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  #11  
Old 05-24-2010, 08:26 AM
RV7Guy's Avatar
RV7Guy RV7Guy is offline
 
Join Date: Jan 2005
Location: Chandler, AZ
Posts: 2,904
Default No Fears

Hi Trevor,

I had no tail time when I started my project, but over 2000 hours of fixed wing time. I wanted at TD. I was fortunate to get some dual TD time with friends and did my transition with Mike and TD endorsement.

I didn't do my first flight but took it a hour later. I was careful and took it slow with the winds. 530 hours so far without incident. In fact, the only scare I've had was on take off. Work up to the crosswinds. It works, but have a back up airport

I've been all over the country and try to avoid significant cross wind scenarios. You'll find the RV is a great handling TD plane. Have no fears and enjoy. Plus, I just like the looks of the tail dragger RV's!!!
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  #12  
Old 05-24-2010, 08:36 AM
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Walt Walt is offline
 
Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 5,687
Default NG vs TD

I really like the "stance" of the A model sitting on the ground, and ground handling visibility is certainly much improved over the tail wheel version.

I have flown my A model in winds that kept my TD friends on the ground. Worst case so far was about 25G35 at about 45 degrees, not a lot of fun mind you but most TD would have probably have been looking for another runway

As far as the NG being "delicate" well I can tell you I have abused mine more than I care to remember on a few soft fields before all the hoopla began so I know it can take a beating, I think there are just certain cercumstances that cause it to fail and/or bad technique (which I had plenty of in the beginning).

If you plan on a bunch of soft field stuff then I would opt for the TD but other than that I see no advantage. If hard fields will be 95% of your world then the NG is the way to go in my opinion. Like everything in aviation there are always compromises and no one design is perfect.
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  #13  
Old 05-24-2010, 09:16 AM
yakdriver yakdriver is offline
 
Join Date: Aug 2006
Location: Twin Falls, ID
Posts: 683
Default

I have a 7 and also fly a 6A and 8A. In my experience the x-wind component is about the same for all the airplanes. So far demonstrated in the 7 is 27kts direct x-wind. A lot of work but still control left over so 30kts is probably doable. I have landed both of the A models in 25kts and again i think 30kts is very doable. Keep in mind that is for someone with lots of heavy x-wind experience. One other thing to think about in the T/W Tricycle debate is that you will go through brake pads a lot faster in the A models because you need them to turn for ground operations. Don
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  #14  
Old 05-24-2010, 09:50 AM
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RV7AV8R RV7AV8R is offline
 
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Posts: 426
Default

Quote:
Originally Posted by N395V View Post
What report? Published and written by who? Based on information derived from what source? What is the definition of rates?

The only databases I am awre of are FAA and NTSB. The problems in comparing rates in this particular case stem from the number of TDs vs the number of Trigears flying.
Is there any information on the ratio of Tail Dragger to Nose gear RVs sold or flying? It seems like about an even split but it would be nice to know the real number.
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  #15  
Old 05-24-2010, 10:19 AM
131RB 131RB is offline
 
Join Date: May 2009
Location: Colorado
Posts: 302
Default

Trevor
I have 1100hrs in an RV4 and have flown from one end of the country to the other. I dont have exact numbers for you but I can tell you it can handle just about any crosswind thrown at you. Something else to consider is that the nose dragger is more maintenance. It takes 10 minuets to replace the tail wheel on the rare occasion that it needs it. You have less leg space with the nose wheel. And the cowl is more work to get on and off with the nose wheel. Personaly if I wasnt woried about flying a tailwheel the choice would be easy.
Ryan
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  #16  
Old 05-24-2010, 11:09 AM
slyfox slyfox is offline
 
Join Date: Jan 2010
Location: idaho
Posts: 91
Default

I make that decision every time I go up. Do I take the tail wheel or the nose wheel. You know what, it doesn't matter. Flying is fun in either airplane.
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  #17  
Old 05-24-2010, 11:14 AM
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Mike D Mike D is offline
 
Join Date: Jul 2008
Location: Houston, TX
Posts: 456
Default Just some of my opinions

I have a nose wheel but would prefer a tail wheel for several reasons. These are just my opinions and for my specific situation.
  1. My wife is short and her feet can?t touch the floor due to the landing gear supports. I will have to build some sort of platform for her to rest her feet on without having it interfere with the rudder pedals.
  2. For some reason every time I drop a screw or something small, it rolls under the landing gear supports.
  3. If for some unknown reason I have a brake failure, I feel I have a slightly better chance of keeping it on the runway with a tail wheel. Under about 15knots, steering in the nose wheel is only done by breaking.
  4. When removing the cowling, I hate scraping my nose gear fairings. Not sure if there is a similar issue with the tail dragger.
  5. Although I am not too concerned about a NG collapse, I always have that feeling there could be a NG collapse somewhere in the back of my head, so I treat it a little different and land it like a tail wheel. But I do have some runway scrapes on the bottom side of the wheel pant. (but not sure if it was me or the previous owner)
  6. I don?t like the steps hanging out in the wind. But probably not that bad. But they do hurt when you hit them with your knee.
  7. It seems as though I could build a better heat shield and attach it to the engine/gear mount on a tail wheel. Better to direct the hot air out the bottom of the cowling and to shield the heat from the firewall mounted items.

As far as looking better, that depends on what type of look you are after. Sporty look = tail wheel. Luxury, cross country flyer = nose wheel. Just my opinion.
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  #18  
Old 05-24-2010, 12:21 PM
plehrke's Avatar
plehrke plehrke is offline
 
Join Date: Sep 2006
Location: Defiance, MO
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Default

Quote:
Originally Posted by Walt View Post
If you plan on a bunch of soft field stuff then I would opt for the TD but other than that I see no advantage. If hard fields will be 95% of your world then the NG is the way to go in my opinion. Like everything in aviation there are always compromises and no one design is perfect.

Totally agree. Tail wheels will always be better soft field and nose wheels will always be better on pavement. That is the way I fly mine. RV-6A always uses the pavement, C-140 always uses the grass.
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  #19  
Old 05-24-2010, 02:46 PM
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panhandler1956 panhandler1956 is offline
 
Join Date: Jun 2006
Location: Ohio
Posts: 1,686
Default Good discussion

Quote:
Originally Posted by TCONROY View Post
My initial reason for wanting the -7A was more capabilities in IFR (higher crosswind components). I fly a C-140 and love tailwheel aircraft!! It has nothing to do with liking one over the other, but rather my initial assumption that the -7A could do more and go more places in higher winds.
This has been a good discussion. There are alot of freight companies that fly Beech 18s and DC-3s and these guys operate in ALL kinds of weather and they are not hampered by the tailwheel. Obviously, the bush guys in Alaska and else where fly in lousy weather (crosswinds, etc) with great success.

I had a guy tell me he was going to sell his tailwheel and go for a nose-dragger for the same reason you stated above. I say if you don't fly often enough to stay proficient with the tailwheel then you need to fly more - IMHO
Good luck on your journey!
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  #20  
Old 05-24-2010, 03:12 PM
Andy Hill's Avatar
Andy Hill Andy Hill is offline
 
Join Date: Dec 2005
Posts: 976
Default

IMHO as an all round aeroplane, the TD beats the NW hands down

However, if your sole criteria is ability to handle X-winds, then by definition the NW will win on every occasion

Andy
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