My father is purchasing an RV-12 - it looks like the deal will be finalized shortly. He is 83 yrs old, and has considerable experience as a pilot, but has asked me to fly with him each time he flies the RV-12, so I need to get to know this plane.
I have my PPL with ~300 hrs logged. I will get a checkout with an RV-12-experienced CFI before I go solo.
In the meantime, to get into the RV-12 frame of mind, can you tell me about the nuances of this airplane? What advice would you offer to a new RV-12 pilot?
Thanks
Is your RV12 a EAB, ELSA, or a SLSA?
What Avionics are in it, Skyview or G3X?
Here are just a few thoughts that come to mind, but by no means covers all the subjects to consider.
How long has it been since your dad has flown?
When was the last time you flew?
You might consider a check out in the right seat after getting comfortable in the left seat.
Consider having your father get checked out also by the experienced Flight Instructor you will use.
Have a frank discussion with your father on who is the final authority when you fly together.
These questions are not meant to be intrusive but will give others on the forum more accurate info to make better suggestions.
I pick the subject of the rudder to discuss.
Because of the aerodynamic design of the 12 you will probably use the rudder more in it than most light planes. For instance in a climb at Vy when making a left turn you will actually have right rudder input to maintain coordinated flight because of the light weight of the nose and large amount of the torque from the engine. When in any climb right rudder will be required during the climb. The only time you will not need any rudder is in cruise level flight if the plane was trimmed correctly from the builder. The 12 has a free castoring nose gear with no direct steerage available, so rudder use with differential braking when at a slow speed is the only way to steer. Because of the small size of the rudder/brake peddles there is a small learning curve to get use to them. Especially if you have large shoe size. It is not uncommon to takeoff and land with the brakes on until you get use to them. The is no nose wheel shimmy dampener or gas strut to absorb shock on the nose gear when landing. As stated by a previous forum member modified soft field takeoffs and landings will reduce long term maintenance on the nose gear. For instance if you have a out of balanced nose tire and wait to rotate at 50-55 kts a big vibration will occur for a few seconds and spread out through your firewall and engine. Not a good thing over many hours of touch and gos. Basic rule of thumb is as soon as you are tracking straight and speed is increasing get off the brakes by sliding your feet down and lift the nose off the runway just enough so it is not touching, but no higher than the sight picture of the top of the cowl not above the horizon line.
Yes if you over control you can hit the tail.
. Landing is the same if conditions permit then hold the nose gear off until you run out of speed across the stabilator. This is all done when the weather is good of course. If it windy/gusty with a big x-wind then forget all the finesse on TO and Landing. Good luck and welcome to the forum.