These are about my numbers as well, with one exception... I put flaps out one notch at a time. First notch as I get below Vfe on Downwind. Second notch on Base. Final notch or two (I have four) on Final, either 30 or 40 degrees as needed depending on how the approach went or how steep I want to be.Abeam the numbers 100mph manual flaps full out.
Base 90mph
Final 80mph solo and 85mph with a passenger.
Stalls at 62 indicated with a passenger.
Don't get slow. The sink rate comes on fast.
Members,
What pattern speeds do you use flying your RV-6
Wheel Landing: abeam touchdown, base, final, crossing the threshold?
3-pt Landing: abeam touchdown, base, final, crossing the threshold?
FB,
PS: You might consider adding "flame-out" (engine failure) landing practice to your bag of tricks, could save your life. Speeds: Best glide 80KIAS, straight-in flaps A/R. Divide your AGL altitude by 5 for conservative glide range in NM. (2500'=5NM)
FB,
The aforementioned numbers all work fine but are quite a bit faster than I prefer.
Aircraft: RV"X": RV4 Wing/Tail/Gear legs, RV6 fuselage. My flaps and HS/VS are 15% smaller/shorter and wingspan 11"less than a stock RV6. 0-360J2A Catto Gen 2 2blade /945lbs EW 380X150X5 tires.
I have TWO sets of pattern numbers, STOL and Long/Paved/Prepared (>1500')
For STOL (unprepared surface, uncontrolled, under 2000' long) Modified overhead pattern flying down the runway at 800' AGL /120KIAS (observing runway conditions then entering a break turn in direction of traffic).
STOL
Downwind: 70 KIAS
Base/Final: 65 KIAS (1st notch manual Flaps)
Final: 60KIAS (2nd Notch) Power 1500-1700 RPM, healthy descent rate controlling pitch with power. Power to idle at touchdown in 3 point. Retract Flaps, brakes A/R.
(Why? Prop clearance, aerodynamic braking, weight of aircraft on ground etc.)
Paved (civilized, controlled, regulated etc.)I prefer an overhead pattern if conditions and traffic/ATC permit.
Initial for Overhead Pattern 150 Knots
Downwind:80 KIAS
Base: 75 KIAS
Final: 70 KIAS planning a wheels landing (better forward visibility, style points less shimmy and fun!)
Your mileage may vary...
Smokey
PS: You might consider adding "flame-out" (engine failure) landing practice to your bag of tricks, could save your life. Speeds: Best glide 80KIAS, straight-in flaps A/R. Divide your AGL altitude by 5 for conservative glide range in NM. (2500'=5NM)
If I'm fairly close in downwind probably 45 deg looking down at the runway abeam the numbers and pull the power all the way at that point it's a steep descent working the flaps in base and final to make it to the runway with a CS. It's good fun and practice!
I'd say the glide ratio of my 6 with power off is more like 6 to 1 with the CS? Just a guess. Compared to a 172, it's a brick!
Ouch. If I held my -6 a foot off the runway until it stalled for a 3-pointer, i'd bang the tailwheel first, and get a heck of a bounce off the mains.... holding about one foot off until it finally stalls for a three pointer. This is a done using a normal approach distance, altitude pattern for a Cessna 172 or Piper Cherokee.
Depends whether you want to fly a 3 degree glideslope, or glide it in at the airplane's natural glide angle. I was taught that you should be able to make the runway from anywhere in the circuit if your engine quits, so I try to set myself up so that when I remove power, I won't need it again... So gliding in, no power, for me.Only one post has mentioned using power. Curious if using power on base and final is normal?
..Lots of different techniques out there, and any pattern may have to be adapted to accommodate ATC requirements or other traffic, as appropriate.
I agee with Vac.
It appears the original poster is learning to fly the RV and most of us know the beginning is the toughest. Once you know or "feel" the RV it is up to you what technique you use.
I never did quite understand why anyone would want to be turning (sometimes steep and possibly heavy) close to the ground. ie. Base to Final....especially when there is lots of opportunity to adjust speed , with wings level, on final. Just seems totally unnecessary. One beautiful day I was standing around the Sarnia airport watching an aircraft on base that appeared too slow to me. As I watched him turn final and die , I decided right then and there not to do the same. I encourage all of you to keep some extra speed for that turn because you never know when it could be your "turn"
I prefer a short approach over base / final when possible - it keeps the runway nicely in sight at all times. Turning close to the ground is no big deal for me. And, as Sam points out, extra speed is bad. Proper speed (or proper AoA) is the goal.
I never did quite understand why anyone would want to be turning (sometimes steep and possibly heavy) close to the ground. ie. Base to Final....especially when there is lots of opportunity to adjust speed , with wings level, on final. Just seems totally unnecessary. One beautiful day I was standing around the Sarnia airport watching an aircraft on base that appeared too slow to me. As I watched him turn final and die , I decided right then and there not to do the same. I encourage all of you to keep some extra speed for that turn because you never know when it could be your "turn"
Assuming you're qualified, go up in your RV at altitude and replicate base to final turns at lower and lower airspeed and you'll see how hard you have to work and how out of whack you really have to be to produce a stall/spin/spiral departure during a normal turn. Do you actually have spin experience? Many pilots who lack comfort level and experience in this area are often overly concerned about stalling and operating near their perceived "edge of the flight envelope". This causes them to fly with excessive speed in the pattern and on final. Your mind would have to be fatally absent or distracted to allow yourself to get anywhere near this condition even at moderate bank angles in the pattern. It's nothing to fear. The fact that you're thinking about energy management each time you make this turn means you're engaged. But as others have mentioned, there is no need for excess energy. Speed is not life. Proper energy management and paying attention is life.