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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.
Standards:
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.