Note from JD: This post goes back to early 2012. For a variety of reasons, I was hesitant to post it until now.
Another note from JD: I posted my thoughts here on aircraft transitions.
I purchased my Vans RV-3B from a local builder. The plane had been flying for a couple years but, due to health issues (of the owner, not plane), had only flown 120 hours. I spent a couple of weeks getting completely familiar with the airplane. I spent a lot of time in the cockpit and taxiing. Finally, the big day arrived.
This is not a brand-new airplane but it is “new to me” so I was nervous!
The day started terrible. Cold, spitting snow, and 15 kts crosswind. By noon, it was a solid stratus overcast at about 3500′ AGL but had warmed up to 50-ish, and ZERO wind. How could I pass that up?!?!?
I idled til engine oil temp was 100 degrees and headed for the runway.
The takeoff roll was “interesting”. I believe I was dragging the right brake a bit and I attempted to lift her off from a three point attitude. That meant I was in the air at a slow airspeed. Subsequent departures were much better. Let the tail come up and build some speed and she will simply levitate into the air.
I spent 30 minutes or so learning to fly her. Turns, climbs, slow flight, various power settings, etc… She flew GREAT!! I then headed for a nearby airport with a larger runway than home.
The first landing was simply too good to be true. It was pure ecstasy – smooth and sweet. I stopped and taxi’d back to the runway using this time to collect my thoughts, settle my heart rate down, and visualize the next landing based on the experienc that I now had. The second and third landings were not nearly as good as the first but were reasonable. Things were going so well that I made the last landing a stop and go.
I then proceeded home (E98) and setup to land. On this first landing at home, I bounced it. I’m not one for saving bounced landings – particularly on short and narrow runways – so throttle forward and the mighty Lycoming pulled me out of my mess and I went around to try again. The second attempt was much better. In hindsight, I now understand that I was holding the plane off the ground far too long and ending up with a tail first landing. This forces the mains down (semi-hard) and the big, springy gear legs shoot you back into the air.
The whole airpark knew I was working towards my first flight so upon exiting the runway, I noticed a small crowd had gathered to watch the accident skill and expertise. I gave the crowd the famous RV grin! One fellow taped the landing for me – it is not very good but is something.
This was plenty for the first day so I took her home for a cold drink and rub down!
Another note from JD: I’ve put a lot of landings on Daisy since I wrote the above. She is a true delight to fly and very predictable and managable on the ground. I typically do a wheel landing on paved and long runways and three-point her on short strips.
Mark says
I just recently purchased a “daisy” myself. She is over 20 and much faster than any other aircraft I have flown. Odd thing is they are just about twins, paint your cowl silver and they would be. Sure would like to know more about your transition training as my insurance requires 5 hours. Thanks for your tips.
Mark
JD says
Hi Mark,
I had an excellent EAA flight advisor that took me thru all the differences between my last aircraft and the RV-3 in terms of performance and characteristics. This helped immensely to get my head wrapped around the differences that I was about to experience. The former owner told me what he could about her. Beyond that, about what I said in the post – lots of time in the cockpit on the ground and lots of taxi work. The -3 is one VERY SWEET machine – I suspect you will be in love in very short order!!