So the early -7 tail(which was 13 inches larger than the old -6 tail, we measured Saturday), doesn't really offer any spin improvements over the old tail?
I understand the fuselage and wings are different. When I am talking about spin characteristics I mean strictly in relation to the different tail versions on the rv-6. I saw a -6 this past weekend that had one of the early style -7 tails on it and I was wondering what the difference was between that tail and the later production -6 tails. I've heard the later -6 tails were .16, but I haven't asked Vans.
I understand the fuselage and wings are different. When I am talking about spin characteristics I mean strictly in relation to the different tail versions on the rv-6. I saw a -6 this past weekend that had one of the early style -7 tails on it and I was wondering what the difference was between that tail and the later production -6 tails. I've heard the later -6 tails were .16, but I haven't asked Vans.
Can someone tell me the difference(if any), between the late model rv-6 tail that came prepunched as compared to the earlier model -7 tails before they were changed over to the -9 tail.
- I
Is it possible to retrofit a -6 with the older/smaller vertical fin to a later/larger fin or are there major structural changes that need to take place ?
I am looking into purchasing a half finished -6 kit (haven't found one yet) and only after reading this discussion did I realize that there are different size fins out there. If I'm going to be building/finishing a kit, I may as well put a larger fin on there. And I assume Van's would sell me just the required parts ?
Is it possible to retrofit a -6 with the older/smaller vertical fin to a later/larger fin or are there major structural changes that need to take place ?
I am looking into purchasing a half finished -6 kit (haven't found one yet) and only after reading this discussion did I realize that there are different size fins out there. If I'm going to be building/finishing a kit, I may as well put a larger fin on there. And I assume Van's would sell me just the required parts ?
Thanks,
Darren
My opinion is that you should go for the larger -7 vertical fin and rudder. I know of two accidents that occurred on the taildragger RV-6 because the pilot ran out of directional control on the ground, in a crosswind. I know one of the pilots very well. He flew the airplane a lot, and he knew the airfield and its wind conditions very well. He was almost down to taxi speed when a gust hit the airplane, and despite full rudder, it departed the runway surface and turned turtle in the grass. He is a tall guy and when his head dented the tip-up rollover tube, he broke the second vertebra in his neck. He was lucky, and we are grateful that he recovered to repair and fly the airplane, using the -7 fin and rudder. Think about it. A tailwheel airplane is directionally unstable on the ground. The same airplane is directionally stable in the air. When you are rolling out after landing, the airplane becomes less and less directionally stable. As speed decreases, you want to keep all the aerodynamic stability you can until it's gone. The larger -7 fin and rudder will you provide with a little more for a little longer. Someday, it might make a difference.
I used that expression on an age challenged person just last week. Nothing but a blank stare....Send your $.02 to BR-549 please!...
One benefit to the larger tail is that the dog wagging tail is pretty much dampened out in flight with the larger tail, whereas the old small tails are well known for their tail wagging in bumpy air.
Anyway, my 2 cents as usual.
Cheers,
Stein
Hey Stein,
That's the info I've been looking for. Thanks. Great pict. And from what others have said, it's not too tough to fit the -7 tail on the -6. Any problems to look out for when doing the switch ?
Darren
As far as the wagging, I consider that part of the character of the classic 6 tail. I just completed a 3 1/2 hour leg in rough air and it would occasionally wag, but it is not like it continually wags back and forth.
So, maybe not worth a $2500 add-on to get rid of it? http://www.trutrakflightsystems.com/instruments_yaw_damper.htmIf you really look for it, in turbulence, you can see the wing tip rocking back and forth slightly. But since you are sitting directly on the center of the pivot, it's not noticeable.
So, maybe not worth a $2500 add-on to get rid of it? http://www.trutrakflightsystems.com/instruments_yaw_damper.htm
--Paul
tiny-tail RV-6
One thing you'll find is that if you fly the old tail any time at all, you quickly and completely forget about the tail wag and don't notice it. But...if you give a ride to someone who hasn't spent much time in the wagging RV, they notice it right away in the bumps.
Saw jsharkey's comments many days back about the -7 tail question and have my experience that 'might' be of interest. I'm awaiting my finishing kit for -6A QB (vintage 1997) - 2nd owner. The first owner did some work on rudder, seat floors, and rt seat back. I replaced two out of three - he threw out the rudder. He then stored the kit until early 2006, when I rescued it from the back of his hanger.
Anyway, since I needed a replacement rudder I contacted Vans support and was told that it would require a line by line order of every major and minor part of the rudder. However, they answered my question about getting a -7 rudder or VS/Rudder instead. The answer was NO, not the right substitution - but I 'could' order the -8 VS/Rudder as a single line item. This was the answer I needed, CAD and pre-punched. Think it was $570.
It was a taller unit, with the counter-balanced rudder, and more surface area. (pics on request)
Ran into a fellow from Florida at CopperState 2007(?) who had a similar VS and he claimed it was part of the original kit, one of the later kits (2000 or 2001?).
Vans support said there were 'some' -7 VS/Rudders included in the emp kits for late -6's but Vans offered to provide everyone of them with -8 VS/Rudders (like mine), at no charge. Voluntarily swap, some did, some didn't.
When I questioned the logic of this, and benefits of the -8 (better spin recovery?) Vans support denied there were any problems with that but decided to go with the -8 units for the late -6 empennage kits.
BTW, my -6 QB (originally purchased as fuselage, wings, empennage and picked up at the factory) included factory built control surfaces (ailerons, flaps, elevators) except for the rudder and trim tab. I've heard that was done only during the early -6 QB's. This was a definite time saver to me by buying that kit. I think it was a great deal.
Pics if you desire -
Appreciate all the comments in this thread. Getting IO-360, FP.
PS: New to VAF (today) - hope to be a regular (lurker).
Glad to share my inexperience, don't let it misinform you.