Sound terrible exciting, Dave. I found
that even spinning a Cessna 150 was more thrilling than I was interested in. So,
I’ll stick to my engine out dead-stick landings – easier on the
heart (if not the seat cushions {:>)).
Ed
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of David Leonard
Sent: Wednesday, October 21, 2009
3:21 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: off
subject - RV spin characteristics
I have pretty well explored the spin characteristics of my RV-6.
Every RV is different. You never really got one going in that video, not
even a full rotation best I could tell. Mine are different depending on
whether I spin toward the normally heavy wing, or the light wing. They
are steeper toward the heavy wing and also steeper with a pax. Much
better toward the lighter wing - makes for a nice flat spin. I have not
tried aileron in the direction of spin - it is fast enough without it.
Gradually approach the stall in level flight. Some slight rudder
and aileron to partly compensate for the heavy wing. At stall buffet,
throttle to idle, stick full aft and full rudder. At first it is
steep pitch down and bobble like what you show. After about 2 turns it
flattens out and the rate of turn increases. After about 4-6 turns it is
fully developed and the centrifugal force is quite noticeable, turn rate
seems about 1.5 seconds per rotation, pitch down is about 20 deg. and I am
loosing about 400 feet per rotation (the first couple turns and last couple
turns it is more than that). At about 6-8 turns I get oil pressure
and fuel pressure low alarms from the gas and oil all being flung
outboard away from the pickups. That is the farthest I take it.
It takes me 3-5 turns to get out of a fully developed spin (before
the spin develops, it is nearly instant). Start with opposite rudder and
stick to neutral, I have to forcibly hold the stick in the neutral
position. As the rotation slows and starts to reverse direction I
need to smartly but not too fast apply forward stick. Too fast, and the
elevator stalls and mushes. Too slow and I have missed the window of
opportunity and the spin reverses direction. I can help by easing the rudder
a little when the rotation is slow. The Idea is to get the rudder and
elevator flying again, then get the nose down while flying strait. It is
sort of a feel thing, but it is a little scary, disorienting, and the trees are
getting bigger and engine alarms are going off. I did quite a few spins
working up to this point. It was a lot of practice getting used to the
feel of the airplane and how it responds and getting comfortable with the
sights and sounds.
Once that elevator catches, it pitches down and out. I hold the
pitch down a couple seconds because there is not power from the engine yet and
I want to keep it at idle while the oil system re-pressurises.
Probably not really smart, but a whole lot of fun.
Sorry I don't have any video. Anyone want to come along and hold
the camera?
On Wed, Oct 21, 2009 at 10:13 AM, kevin lane <n3773@comcast.net> wrote:
one day I video recorded what happens in my
RV-6A when I attempt to stall/spin. with the stick held full back and
neutral, rudders neutral, power off, you can see the ride I get. it is
actually a lot more bouncy and shaking than the video portrays. I
would never do this with say, my wife, on board. eventually the left wing
drops a lot, speed picks up and the plane dives and pulls up, ready to start
this routine all over again. at this point I give full right rudder to
initiate a spin, recovering several thousand feet below the 5000' starting
altitude. I have tried the "flying leaf" maneuvers [only rudder
corrections to a stall] before, and again, never get into a full stall.
note - RV spin recovery requires
neutral or forward stick along with opposite rudder. this is not like the
T-craft I learned to fly in. pushing the stick in the direction of the
spin will really wind it up. don't do this! Van himself told me
that! [afterwards] stick to 1 or 2 revolutions[ not 6], that's
all Vans has ever tested. kevin