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| N188MS |
Now my friend isn't the builder, he bought it initially from the original builder who pretty much did a per the plans build. It has a lot of similarities to what I'm used to flying such as push-pull controls, carbureted engine and a steam panel. Differences are obviously the performance, constant speed prop and it's a low wing. Fun fact though is this is the only RV-10 I've ever flown in. I was able to sneak a ride in with a guy flying it for the previous owner.
I started my transition training by sitting in the plane and working through a checklist that I had downloaded. Being an experimental aircraft, people generally make their own which works great for me because I always make my own checklists. I'm big on flows and my checklists need to follow that. I spent a good hour or so revising a checklist and going through the phases of flight, flipping switches and making airplane noises. I took my revised list and worked it up into the format I used on my custom 172 checklist. The end result I get professionally printed two-sided and laminated in a 6" x 9" format.
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| Checklist Format |
With a new checklist in hand I was ready to do some flight training. Britton Lee is a CFI, CFII, MEI, ATP and A&P who flies out of my home field. She flies all sorts of planes and types so I had full confidence she could square me away on the RV-10. My first flight was under and hour and we did some PTS maneuvers to include stalls and emergency procedures. I felt a bit behind the plane, my first checklist revision was a mess, there was also more power than I was used to and the gauges are arranged in a bizarre 1960's Cessna 150 stack vs a traditional 6 pack. We only did one landing because earlier she flew with my friend and said there was a bit of a nose shimmy. Upon landing I agreed there was a nose shimmy.
Luckily I have installed an RV-10 nose wheel so decided to take a look. I had also previously seen this PDF on VAF so I knew it's a common issue. Essentially what I found was greased up washers resulting in almost no resistance on the front wheel. I took it apart, cleaned and dressed the washers and reassembled with the proper 22 lbs break. I also found the wheel pants cracked so I fixed that too. Great news is it was a success. My buddy flew the next day and said there was about 20% of the shimmy it had before.
My next flight with Britton I wanted to do just pattern work. I was able to do 4 touch and goes, all successful but a bit all over the place. I was high at times, low at times, left of center, right of center. Not my best but with only 5 landings in the plane I was comfortable. Britton said she felt I did great and said I should plan to take the plane up solo.
With a whooping 1.5 hours PIC in the RV-10 I made the decision to go ahead and do one of my go to XC routes from KHSD to KCSM and back. KCSM is the perfect place because it has a 13,500 ft long, 200 ft wide runway. You also fly over about 5 airports so if you have an issue you can get down fast if needed.
I wish I could say it was an uneventful flight, but that's not the case. It was a bit windy at around 15 knots gusting towards 20 but it's straight down the runway and not out of my comfort zone. Take off was a non-issue and followed my flows/checklist watching CHTs, squaring up the engine and being amazed at how fast I got to 8,500. Once at 8,500 decided to test out the AP and spent about 10 mins verifying all the functions. As I approached KCSM I checked the weather and tuned to tower. The airport traditionally has military heavy's like KC-135s and suck working in the pattern. I've never seen more than 1 though until this flight. As I'm approaching there's 1 in the pattern, one on a 5 mile final and 3 lined up ready to take off. The controllers are always good about working you in so I had to extend my downwind a bit and was sequenced between the two giant airplanes. Wake turbulence is always a concern so I watch to see where the one in front of me landed so I can land in the spot he did... well he ends up just doing a low approach or maybe a touch a go... either way he was down and up really fast. I make the decision to carry out and land midfield to avoid the possibility of getting caught in some nasty vortexes.
Landing was good so I cleaned the plane up and took right back off. Thanked the controllers and shot back up to 7,500. Set the AP and knowing I had a bit of a tailwind checked my ground speed once I was straight and level... 196 knots!!! For you non-pilots that's 225 mph and about twice as fast as my 172. Being impressed I decided to snap a picture (bottom left shows the speed).
After a few minutes seeing just how fast I could get the plane going I decided to reduce power to a more efficient 70% or so setting. My typical flow is pitch-power-trim-mixture-instruments... this repeats itself over and over again in my head when flying. When I got to instruments I noticed something concerning. The ammeter was showing a power draw, vs a healthy charging system that shows either a charge or 0 sum. I double check to make sure the lights and fuel pump were off, I then turned off the AP thinking maybe a servo was malfunctioning. I check the alternator pull-breaker and then go ahead and pull the breaker with no change to the ammeter. I then try to reset the alternator switch... nothing, I'm all battery now baby!
Some might deem this as an emergency. Unfortunately this is literally the forth time I've had charging issues while flying... once actually on this same route. It's all old hat to me, so I decrease the load on the battery by turning off the avionics switch. The idea is to conserve enough power for radio and flaps when landing. Pretty much a straight shot but it's a bit hazy so I break out my phone again and pull up my EFB to get weather and make sure I'm heading the right direction.
About 10 miles from the airport going about 180 descending, I power everything up. Make my radio calls and enter base with about 20 degrees flaps. Some will argue that you shouldn't go full flaps if you have to do a go around and you can't get your flaps back up. I somewhat agree and wait till I have final made before dropping full flaps. I landed a bit hot at around 70 knots... still off by mid field.
So there you have it, an exciting first solo in an RV-10. They are really great airplanes and I look forward to putting some more hours on my buddy's plane while I finish mine up. As to not be complacent I also plan on working more with Britton. UPDATE: Tragically Britton passed away in an accident. She was well respected and will be missed.
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| First Solo Landing... Pre-power issue... |
