14 or 14A

[kbalch]

As someone who has a fair amount of tailwheel time and has instructed in everything from the Decathlon to the T-6, there's no particular romance to them for me anymore. It's a matter of choosing the right airplane for the mission.

As others have said, if a traveling, cross-country machine is the primary objective, then the nosewheel version is probably the best fit. If a local, sunny day toy is the articulated primary mission, then one can't go wrong with the tailwheel version, particularly if grass fields are thrown into the mix. All of that said, either airplane will comfortably fill either role to the limits of the pilot's competence and confidence.

For myself, although I've previously built a tailwheel RV (an -8), I went the nosewheel route this time around. Partially to do something different, partially because my wife requested it, and partially because I don't care for the rod gear on the -14 or side-by-side tailwheel airplanes (large ones such as the C-47 and B-17 aside) in general. I like small, tandem tailwheels with zero parallax to mess with my landings! :-)

So, what should the OP do? As we all have: whatever he likes! Unfortunately, it's a question that each of us must answer for himself.

[N941WR]

Originally Posted by dweyant

...
I use my 9A to travel. I've landed it in cross winds that would be way beyond my (and I believe the planes) ability in a TW configuration.

...

-Dan

32 knots is my maximum demonstrated crosswind I. My -9. After that, it runs our of rudder.

I do not fear the crosswind.

Originally Posted by joe gremlin

Rudder authority is the determining factor in how much crosswind a plane can handle. The position of the little wheel has nothing to do with it. The tailwheel -14 has the same size rudder as the nosewheel version. As far as the plane is concerned, if there's too much crosswind for a -14, there's too much crosswind for a -14A. That's as far as the plane is concerned.

...

Well put!

[romaja]

No wrong answers in this thread. Sold a Rans S-20 I built. The insurance requirements required me to get 5 hours in the RV-7 with Mike Seager and 5 hours of dual in my Rans. I thoroughly enjoyed flying the rv-7 and didn't find it very difficult, a bit of over controlling the rudders initially.

When flying my Rans cross country, you had to pay attention to the forecasts as the winds could be a factor (760 LB's empty). This can cause some anxiety whilst traveling. Someone mentioned the 14 and the 14A have the same amount of rudder and with the right technique, should perform equally as well. This is true in theory but if you have to drop into a airport for fuel and it is blowing hard, theory won't help, especially if there is only has 1 runway. Forecasts aren't always accurate.



Ive spoke with several 14A and 14 owners that talk about what a great x-country aircraft. When considering many factors such as prop choice, insurance, ingress and egress, taxi visibility etc., The A Model would work best for me. The new gear design is robust. Heck, I am amazed at where some people on this thread take their A models. I do however like the looks of the tailwheel version. "to each his own"

Jim

[rvbuilder2002]

Lots of good advice....

One more thing to consider.
There are quite a few people who have built a specific model without getting direct experience prior to them beginning to fly the airplane they built, and then discovered it just wasn't for them (a common theme years ago was people asking if there was a trigear mod in development for the RV-4) I know of quite a few RV's that were either sold, or converted to trigear after they were completed. There is nothing wrong with that. It is good for people to have what they will actually enjoy.

Short version - If you think you might like to fly a tail dragger, then invest in some training and get checked out in one. That is the only way you will know for sure. Considering the large investment (in time and $$$), it is a small price to pay to avoid regrets later.

[tjo]

To the original question, and IMHO:

The benefits of a tailwheel are:
1) looks
2) less drag (no data, just an opinion)
3) less weight
4) less cost
5) keeps the prop out of the rocks when doing a runup on gravel or grass
6) the thrust line pulls the airplane out of soft ground when starting to taxi, rather than into it
7) your friends think you are cool (or at least you think they do )

The benefits of a nose wheel
1) inherently directionally stable when landing
2) better visibility while taxing
3) initial insurance is cheaper
4) ... that's about it ...

Tim

[emsvitil]

Just get one of each...........

[comanche180]

Originally Posted by emsvitil

Just get one of each...........

too funny.

[comanche180]

Thanks for all the information. I love this forum.
I am taking some advice and, Well I am scheduled for 8 hours of tail wheel instruction on the 29th and 30th this month.
We?ll see how that goes.

[Jake14]

question for Scott:

I'm happy with my A model, but just wondering....If someone wanted to change a -14 to a -14A (or vice-versa) what would the process entail?

[DeeCee 57]

one thing not mentioned in here... resell value! An A model will sell quicker and at a higher price compared to a tailwheeler

(the frown is coz I think it should be the opposite way )