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  #21  
Old 05-03-2016, 09:13 PM
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roadrunner20 roadrunner20 is offline
 
Join Date: Feb 2005
Location: Bay Pines, FL (based @ KCLW)
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You will have no issues transitioning from the Cherokee 140 and a RV.
I'm comparing it to my RV7.
The landing approach is very similar with the sink rate coming into the flare.
I had 340 hours in my PA28-140 when I transitioned to the RV.

The only issue I had to get used to was in the 140, I always had to plan my climb ascents to clear the clouds ahead when climbimg 300 FPM. Now, I can just pull the stick back and typical climb around 1800 FPM.
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  #22  
Old 05-03-2016, 10:29 PM
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greghughespdx greghughespdx is offline
 
Join Date: Nov 2011
Location: Aurora, OR
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I own and fly a Cherokee, plus I regularly fly a RV-12, am currently building an 8A (I fully intend to yank and bank and get upside down in it) and have flown - or flown in - a variety of other RV's (4, 6A, 7, 7A, 8A, 10). Get transition training and get comfortable. If you're a reasonably solid and confident pilot you'll enjoy it and do just fine.
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  #23  
Old 05-04-2016, 07:35 AM
kamikaze kamikaze is offline
 
Join Date: Jun 2014
Location: Ottawa, ON, Canada
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I currently own and operate a -151 Warrior ... Planning on starting a -9A very soon now.

Van's Airforce is a contributor to the decision. I'm also on a Piper forum and a lot of people there are just unbearable. I went there a few weeks back after not interacting with them for months on end, for a quick question, and I got attitude right from the first reply. Came back here running!
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  #24  
Old 05-04-2016, 07:40 AM
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Flying again! Flying again! is offline
 
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Location: Keller, TX
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Quote:
Originally Posted by scrollF4 View Post
...and I've got a 7A just across the runway from Doug if you want to try a cross-sampling. BTW, I chose the 7A for two mission sets: Day-night cross country and sport flying (aero and formation flying). It has NAILED both mission sets. My wife and I cruise at 165KTAS for about 8.5 gph and 3.5 hours plus reserves.
......and I have a -10 near Sid if you are looking for more room. I find the -10 a very comfortable x-country machine with loads of room to stretch out and carry stuff.

Let me know if you would like a flight.

TJ
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  #25  
Old 05-04-2016, 07:46 AM
billieracing billieracing is offline
 
Join Date: Sep 2015
Location: Grand Rapids Michigan
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Don't let other "Certified Aircraft" owners tell you what to do or not to do, do what you want. I learned in a 172 and own a C150, love flying both. I am building an RV9 with the intention of traveling and being able to see the country in comfort and reasonable amount of time. There is nothing wrong with the planes I currently fly but tell me what Certified airplane will replace a brand new RV of any seriers for a reasonable price that is not 50 years old??
Get a ride and your decision will be clear, enjoy whatever you decide.
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  #26  
Old 05-04-2016, 07:55 AM
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MikeyDale MikeyDale is offline
 
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I flew a Cherokee for a while. My guess is, after you feel the performance of a 9 or 6, you'll be ruined for general aviation aircraft! My wife and I are learning to pack smarter and my guitar or golf clubs will not fit but that speed and light touch has spoiled me to point of no return!
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  #27  
Old 05-04-2016, 08:38 AM
AV8AZ AV8AZ is offline
 
Join Date: Nov 2013
Location: Phoenix, Arizona
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Quote:
Originally Posted by billieracing View Post
...tell me what Certified airplane will replace a brand new RV of any series for a reasonable price that is not 50 years old??
50 years old means nothing to me, only condition.

I bought a well-maintained NDH Mooney with a very low time recently overhauled engine from a reputable rebuilder for about $3,000 more than the cost of a quick-build RV-9 kit alone (i.e. kit without engine, prop, panel, etc). In other words, for about half the cost of a flying RV-9.

The Mooney will cruise at 150kts and 10gph. RV-9 160++ knots on 8-8.5/hour.

I'm not an A&P but I do 99% of the wrench turning with close oversight. It's hard to imagine the Mooney costing more than the RV-9 to own/operate in the long run in MY situation where I sought/waited for a good deal and I do my own work. I don't mean to knock the RVs in the least, but for me the Mooney was cheaper, has back seats, and a roughly equal range. YMMV.

If PNC changes occur, the certified aircraft will cost little more to maintain than an experimental. Additionally, I'd expect PNC to reduce the value of the RV fleet and increase the value of many certified aircraft making the latter a better investment. Clearly this is speculation, but something to consider before plopping down $75,000.
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  #28  
Old 05-04-2016, 09:26 AM
Darren Kerns Darren Kerns is offline
 
Join Date: Feb 2005
Location: Indiana
Posts: 173
Smile Go For It

Matt
Go for it. I transitioned from my 1966 Cherokee 160 to an RV8. I sold it because my wife got tired of sitting behind me and wanted to sit beside me.

Be sure you get good transition training. I did mine in a Super Decathlon and loved every minute of it. I never realized how sloppy and poor I was with my feet. Getting a tail dragger endorsement has truly made me a better pilot.

As for which RV to choose, ride in one, and then decide. They are magic carpet rides. Speed, fuel burn, power, cost, and etc. I would not trade or sell my RV7 for anything. All my stress is gone once I fire the engine up and pull the canopy shut. I have never looked back nor will you.

I wish you the best. If you were closer I would take you up in my 7.

Good Luck,
Darren Kerns
RV7 N599DT
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  #29  
Old 05-04-2016, 11:30 AM
Bevan Bevan is offline
 
Join Date: Sep 2007
Location: BC
Posts: 1,674
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What is "PNC"?

Bevan



Quote:
Originally Posted by AV8AZ View Post
50 years old means nothing to me, only condition.

I bought a well-maintained NDH Mooney with a very low time recently overhauled engine from a reputable rebuilder for about $3,000 more than the cost of a quick-build RV-9 kit alone (i.e. kit without engine, prop, panel, etc). In other words, for about half the cost of a flying RV-9.

The Mooney will cruise at 150kts and 10gph. RV-9 160++ knots on 8-8.5/hour.

I'm not an A&P but I do 99% of the wrench turning with close oversight. It's hard to imagine the Mooney costing more than the RV-9 to own/operate in the long run in MY situation where I sought/waited for a good deal and I do my own work. I don't mean to knock the RVs in the least, but for me the Mooney was cheaper, has back seats, and a roughly equal range. YMMV.

If PNC changes occur, the certified aircraft will cost little more to maintain than an experimental. Additionally, I'd expect PNC to reduce the value of the RV fleet and increase the value of many certified aircraft making the latter a better investment. Clearly this is speculation, but something to consider before plopping down $75,000.
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  #30  
Old 05-04-2016, 11:45 AM
AV8AZ AV8AZ is offline
 
Join Date: Nov 2013
Location: Phoenix, Arizona
Posts: 60
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Quote:
Originally Posted by Bevan View Post
What is "PNC"?

Bevan
From the blog post below:
"An airplane in the PNC category could be maintained by its owner, and would not need to use FAA certified equipment or replacement parts. A PNC would be very much like a homebuilt in terms of maintenance and equipment requirements."

The Part 23 re-write that was recently presented does not include PNC provisions, though many (including myself) expect some form of PNC option to be forthcoming.

http://macsblog.com/2014/03/could-yo...lane-be-a-pnc/

Edit: My apologies for the lingo. PNC=Primary Non-Certified [Correction: PNC=Primary Non-Commercial - a moderator] registration option for owners of factory-build standard category aircraft. For those familiar with the Canadian system, PNC would be analogous to the Canadian Owner Maintenance category, except that PNC (as previously proposed) would provide an avenue for PNC aircraft to go back to standard category if the entire aircraft was returned to all standard category equipment, etc.

Last edited by rv7boy : 05-05-2016 at 07:26 AM. Reason: corrected acronym
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