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11-22-2010, 07:14 PM
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Join Date: Feb 2009
Location: Niceville, FL
Posts: 46
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RV-7 vs RV-6 flying qualities & other differences
Van's website provides performance and specification differences between the RV-6 and the RV-7. There's not that much difference between the two models other than lighter gross weight, 4 gals of fuel, and smaller wing on the RV-6. What are the flying quality differences between the two models? Why the rudder height increase with the RV-7? Even though the spec pages shows identical sizes, are there differences in the cockpit size? I sat in my first RV-7 two weekends ago and found it smaller than I expected. Note: I've been lurking on this site for many years and am getting closer to either buying or starting the build process. I'm leaning toward buying a 180 HP RV7 or 6 tail dragger when I retire from the Air Force. Thanks,
George
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11-22-2010, 08:00 PM
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Join Date: Aug 2005
Location: Atlanta, GA
Posts: 4,219
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The bigger tail on the -7 is for several reasons. First, to improve spin characteristics and reduce tail wagging characteristics. Also, to give more authority for handling the torque of larger engines.
IIRC, the cabin difference is a slightly higher canopy. The width is the same. There may be slight differences in cabin length.
The -6 allegedly handles marginally better, being a slightly smaller airframe. <Also, aren't there differences in how the TE of the ailerons are shaped?>
Van's website still has performance figures for the -6 based on the old (draggier) gear leg fairings and wheel pants. With the latest generation fairings, a -6 should be a few mph faster than an identically equipped -7 because of wetted area differences.
If you're looking for value, the -6 should be a better value if you can find one equipped the way you want.
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Kyle Boatright
Marietta, GA
2001 RV-6 N46KB
2019(?) RV-10
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11-22-2010, 08:25 PM
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Join Date: Sep 2007
Location: WA
Posts: 988
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headroom is from different seat ribs...
the -7 gets improved headroom over the -6 from a lower seatpan geometry achieved from a different seat rib from the -6.
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Stephen
RV7 powered by a lycoming thunderbolt IO-390
turning a whirlwind HRT prop
with more hours flying than building... 2,430 on the hobbs!
ORCA Flight
Race 771
margarita!
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11-22-2010, 11:05 PM
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Join Date: Mar 2005
Posts: 5,685
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There are at least two different 6 vertical stabilizer & rudder designs
Ken Knowles and I were finishing our RV-6As at the same time Mine is a smaller unbalanced design. His had the balance horn and was larger.
Bob Axsom
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11-23-2010, 05:20 AM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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George, I've flown both models many hours....
...and my pick remains the -6/-6A models. I had 500 hours in my -6A, a lot of that transition training nearly 80 guys over a 5 year period. They handle like a very nimble sportscar, if the stick isn't too short...cut off by builders. In reality, you'd be hard pressed to determine what you're flying if you were blindfolded. They're both a delight!
Furthermore, the -6 and -4 are definitely the biggest bang for your buck and waaaay underpriced. There are quite a few on Barnstormers priced well below parts cost. It's a buyers market and I personally, don't see that changing anytime soon. Buy a decent, flying airplane and in time, as money allows, tweak it to your liking with maybe a glass screen, 430W for IFR, autopilot and so on.
Best,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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11-23-2010, 05:57 AM
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Join Date: Jul 2008
Location: Houston, TX
Posts: 456
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I 100-percent agree with Pierre, both are great. I have only flow a couple -7?s and I really could not tell the difference between my -6A and the -7A?s.
But first I think you need to answer the build vs. buy question for yourself. There is a lot of info/opinions/advice on this subject if you do a search.
For me, I chose to buy because I could not build any faster or cheaper than an already flying -6A. I am adding my own touches to it as I go. I have the counterbalanced rudder, the updated rudder peddle arrangement, pressure recovery wheel pants, and have removed the center console on the panel. So, there is not much the -7 has over my -6A. The difference in price between the two buys a lot of fuel and a nice glass panel.
The good part about the -7 is that it is a pre-punched build, so it is a little more standard. This means you can get things like an interior package that fit right out of the box.
If you buy, I would go with the -6 and bring along a knowledgeable -6 builder. If you build I would go with the -7.
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Michael Delpier
RV6A -O-320, fixed pitch, GRT Sport, 496
RV-10 - working on finish kit
Houston
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11-23-2010, 06:58 AM
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Join Date: Dec 2005
Posts: 976
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George...
1 major difference is the "legality" of flying aerobatics 2 up. The 7 is cleared for aeros to 1600lb, so with a 1100lb basic weight, and 350lb of people, you can fly with just over half tanks. The 6 is 1375lbs, so even if you can get basic down to 1050, you aren't going to do 2 up aeros with any fuel
Whether that affects you depends on your desire for 2 up aeros, and your attitude to that declared limit (valid to 6g).
I am sure you will get some opinions on here about that, maybe even the rumour about fuel weight not counting  and whether the 6 really is any weaker than the 7 is in this regard!
Andy
RV-8 G-HILZ
RV-8tors
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11-23-2010, 09:31 AM
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Join Date: Oct 2009
Location: Victoria, BC, Canada
Posts: 3,932
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Having flown both (and, incidentally, done two-up aerobatics in both) I have to say that there isn't a lot of difference between the two. The -7 I flew had an O-360, the -6's i've flown all had O-320's. The -7's were a little heavier, the -6's a little lighter. Both flew the same, for all practical purposes.
There are many people flying the -6 with an 1800lb gross, a few claiming they have letters from Van's authorizing it (although when pressed, nobody has been able to produce a copy of one).
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Rob Prior
1996 RV-6 "Tweety" C-FRBP (formerly N196RV)
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11-23-2010, 09:38 AM
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Join Date: Nov 2010
Location: Huntersville, NC
Posts: 138
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If the 6 is smaller and lighter, how does perform with a 160 hp? Compared to the 7 with the 180?
Steve
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11-23-2010, 11:19 AM
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Join Date: Jan 2007
Location: Battleground
Posts: 4,348
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They weigh roughly the same...
Quote:
Originally Posted by steve91t
If the 6 is smaller and lighter, how does perform with a 160 hp? Compared to the 7 with the 180?
Steve
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When equally equipped, empty weights are nearly identical. The 7 is a more modern design and has a bit more efficient airframe. Might see a touch higher cruise in the 7, but marginal.
I have flown both. The 6 has a slightly higher roll rate and might be a bit more touchy in the flair. If I could fly and land blindfolded I would not take a bet that I could tell the difference. Lots of previous posts and discussions on the topic.
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Smart People do Stupid things all the time. I know, I've seen me do'em.
RV6 - Builder/Flying
Bucker Jungmann
Fiat G.46 -(restoration in progress, if I have enough life left in me)
RV1 - Proud Pilot.
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