RV-9 to RV-9A conversion...
Just to set things straight, the first conversion on an RV-9 was going the other way. Van's prototype RV-9 was made into an RV-9A.
As for my choice to build an RV-9A, I like the visibility during ground operations for sure. There is also no concern about ground loops. But the biggest deal is the ability to maintain the CG in the safe range with a heavy load. I was able to show weight & balance to the DAR that my RV-9A could be loaded to 2000 pounds with the CG range within limits. I flew to Oshkosh this year at that gross weight.
I also remember a world traveler talking about flying his RV-6A to Europe from Texas. He got the airplane loaded for the trip and started to get in by putting his foot on the step - - then the tail hit the ground on the ramp. He reloaded his airplane to correct the CG, then departed for his trip.
A group of RV's from the Huntsville, Alabama area took a trip out west a few years ago and one of the tail-dragger pilots reported an aft CG concern with handling during the flight. Let's face it, you overload a tail-dragger, the tail has no place to go to warn you before the wheels leave the ground.
http://home.hiwaay.net/~sbuc/tvrvbg/west_trip.html
Are you wondering why I would want to have a 2,000-pound gross weight on my RV-9A? I have a Hartzell constant-speed prop up front, plus some extra weight for a stereo system, ILS, etc. It all adds up to an empty weight of 1,184 pounds. That's about 100 pounds over what Van's considers typical. With my 230 pounds in the left seat, full fuel, and another big guy like me in there, that leaves about 100 pounds of baggage to get the gross weight closing in on 2,000 pounds. I also placarded a second set of V-speeds for max gross weight operations and they are also published in the aircraft manual.
And of course, the canopy is a slider with the Meske tip-up baggage access modification. How else could I load that thing so full for Oshkosh camping?!
So, for you tail-dragger enthusiasts - - GO FOR IT! As for me, I am an older, conservative, non-aerobatic pilot, and like the lower insurance premiums that come with my nose wheel. It was just one more reason I chose the RV-9A.
Jerry K. Thorne
East Ridge, TN
RV-9A N2PZ "Enterprise"
Hobbs = 210.2 hours since June 2005
www.n2prise.org