My RV-6A has been inspected and is ready to go. What to do now? Time to take transition training from an instructor - it keeps the insurance company happy. So, I called Clyde Schnars (770-442-0624) and set an appointment. Clyde was recommended by Steve Mustaikis and Al Wright who had taken training about a month before. Clyde is well qualified: he’s an EAA Flight Advisor and Technical Counselor; CFII for Airplane, Instrument, and Multi-engine; ATP with MEL, SEL, SES, Helicopter, and Glider ratings. Whew!

Billy Baggett (good friend and navigator) and I gathered our gear and headed to the airport at 11:00 Friday, but there was a thick blanket of fog. Finally, about 1:30, the fog lifted and we loaded up the C172 and headed east to Gwinnett Co. Airport. The weather was smooth and beautiful - no wind or clouds. Getting into the airport was hectic, at least for me. But after a few fancy maneuvers we landed and made our way to the friendly people of Piedmont Hawthorne Aviation to refuel and park the plane overnight.

After a nice night of food and sleep, Clyde greeted us at the hotel and drove us to the nearest Waffle House for some morning vittles and conversation. We then proceeded to the airport and stopped in front of Clyde’s large, well-equipped hangar. Inside there were 4 experimental planes (3 RVs), an office, bathroom (with shower!), and a storage area on top. We then examined Clyde’s RV-6A, and soon concluded that it was really too nice to be used for training. His plane has won several awards and he even has a picture of it with the Hooter girls! It has an O-360 with a constant-speed prop. The panel is set up for IFR and is completely full of instrumentation. The paint job and the workmanship were beautiful.

Clyde gave a brief discussion about what we were going to do, what to expect, and some of the speeds that we would fly at take-off and landing. Clyde then demonstrated his pre-flight inspection of the plane and gave some pointers for a good check of all controls and systems. After rolling the plane outside (not an aerobatic maneuver), we hopped in. I got in the right seat for the take-off since Clyde was going to fly us out of this busy airport. Clyde cranked the engine and I proceeded to taxi us to the runway. After our run-up we received our clearance and rolled out unto the runway. Clyde wasted no time hitting the throttle and I was immediately pressed back into the seat hard! I’ve never been in an airplane that accelerates like this (well, maybe some jets)! It seemed like only a couple of seconds and we were airborne, climbing quickly (~2000 fpm). Clyde gave a short demonstration of his S-TEC 30 two-axis autopilot and then gave me the stick as we flew over to Winder airport. That autopilot is great - I’ve gotta find some way to afford that!

After landing at Winder airport, we swapped seats. Clyde then explained the location and operation of all of his instrumentation. Since I was unfamiliar with the constant-speed prop, he discussed how to manipulate the control during the different stages of flight. I then ran through the checklist and cranked the engine. The brakes must be held firmly while cycling the prop - there is a lot of thrust! I could tell this plane was real eager to fly! I taxied onto the runway, being careful to line up with the centerline (don’t make it any harder on myself!) I started pushing in the throttle - wow, this thing has a lot of power! As we headed for the edge of the runway I realized that I had to push a lot more right rudder than I expected. Clyde is a cool character even though I was about to take his prize bird on a new kind of cross-country trip! I only got to ½ throttle before we were at 60 mph and it was time to rotate. As we started climbing at 110 mph, I put in the rest of the throttle and got another enjoyable push into the seat.

Back to Winder Airport for landings. As we approached the pattern, that constant-speed prop made it very easy to slow down to a pattern speed of 110 mph. Put in one notch of flaps (this plane has manual flaps) and turn to base. Add another notch of flaps as we hold 90 mph. Turn final and hold 85 mph but Clyde recommended not adding any more flaps. Clyde says to hold speed with the stick, control descent with the throttle, and fly onto the runway for the first flights until you are familiar with the plane - don’t chop power until the wheels are about to touch. I did several touch-and-goes and found that an RV can fly slowly like a Cessna in the pattern as well as it can fly fast elsewhere. In fact, there were several Cessnas in the pattern with us and I had no trouble keeping spacing with them. I could see that you must be careful when a plane takes off before you - it is easy to run right over them. An RV can be much faster than a Cessna!

After several touch-and-goes, we flew around some just for the fun of it. I could now hold altitude easily!

The air was getting bumpy, but the RV seemed to handle it better than the C172. We then headed back to Gwinnett Airport. As I came in for the landing, a fairly strong crosswind was blowing (14-knot gusts) so I tried to keep her lined up as I felt for the runway. After the tower asks if we’ll make the last turn-off, we do and proceed to taxi back to the hangar (gusty crosswind kept me flying!) We get back and find that Billy has made some new friends - there are plenty of nice people at this airport. Billy took our picture in front of the plane (I’ve got that silly grin that won’t stop!) We then go to Clyde’s office for a post-flight briefing and paperwork. Clyde signs my logbook and adds 2.1 more hours. We then had some good conversation about Clyde’s adventures flying in the Navy. Regrettably, we had to say goodbye, loaded up our stuff, and headed back to DCU.

I highly recommend Clyde to anyone needing transition training for an RV. He is an excellent instructor and has a beautiful plane. It is worth the trip just to see the airport and meet their EAA chapter.

The day had finally arrived to make the first flight of N96KB. After breakfast with the ground-support crew (consisting of Billy Baggett, Sam Buchanan, and Clyde Stanfield), we drove to the airport on Saturday 2/16/02. The weather was beautiful - low wind and clear skies except for fog/clouds to the north and west, which were clearing. I went through my checklist as I thoroughly completed the pre-flight checks. Everything looked ok so the plane was rolled out of the hangar. After a brief flight-plan discussion with the ground crew, I hopped in the plane and prepared the cockpit for flight. I reviewed checklist list and started the engine. All of the engine instruments looked good, so I taxied to the runway.

My plan was to make a taxi test down the runway to see how the plane handled. I had previously practiced taxing around the airport at low speeds. After the run-up checks, I rolled onto the runway and gave it throttle. The transition training demonstrated the need for a lot of right rudder, so I pushed full right rudder before the throttle was all the way in. As the plane gathered speed, I was able to keep it fairly straight down the runway. In no time I was up to 60 mph, so I pulled the throttle. The plane seemed to be fine, except for some wheel shimmy. I turned off the runway and taxied back to the end of the runway.

I could put it off no longer- the plane was ready and I was as ready as I was going to be. I rolled out on the runway and gave it full throttle. The plane accelerated rapidly, but not like an RV with a constant-speed prop! When I reached 70 mph I pulled back on the stick slightly and I was flying! I was prepared for the plane to roll or do something strange, but everything seemed ok. The plane didn’t need any trim adjustments! This plane is easy to fly! I felt adjusted to it immediately. So, I climbed to pattern altitude holding an airspeed of 110 mph. All of the engine instruments were in the green. Then I heard a beep-beep-beep! The CHT warning for cylinder 3 was sounding, but it was ok - I had set the alarm to sound at 400°F so I would have an early warning of rising temperature. The CHT never got above 405°F.

I made several circles around the airport at 1800’. The view was nice! It felt exhilarating to be flying around in what used to be crates of aluminum parts! I then called Huntsville approach and climbed to 4000’ while circling the airport. I flew several laps and then slowed the plane to check the flap operation and handling of the plane at pattern speeds. Flap operation was ok and the plane flew well at 70 mph.

I had been flying about 25 minutes so it was time to descend for a landing and check for any leaks. It was easy to descend and enter the pattern. I slowed to 100 mph, added flaps, and turned base. I added flaps, turned final, and approached for a landing. There was a crosswind so I came in a little hot. I had to bleed off the extra speed, but finally touched down for an ok landing. As I taxied back to the hangar, the ground crew walked toward me smiling and taking pictures. It felt great to fly this plane and arrive back safely!

The cowling was removed and an inspection was made, but nothing needed repair! Another flight was made with Sam Buchanan and Dave Stafford flying chase in Sam’s RV-6. We flew around @ 4500’ for an hour checking the altimeter and airspeed indicators. Everything seemed ok - oil pressure was 80 psi, oil temperature was 170°F. We then descended to land and the air was bumpy below 2000’. There was a good crosswind, so I came in hot again. The turbulence over the runway kept me maneuvering and I was going too fast, so I decided to go around. The second time I made an uneventful landing and taxied back to the hangar to enjoy memories of the day’s flying.

Kevin Belue