Today's Message Index:
----------------------
1. 04:46 AM - Re: RV7A vs RV9A (Rafael)
2. 06:30 AM - Re: RV7A vs RV9A (Paul Watson)
Message 1
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Thank you very much for this and other replies to my inquiry.
Carl's statement, "just be very cognizant of Vne" raised my eyebrows a bit.
I looked for Vne numbers for the 7A and the 9A in Van's website, but could
not find them.
Does anyone have the Vne numbers on the 7A and 9A.
Best regards,
Rafael
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Carl Peters
Sent: Thursday, May 10, 2007 11:20 PM
Subject: Re: RV7-List: RV7A vs RV9A
Both will give you immense joy. Last year, I pondered the same Q's. Both
have the same fuselage, but empennage and especially the wings are
different.
That being said...
RV-9 pros - Perhaps a little more stable IFR platform. Better glide
ratio. Lands at lower trainer like speeds. Personally, I like the
aesthetics of the longer wing. Largest engine (O-320/150-160hp) is
ubiquitous on the used (and new) market.
RV-7 pros - Aerobatics of the "gentleman" type. This was my biggest
hurdle - do I potentially want to do some down the road?? I decided not,
but you always have the potential with the -7 (though I know folks who
have admitted doing rolls and even loops in the -9, but great care is
needed to avoid overloading the frame as with any utility category
craft). A little faster with a bigger engine, but also a little more
fuel burn for that increased speed (research I've done shows a slightly
throttled back RV-7/O-360/180hp flying the same speed as an
RV-9/O-320/160hp will have almost the exact fuel burn. This was also
corroborated by a Van's engineer to me. Dan Checkoway's wonderful
machine excepted : ) ). Bigger engine choices - though not really a big
deal. Quite a few RV-9's with O-360's - just be very cognizant of Vne.
Possible resale advantage with the RV-7 due to higher popularity and
aerobatic capability.
I chose the -9 for a cross-country platform and lack of interest in
aerobatics, and frankly I like its looks more with the higher stance on
the tri-gear and longer wing. Really try and get a ride in each, and
play with some aerobatics in the -7. If there is a chance you want to
yank and bank, your decision is made (though a demo ride in a -9 showed
it could be jerked around just fine short of defined aerobatics). As an
IFR platform, a good autopilot will help for the small decrease in
stability - many folks have used their -7's IFR/Xcountry successfully.
Carl
RV-9A wings
Message 2
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RV7 Vne is 230mph. Not sure about the9.
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Rafael
Sent: Friday, May 11, 2007 4:45 AM
Subject: RE: RV7-List: RV7A vs RV9A
Thank you very much for this and other replies to my inquiry.
Carl's statement, "just be very cognizant of Vne" raised my eyebrows a bit.
I looked for Vne numbers for the 7A and the 9A in Van's website, but could
not find them.
Does anyone have the Vne numbers on the 7A and 9A.
Best regards,
Rafael
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Carl Peters
Sent: Thursday, May 10, 2007 11:20 PM
Subject: Re: RV7-List: RV7A vs RV9A
Both will give you immense joy. Last year, I pondered the same Q's. Both
have the same fuselage, but empennage and especially the wings are
different.
That being said...
RV-9 pros - Perhaps a little more stable IFR platform. Better glide
ratio. Lands at lower trainer like speeds. Personally, I like the
aesthetics of the longer wing. Largest engine (O-320/150-160hp) is
ubiquitous on the used (and new) market.
RV-7 pros - Aerobatics of the "gentleman" type. This was my biggest
hurdle - do I potentially want to do some down the road?? I decided not,
but you always have the potential with the -7 (though I know folks who
have admitted doing rolls and even loops in the -9, but great care is
needed to avoid overloading the frame as with any utility category
craft). A little faster with a bigger engine, but also a little more
fuel burn for that increased speed (research I've done shows a slightly
throttled back RV-7/O-360/180hp flying the same speed as an
RV-9/O-320/160hp will have almost the exact fuel burn. This was also
corroborated by a Van's engineer to me. Dan Checkoway's wonderful
machine excepted : ) ). Bigger engine choices - though not really a big
deal. Quite a few RV-9's with O-360's - just be very cognizant of Vne.
Possible resale advantage with the RV-7 due to higher popularity and
aerobatic capability.
I chose the -9 for a cross-country platform and lack of interest in
aerobatics, and frankly I like its looks more with the higher stance on
the tri-gear and longer wing. Really try and get a ride in each, and
play with some aerobatics in the -7. If there is a chance you want to
yank and bank, your decision is made (though a demo ride in a -9 showed
it could be jerked around just fine short of defined aerobatics). As an
IFR platform, a good autopilot will help for the small decrease in
stability - many folks have used their -7's IFR/Xcountry successfully.
Carl
RV-9A wings
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