What I’ve learned about flying the -3 in 60hrs
Hello.
First post, long time lurker.
What I’ve learned a out flying the -3, or “How I’ve learned to love the slip”
Mine has an O-320 with a 3 blade Catto.
Transitioned to the -3 with about 10 hours TW time immediately after completing my TW endorsement. I tried to find someone with an -8 to get a few dual hours in. Just ended up hopping into it and going.
Before I flew it for the first time I was really intimidated. Turns out that the -3 is super easy to fly, it won’t lie to you.
Also super easy to overcontrol, that took some getting use to. Every uncomfortable moment I’ve had in the -3 has been because it did exactly what I commanded it to do.
Cpt. Paul says “Keep it straight, don’t let it drift, fly your airspeeds, you’ll be fine”
Taxi- Nothing different or special here. A little rudder goes a long way.
Takeoff- Well behaved and straightforward. Seems to not require very much releasing of back pressure to get the tail up. I tend to advance throttle a lot more slowly then in most aircraft I’ve flown. My right leg has become very strong. Be really conscious of your xwind inputs. Everything happens really fast.
Climb/enroute/decent- The -3 seems to really like climbing when there is power. With the O-320 and 3-blade that trait is exacerbated. Inital climb out for me is somewhere around 100mph and 2000-2500 fpm (I think, don’t really keep records). It’s easy to blow right past altitudes. I throttle back after about 300-400ft agl. Almost always use a cruise climb. Took some getting use to.
Enroute it flies like any hersey bar winged animal. Really easy to overspeed though. Handles turbulence very well for it’s size.
Plan decents well. That Vne creeps up on ya.
Landing- This is where the it requires some acclimation, when you get it dialed in though you’ll be surprised at how well the -3 handles winds. If one were to draw out the L/D curve for the -3 it would be very steep at the low end of the envelope. There is a very fine line between decent and falling piano, might just be the heavy engine in mine, ymmv. Be ready to work the throttle. I generally slip every landing, my patterns are tight. I get slowed on downwind (sometimes a little s-turn help is needed
, hold the slowing trend in till Vfe, drop my desired flaps, cut the throttle abeam the numbers, hold a slip through base and final at or near my final approach speed 70-80ish. This allows me to stay out of the workload of having to adjust power and lets me approach more slowly knowing I have altitude to trade for energy. I maintain enough energy in the system (altitude/kinetic) to work my angle and always be able to safely land without adding any more. Think autorotation. The visibility is so many betters too. 3-pointers are not my preferred method, into small grass strips I’ll do it but not enjoyable. It loves tail low wheelies IMHO. I don’t pin the tail immediately, I fly it with the tail just a hare off the ground till I’ve got most of the energy out of the situation. I balance braking (if required) against the elevator with the wheel just off the surface. To me this gives the most feedback and controllability on rollout. The springs are more springy than most, so always be ready to react to a bounce if you don’t get it just right. Always be ready to go-around.
As with all aircraft, especially TW “fly it to the hangar”.
Transitioning to the -3 wasn’t as daunting of a task as I had expected. Every flight I learn a bit more.
Keep attention “outside” and the -3 won’t surprise you.