need to be outside and on the ASI anyway. The nose did not go very far below the horizon. Of course, at 3000 to 4000 feet agl, you do not have the pucker factor or the view of the ground close by, no maneuvering to align with the runway (as George points out you need more than 180 degrees of turning (both left and right) to get back to the runway, more like 270 degree). You may perceive it very differently in a real emergency.
This maneuver in a ?9A FP is much more like flying gliders than the Cessnas, Cherokees or RVs with constant speed props.
Those practice turn backs at 80-85 with minimum altitude loss were consistent with those long, ugly patterns when flown at 80 mph. The airplane does not come down very fast when flown at 80-85.
(Still hurting from the cramp on my face)
