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  #31  
Old 05-23-2011, 01:56 PM
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N941WR N941WR is offline
 
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Location: SC
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Quote:
Originally Posted by Jerry Cochran View Post
Even if not doing acro, I like the feeling of security that tough little wing on a -6/6a provides. Bouncing around in turbulence up to 2.5 g's leaves one worry free knowing it can take more than twice that.

YMMV
Based on that logic, I'm guessing you would never fly in a Cessna or Piper?

Or you had better switch to an RV-7 because they have a stronger wing, as evidenced by their higher acro GW.

Truth is, the -9?s wing is plenty strong.
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  #32  
Old 05-23-2011, 05:56 PM
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L.Adamson L.Adamson is offline
 
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Quote:
Originally Posted by N941WR View Post
Or you had better switch to an RV-7 because they have a stronger wing, as evidenced by their higher acro GW.
Only on paper. The 6/6A wing "may" have tested to be far stronger than published data..

Never the less, no 6 or 7 wings have seperated yet. edit: no 9's either

L.Adamson --- RV6A
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  #33  
Old 05-24-2011, 07:13 AM
rgmwa rgmwa is offline
 
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Location: Perth, Western Australia
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Default RV-12 airfoil

Quote:
Originally Posted by videobobk View Post

A note to David--I believe Van's did design the wing for the 9, just not the airfoil. Roncz did that. I don't believe Van's designed any of the airfoils used on any of their aircraft but used off-the-shelf standard airfoils. You can correct me if I have that wrong. Not sure on the 10 and 12.

Bob
Edited quote from the RV-12 plans...

"The RV-12 airfoil is a modified NACA 23014.1. This basic airfoil has been used in airplanes ranging from the Taylorcraft and Helio Courier, to the Turbo Commander and even the Cessna Citation. Others using it include the DC-3, all tapered wing Beechcrafts, and many of the Cessna twins."
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  #34  
Old 05-24-2011, 09:30 AM
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pierre smith pierre smith is offline
 
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Location: Louisville, Ga
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Default Well, yes and no.

Quote:
Originally Posted by L.Adamson View Post
Only on paper. The 6/6A wing "may" have tested to be far stronger than published data..

Never the less, no 6 or 7 wings have seperated yet. edit: no 9's either

L.Adamson --- RV6A
If you consider an -8 wing the same or very similar to a -7, one has failed on an -8. That particular airplane was also determined to have exceeded 9 G's by a lab that analyzed the remains.

Best,
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It's never skill or craftsmanship that completes airplanes, it's the will to do so,
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  #35  
Old 05-24-2011, 09:54 AM
Epepperman Epepperman is offline
 
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Location: Whitetop Nebraska
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It's not so much the stress on the wing that is the question, rather the tail section supporting the weight and load of the wings.
I'm just saying
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  #36  
Old 05-24-2011, 02:44 PM
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aarvig aarvig is offline
 
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Quote:
Originally Posted by AHaury View Post
Thanks for those replies. I'm definitely not an aerobatic trained or inclined flyer and my missions will likely be my wife and I seeing the country and making visits to family and friends. We have plenty in a 6-7 hour radius so I'm looking for that cross-country capable platform first, but something still easy and economical to calmly putter around the local patch in also.
You just answered your own question right here. I have a friend who is selling his 7A to build a 9A because it is has a more "solid" feel in the air. Essentially, it has lower roll rates than the 7A which make it less of a handful to fly. If you are not planning on acro WHY would you build a plane intended for it? Every time I fly a 9A I am so glad I'm building one. Bottom line, drive each of em'. Be true to your mission...not what your ego wants.
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  #37  
Old 05-24-2011, 03:27 PM
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pierre smith pierre smith is offline
 
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Location: Louisville, Ga
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Default I loved my -6A.

I built and gave transition training in my -6A for 5 years and did a bunch of acro, which I enjoyed but not the main reason for the airplane.

I also gave transition training in a couple of guys personal RV-9A's and loved every minute of it! I'd definitely consider a -9 if we didn't already have the -10 because the control feel is just so right...wonderful. The -6 was almost 'twitchy'....great for yankin' and bankin' and mild aerobatics but the -9 is hard to beat for a travelling airplane.

Best,
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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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  #38  
Old 05-24-2011, 05:12 PM
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L.Adamson L.Adamson is offline
 
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Quote:
Originally Posted by pierre smith View Post
I also gave transition training in a couple of guys personal RV-9A's and loved every minute of it! I'd definitely consider a -9 if we didn't already have the -10 because the control feel is just so right...wonderful. The -6 was almost 'twitchy'....great for yankin' and bankin' and mild aerobatics but the -9 is hard to beat for a travelling airplane.
On the other side of the coin, there are a number of us "6" owners around my part of the woods, who much prefer the nimble handling qualities of the "6". I know I certainly do! The "9" has a much better feel to it, that the typical spam can...................but I feel it's much too sedate. As for traveling, I really just don't notice much difference. As I've said before, if you're blind folded, it's hard to tell the difference on cross country flight. This applies to smooth air, as well as turbulence.

L.Adamson --- RV6A
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  #39  
Old 05-25-2011, 04:19 PM
bignose bignose is offline
 
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Location: Sao Paulo, Brasil
Posts: 72
Default Like an arrow...

One other little detail: the 9/9A has a much biger vertical stabylizer/rudder than his older brothers, wich makes it fly straight and stable like an arrow, with almost no adverse yaw. It's a fingertip airplane!

Last edited by bignose : 05-26-2011 at 02:15 AM.
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  #40  
Old 05-27-2011, 03:35 PM
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bweiss bweiss is offline
 
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Default tech counselor

Once you have narrowed down your search to the plane you want,you should consider engaging a tech counselor who is familiar with the airplane type to do a complete pre-buy inspection. The money is well worth the investment.
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