Take me for a ride in a RV-7, Please! (Gilbert AZ) - Page 2

Ron Lee · #11 01-06-2012, 06:58 PM

Jeremy, I am not an instructor, nor do I play one on the internet, but it sounds like you need to take taildragger RV transition training before making your decision.

I would also call your insurance agent of choice and get rough cost info on rates versus tailwheel time.

dhall_polo · #12 01-06-2012, 07:38 PM

The only difference in a taildragger or tri-gear is how you *walk* up to the plane, either with the swagger or toting that list-o-excuses.

If it helps, I built the -7 with no prior td time. I had to retrain my feet, do extra transition training, and pay more insurance $$ in year one. After all the time and effort building, it's just another gate to get through.

schristo@mac.com · #13 01-06-2012, 07:44 PM

It is more fun to learn something new... lot's of other good reasons but the bottom line is; if you pine for one now you will ALWAYS look back with regret if you don't go for it

RV7AJeremy · #14 01-07-2012, 04:02 PM

Bump........

FlyArmy · #15 01-08-2012, 12:56 AM

I can't offer a ride yet, but from my recent RV-8 buying experience (not yet complete, been a journey), here are some numbers and my perspective FWIW. First, I only have 200 FW hrs, 80 of which is glider, and only 20 or so is TW time (I'll have over 25 by the end of transition training, which seemed to be the magic number for some insurance companies as a reference if you do decide on a TW). My insurance quotes range from $1500-$2200 (and one at $3500) for an $80k -8 annually. After the first year it should be down to $1200-$1500 assuming I fly the plane and get a lot more TW time. I didn't get quotes for an -8A, so I don't know how that would have compared.

Training requirements per the insurance companies range from an approved CFI signing me off (no min time) in an RV, to 5 hrs of dual, to 10 hrs of dual. They seemed most interested in TW time but your overall FW time should make your mins relatively low.

Get some cheap TW time (endorsement is easy to get) then do transition training and the additional cost of a TW will be a drop in the bucket compared to owning/operating costs. After initial cost, hangar, insurance, maintenance, taxes, fuel, oil, overhauls, upgrades, what's a little more $$ for TW training. After flying a TW, I would never get a tri unless it was a -10. TWs were frustrating at first when I kept bouncing and got into PIOs, but I got the TW bug after flying a few and getting used to it.

Definitely worth it to at least get your TW endorsement before you make a decision if you can. You'll have a new appreciation for the rudder and some challenges/fun along the way.

FlyArmy · #16 01-08-2012, 01:05 AM

Also, take up RV7Guy (Darwin) on his offer if you can deconflict schedules. He gave me a ride a few weeks ago when I was visiting Chandler. Definitely worth it. He's a great guy, has an awesome -7, and a sweet -7 project.

NickAir · #17 01-08-2012, 04:54 AM

I currently fly a 7A. I miss TW. There is no issues with the 7A and if you learn the proper technique with the 7A it will be safe as any. Basically the same is true for the 7 although you can be surprised on occasion due to a gust at the wrong time. These are light aircraft with large tails to weather vane, although you have plenty of power and rudder control surface.

The 7 looks better on the ground than the 7A and the 7 skips those ugly entry steps which may cost you half a knot.

The 7A is easy to land perfect every time and in shorter distance due to the earlier braking option in the landing. Also, 7A's sell better.

Mike Seager, Van's transition training instructor, (17,000 hours) says that he believes either the 7 or 7A are both just as vulnerable for an off airport/rough field landing.

Insurance has been brought up and will cost you much more, initially, with the tailwheel.
My 7A insurance is $678 annually.

Really the difference is only applies to:
1) Insurance costs initially
2) Ground handling
3) Looks on the ground

Do the one you like the best.

OneCharlieKilo · #18 01-09-2012, 12:51 AM

Just another perspective from my experience; I built a tri-gear (-6A) because I had no tailwheel experience when I started the build and had doubts about learning to fly a tailwheel when my experience (MUCH more limited than yours) was all tri-gear.

My build took 12+ years, partially because during the build I bought a Cessna 140, got my tailwheel endorsement in that plane, and flew it while building for 5+ years. Way too late at that point to change my -6A to -6 without spending more money and stretching out the build even more....so pressed on.
I'm very happy with my -6A and having a great time flying it, but if I build again would probably go -7 just because I like the way they look and am confident that with the proper training, I can handle flying it.

I think you'll love either plane, but if you're interested in taildraggers then go get a tailwheel endorsement (you'll find it's not a super-human/pilot feat, just a new skill) and see if that's what you want.

I was a very low time pilot when I started to build (barely over 100 hours) and relative to your hours, still am a low time pilot (around 750 now)...with transition training, I don't think you'll have an issue and the insurance difference especially after first year of tailwheel time isn't a big enough difference in my opinion to drive the decision.