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dave.saylor.aircrafters(a
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 Posted: Sun Mar 03, 2013 10:08 am Post subject: RV-10 Stall Characteristics (what just happened here?) |
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Linn, my understanding of "behind the power curve" is far from
intuitive...I have to really think about what that means and how it
applies. I can say that power was off and the stall speed was around
65 knots. My understanding is that at low speed and high power, the
stall can be delayed by propwash over the wing. That wouldn't have
been the case until I tried to recover since I wasn't really carrying
any power into the stall.
If I understand being behind the curve, it's more a function of
decision making than of airframe design, that is, the plane may or may
not be behind the curve in a given configuration. It depends on what
the pilot does, either intentionally or not. I'm pretty sure we
weren't behind the curve.
Sure would be interesting to hear how the 10 behaves behind the
curve--new thread anyone?
Dave Saylor
831-750-0284 CL
On Sun, Mar 3, 2013 at 8:54 AM, Linn <flying-nut(at)cfl.rr.com> wrote:
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Been following this thread .... not flying yet so this may be way out in
left field.
I wonder if the RV-10 at gross and slow ends up behind the power curve???
Linn ..... hoping to find out some day ....
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rv10flyer
Joined: 25 Aug 2009
Posts: 364
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| Posted: Sun Mar 03, 2013 10:14 am Post subject: Re: RV-10 Stall Characteristics (what just happened here?) |
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| flying-nut(at)cfl.rr.com wrote: | Been following this thread .... not flying yet so this may be way out in
left field.
I wonder if the RV-10 at gross and slow ends up behind the power curve???
Linn ..... hoping to find out some day .... |
With power at idle, prop at fine pitch you can really feel and see your descent increase once below 70 KIAS at gross with full flaps. Hence, we try to never get below 70 KIAS on a steep/no power approach, which is the way we come in 75% of the time. Timing your flare is very critical at 1,200-1,500 fpm descent! No slipping needed so far in the -10, as you have a lot of runway in the windshield already. Slipping does not increase your descent rate like it did in 172's. I have had a few pilots say after landing that they had never came in so steep before. We are not initially trained this way for a reason, but I always prepare for that day when I have to come in steep without power.
Initially in transition training and Phase 1, I approached with a little power in and a normal 3* glide slope which gave me more time in the flare.
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Wayne G. |
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rv10flyer
Joined: 25 Aug 2009
Posts: 364
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| Posted: Sun Mar 03, 2013 10:41 am Post subject: Re: RV-10 Stall Characteristics (what just happened here?) |
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What I learn by doing no power, steep, full gross, full flap approaches behind the power curve is...if I want to descend faster pull back on the stick and if I want to descend slower push forward on the stick(area of reverse command). There is a slight lag, but by practicing this it may prevent us from "pulling" away from the earth at low altitude with no power. If you get slow on final, correct it immediately by pushing with no delay. If you get too low, you won't have time for gravity to help you.
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Wayne G. |
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Bob Turner
Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA
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| Posted: Sun Mar 03, 2013 5:29 pm Post subject: Re: RV-10 Stall Characteristics (what just happened here?) |
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Being "behind the power curve" means that you are flying slower than minimum sink speed. If you plot the power required to maintain level, unaccelerated flight, it is U shaped, sort of. The bottom, minimum point is the speed at which you will have minimum sink in a power out situation. (It is not best glide speed). In many light aircraft minimum sink speed is just a little faster than stall speed. Let's say it's 65 kias. Then to fly straight and level at 64 kias takes more, not less, power than at 65 kias. Flying straight and level at 63 kias requires even more power. For this reason this region is also called the "region of reverse command". In a power off glide, as already pointed out, once you are below minimum sink, a lower speed results in an increased vertical descent rate (since it requires more power which in this case is coming from gravity). In high density altitude takeoffs (limited engine power) pilots sometimes get into trouble by lifting off at too low an airspeed. e.g., they lift off at 60 kias and climb in ground effect to 30 ft agl. They then find themselves in a situation where they are using every bit of power they have to just maintain level flight. If they had instead lifted off at 65 kias they would find they needed less power to maintain that same level flight at 30 ft agl, and could use the excess power to accelerate or climb.
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Bob Turner
RV-10 QB |
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