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RV-10 / RV-14A Transition Training

At present, only transition training the RV-14A and RV-10 non-tailwheel models is offered.  I can offer training in my personal RV-14A (N14YT) and RV-10 (N104CD) due to special Letters of Authorization (LODA) that I have received from the FAA.  Transition training is NOT regular flight training, although the complete program will cover most of the maneuvers performed in the Private Pilot course.  Transition training is designed for people who will be flying an RV-14 / RV-10 and require such training for safety and insurance purposes, due to their unfamiliarity with these specific models of aircraft.  As part of the FAA L.O.D.A authorizing such training, many restrictions are placed on what may be offered in these experimental aircraft.

Prerequisites for pilots receiving training
(a) Only persons with a genuine need for RV-14/RV-10 type specific instruction may receive training. "Genuine need" will be demonstrated by one of the following:
(1) He/she is the registered owner of an RV-14/RV10 type aircraft. FAA registration number must be furnished.
(2) He/she is building an RV-14/RV-10 type aircraft, and reasonably expects to receive an airworthiness certificate within 6 months. He/she shall supply his/her "builder number" as issued by Van's aircraft, along with photographs showing the state of progress toward completion.
(b) Persons receiving training must meet the following pilot qualifications
(1) Private Pilot license or higher, for airplane, single engine land.
(2) Logbook endorsement for a high performance airplane.
(3) Minimum experience, as shown by logbook or other record, of:
(A) 100 hours pilot in command flight time in an airplane
(B) 3 hours pilot in command flight time in a high performance airplane with a constant speed propeller.
(C) Flight review accomplished with the previous 24 months.
(D) 5 hours of pilot in command flight time, including at least 3 landings and takeoffs, in the previous 90 days.

The Training Syllabus

While training is somewhat customized to the individual needs of the pilot obtaining the training, a general syllabus would be as follows:

Typical ground training syllabus for RV-14/RV10 type specific training in N14YT/N104CD

GROUND TRAINING (2 hours approx)
1. Review of operating limitations
2. Review of Pilot Operating Handbook
a. Fuel system including auxiliary pump
b. Electrical system
c. Pitch trim system including disconnect procedures
d. Autopilot system including disconnect procedures
3. Weight and balance considerations, including a minimum of 2 sample computations
4. Flight instruments, engine instruments, and avionics installed in N14YT/N104CD
5. Pre-flight inspection and checklist use.
At the conclusion of ground training the student will demonstrate understanding of the aircraft operating limitations, and will have memorized critical speeds including best rate of climb, maneuvering speed, approach speeds, best glide speed, and stall speeds. Student will demonstrate the ability to perform weight and balance calculations. Student will demonstrate emergency procedures for trim and/or autopilot run-away. Student will be able to use installed instruments and avionics at the level necessary for VFR flight.

Typical flight training syllabus for RV-14/RV-10 type specific training in N14YT/N104CD

FLIGHT TRAINING (Typical training times are indicated in hours, e.g. (0.3) means three tenths of an hour)

Note: Tasks are selected from FAA-S-8081-14A Private Pilot Practical Test Standards for Airplane. Students are expected to perform these tasks to the level described in the PTS.
1. Engine start: normal, hot, and flooded. (0.1)
2. Taxi with free-castering nose wheel. (0.2)
3. Before takeoff run-up and checklist use. (0.1)
4. Takeoffs (0.4)
a. Normal
b. Short field
c. Soft field
d. Cross-wind
5. Basic flight maneuvers (0.5)
a. Straight and level
b. Climbs and descents
c. Turns
6. Maneuvers (0.5)
a. Steep turns
b. Slow flight
c. Power off stalls, full flaps
d. Power on stalls
e. Spins (RV-14 only + optional) (The RV-14 is spin approved and aerobatic capable)
7. Basic instrument maneuvers (0.5)
a. Straight and level
b. Turns to a heading
c. Constant speed climbs and descents
d. Tracking a VOR or GPS course
8. Landings (0.6)
a. Normal (full flap)
b. Partial and no-flap landings
c. Slips to a landing
d. Short field approach and landing
e. Soft field landing
f. Go-Around from full flap approach
9. Emergency operations (0.4)
a. Approach and landing following engine failure
b. Loss of electrical power
c. Trim or autopilot run-away
10. Advanced avionics training (if appropriate) (0.3)
a. Autopilot use

Transition Training Pricing

The costs to the instructor offering transition training can be fairly high, due to the added wear and tear, and especially the need to add dual-instruction options to the aircraft insurance policy.  Additionally, the personal costs can be fairly high for a person like me, as I am very busy in the summer months and giving up the time for such training impacts my family life.  My goal is to make RV-10/RV-14 transition training AVAILABLE for people, so that your insurance companies will feel comfortable insuring you, and so that our common family of RV-10/RV-14 pilots is not affected but unnecessarily high loss rates.  With this in mind, it is my intention that when I offer transition training to a pilot, they leave with the necessary skills to be safe in their aircraft, and I am left with adequate reimbursement for my time.  If you are looking for a sign-off that says you are qualified to fly the RV-10/RV-14, you must complete the entire syllabus satisfactorily.  If you are only coming to fulfill a minimum time requirement enforced by your insurance company, we will work together to make the best use of that time but you will simply leave with logged dual time in the RV-10/RV-14.  Whatever the case may be, I would expect total costs for each flight hour to run approximately $250, and for each ground hour to run approximately $125.  Ground training will be basically specific to the make and model being trained in and will not go into non-pertinent topics to the transition training.  The goal, however, is to make you safe in the airplane, so I encourage you to use whatever time is required to obtain that goal.  I am not offering transition training as a money-making venture, and in fact, depending on the number of students per year, it may be a losing proposition.  There are very few options right now for obtaining transition training but if you have one that costs less or is closer to home, I encourage you to go that route.  I am simply here for you, should you need this training to be able to safely fly your aircraft, or be covered by insurance in it.