Moved From a CT210 to an RV9A
I flew a couple of different N models over the course of 20+ years, mostly around the Eastern half of the U.S. -weekly trips from Detroit to Clinton, Ia. were part of that mix. When I built my 9A, I was about #75 to fly, so my choice at the start was based on the prototype performance numbers that Vans was touting.
What really drew me to the aircraft was the wingspan, which I surmised would give me a relatively slow roll rate and hence a more stable instrument platform versus the other RVs. Like my 210, I mostly hand fly the aircraft rather than use the autopilot. I especially like to hand fly on instrument approaches (I know, I'm a dinosaur), and the 9's wing makes it a piece of cake. The difference? For a few knots trade off in speed, my fuel burn is less than half, insurance is 25%, and maintenance costs are WAY down.
As far as icing, my 210s were equipped for known ice, so there's no comparison. That said, I would tell you that even without de-ice gear, the 210 is much better suited to the task. , my normally aspirated 9 requires me to close the air box in any sort of moisture anywhere near the freezing point. This results in a need to lean and a corresponding reduction in power. More importantly, the wing on the 9 will not carry ice as well as the 210, and the Cessna's ability to carry nearly 1000 pounds of payload makes a little accumulation much less worrisome. Bottom line, I know of no attempts to put ice gear on an RV- even a heated prop, which would be more important than wing deice or anti ice.
All things considered, I don't expect i'll be moving back to a 210 anytime soon. Find a 9 in your area and bum a ride- I think you'll see why some of us really like this plane. Also, I'd probably want to take a look at the new RV14 as well.
If you can't get a ride locally, fly your 210 to KPTK, and I'll let you fly mine.
Terry, CFI
RV9A N323TP