Author: "Clay R" <clayr_55@...> Time: Tue Oct 1, 2002 8:13 pm PDT Link
If you don't already subscribe, go out and buy the November issue now!
It features a nice article with a comparison between the 9 and 9A.
--Clay
Author: "rv9builder" <mschrimmer@...> Time: Thu Oct 3, 2002 5:30 pm PDT Link
--- In RV-9A@y..., "Clay R" <clayr_55@y...> wrote:
> If you don't already subscribe, go out and buy the November
issue now!
>
> It features a nice article with a comparison between the 9 and
9A.
>
Clay,
It was a good story. Everything about these planes sounds great,
except the author made it sound like it's difficult to slow down,
especially with a fixed pitch prop. Anybody who's flying a 9A with
a fixed pitch prop care to comment? How hard is it to slow down
compared to other planes you've flown?
Author: "Sam Benjamin" <sambenjamin@...> Time: Fri Oct 4, 2002 5:25 am PDT Link
I am flying my RV-9A with a160 hp Lycoming and a Sensinich 80 inch pitch prop. I have to come almost back to Idle to get slowed down to flap speed, Unless I want to make a very long down wind. At 80mph and full flaps it just don't want to come down at 70mph it has a very nice decent and is responsive to the controles. I slow to 65 over the fence, and touch down at about 45mph, with full aft stick i am able to hold the nose wheel off untill about 35mph.
Sam Benjamin (N989RV)
----- Original Message -----
From: rv9builder
To: RV-9A@yahoogroups.com
Sent: Thursday, October 03, 2002 8:22 PM
Subject: [RV-9A] Re: Kitplanes article on 9 and 9A
--- In RV-9A@y..., "Clay R" <clayr_55@y...> wrote:
> If you don't already subscribe, go out and buy the November
issue now!
>
> It features a nice article with a comparison between the 9 and
9A.
>
Clay,
It was a good story. Everything about these planes sounds great,
except the author made it sound like it's difficult to slow down,
especially with a fixed pitch prop. Anybody who's flying a 9A with
a fixed pitch prop care to comment? How hard is it to slow down
compared to other planes you've flown?
To unsubscribe from this group, send an email to:
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[Non-text portions of this message have been removed]
Author: Matt Burch <mcb@...> Time: Fri Oct 4, 2002 5:25 am PDT Link
On Fri, 4 Oct 2002, rv9builder wrote:
> It was a good story. Everything about these planes sounds great,
> except the author made it sound like it's difficult to slow down,
> especially with a fixed pitch prop. Anybody who's flying a 9A with a
> fixed pitch prop care to comment? How hard is it to slow down compared
> to other planes you've flown?
It is "different" from a spam can but nothing to worry about. It also
feels different from the 6A I've flown, in that the induced drag doesn't
build up nearly so bad at slow speeds, so it wants to float a lot more. If
you're too high/fast on final it's hard to get it down quick, it just
wants to keep flying!
As an experiment tonight, I cut the throttle at pattern altitude on the
downwind leg, at midfield (5000' runway) in my 9A with a fixed-pitch prop.
After flying the rest of the downwind, base, and final legs normally, I
still had too much energy coming over the fence - I guess I need to break
my Grumman Yankee habit and fly a little wider pattern so the Nine has
time to bleed the speed. :)
mcb
N119TJ
-------------------------------------------------------------------
Matt Burch | "If it's not on fire, it's a software problem."
mcb@s... | http://www.ambrosiasw.com/~mburch/
-------------------------------------------------------------------
Author: "kenrv6" <kenrv6@...> Time: Fri Oct 4, 2002 9:06 am PDT Link
The difference is quite noticeable when you fly the f/p and c/s
installation back to back, as the article's author did. MSB is quite
correct -- the 9/9A doesn't have a lot of drag and doesnt' want to
lose that last 25 mph to get down to flap speed. I find myself
pulling the power well back several miles from the airport (it gets
interesting say, if you're coming back from a trip at a normal cruise
altitude of about 12,000' and you want to get down to sea
level...common situation around here. If you let down at 500 fpm.
That's 24 minutes. If you maintain the 9's normal cruise speed you
need to start down 75 miles away) and coasting in a couple hundred
feet below pattern altitude, then a gentle climbing turn will bleed
off enough speed to get the flaps out.
With a c/s you have a very effective brake and the airplane will slow
down nicely. With the f/p it just doesn't want to give up, and
slowing further from an already modest speed takes a lot longer than
you might be used to-- it's nothing to be anxious about. All in the
learning process normal to any new airplane.
In RV-9A@y..., Matt Burch <mcb@s...> wrote:
> On Fri, 4 Oct 2002, rv9builder wrote:
>
> > It was a good story. Everything about these planes sounds great,
> > except the author made it sound like it's difficult to slow down,
> > especially with a fixed pitch prop. Anybody who's flying a 9A
with a
> > fixed pitch prop care to comment? How hard is it to slow down
compared
> > to other planes you've flown?
>
> It is "different" from a spam can but nothing to worry about. It
also
> feels different from the 6A I've flown, in that the induced drag
doesn't
> build up nearly so bad at slow speeds, so it wants to float a lot
more. If
> you're too high/fast on final it's hard to get it down quick, it
just
> wants to keep flying!
>
> As an experiment tonight, I cut the throttle at pattern altitude on
the
> downwind leg, at midfield (5000' runway) in my 9A with a fixed-
pitch prop.
> After flying the rest of the downwind, base, and final legs
normally, I
> still had too much energy coming over the fence - I guess I need to
break
> my Grumman Yankee habit and fly a little wider pattern so the Nine
has
> time to bleed the speed. :)
>
> mcb
> N119TJ
>
> -------------------------------------------------------------------
> Matt Burch | "If it's not on fire, it's a software problem."
> mcb@s... | http://www.ambrosiasw.com/~mburch/
> -------------------------------------------------------------------
Author: "Andy Karmy" <andy@...> Time: Fri Oct 4, 2002 12:28 pm PDT Link
I was quite humored that the author spent much time trying to slip both the 9 and 9A to loose altitude, like they were some kind of Super Cub... Seems like others have had much better luck with simply slowing down to increase the decent rate on final.
- Andy
PS, all this discussion is just great. I can't wait until I'm at 12,000ft and have to figure out how I'm going to land! What fun!!!
---------- Original Message ----------------------------------
From: "kenrv6" <kenrv6@y...>
Reply-To: RV-9A@yahoogroups.com
Date: Fri, 04 Oct 2002 16:06:00 -0000
>The difference is quite noticeable when you fly the f/p and c/s
>installation back to back, as the article's author did. MSB is quite
>correct -- the 9/9A doesn't have a lot of drag and doesnt' want to
>lose that last 25 mph to get down to flap speed. I find myself
Author: "kenrv6" <kenrv6@...> Time: Fri Oct 4, 2002 12:38 pm PDT Link
-Actually, it slips quite well, and if you need to get down soon,
slipping works better than slowing. Takes too much distance to lose
speed unless you increase drag...as with a slip.
-- In RV-9A@y..., "Andy Karmy" <andy@k...> wrote:
> I was quite humored that the author spent much time trying to slip
both the 9 and 9A to loose altitude, like they were some kind of
Super Cub... Seems like others have had much better luck with simply
slowing down to increase the decent rate on final.
>
> - Andy
>
> PS, all this discussion is just great. I can't wait until I'm at
12,000ft and have to figure out how I'm going to land! What fun!!!
>
> ---------- Original Message ----------------------------------
> From: "kenrv6" <kenrv6@y...>
> Reply-To: RV-9A@y...
> Date: Fri, 04 Oct 2002 16:06:00 -0000
>
> >The difference is quite noticeable when you fly the f/p and c/s
> >installation back to back, as the article's author did. MSB is
quite
> >correct -- the 9/9A doesn't have a lot of drag and doesnt' want to
> >lose that last 25 mph to get down to flap speed. I find myself
Author: "rv9builder" <mschrimmer@...> Time: Fri Oct 4, 2002 12:55 pm PDT Link
--- In RV-9A@y..., "kenrv6" <kenrv6@y...> wrote:
> -Actually, it slips quite well, and if you need to get down soon,
> slipping works better than slowing. Takes too much distance
to lose speed unless you increase drag...as with a slip.
>
Is there a recommended airspeed for slipping the 9A for
maximum sink?
Author: johncclarkva@... Time: Sun Oct 6, 2002 7:06 pm PDT Link
Someone stated that they filed an RV-9 POH. I cannot find it now. Would you
once again provide directions. Thanks.
[Non-text portions of this message have been removed]
Author: "n194dl" <larry.perryman@...> Time: Mon Oct 7, 2002 5:43 am PDT Link
John,
If you will click on the word "Files" on the left side of the page it
will take you to the files section. I put several different POH
manuals out there. You can download them and modify them for your
plane.
You may wan to open them first before you download to see if they are
what you want.
Regards
Larry Perryman
Author: "Newsted, Gary" <Gary.Newsted@...> Time: Mon Oct 7, 2002 9:11 am PDT Link
Sounds like speed-brakes would be a useful mod for the 9...
Author: "ksouthar" <Keith_Southard@...> Time: Tue Oct 8, 2002 5:37 am PDT Link
While this is quite different from your garden variety Cessna, it is
common to the experience I have had flying Bonanza's for the past 15
years. Start your decent from altitude 75 to 100 miles out and plan
your pattern entry. Otherwise you will hit the pattern at 160
Knots. Point is, this is normal behavour for a clean high
performance airplane. You have to adjust your thinking to match the
performance of the airplane.
--- In RV-9A@y..., "kenrv6" <kenrv6@y...> wrote:
> The difference is quite noticeable when you fly the f/p and c/s
> installation back to back, as the article's author did. MSB is
quite
> correct -- the 9/9A doesn't have a lot of drag and doesnt' want to
> lose that last 25 mph to get down to flap speed. I find myself
> pulling the power well back several miles from the airport (it
gets
> interesting say, if you're coming back from a trip at a normal
cruise
> altitude of about 12,000' and you want to get down to sea
> level...common situation around here. If you let down at 500 fpm.
> That's 24 minutes. If you maintain the 9's normal cruise speed
you
> need to start down 75 miles away) and coasting in a couple hundred
> feet below pattern altitude, then a gentle climbing turn will
bleed
> off enough speed to get the flaps out.
>
> With a c/s you have a very effective brake and the airplane will
slow
> down nicely. With the f/p it just doesn't want to give up, and
> slowing further from an already modest speed takes a lot longer
than
> you might be used to-- it's nothing to be anxious about. All in
the
> learning process normal to any new airplane.
>
> In RV-9A@y..., Matt Burch <mcb@s...> wrote:
> > On Fri, 4 Oct 2002, rv9builder wrote:
> >
> > > It was a good story. Everything about these planes sounds
great,
> > > except the author made it sound like it's difficult to slow
down,
> > > especially with a fixed pitch prop. Anybody who's flying a 9A
> with a
> > > fixed pitch prop care to comment? How hard is it to slow down
> compared
> > > to other planes you've flown?
> >
> > It is "different" from a spam can but nothing to worry about. It
> also
> > feels different from the 6A I've flown, in that the induced drag
> doesn't
> > build up nearly so bad at slow speeds, so it wants to float a
lot
> more. If
> > you're too high/fast on final it's hard to get it down quick, it
> just
> > wants to keep flying!
> >
> > As an experiment tonight, I cut the throttle at pattern altitude
on
> the
> > downwind leg, at midfield (5000' runway) in my 9A with a fixed-
> pitch prop.
> > After flying the rest of the downwind, base, and final legs
> normally, I
> > still had too much energy coming over the fence - I guess I need
to
> break
> > my Grumman Yankee habit and fly a little wider pattern so the
Nine
> has
> > time to bleed the speed. :)
> >
> > mcb
> > N119TJ
> >
> > -----------------------------------------------------------------
--
> > Matt Burch | "If it's not on fire, it's a software
problem."
> > mcb@s... | http://www.ambrosiasw.com/~mburch/
> > -----------------------------------------------------------------
--