Transitioning to an RV:Tailwheel vs Nosewheel, 7 vs 9
From Matronics
I learned to fly my RV when I was a newly minted private pilot. I was not an F-16 pilot, or a United Captain with 18,000 hrs, like some RV drivers. However, it is precisely because of my inexperience that I think I am
particularly qualified to address this corner of this issue.
| Pilots license | April 2000 (with 73hrs in the book, all in a c-152) |
| First solo in RV-4 | July 3, 2000 |
| Tailwheel endorsement | July 3, 2000 |
| Current Experience (12/2000) | 180 hrs. (100 in RV-4) |
The point I am trying to make here is that I was a rank novice, and I learned to fly my RV-4 with no problems.
However, I benefited from the experience of a very careful and patient instructor. This instructor is also an FAA Amateur Built Designated Airworthiness Representative (ABDAR). He likes RVs, although he doesn't own one. He was a logical choice to help in my transition preparation.
The first step was an inspection of the airplane.
We decided to temporarily install the rear rudder pedals for training. For the next 10 flight hours, I flew from the back seat. At first, it was frustrating. However, it forced me to use my peripheral vision when landing and taxiing. This skill is useful to any pilot. After 10 hours I was still a little squirrelly on the landing rollout, but was landing competently. I had also figured out how to keep the nose straight when I pushed in the throttle on takeoff. (So this is P factor!) Time to switch to the front.
Wow, I could see straight ahead now. This is much easier. Nonetheless, we spent another 10 hours total with me flying in the front seat. It was at this point that we decided to install the electric flaps. I was having difficulty getting the flaps fully deployed and my instructor felt it would be safer for me to not have to worry about the flaps. Yes it cost $400. But hey, that's what a door hinge costs for a 172. (Always look on the bright side.) Once I installed the electric flaps, we practiced some no-flap landings in case of failure, and I was signed off. With one significant restriction. (A gentleman's agreement; since I had my license he couldn't legally restrict me.) The restriction was that I not fly passengers until I had another 10 hours in the plane solo, and that I not fly in wind greater than 10 kts with no more than 5 kts crosswind component until my 10 hours was up.
Was it a handful in the beginning? Yes. Am I glad I now have a fast, fun, fully aerobatic airplane now? Absolutely.
My final point is this: If you are contemplating building an RV-9 because you are concerned about your ability to handle a -6, don't worry. Slow, deliberate training can address that issue. I am definitely no superstar and I was flying my -4 three months after getting my license. In the five months since my sign off I have flown my RV about 80 hours. It is fantastic.
I would not trade away any of what this plane is capable of in the interest of making it an easier plane to transition to.
If you want a -9 for the extra safety of a slower stall speed, better short field performance, or because it's a better IFR platform, that's a different story altogether. Go for it.
