REFLECTOR: Got My Transition Training

Mon Feb 16 16:39:00 CST 2009

I'll second, on the factory training. 

"Sam" (different instructor) did a great job training me. I was able to practice many landings in the five hours and his attention to emergency procedures and landings was put to the test relatively soon in my odyssey.

I flew my Velocity from Grant County (Silver City, NM) to Raleigh, NC. I only had a vacum system failure enroute. Shortly after that flight, however, an Adel clamp and safety wire on my mixture control gave way. When the engine went suddenly silent, the emergency procedures practice was put to good use. I  found the only cleared field in the heavily wooded area and was able to land without damaging the aircraft.

I most likely would not have fared as well...without transition training.

Cheers

Kirk

N360TV

1996 SERG TO-360

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> Date: Mon, 16 Feb 2009 10:48:28 -0700
> From: scott at tnstaafl.net
> To: reflector at tvbf.org
> Subject: Re: REFLECTOR: Got My Transition Training
> 
> Nice recap on the factory training Brian.
> 
> I had a different instructor but gave the same high marks for
> professionalism and completeness. The training is well worth the cost.
> 
> I finished my training on a Tuesday, on Thursday started my journey in
> my "new to me" Velocity from Valkaria(5 north of Sabastian) to Grants,
> NM! I did make 4 flights on Wednesday to shake down the airplane.
> 
> It had been wrecked and then parked for 5 years at Valkaria. Me and a
> Velocity A&P I hired worked for a week and a half, repairing and
> performing a yearly inspection, to get it in shape for a ferry flight
> back to NM.
> 
> What a flight!
> 
> The biggest surprises on the trip back was an inoperative transponder,
> malfunctioning VOR(the gps was DOA) and cabin air leaks that completely
> overwhelmed the heater in February. I ended up doing dead reckoning
> flights all the way back! Also had to climb to 15500 for 10 minutes at
> one point to stay above icing clouds, needless to say it was 15 degrees
> in the cabin, and no oxygen. I came down with the flu during the
> flight(the cabin temp didn't help) and during a 1 hour episode of
> continuous moderate to sever turbulence over Oklahoma and eastern New
> Mexico I ended up with a really bad case of air sickness, puked in my
> hat(no sick sac) and landed at Tucumcari in a 45 knot cross wind! At
> that point I didn't care how much damage I did to the airplane, I wanted
> to be "On the ground!". I didn't have enough rudder to even come close
> to slipping it in(I know not recommended), so it was my first experience
> of landing the V with about a 30 degree crab to the runway centerline.
> One of the smoothest landings I've ever made in it! I was so sick and
> 737's were reporting MOD to SEV turb climbing out over ABQ I elected to
> spend the night in Tucumcari. On my last leg from there to Grants I
> neglected to retract the belly speed brake. I experienced anemic climb
> rate, and a curious vibration accelerating through 130 KIAS! With an
> elevated sense of urgency I was executing a quick 180 back to the
> airport when I noticed the brake toggle in the extended(down) position.
> I flipped it up and "ZOOM" the airplane immediately accelerated and
> the vibration stopped. Continued the turn into a 360 degree turn and
> had a beautiful early morning one hour flight to Grants.
> 
> Looks like your on the right road for a successful first flight of your V.
> 
> Scott
> 
> Brian Michalk wrote:
> > I returned yesterday from Sebastian. Man, I hope that's the last time I 
> > have to fly commercial.
> > 
> > I have never visited the factory, nor have I really flown a velocity. 
> > Taking the transition training was better than going to Disney World. 
> > John Abraham is a very capable instructor. The best part about him is 
> > that he doesn't constantly chatter like so many CFI's. After each 
> > landing, or after a maneuver, he'll talk you through what you did wrong, 
> > and what you got right. He gets high marks from me.
> > 
> > Five hours of factory training is a lot of time to practice getting used 
> > to the V. I am pretty sure we got in more than 30 touch and goes, with 
> > six or more of those being simulated engine failures. John made sure 
> > that I would be ready for the things that affect first flights, and 
> > focused a lot on engine failures, fires, and control failures. For the 
> > ground portion we went through some basics with the plane, but again 
> > spent some time on that punch list of things that need addressing. 
> > During this process, we went over fire sleeving the aileron control 
> > cables. I had not yet done this, so one more item on the punch list. 
> > It was like having another inspection, but John going over the important 
> > things, and me referencing my airplane in my mind. I came away with 
> > three new tasks I need to take care of before first flight.
> > 
> > I was impressed by how stable the Velocity is. I can't wait to get mine 
> > in the air. There were a few landings where I was having difficulty 
> > managing airspeed and altitude, but nothing that would have resulted in 
> > a dangerous landing. One or two of the simulated engine failures, we 
> > went around because things were not set up right. Before I went to 
> > Sebastian, I practiced 90kt no-flap approaches in a Cessna 172. That 
> > was about right as far as setting up how the approaches look in the 
> > Velocity, but that's about all. I never really felt behind the 
> > Velocity. The most difficult thing for me is to keep off the ailerons 
> > and get on the rudders when below 75kts. Once you do that, the landings 
> > get easy. And if you are used to landing full stall, it's not that 
> > bad. Just arrest the descent, and let the plane settle. Doing no flap 
> > landings in the C172 above stall speed is similar.
> > 
> > After flying on Friday, I went over to the service center where all the 
> > cool people hang out. There is some seriously cool stuff going on over 
> > there. They are working on hot rods. From the rocket powered V to the 
> > 400HP XL with standard wings. Comes with air conditioning! Lots of 
> > hangar flying too.
> > 
> > The transition training is top notch. I feel confidant in my ability to 
> > not ball up my airplane on the first flight. Even if the insurance does 
> > not require factory training, it's a good idea.
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