Thanks for sharing. I will be soon flying the WT9 LSA (600 Kg). I was surprised to see that in the WT9 Pilot handbook the speed indicated for Flaps 2 landing is 65-70 kt which is around 2Vs (Flaps 2). This is much higher than the standard 1.3Vs and the range of landing speeds flown in this video. Any idea what is the rational behind the numbers stated in the pilot handbook?
70 kt IAS is also in this individuals handbook (SE-VPL), but it´s for the downwind leg. When I trained we used 65 kt since we have a separate smaller pattern for LSA/Ultralights. Unless you have like 100 L fuel and a heavy pax, more than 50 kt over the threshold will make touchdown difficult and unpredictable in a WT9. Check if it really states that speed for threshold/touchdown? I´ve seen that speeds in POH´s can differ, but it´s been mainly notable for max demonstrated crosswind, wich ranges from 16-24 kt for different WT9´s. I don´t understand that either. Our states 18 kt but has been landed in approx 25, with 20 being my personal record. That being said, once you get the feel for it you can fly the WT9 really fast in the pattern and still slow down in time by knowing when to cut throttle early, and even using some slips. You can see some of that in the "old vs new" video. I don´t fly on rpm btw, just speed. Exceptions are tailwind on base, then you´ll have to really keep the speed down whole pattern and make it big enough. I´ve found 57-58 kt being optimal on base and early final under normal circumstances, still a bit more than you need in this low speed monster plane. Being too high can be a problem, 300-350 ft for a 1 km final would correspond to what I use at ESTT. Take notes on how it behaves with different weights, because alone and with
Jeez! Approach speed low. In a Chipmunk, 70kts; full flap; let speed bleed off; I always did power off approaches; steep; doing it the same makes it easier.....for verve and elan, when flaring, bring power way up, nose high, and fly behind the curve - the fan keeping you in the air. Makes spot landings a cinch - we played with 2 squadrons of Lightnings at RAF Leuchars! I never had to buy drinks in the Mess. CAVU skies.
Hi, thanks for the comment! The WT9 is a low speed monster, stall with flaps 3 is 27 kt IAS (450) kg. Have confirmed it. Most pilots I talk to think power off landings are easier, like you should do them everytime. I try to practice them regularly, but never had a problem. For me the TGL No 3 is the ideal, especially if you can "feel" the touchdown point 100-200 yards ahead of time. Keeping the glide slope is of course balanced with some power, but I think in your example you are more floating along the runway behind the curve (than constantly sinking into it) and cutting power decides the touchdown spot. Are you talking about some landing competition with the jet, Electric Lightning?
@@flythething193Yes. I spent 2 weeks living in the Mess with our Chipmunks and Meteors. We painted whitewash lines on runway - had to get wheels down between, or buy a round in he Mess, later! Lightnings are just point and shoot, so came in fast, slamming down between the lines.....after a few days, the Mechs asked us to stop as they were getting only 9 landings from a set of tyres!! We were treated with respect....on taking my parachute/dinghy pack back, the stores guy, "This would never have opened. There is a kink in the pull wire!" Never ever thought of bailing out - just no time. Best wishes.
@@davidwheatcroft2797 Interesting read, thank you very much! Sounds like you were an instructor pilot for the first phases of training, if you flew Meteors as well? In Sweden they used the combination Saab Safir and Vampires in the 50s-60s. Your anecdote brings to mind that those who do para jumps as a sport at least nowdays have an extra chute. Hope that´s the case with aerobatic pilots as well, but I just know they usually sit on one of them.
@@flythething193We were only allowed to fly the 2 place Meteor with an Instructor and not very often....when there was a sugar strike, launched a 1 place to Dublin and filled ammo bay with 200lbs of sugar - strawberry pie that night with cream, "There's more, sir!" No only one parachute; is compulsory for aerobatics. All pilots hate jumping from an intact aeroplane. I had to buy one for C-IAVW a biplane, aerobatic. About $2,000 and is supposed to be repacked every year - has a little logbook in it with repacker and pull strength. You flew with the Swedish airforce? Always fancied blonde Swedish girls! CAVU skies!
@@flythething193Only with Instructor, and not often. Meteors were called "meat boxes" because 24% of pilots killed. Flame out when turning too tightly usually. The 2 place had no ejection seats, so would have to ride her down. You flew with the Swedish Airforce? I always fancied blonde Swedish girls, but I hear most now are lesbians. Pity! A tough challenge, eh?
Yes I do, but since flaps 3 isn´t the same type of "anchor" like on for example the Eurostar it´s good to save it for situations where you miscalculate or need to stop really short. Then you get more help/resistance from it, when you´re used to flaps 2. With flaps 3 I can easily fly the final as slow as 50 kt and over threshold 45 kt or even slower.
One of the CFIs at Kristianstad (ESMK) do that with their Dynamic SE-VPF during training. Never tried it myself but heard it alters the glide somewhat.
Would be nice to see some footage of! I´ve flown some airworks with reduced rpm (quite low noise below 4000 rpm) to more resamble a glider, and the CFI (old glider pilot as well) mentioned he had flown the WT9 as a glider seeking up thermals, also with reduced rpm. I think it was more around 3000 rpm to equal the performance of a glider. He´s my flight medic as well, so will ask him soon.
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Thanks for sharing. I will be soon flying the WT9 LSA (600 Kg). I was surprised to see that in the WT9 Pilot handbook the speed indicated for Flaps 2 landing is 65-70 kt which is around 2Vs (Flaps 2). This is much higher than the standard 1.3Vs and the range of landing speeds flown in this video. Any idea what is the rational behind the numbers stated in the pilot handbook?
70 kt IAS is also in this individuals handbook (SE-VPL), but it´s for the downwind leg. When I trained we used 65 kt since we have a separate smaller pattern for LSA/Ultralights. Unless you have like 100 L fuel and a heavy pax, more than 50 kt over the threshold will make touchdown difficult and unpredictable in a WT9. Check if it really states that speed for threshold/touchdown?
I´ve seen that speeds in POH´s can differ, but it´s been mainly notable for max demonstrated crosswind, wich ranges from 16-24 kt for different WT9´s. I don´t understand that either. Our states 18 kt but has been landed in approx 25, with 20 being my personal record.
That being said, once you get the feel for it you can fly the WT9 really fast in the pattern and still slow down in time by knowing when to cut throttle early, and even using some slips. You can see some of that in the "old vs new" video. I don´t fly on rpm btw, just speed. Exceptions are tailwind on base, then you´ll have to really keep the speed down whole pattern and make it big enough. I´ve found 57-58 kt being optimal on base and early final under normal circumstances, still a bit more than you need in this low speed monster plane. Being too high can be a problem, 300-350 ft for a 1 km final would correspond to what I use at ESTT.
Take notes on how it behaves with different weights, because alone and with
Jeez! Approach speed low. In a Chipmunk, 70kts; full flap; let speed bleed off; I always did power off approaches; steep; doing it the same makes it easier.....for verve and elan, when flaring, bring power way up, nose high, and fly behind the curve - the fan keeping you in the air. Makes spot landings a cinch - we played with 2 squadrons of Lightnings at RAF Leuchars! I never had to buy drinks in the Mess. CAVU skies.
Hi, thanks for the comment! The WT9 is a low speed monster, stall with flaps 3 is 27 kt IAS (450) kg. Have confirmed it. Most pilots I talk to think power off landings are easier, like you should do them everytime. I try to practice them regularly, but never had a problem. For me the TGL No 3 is the ideal, especially if you can "feel" the touchdown point 100-200 yards ahead of time. Keeping the glide slope is of course balanced with some power, but I think in your example you are more floating along the runway behind the curve (than constantly sinking into it) and cutting power decides the touchdown spot. Are you talking about some landing competition with the jet, Electric Lightning?
@@flythething193Yes. I spent 2 weeks living in the Mess with our Chipmunks and Meteors. We painted whitewash lines on runway - had to get wheels down between, or buy a round in he Mess, later! Lightnings are just point and shoot, so came in fast, slamming down between the lines.....after a few days, the Mechs asked us to stop as they were getting only 9 landings from a set of tyres!! We were treated with respect....on taking my parachute/dinghy pack back, the stores guy, "This would never have opened. There is a kink in the pull wire!" Never ever thought of bailing out - just no time. Best wishes.
@@davidwheatcroft2797 Interesting read, thank you very much! Sounds like you were an instructor pilot for the first phases of training, if you flew Meteors as well? In Sweden they used the combination Saab Safir and Vampires in the 50s-60s.
Your anecdote brings to mind that those who do para jumps as a sport at least nowdays have an extra chute. Hope that´s the case with aerobatic pilots as well, but I just know they usually sit on one of them.
@@flythething193We were only allowed to fly the 2 place Meteor with an Instructor and not very often....when there was a sugar strike, launched a 1 place to Dublin and filled ammo bay with 200lbs of sugar - strawberry pie that night with cream, "There's more, sir!"
No only one parachute; is compulsory for aerobatics. All pilots hate jumping from an intact aeroplane. I had to buy one for C-IAVW a biplane, aerobatic. About $2,000 and is supposed to be repacked every year - has a little logbook in it with repacker and pull strength. You flew with the Swedish airforce? Always fancied blonde Swedish girls! CAVU skies!
@@flythething193Only with Instructor, and not often. Meteors were called "meat boxes" because 24% of pilots killed. Flame out when turning too tightly usually. The 2 place had no ejection seats, so would have to ride her down. You flew with the Swedish Airforce? I always fancied blonde Swedish girls, but I hear most now are lesbians. Pity! A tough challenge, eh?
do you ever use flap 3 on landing? what speed is ok with this position?
Yes I do, but since flaps 3 isn´t the same type of "anchor" like on for example the Eurostar it´s good to save it for situations where you miscalculate or need to stop really short. Then you get more help/resistance from it, when you´re used to flaps 2. With flaps 3 I can easily fly the final as slow as 50 kt and over threshold 45 kt or even slower.
You can try engine off landings. Should be nice and peaceful
One of the CFIs at Kristianstad (ESMK) do that with their Dynamic SE-VPF during training. Never tried it myself but heard it alters the glide somewhat.
@@flythething193 with a bit of training it could be done from 10km distance. Or 30 :)
Would be nice to see some footage of!
I´ve flown some airworks with reduced rpm (quite low noise below 4000 rpm) to more resamble a glider, and the CFI (old glider pilot as well) mentioned he had flown the WT9 as a glider seeking up thermals, also with reduced rpm. I think it was more around 3000 rpm to equal the performance of a glider. He´s my flight medic as well, so will ask him soon.