I used to have an RV7 that I never really used for IFR. Then, 14 years ago, I flipped to a Baron and flew a fair amount of IFR, which was easy, given the high mass of the plane... 5,100 lbs max gross weight. Now, my partner and I have sold the Baron and I've bought a soon-to-be-delivered RV9 with a great IFR panel... just wondering how comfortable you guys are with actual IFR in a 9...
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RV9... How capable is an RV9 for IFR flight assuming appropriate avionic?
- Thread starter bluemaule
- Start date
Define this. You're more than likely ok, but....
panel includes G3X, G5, Garmin autopilot, panel mounted i-pad, GMC 507 controller, GSU 25 ADAHRS, GTN 625 NXi, GTX 45R 1090ES, GNC 255A Nav/Com, GI-260Angle of Attack Indicator, GSA 28 Pitch/Roll Servos, GMU 11 Digital 3 Axis Magnetometer, GEA 24 Digital Engine Interface, Stratus 2S Portable...
Now, I need to learn the latest Garmin buttonology... The Baron was a 530W setup with an SL 30 navcom backup...
One thing to take note of is how the AP handles staying on course and GP at slower speeds. It’s not as accurate as I like. I try to fly 85 knots after the FAF so that a large pitch change isn’t needed in order to start flap deployment. My AP strays more than I’d like. But overall the equipment works great
I got my IFR ticket in a 9a with the a 430 non-WAAS and a decent autopilot. It flew approaches fine, but I was never comfortable flying IFR other than getting through a layer when needed. My opinion would be to add some form of back-up electrical system if you intend on flying in the clouds regularly. Icing is another concern. A friend who is an experienced pilot and talented builder, just sold an IFR equipped RV 10 and bought a TTX because of icing concerns in the PNW.
I am always sensitive to icing issues... While the Baron had boots, alcohol windshield and heated props, I never had to use those features. In the southeast, we dont have to get as high as west coast fliers, so maybe that's what makes it easier here.
How do you feel about stability of the 9 in clouds? Is it fairly easy to hand fly? I get the sense its more stable than the 7 due to the longer wing.
How do you feel about stability of the 9 in clouds? Is it fairly easy to hand fly? I get the sense its more stable than the 7 due to the longer wing.
I have flown my 9A in actual for years, including a few dozen approaches to 300' and (gasp!) even a couple down to 200 and 1/2. It's a good platform with a capable autopilot - but you must be on top of the buttonology (as always) and keep it stable on speed. I like 85-90 knots down final with one notch of flaps - that way I can easily dump more flaps on breakout for landing, or suck them up and climb out on a missed.
IFR is equally as much the pilot as it is the airplane.
IFR is equally as much the pilot as it is the airplane.
Can't speak to the 7, but I fly my 6 ifr all the time. I've also flown a 9, and think it would be quite a bit more stable. The 6 is a handful without using the AP. It can certainly be done, but its a fair amount of work. As far as icing, none of these planes should even launch if there is known icing. And, yes, that does restrict you in certain areas. Eg. The PNW in winter or shoulder seasons. But it wouldn't matter then if it was a 6, or a 6, or a 9, or a Cherokee, or whatever. Without de-icing, you're staying on the ground.
Stephen
In most respects, I don’t find flying IFR in my 9 to be materially different from flying IFR in my previous plane (a Warrior). But hand flying a 9 in summer cumulus is more difficult. That’s where you really notice how much less it weighs.
Yes. The 9 is one of the more stable RVs for IFR. What instrument panel set up do you have?
If you really want to know how the 9 operates in IFR grab a CFII who is familiar with RVs. I’m open to flying with you if you can’t find anyone locally. Depending on your proficiency in flying IFR single engine airplanes, planning ahead, talking on the radio, anticipating changes, the 9 is very capable.
Like most single engine airplanes, 90 knots at 10 degrees of flaps is pretty standard for holding and flying the approach. Practice in VFR conditions to get known pitch and power settings for descent and approach. Stage 1 for any IFR training program, but it seems to be left out of most people’s training these days as CFIIs want to skip all the skill building and jump right into approaches.
Practice constant speed climbs and descents, as well as constant rate climbs and descents, turns to headings, then combine them for proficiency exercises. These are called “vertical S maneuvers.”
If you really want to know how the 9 operates in IFR grab a CFII who is familiar with RVs. I’m open to flying with you if you can’t find anyone locally. Depending on your proficiency in flying IFR single engine airplanes, planning ahead, talking on the radio, anticipating changes, the 9 is very capable.
Like most single engine airplanes, 90 knots at 10 degrees of flaps is pretty standard for holding and flying the approach. Practice in VFR conditions to get known pitch and power settings for descent and approach. Stage 1 for any IFR training program, but it seems to be left out of most people’s training these days as CFIIs want to skip all the skill building and jump right into approaches.
Practice constant speed climbs and descents, as well as constant rate climbs and descents, turns to headings, then combine them for proficiency exercises. These are called “vertical S maneuvers.”
