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  #11  
Old 01-20-2011, 07:30 AM
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Rick6a Rick6a is offline
 
Join Date: Jan 2005
Location: Lake St. Louis, MO.
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Quote:
Originally Posted by pierre smith View Post
.... They all fly well but there's just something about the feel of a -6 that beats the others......
I agree with Pierre on that very point. I also feel my comments are not unduly biased by past recollection or colored by pride of ownership issues simply because I am fortunate to fly my -6A and -8 whenever I want. Admittedly, I don't have a lot of time in the -8 yet but in IMHO, both RV's handle exceedingly well. If I had to split hairs, comparatively speaking I'd have to say the overall in-flight handling "responsiveness" of the -6A does seem slightly superior to me.
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  #12  
Old 01-20-2011, 07:46 AM
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Mel Mel is online now
 
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Location: Dallas area
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Default Well I'll just say this;

Quote:
Originally Posted by java View Post
Uh oh... Mel? Pierre? Anyone want to chime in?
In my aviation career, I've owned nine airplanes. All but one, I owned for an average of 2-4 years. I've now been flying my -6 for almost 18 years and have no intention of building a -7.
'nuff said?
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Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
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RV-6 Flying since 1993 (sold)
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  #13  
Old 01-20-2011, 05:19 PM
Ifly1,2 Ifly1,2 is offline
 
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Location: lancaster,tx.
Posts: 74
Default rv-6a

Mel is the man!! Besides the tail on the 7 looks like it belongs on a 757.

Regards,

John
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  #14  
Old 01-20-2011, 05:35 PM
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BSwayze BSwayze is offline
 
Join Date: Jul 2007
Location: Molalla, Oregon
Posts: 955
Default Beauty is in the eye...

Say what you want about the looks of the tail of the 6 vs. the 7, gentlemen. I guess it's all what you're used to looking at. The 6's tail looks short and stubby to me. Plus, I want the extra rudder authority and the counterbalanced rudder any day. Vans enlarged the rudder for a reason when they designed the 7, 8, and 9.
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  #15  
Old 01-21-2011, 09:40 AM
jimpilot56 jimpilot56 is offline
 
Join Date: Jan 2011
Location: Franklin County, VA
Posts: 5
Default Pre-Punch ?

Thanks for all the great input.....guess the next question becomes...how much time does the Pre-punching on the RV7 save...and is there any market for
my 6 empennage kit ?
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  #16  
Old 01-22-2011, 09:31 AM
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Flybuddy2 Flybuddy2 is offline
 
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Location: Fort Myers
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Quote:
Originally Posted by BSwayze View Post
Say what you want about the looks of the tail of the 6 vs. the 7, gentlemen. I guess it's all what you're used to looking at. The 6's tail looks short and stubby to me. Plus, I want the extra rudder authority and the counterbalanced rudder any day. Vans enlarged the rudder for a reason when they designed the 7, 8, and 9.
I can understand the increased rudder authority being a valid bump up (and you'll need it with more weathervaning in a crosswind)...BUT, what was Vans reason for increasing wingspan on the 7? The 6 has low stall speed and good slow flight characteristics as well as more than enough high altitude performance. Why slow a good plane down with more span?
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  #17  
Old 01-23-2011, 12:10 PM
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Cadstat Cadstat is offline
 
Join Date: Dec 2010
Location: Greeley, Colorado
Posts: 199
Default Cozy

I went from a C210 Centurion to a RV6A. The RV is 40 inches inside wall to wall at the shoulders. It's more like a Mooney. Tighter than a Cherokee but way bigger than the back seat in a Long EZ. At least I fly with only one empty seat not 5. Almost the same speed at 1/2 the fuel.
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  #18  
Old 01-23-2011, 02:03 PM
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F44evr F44evr is offline
 
Join Date: Mar 2010
Location: Olathe, KS
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Default Build Time

Quote:
Originally Posted by jimpilot56 View Post
Thanks for all the great input.....guess the next question becomes...how much time does the Pre-punching on the RV7 save...and is there any market for
my 6 empennage kit ?
I've never worked on a 7 but I'm pretty sure there is a significant time advantage with the pre-punched kits. The main spar on the 6 is now pre-drilled, but you assemble it. I think the 7 spar is anodized and assembled for you. The 6 wing skins are now pre-punched, so there is some time savings there. I'd guestimate that the jigging, layout, and drilling of the fuselage adds a minimum of 20% in build time over the 7.

Someone on the forum who has worked on both the 6 and 7 should be able to give you a better build time comparison.

You'll never know about the market for your kit till you put a price on it and try to sell it.

I'm on the finishing kit on an early (1991) RV-6. The only pre punched kit I've had is the firewall heater box. It was easier than measuring, layout, and drilling.

FWIW,
Dave
Super Slow Build 6
Finishing Kit - FWF
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  #19  
Old 01-23-2011, 02:18 PM
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Mel Mel is online now
 
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Default

Quote:
Originally Posted by Flybuddy2 View Post
I can understand the increased rudder authority being a valid bump up (and you'll need it with more weathervaning in a crosswind)...BUT, what was Vans reason for increasing wingspan on the 7? The 6 has low stall speed and good slow flight characteristics as well as more than enough high altitude performance. Why slow a good plane down with more span?
The crosswind capability is somewhat of a "wash". Yes, the larger rudder gives you more authority, but because of the larger total surface, it tends to weather-vane more so you need the addition authority.

The -7 has the larger tail primarily for spin recovery. The -6 is lacking on spin recovery after about 2 turns.

The addition wingspan on the -7 is simply a result of using the wings from a tandem fuselage (RV-8).
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Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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  #20  
Old 01-23-2011, 06:40 PM
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Flybuddy2 Flybuddy2 is offline
 
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Location: Fort Myers
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Default

Quote:
Originally Posted by Mel View Post
The crosswind capability is somewhat of a "wash". Yes, the larger rudder gives you more authority, but because of the larger total surface, it tends to weather-vane more so you need the addition authority.

The -7 has the larger tail primarily for spin recovery. The -6 is lacking on spin recovery after about 2 turns.

The addition wingspan on the -7 is simply a result of using the wings from a tandem fuselage (RV-8).
Thx Mel--but still baffled as to the reason to go with 8 wing as opposed to 6. Don't see much to gain with larger span. Downside is more space needed in the hangar and slower. Was it for the "ease of construction"?? (wasn't that a Barry McGuire song?)
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