RV-8 vs RV-8A

[Mel]

You should probably build the -8A. Only "Super Pilots" can handle the taildraggers.

[panhandler1956]

Build what you want as long as it's a straight -8!

[N208ET]

Try to take all the "build this or that" with a grain of salt, its all good idle banter or complete BS. I went with an 8A cause it made more sense for me. Look to what you are going to be using your plane for in the future and make a educated decision. You will be happy either way IMHO.

Randy
8A flying

[David-aviator]

Go 8.

Its easier to pretend a launch during the Battle of Britain in a BF-109, Spitfire or Hurricane.

[chrispratt]

Go -8. Consider this, all 8s are a bit nose heavy (forward cg) whether tailwheel or nosewheel configuration. The most frequent complaint I hear from -8A pilots is that they can't seem to keep the nosewheel from slamming down despite their best efforts to hold it off. That's because 8s are nose heavy. And it gets worse when you hang a bigger (200 hp) engine and constant speed prop on that baby. If you are comfortable flying a tailwheel airplane, then go -8. You'll be glad you did. I have more tailwheel time than nosewheel time at this point and I wouldn't even consider switching. The -8 is a very well behaved taildragger.

Chris

[Torch76]

Consider the following:
-You're at the end of a long cross country. Perhaps you've been in the soup for hours, or dodging thunderstorms. You're tired. ATIS reports direct crosswinds of 10 knots. Can you make that crosswind landing in the straight 8? What about 12 knots? 15 knots? With a nosedragger, you just put it down and the geometry all works out *pretty* easily.
-You've been dying to take your buddy for a ride, but the winds are marginal for your wind limits. You wanna fly, your buddy wants to fly. The winds look alright... (I've had the last 3 flights in my friends T-6 cancelled for this reason. It stinks, but you know, that's the name of the taildragger game, and that's why they made nosedraggers.)

That being said, I'm still gonna build an -8.

Edit- Clarification: chrispratt, you posted while I did. I also ask the reader to "consider" something. This is a coincidence, I don't mean anything negative by it towards you.

[n5lp]

Originally Posted by Torch76

Consider the following:
-You're at the end of a long cross country...

I'm not making this decision as I already own an RV. With my experiences, if I did need to make the decision, this would not be a factor I would consider. I feel confident that any crosswind or difficult wind situation that a nosewheel RV can handle, I can handle in my tailwheel airplane. From what I had heard before I owned such an airplane, I would worry. Now I think there is no difference in that regard.

[islandmonkey]

I have read on this site that the 8a will land slower than the 8 because of the ability to get the nose higher on the approach. I have also read that landing and takeoff distances are marginally shorter for the 8a because you can get that nose higher.

The 8, I understand, and I seem to remember posts from Paul Dye and Andy Hill on this one, is not fully stalled on landing because of the landing gear geometry.

Anyway, take on board opinions of people who own and fly either an 8 or an 8a and more importantly, try and get a flight in both types before you make your decision.

[N661DJ]

I have owned both, nose wheel and tail wheel RV's and made hundreds of landings in marginal conditions in both. Bottom line, The A models are "EASIER to land WELL". IMHO.
Dick

[Junglepilot]

I have thousands of hours in bush flying a 185 on rain soaked jungle airstrips in the 1000-1500' range at gross weight. So I know what I am talking about.

So consider this. I never scared myself landing in a 185 primarily because the CG and braking dynamics.

With CG behind the mains as in any TW aircraft, when you brake you will inherently get better braking. Don't worry about nosing over as you really have to work at that. In my training, instructors pointed this out and actually demo'd that fact. Trust me. The most common way to nose over a TW is miring up in soft soil with inertia still high.

Tri's have the CG ahead of the mains (brakes). Yes you will tend to track straighter as you brake, but you also will see a tendency on wet strips (paved of grass) to see your mains lock up faster. YOu counteract this with pumping action which as anybody who drives a car with ABS brakes knows...it takes longer to stop on wet streets. This can really be a factor if you aren't good at controlling your approach speeds within a few knots.

Bottom line is that TW/Conventional gear aircraft are a bit more tolerant of rogue runway conditions or final approach speed fluctuations.