RV-9A N2PZ over 200 hours flying...
I read all these statements and can agree with most having completed my RV-9A slider last year. As for a trainer? My last flight was to take up a Lancair 235 builder to give him a taste of a high-performance, sensitive airplane. This guy is now in California getting transition training to fly his 235 when it is ready to go.
When he talked to his Lancair transition training instructor over the phone 2 weeks ago and told him of his flying only Cessna 152's and 172's, the instructor told him to get some stick time in an RV to get the feel of a sensitive airplane. Last Sunday, that was what he did in my RV-9A. He could not get over the climb rate with my CS prop and the 160 HP ECI O-320 up front. I took him up to 10,500 MSL to avoid the heat and keep the engine cool since it was 97 degrees F on the ground. He could not believe the wide flight envelope of the 9A as we cruised level at 10,500 on about 6 gallons per hour maintaining 160 MPH true air speed over Chattanooga and the surrounding area.
I shared with him my transition experience with Mike Seager flying the RV-6A N666RV and the speeds and approaches, etc. and how the RV-9(A) flies the approach at 10 MPH less than the RV-6,-7,-8 with their shorter wings.
As far as wanting to trade up? Not a chance! I flew to Oshkosh and back with a gross takeoff weight of 2000 pounds. I knew the airplane would take it since I had worked the weight and balance numbers with my friendly EAA counselor A&P, and the DAR who signed off the airplane last year. Other than the Cessna-style takeoffs at max gross weight, the RV-9A still delivered on the 160 MPH cruise speed at altitude and makes long cross-country trips a breeze to fly. Why do you think the Van's Aircraft staff pilots always fight to get the RV-9A or the RV-10 to fly to the shows? That Roncz airfoil that is used on the RV-9(A) and the RV-10 is what makes the airplane a joy to fly in the wallet and the cool air way up high.
My next trip is a day trip from Chattanooga, to Franfort, Kentucky, to Greenville, South Carolina, then home to Chattanooga -- all on the same day to see two different customers.
As for you guys building the RV-8, I can appreciate what you are doing. I am helping an RV-8 builder with his QB kit. We have aligned and drilled the gear leg mounts, but have the airplane still sitting on the saw horses until we finish wiring it. The last of the mechanical work on the fit of the canopy rails is going on now.
Jerry K. Thorne
RV-9A N2PZ
www.n2prise.org