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[EDIT] -- Ah, I see you're running a UL Power 350IS... That makes more sense now.
How in the world are you getting 125KTAS on 4.7 in an RV-12 let alone 138KTAS? Are the book #s that conservative? Quote:
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JVC,
I'm an aircraft owner wannabe in your area. Went to EAA meetings at KHAO, until I decided buying an existing aircraft was better for me than building. I may be a potential buyer for your Cherokee if you sell it. Or maybe partner. I have flown an RV-12 with Van's east coast rep. Very nimble aircraft with excellent modern avionics. But there are some drawbacks. 1. Very low wing loading - I would expect to bounce around a lot in turbulence, and would expect landing in gusty conditions to be challenging. 2. Didn't care for fuel tank behind seats from a safety standpoint. 3. Visibility was great, but canopy was in head-banging range for a tall pilot, and Garmin screens were rather washed out in bright sunlight. 4. Overall impression of RV-12 was "flimsy". Perhaps all LSA's are. Lots of airframe SBs to comply with. The RV-12is is a significant improvement in many areas except low wing loading. Also have flown an RV-9a, which was excellent in many respects. Haven't flown a PA-28, but would like to. PM me if you'd like to discuss further. -Paragon Cincinnati, OH |
"flimsy" Better put on a flame suit...
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flimsy?
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Just what is the skin thickness of the aluminum on a RV-12 to get 750 # vs 1050 or so on a svelte RV-9A ? .020" vs .025" or ???
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With your new acquisition, if you haven't already done so, I recommend buying the drawing USB file drive from Van's. |
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Welp, I did it
Welp, I did it. I sold the PA28. Now the quest to replace begins. First stop is an RV-12 ride!
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The RV grin hasn't been patented yet, but it's very hard to fly one solo and not end up wearing one shortly thereafter. Very hard, if you start off near sea level. |
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