I am a mostly nosedragger CFI with 15 landings in my RV-7 and 122 tailwheel landings total. I have only executed 3-point landings in my 180hp, CS RV-7 to date, with generally very good results. The "generally" qualifier does not apply to my last two landings on a 100ft wide, 3702ft long asphalt runway. On the next to last landing I came it at around 70KIAS over the threshold in a light crosswind, and after two bounces during which the plane sidestepped to the left edge of the runway, I went around. The last landing was still a bouncer, but I was able to stay at the center of the runway, so I just held the stick back and let it settle down. After cleaning out my underwear, I realized that this experience has put a dent in my self-confidence, and I am exploring ways to eliminate/reduce the likelihood of a similar event happening again.
I have read most of the postings related to 3-point/wheel/hybrid landings in the RV-7, 8 and other RVs. I want to explore wheel landings because it seems to me a wheel landing is very similar to a normal nosewheel airplane's landing, except that with the former you nudge the stick forward until the tailwheel settles, while in the latter you nudge the stick backward until the nosewheel settles. The springiness of the RV-7's mains should apply to the 7 and 7a equally, so the first part of an RV7a landing should be very similar to what one would expect with 7; actions in the event of a bounce would also seem to be similar for both versions - maintain/return to the original landing attitude, add a little power as necessary. I understand that part two of the landing is very different for these airplanes, but if "wheel landings" are the only option for a 7a pilot, why would it be a less desirable option for a 7 pilot?
One factor I did not see in the discussion about 3-point versus wheel landings, is that in a bounce, even a 6'3" pilot like me who can see the end of the runway over the nose when all three wheels are down loses sight of the runway and with it lateral reference. It's only when the snout comes back down that I discover my new position relative the centerline; in a cross wind that can be disquieting. Conversely, in a wheel or modified wheel landing attitude described by some pilots, the pilot should retain visual reference to the horizon. Isn't that essential in a plane that is prone to bouncing?
I would appreciate comments about my musings from more experienced RV7 pilots or pilots with lots of tailwheel time.
Thanks,
David
RV7, N98DA, flying
I have read most of the postings related to 3-point/wheel/hybrid landings in the RV-7, 8 and other RVs. I want to explore wheel landings because it seems to me a wheel landing is very similar to a normal nosewheel airplane's landing, except that with the former you nudge the stick forward until the tailwheel settles, while in the latter you nudge the stick backward until the nosewheel settles. The springiness of the RV-7's mains should apply to the 7 and 7a equally, so the first part of an RV7a landing should be very similar to what one would expect with 7; actions in the event of a bounce would also seem to be similar for both versions - maintain/return to the original landing attitude, add a little power as necessary. I understand that part two of the landing is very different for these airplanes, but if "wheel landings" are the only option for a 7a pilot, why would it be a less desirable option for a 7 pilot?
One factor I did not see in the discussion about 3-point versus wheel landings, is that in a bounce, even a 6'3" pilot like me who can see the end of the runway over the nose when all three wheels are down loses sight of the runway and with it lateral reference. It's only when the snout comes back down that I discover my new position relative the centerline; in a cross wind that can be disquieting. Conversely, in a wheel or modified wheel landing attitude described by some pilots, the pilot should retain visual reference to the horizon. Isn't that essential in a plane that is prone to bouncing?
I would appreciate comments about my musings from more experienced RV7 pilots or pilots with lots of tailwheel time.
Thanks,
David
RV7, N98DA, flying