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Transition training

 
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wayne.e(at)grandecom.net
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PostPosted: Sun Dec 10, 2006 5:58 am    Post subject: Transition training Reply with quote
Yesterday I went over to Alex De Dominicis's house at Eagles Nest Air Park, which is here in the Dallas/Fort Worth area, and took my first RV10 transition training flight with him. To say I had a great time flying his 10 is an understatement. Alex really has a beautiful bird and he has it fantastically equipped with all the fun stuff. He turned on his A/C while we were sitting on the ground to show me how it works and it works great, just like the car. Got to check this out later.

I may have used up some of my RV grins in flying Alex's machine but hopefully I've got a couple left for when I fly mine, which I hope is not to far off.

His 10 handled outstanding in every phase of flight. In straight and level the ride was very smooth and the visibility was second to none. Alex and I aren't little guys and we had plenty of elbow room between us. We did the standard things you do in training. Straight ahead stalls were a non event as compared to other planes I've flown. It never did really break but just kind of sat there and buffeted mostly. Very docile.

We did standard and steep turns. He had me first do 20 deg turns and this was very easy to hold altitude. We then move it to 30 deg and it still was very smooth, unlike some planes I've flown, I actually let go of the stick at one point in the turn with the 30 deg bank and the plane held itself there. I was really impressed on how smooth it was in these maneuvers. We then moved it up to 40 deg bank and it was still easily controllable but I did have to hold a little more back pressure to hold altitude as we progressed through the turn. I've flown quite a few different planes, singles and twins and gliders, I've owned a Bonanza and a Baron, and I have to say this plane handles better than anyone that I've ever flown. One point that Alex made to me on steep turns was that when you fly right turns you will notice, which I did, a little more back pressure is required, which is a function of the P factor.

After our maneuvers we decided to shoot some approaches using his TruTrac Sorcerer auto pilot, I also flew one by hand. We shot an ILS into Midlothian Airport and it took us right down the glide slope. We then executed a missed with the auto pilot and it flew us to the IAF and did a hold for us making the entry that we all scratch our heads over when we have to do one. Very impressive.

We then did a hand flown approach and it wasn't difficult to hold the ILS needles in check, we did have to break off though because of conflicting traffic in the area. We then proceeded to the landing phase. It really handled nicely on the approach to landing and the landing. Not difficult at all to land. Alex had me use 2 notches of flaps on the approach, I think it was 15 deg, and that worked really well. Boy, when you push in on the throttle to take off on the touch and go this baby wants to just jump off the runway. I did notice the P factor on take off more than I've been used to, requiring rudder to keep it straight. I'm assuming this is because of the power to weight ratio. It wasn't a problem but you definitely needed to use the rudders. On climb out this puppy wants to climb quick.

We did several other things but as you can tell I thoroughly enjoyed myself. I've had a lot of flight instructors over the years but Alex would have to rate as one of the better ones I've had. He's very low keyed and tells you what he wants you to do very clearly. And he told me lets just go out there and have some fun flying, which makes a person relax and actually have some fun. I would highly recommend anyone needing transition training to consider giving Alex a call. He's a really nice guy and a great instructor. He's also an Air Traffic Controller at the DFW airport. Here is his web site address http://www.rvtraining.com/

Now I've got to get those vendors who are holding me up to get off there behinds and get my equipment to me :>} I'm ready to get this show on the road.


Wayne Edgerton #40336

itching from fiber glass work :>{

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jesse(at)itecusa.org
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PostPosted: Wed Dec 20, 2006 9:01 am    Post subject: Transition Training Reply with quote
Just for general knowledge, can anybody share what Alex and the other guy charge for training in the -10? Also, is there any restriction on “charging” for training since it is experimental? I have a friend who is a CFII who is interested in doing this in FL, which would probably be helpful to people in the SE to avoid having to go to TX or OR.

Any other thoughts?

Thanks and do not archive.

Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
Cell: 352-427-0285
Fax: 815-377-3694

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Tim(at)MyRV10.com
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PostPosted: Wed Dec 20, 2006 9:34 am    Post subject: Transition Training Reply with quote
My understanding is they have an FAA Waiver to allow them to
do the transition training, and they have specific insurance
also, that is very expensive.

Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
Quote:
Just for general knowledge, can anybody share what Alex and the other
guy charge for training in the -10? Also, is there any restriction on
“charging” for training since it is experimental? I have a friend who
is a CFII who is interested in doing this in FL, which would probably be
helpful to people in the SE to avoid having to go to TX or OR.



Any other thoughts?



Thanks and do not archive.



Jesse Saint

I-TEC, Inc.

jesse(at)itecusa.org <mailto:jesse(at)itecusa.org>

www.itecusa.org <http://www.itecusa.org>

Cell: 352-427-0285

Fax: 815-377-3694



*


*


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swrpilot(at)bellsouth.net
Guest
PostPosted: Wed Dec 20, 2006 10:47 am    Post subject: Transition Training Reply with quote
Mike Seager charged us $155 per hour in N220RV. That was in September. His training was excellent!

Steve Roberts
Still lurking
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Todd.Stovall(at)pentagon.
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PostPosted: Wed Dec 20, 2006 11:49 am    Post subject: Transition Training Reply with quote
According to Alex's website, his fee is $135/hr plus gas for an RV-10 and $110 for his RV-6. As for charging for instruction in an experimental, it's perfectly legal. The EAA lobbied for this with the FAA. I suppose it can be interpreted as an exception to the "no commercial activity" rule. The logic being how can one receive transition training to meet insurance requirements if you aren't allowed to conduct reimbursable flight training. After all, it's not reasonable to assume that CFIs should perform such effort without compensation. All that's required is the plane has to have completed it's phase-1 flyoff and be properly equipped for the training be given. This also means, for example, that VFR pilots can get their instrument training in their own airplane as long as it meets IFR equipment requirements and the pilot can find a CFII willing to give the instruction in the aircraft.

Todd
#40631
Riveting the HS


From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Wednesday, December 20, 2006 12:01 PM
To: rv10-list(at)matronics.com
Subject: Transition Training


Just for general knowledge, can anybody share what Alex and the other guy charge for training in the -10? Also, is there any restriction on “charging” for training since it is experimental? I have a friend who is a CFII who is interested in doing this in FL, which would probably be helpful to people in the SE to avoid having to go to TX or OR.

Any other thoughts?

Thanks and do not archive.

Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
Cell: 352-427-0285
Fax: 815-377-3694

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wvu(at)ameritel.net
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PostPosted: Wed Dec 20, 2006 6:35 pm    Post subject: Transition Training Reply with quote
I trained with Alex a week ago-$135 Plus fuel like someone mentioned. Alex mentioned to me that he pays somewhere around $9K for insurance for both of his -10 and -6.
Anh
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