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RV-10 flap extend speeds
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rjones560xl@gmail.com



Joined: 29 Jul 2015
Posts: 39
Location: Las Vegas, NV

PostPosted: Thu May 06, 2021 8:41 am    Post subject: RV-10 Flap extend speeds Reply with quote

I agree with Dan. I only have about 200 hours on my 10, but during the last 15 hours of my fly off all I did was instrument approaches. It was obvious that flaps 0 worked the best. I would only use flaps for the approach for steep approaches like 6 degrees. Dan’s power settings are right on for most 10’s. Maybe small variations in MP may be required for a few 10’s, but 11” and 9” would be very close to what you would need for any 10. Using any flaps for the approach just makes things more complicated. It is easy to fly approaches with the 10 with no flaps.
I flew corporate jets for a living and I can tell you that knowing what power setting to use to get the desired performance is critical to doing a good approach. The 10 is really no different. Very small variations from the known power settings will be required for extra strong head winds and other variables, but you will always start very close to what you need if you know what works for your aircraft.

Robert Jones

Quote:
On May 5, 2021, at 10:43 AM, Dan Masys <dmasys2(at)gmail.com> wrote:

In my experience (now a bit over 1200hrs in the RV-10 with lots of IFR approaches in the generally yucky Pacific Northwest weather) 90kts is a nice stable approach speed and you don't need any flaps at all to do it. (e.g., just set MP to about 11 inches and trim for 90kts; drop that to 9 inches with the same trim and down you go from the FAF with or without autopilot). With a normal 3 degree ILS or LPV, you reach a 200 ft DH at 1/2 mile to the threshold (convenient for knowing whether you have the needed 200 and a half) and the -10 is so good slowing down that from the MAP if you see the runway you can go from even reflex to full flaps and slow from 90kts to say, 70kts and be ready to touch down by the time you are over the numbers. (This is with the factory IO-540 and Hartzell blended airfoil prop -- YMMV). And if you have to go missed, since you didn't have any flaps to reposition you just add power and retrim for a best rate climeout (also 90kts in my plane, though I tend to use 100-110 to improve cooling and it still climbs at 1500+ fpm.
The -10 is just remarkable with respect to controllability and how fast it can transition to different speeds at the low end of the envelope. Not a pussycat, but a terrific tiger kitten.
-Dan Masys

N104LD
40447

On Wed, May 5, 2021 at 9:38 AM Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)> wrote:

Quote:
--> RV10-List message posted by: Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)>

Thanks for all the replies guys. I was hoping for more relief on Vfe’s. I have seen a POH with higher speeds but am reluctant to explore uncharted territory.

Here’s my real problem: I’m trying to develop sensible approach speed/flap configurations for IFR approaches. I saw a suggestion for 85 kias/18 deg flaps (2nd notch) as a final approach speed. I think I would like 90 kias better but that’s kind of close to the 96 kias limit on 18 deg flaps.

I tried 85kt/18deg but I found that my speed stability under the somewhat turbulent conditions I had was poor enough that my auto pilot was dropping out due to low airspeed on coupled approaches.

I ask for the group wisdom. Doesn’t look like I have much wiggle room on Vfe’s. What is the lowest sensible autopilot cut out speed (I have a Dynon auto pilot with my SkyView system)? Should I just use 90 kias with flaps in trail? What do you guys do?

Regards,
Nick Gautier
N363TG
sn 40363



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Robert J Jones
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rbs80



Joined: 30 Nov 2020
Posts: 10
Location: Virginia

PostPosted: Thu May 06, 2021 12:44 pm    Post subject: RV-10 Flap extend speeds Reply with quote

Great discussion guys. Even with lots of time in bigger aircraft it’s nice to see experience talking on the RV10. You have confirmed what I have been suspecting at the 75 hour mark.

Wm Booth


Sent from my iPad

Quote:
On May 6, 2021, at 11:41 AM, Robert Jones <rjones560xl(at)gmail.com> wrote:

I agree with Dan. I only have about 200 hours on my 10, but during the last 15 hours of my fly off all I did was instrument approaches. It was obvious that flaps 0 worked the best. I would only use flaps for the approach for steep approaches like 6 degrees. Dan’s power settings are right on for most 10’s. Maybe small variations in MP may be required for a few 10’s, but 11” and 9” would be very close to what you would need for any 10. Using any flaps for the approach just makes things more complicated. It is easy to fly approaches with the 10 with no flaps.
I flew corporate jets for a living and I can tell you that knowing what power setting to use to get the desired performance is critical to doing a good approach. The 10 is really no different. Very small variations from the known power settings will be required for extra strong head winds and other variables, but you will always start very close to what you need if you know what works for your aircraft.

Robert Jones

Quote:
On May 5, 2021, at 10:43 AM, Dan Masys <dmasys2(at)gmail.com> wrote:

In my experience (now a bit over 1200hrs in the RV-10 with lots of IFR approaches in the generally yucky Pacific Northwest weather) 90kts is a nice stable approach speed and you don't need any flaps at all to do it. (e.g., just set MP to about 11 inches and trim for 90kts; drop that to 9 inches with the same trim and down you go from the FAF with or without autopilot). With a normal 3 degree ILS or LPV, you reach a 200 ft DH at 1/2 mile to the threshold (convenient for knowing whether you have the needed 200 and a half) and the -10 is so good slowing down that from the MAP if you see the runway you can go from even reflex to full flaps and slow from 90kts to say, 70kts and be ready to touch down by the time you are over the numbers. (This is with the factory IO-540 and Hartzell blended airfoil prop -- YMMV). And if you have to go missed, since you didn't have any flaps to reposition you just add power and retrim for a best rate climeout (also 90kts in my plane, though I tend to use 100-110 to improve cooling and it still climbs at 1500+ fpm.
The -10 is just remarkable with respect to controllability and how fast it can transition to different speeds at the low end of the envelope. Not a pussycat, but a terrific tiger kitten.
-Dan Masys

N104LD
40447

On Wed, May 5, 2021 at 9:38 AM Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)> wrote:

Quote:
--> RV10-List message posted by: Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)>

Thanks for all the replies guys. I was hoping for more relief on Vfe’s. I have seen a POH with higher speeds but am reluctant to explore uncharted territory.

Here’s my real problem: I’m trying to develop sensible approach speed/flap configurations for IFR approaches. I saw a suggestion for 85 kias/18 deg flaps (2nd notch) as a final approach speed. I think I would like 90 kias better but that’s kind of close to the 96 kias limit on 18 deg flaps.

I tried 85kt/18deg but I found that my speed stability under the somewhat turbulent conditions I had was poor enough that my auto pilot was dropping out due to low airspeed on coupled approaches.

I ask for the group wisdom. Doesn’t look like I have much wiggle room on Vfe’s. What is the lowest sensible autopilot cut out speed (I have a Dynon auto pilot with my SkyView system)? Should I just use 90 kias with flaps in trail? What do you guys do?

Regards,
Nick Gautier
N363TG
sn 40363



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===========










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Mauledriver(at)nc.rr.com
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PostPosted: Fri May 07, 2021 5:33 am    Post subject: RV-10 Flap extend speeds Reply with quote

Agree with Tim and Bob and Dan.  The '10 flies approaches really well at higher speeds right up to 120+ which is really handy and welcomed at busy airports.  It really slows down nicely when it's time to do so whether at mins or above.


I put the flaps in trail either when I slow to below 120 or when intercepting the slope, whichever comes first.  I keep them there until committed to land.  That, along with prop forward (2400 when cleared for the approach) makes missed approaches a simple matter of pitching and powering up.  (I have to admit LOP ops familiarity has me keeping the mixture lean until slope intercept)


Bill "What a great plane and panel we all have!" Watson



On 5/5/2021 1:37 PM, Dan Masys wrote:

Quote:
In my experience (now a bit over 1200hrs in the RV-10 with lots of IFR approaches in the generally yucky Pacific Northwest weather) 90kts is a nice stable approach speed and you don't need any flaps at all to do it.  (e.g., just set MP to about 11 inches and trim for 90kts; drop that to 9 inches with the same trim and down you go from the FAF with or without autopilot).  With a normal 3 degree ILS or LPV, you reach a 200 ft DH at 1/2 mile to the threshold (convenient for knowing whether you have the needed 200 and a half) and the -10 is so good slowing down that from the MAP if you see the runway you can go from even reflex to full flaps and slow from 90kts to say, 70kts and be ready to touch down by the time you are over the numbers.  (This is with the factory IO-540 and Hartzell blended airfoil prop -- YMMV).  And if you have to go missed, since you didn't have any flaps to reposition you just add power and retrim for a best rate climeout (also 90kts in my plane, though I tend to use 100-110 to improve cooling and it still climbs at 1500+ fpm.


The -10 is just remarkable with respect to controllability and how fast it can transition to different speeds at the low end of the envelope.  Not a pussycat, but a terrific tiger kitten.


-Dan Masys

N104LD
40447

On Wed, May 5, 2021 at 9:38 AM Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)> wrote:

Quote:
--> RV10-List message posted by: Thomas Gautier <ngautier(at)earthlink.net (ngautier(at)earthlink.net)>

Thanks for all the replies guys. I was hoping for more relief on Vfe’s. I have seen a POH with higher speeds but am reluctant to explore uncharted territory.

Here’s my real problem: I’m trying to develop sensible approach speed/flap configurations for IFR approaches. I saw a suggestion for 85 kias/18 deg flaps (2nd notch) as a final approach speed. I think I would like 90 kias better but that’s kind of close to the 96 kias limit on 18 deg flaps.

I tried 85kt/18deg but I found that my speed stability under the somewhat turbulent conditions I had was poor enough that my auto pilot was dropping out due to low airspeed on coupled approaches.

I ask for the group wisdom. Doesn’t look like I have much wiggle room on Vfe’s. What is the lowest sensible autopilot cut out speed (I have a Dynon auto pilot with my SkyView system)? Should I just use 90 kias with flaps in trail? What do you guys do?

Regards,
Nick Gautier
N363TG
sn 40363



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