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  #11  
Old 02-24-2017, 02:08 PM
YellowJacket RV9 YellowJacket RV9 is offline
 
Join Date: Oct 2012
Location: Clearwater, FL KCLW
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Just parked my unpainted 9A on the ramp at KEYW next to a new Cirrus. I got 3 complements and a thumbs up - he got a big fuel bill.

Chris
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RV-9A - Done(ish) 4/5/16! Flying 4/7/16
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  #12  
Old 02-24-2017, 10:12 PM
N15JB N15JB is offline
 
Join Date: May 2010
Location: Denver
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Quote:
Originally Posted by jfrank71 View Post
That is exactly what drove me to the -10. Ease of maintenance both man hours and $$$.

My typical load is myself, wife, 18 year old daughter, 16 year old son and my girls 80 lbs of bags. Plus I normally leave with full fuel. Always climb out at 1000fpm, usually around 115-120 kts and cruise 170 on 13gph. No other plane can do it. You can get close, but it will cost you so much more. I have a friend with a Cessna Columbia and he spends north of $25k/year to maintain. I couldn't spend $2000 on a CI if I tried, and that includes the A&P that spends a full day assisting with FWF.

Gotta love this plane. Getting ready to launch on a West coast trip to Palm Springs from South Texas Wednesday. About 950nm. Can't wait!
I agree with all you said, but your fuel flow caught my eye. I get the same performance on 10.5-11 gph. Have you carefully balanced your injectors?
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  #13  
Old 02-25-2017, 01:12 AM
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skylor skylor is offline
 
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Location: Southern California
Posts: 882
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Quote:
Originally Posted by istrumit View Post
You can get the performance, speed wise at least, from a Bo or a 22, although you can't get the useful load.

I know this comparison has been knocked around a million times on this board.

But, holy cow, what a machine the 10 is, and what sold me on it was that its soooooo much cheaper to maintain than certified.

I could buy a used 22. It wouldn't be as pretty and new looking as my ten for the same price, but I could have purchased one. BUT, I could not have afforded to maintain it. That's what makes the RV a no brainer, IMO
-8 builder/pilot here but I do have some Bonanza time. Actually, older A-36 models do have a pretty good useful load and CG range and are pretty efficient for an airplane of their size. They fly pretty nicely too, but they do cost a lot more to maintain.

Skylor
RV-8
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  #14  
Old 02-25-2017, 08:00 AM
jfrank71 jfrank71 is offline
 
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Location: Cotulla, TX
Posts: 179
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I have not balanced my injectors. Have given it some thought, but never moved on it. Any suggestions on who could help with a project like that?
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RV-10 Purchased
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  #15  
Old 02-25-2017, 08:59 AM
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rvbuilder2002 rvbuilder2002 is offline
 
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Location: Hubbard Oregon
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Quote:
Originally Posted by N15JB View Post
I agree with all you said, but your fuel flow caught my eye. I get the same performance on 10.5-11 gph. Have you carefully balanced your injectors?
I agree, and get the same.
He didn't say at what altitude (A lot of flat landers never get above 5000' )... that makes a huge difference.
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Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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  #16  
Old 02-25-2017, 09:18 AM
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snopercod snopercod is offline
 
Join Date: Aug 2016
Location: Asheville, NC
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Default I'm jealous

Quote:
Originally Posted by istrumit View Post
I had my wife, my 15 year old son (who is taller than I am), my 12 year old daughter (who is the same size as my wife), myself, our 50 pound dog, our luggage, a K-cup coffee maker (luggage), and 40 gallons of fuel.
I'm very jealous. The useful load on my Lancair 235 with me in the plane is only 320 lbs. Add full fuel and I can only carry 60 additional lbs.
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  #17  
Old 02-25-2017, 09:26 AM
jfrank71 jfrank71 is offline
 
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Normal cruising altitude for 13gph/170kts is 7500-8500. That seems to be the sweet spot. Can go higher and save some fuel, but most trips are 1 hour or less.
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  #18  
Old 02-25-2017, 09:31 AM
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CubedRoot CubedRoot is offline
 
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Location: Ooltewah, TN.
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You guys are making me want to sell my RV-7 tail kit and start on an RV-10 :-)

When I bought my tools and eventually my RV-7 tail kit, It was just my wife and I. Now, I have a beautiful 9 month old daughter.

I told my wife that I will probably start on an RV-10 once I get the -7 built. Ha. Of course, I also said a few weeks after my daughter was born that when she turns 15, I'll give her the choice of my buying her a car or a Cessna to learn to fly.

Those RV-10's are probably the best value for performance and load thats on the market. That design would make a fantastic certified aircraft that would probably outsell the Cirrus.
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RV-7 Slider -
Tail kit Completed - March 2017
Wing Kit Started - June 2017
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  #19  
Old 02-25-2017, 09:34 AM
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aturner aturner is offline
 
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Location: Clarion, Pennsylvania
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Quote:
Originally Posted by rvbuilder2002 View Post
I agree, and get the same.
He didn't say at what altitude (A lot of flat landers never get above 5000' )... that makes a huge difference.
My flight testing shows an improvement of 0.3 nmpg per 1000ft. I can get 170 kts. on 10.0 gph, but only at 10,000 ft. and higher. The effects on altitude on RV-10 performance are really striking.



The above data are from a couple dozen cross-country trips with the family. Each line is a 30-minute window of constant conditions, downloaded from the G3X and averaged for each variable. Fuel flows and TAS have been repeatedly verified. I understand why the certified guys are skeptical. :-)
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  #20  
Old 02-25-2017, 09:57 AM
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Mike S Mike S is offline
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Location: Dayton Airpark, NV A34
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13,500 msl

9.5 gph

Had a bit of a tailwind

Somewhere between SLC and Torrington WY
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VAF 909

Rv-10, N210LM.

Flying as of 12/4/2010

Phase 1 done, 2/4/2011

Sold after 240+ wonderful hours of flight.

"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."

Last edited by Mike S : 02-25-2017 at 10:00 AM.
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