Today's Message Index:
----------------------
1. 05:24 AM - Tailwheel Conversion / Training (Greg Vouga)
2. 08:21 AM - Re: Tailwheel Conversion / Training (Larry Bowen)
3. 08:46 AM - Re: Tailwheel Conversion / Training (Bill Boyd)
4. 08:58 AM - Re: Tailwheel Conversion / Training (Greg Vouga)
5. 09:26 AM - Re: Tailwheel Conversion / Training (Greg Vouga)
6. 10:24 AM - Re: Tailwheel Conversion / Training (Steve Crimm)
7. 10:41 AM - Re: Tailwheel Conversion / Training (Greg Vouga)
8. 03:06 PM - Re: Tailwheel Conversion / Training (Jack Phillips)
9. 05:20 PM - Re: Tailwheel Conversion / Training (Robin Marks)
10. 06:25 PM - Re: Tailwheel Conversion / Training (Bill Repucci)
11. 06:55 PM - Re: Tailwheel Conversion / Training (Jack Phillips)
12. 08:53 PM - Re: Tailwheel Conversion / Training (James Clark)
Message 1
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| Subject: | Tailwheel Conversion / Training |
Hi All,
I just converted my RV-7A into a RV-7. I'm getting ready for my first flight
and would like to get a ride in a -6, -7, or -9 with someone just to make
sure there are no surprises.
I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
in a Citabria. I realize there are transition instructors around the
country, but I don't see any within reasonable driving distance from
Raleigh.
I'll be glad to pay for all gas/expenses/etc.
Thanks,
Greg
(919)609-2475
gvouga@gmail.com
Message 2
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| Subject: | Re: Tailwheel Conversion / Training |
I don't have a name for you, but congrats on the conversion!
--
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
> Hi All,
>
> I just converted my RV-7A into a RV-7. I'm getting ready for my first
> flight and would like to get a ride in a -6, -7, or -9 with someone just to
> make sure there are no surprises.
>
> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
> in a Citabria. I realize there are transition instructors around the
> country, but I don't see any within reasonable driving distance from
> Raleigh.
>
> I'll be glad to pay for all gas/expenses/etc.
>
> Thanks,
>
> Greg
> (919)609-2475
> gvouga@gmail.com
>
> *
>
> *
>
>
Message 3
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| Subject: | Re: Tailwheel Conversion / Training |
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
> Hi All,
>
> I just converted my RV-7A into a RV-7. I'm getting ready for my first
> flight and would like to get a ride in a -6, -7, or -9 with someone just to
> make sure there are no surprises.
>
> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
> in a Citabria. I realize there are transition instructors around the
> country, but I don't see any within reasonable driving distance from
> Raleigh.
>
> I'll be glad to pay for all gas/expenses/etc.
>
> Thanks,
>
> Greg
> (919)609-2475
> gvouga@gmail.com
>
> *
>
> *
>
>
Message 4
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| Subject: | Re: Tailwheel Conversion / Training |
Thanks Larry. I'm looking forward to playing with my new toy!
On Thu, Jan 27, 2011 at 11:19 AM, Larry Bowen <larry@bowenaero.com> wrote:
> I don't have a name for you, but congrats on the conversion!
>
> --
> Larry Bowen
> Larry@BowenAero.com
> http://BowenAero.com <http://bowenaero.com/>
>
>
> On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
>
>> Hi All,
>>
>> I just converted my RV-7A into a RV-7. I'm getting ready for my first
>> flight and would like to get a ride in a -6, -7, or -9 with someone just to
>> make sure there are no surprises.
>>
>> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is
>> all in a Citabria. I realize there are transition instructors around the
>> country, but I don't see any within reasonable driving distance from
>> Raleigh.
>>
>> I'll be glad to pay for all gas/expenses/etc.
>>
>> Thanks,
>>
>> Greg
>> (919)609-2475
>> gvouga@gmail.com
>>
>> *
>>
>> st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
>
> *
>
>
Message 5
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| Subject: | Re: Tailwheel Conversion / Training |
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one
handed, between other planes, while drinking a coke, all while making fun of
you shooting off in 3 directions at once while pushing the nosewheel will
really piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has dings
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was now
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
> I would love to know why you went to that trouble, Greg. Surely not for the
> 2 knot speed increase or small weight savings. Worry about nose wheel
> collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
> No desire to fly on stiff crosswind days anymore (LOL)?
>
> I have thought about this from time to time ( not a conversion, but a "why
> didn't I /would I next time" sort of thing.) I'd like to know what
> motivated you to undertake this. Especially instead of just being a repeat
> offender. Well, you already had a 7A, so you don't see this quite the way a
> 6A driver would.
>
> I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
> flying the rivets off that thing by comparison in the time you've had it
> together, I think.
>
> -Stormy
>
>
> On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
>
>> Hi All,
>>
>> I just converted my RV-7A into a RV-7. I'm getting ready for my first
>> flight and would like to get a ride in a -6, -7, or -9 with someone just to
>> make sure there are no surprises.
>>
>> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is
>> all in a Citabria. I realize there are transition instructors around the
>> country, but I don't see any within reasonable driving distance from
>> Raleigh.
>>
>> I'll be glad to pay for all gas/expenses/etc.
>>
>> Thanks,
>>
>> Greg
>> (919)609-2475
>> gvouga@gmail.com
>>
>> *
>>
>> st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> *
>
>
Message 6
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| Subject: | Tailwheel Conversion / Training |
Greg,
May I suggest Kent Gorton at Mallards Landing south of Atlanta. He does
transition training and has a RV-6.
His cell number is 314-368-6007. He fly's for ASA driving CRJ's and I have
worked with him a lot in the past for all things RV.
Steve
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one handed,
between other planes, while drinking a coke, all while making fun of you
shooting off in 3 directions at once while pushing the nosewheel will really
piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has dings
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was now
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
Hi All,
I just converted my RV-7A into a RV-7. I'm getting ready for my first flight
and would like to get a ride in a -6, -7, or -9 with someone just to make
sure there are no surprises.
I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
in a Citabria. I realize there are transition instructors around the
country, but I don't see any within reasonable driving distance from
Raleigh.
I'll be glad to pay for all gas/expenses/etc.
Thanks,
Greg
(919)609-2475
<mailto:gvouga@gmail.com> gvouga@gmail.com
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com <http://forums.matronics.com/>
_blank">http://www.matronics.com/contribution
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
Message 7
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| Subject: | Re: Tailwheel Conversion / Training |
Hi Steve,
Thanks for the suggestion. I am trying to stay a bit more local though.
Atlanta is about a 7hr drive for me.
I have a few leads already that are a bit closer. I'll keep Kent's number
in case they don't work out though.
Greg
On Thu, Jan 27, 2011 at 1:17 PM, Steve Crimm
<steve.crimm@stephenscott.com>wrote:
> Greg,
>
>
> May I suggest Kent Gorton at Mallards Landing south of Atlanta. He does
> transition training and has a RV-6.
>
>
> His cell number is 314-368-6007. He fly=92s for ASA driving CRJ=92s and
I have
> worked with him a lot in the past for all things RV.
>
>
> Steve
>
>
> *From:* owner-rvsoutheast-list-server@matronics.com [mailto:
> owner-rvsoutheast-list-server@matronics.com] *On Behalf Of *Greg Vouga
> *Sent:* Thursday, January 27, 2011 12:20 PM
>
> *To:* rvsoutheast-list@matronics.com
> *Subject:* Re: RVSouthEast-List: Tailwheel Conversion / Training
>
>
> There's really no good way to justify this. It basically boils down to "
it
> looks cool" and "I want it."
>
>
> I've originally went with the nose gear after weighing all the advantages
> and disadvantages. I didn't have any tailwheel time at the beginning,
> insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
> this before.
>
>
> I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
> The shimmy is a constant battle to control, but with a little effort it's
> not too big of a problem. I've never been too concerned with the nose ov
er
> problems. It seems like you would really need to screw the pooch on a
> landing to run into this. However, eliminating the nose wheel eliminates
> any possibility of nose wheel problems. The plane is almost bulletproof
in
> crosswinds.
>
>
> Watching your buddies push their plane backwards into a hangar, one
> handed, between other planes, while drinking a coke, all while making fun
of
> you shooting off in 3 directions at once while pushing the nosewheel will
> really piss you off. Wrestling the cowling around the nose gear is a pai
n.
> Washing the vertical stab in the A model needs a ladder, My rudder has di
ngs
> on both sides where the gust lock pulled free or I just forgot it. Did I
> mention the tailwheel looks cool?
>
>
> The straw(s) that broke the camels' back was when I checked my nose gear
a
> couple months ago and found that the bolt that holds the gear leg had
> wallowed out the hole slightly. It really wasn't bad and can easily be
> fixed with a taper pin. However, my buddy had a brand new -7 engine moun
t
> in his hangar that he wasn't using and was willing to trade me for my -7A
> mount. I was a couple weeks away from the paint shop and figured it was
now
> or never. So here I am.
>
>
> Do you know the weight actually went up by 3lbs? Not sure what happened
> here. I guess I have added a few small items to the plane since I weighe
d
> it the first time though. I still have the steps on the plane (for now)
> also.
>
>
> So there you have it. It looks cool and I want it.
>
>
> Greg
>
> On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
>
> I would love to know why you went to that trouble, Greg. Surely not for t
he
> 2 knot speed increase or small weight savings. Worry about nose wheel
> collapse on rough runways? Scared by a porpoising episode on landing (PI
O)?
> No desire to fly on stiff crosswind days anymore (LOL)?
>
>
> I have thought about this from time to time ( not a conversion, but a "wh
y
> didn't I /would I next time" sort of thing.) I'd like to know what
> motivated you to undertake this. Especially instead of just being a repe
at
> offender. Well, you already had a 7A, so you don't see this quite the wa
y a
> 6A driver would.
>
>
> I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
> flying the rivets off that thing by comparison in the time you've had it
> together, I think.
>
>
> -Stormy
>
>
> On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
>
> Hi All,
>
> I just converted my RV-7A into a RV-7. I'm getting ready for my first
> flight and would like to get a ride in a -6, -7, or -9 with someone just
to
> make sure there are no surprises.
>
> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is a
ll
> in a Citabria. I realize there are transition instructors around the
> country, but I don't see any within reasonable driving distance from
> Raleigh.
>
> I'll be glad to pay for all gas/expenses/etc.
>
> Thanks,
>
> Greg
> (919)609-2475
> gvouga@gmail.com
>
> * *
>
> * *
>
> *st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-Lis
t*
>
> *tp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
>
> * *
>
> * *
>
> *st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-Lis
t*
>
> *ttp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RVSouthEast-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
===========
===========
===========
===========
> *
>
>
Message 8
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| Subject: | Tailwheel Conversion / Training |
You're right, Greg. Taildraggers just look better. And can handle rougher
fields and higher crosswinds (compared to a tricycle with a free-castoring
nosewheel). The only regret I have about the RV-10 I'm building is that it
has a nosewheel. I've never owned an airplane with a nosewheel.
Jack Phillips
RV-4 N18LR
Pietenpol Air Camper NX899JP
RV-10 under construction
_____
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one handed,
between other planes, while drinking a coke, all while making fun of you
shooting off in 3 directions at once while pushing the nosewheel will really
piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has dings
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was now
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
Message 9
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| Subject: | Tailwheel Conversion / Training |
Ahhhh, I was with you till the higher crosswind comment. I think you have
that backwards, which is the same position some pilots end up after a groun
d
loop.
That being said it is difficult to choose a cool military paint scheme for
an 8A. Just can=92t pull off the P-51 look.
Robin
Semi-proud A model driver.
RV-4 Sold
RV-6A Sold
RV-10 206 Hours
RV-8A First Flight February 2011
Do Not Archive
*From:* owner-rvsoutheast-list-server@matronics.com [mailto:
owner-rvsoutheast-list-server@matronics.com] *On Behalf Of *Jack Phillips
*Sent:* Thursday, January 27, 2011 3:04 PM
*To:* rvsoutheast-list@matronics.com
*Subject:* RE: RVSouthEast-List: Tailwheel Conversion / Training
You=92re right, Greg. Taildraggers just look better. And can handle rough
er
fields and higher crosswinds (compared to a tricycle with a free-castoring
nosewheel). The only regret I have about the RV-10 I=92m building is that
it
has a nosewheel. I=92ve never owned an airplane with a nosewheel.
Jack Phillips
RV-4 N18LR
Pietenpol Air Camper NX899JP
RV-10 under construction
------------------------------
*From:* owner-rvsoutheast-list-server@matronics.com [mailto:
owner-rvsoutheast-list-server@matronics.com] *On Behalf Of *Greg Vouga
*Sent:* Thursday, January 27, 2011 12:20 PM
*To:* rvsoutheast-list@matronics.com
*Subject:* Re: RVSouthEast-List: Tailwheel Conversion / Training
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one
handed, between other planes, while drinking a coke, all while making fun o
f
you shooting off in 3 directions at once while pushing the nosewheel will
really piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has ding
s
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was no
w
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)
?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way
a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
* *
* *
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------------------------------
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Message 10
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| Subject: | Tailwheel Conversion / Training |
Greg,
3lbs isn't so bad. My RV-9 gained 78 lbs since its first flight and the
engine upgrade. 990 lbs w/ the O-290 up to 1068 w/ the O-360.
And you are right, we don't need no stink'n training wheel!
As for the crosswind thing, I would fair go guess the limits are the same,
regardless of where the little wheel is. It all has to do with pilot
technique.
Bill
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one handed,
between other planes, while drinking a coke, all while making fun of you
shooting off in 3 directions at once while pushing the nosewheel will really
piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has dings
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was now
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
Hi All,
I just converted my RV-7A into a RV-7. I'm getting ready for my first flight
and would like to get a ride in a -6, -7, or -9 with someone just to make
sure there are no surprises.
I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
in a Citabria. I realize there are transition instructors around the
country, but I don't see any within reasonable driving distance from
Raleigh.
I'll be glad to pay for all gas/expenses/etc.
Thanks,
Greg
(919)609-2475
<mailto:gvouga@gmail.com> gvouga@gmail.com
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com <http://forums.matronics.com/>
_blank">http://www.matronics.com/contribution
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
Message 11
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| Subject: | Tailwheel Conversion / Training |
Well, I must admit, I've never landed a tricycle with a free castoring
nosewheel in a crosswind, but I can't help but think that relying on the
brakes to keep the nose from weathervaning wouldn't work as well as a
tailwheel with tailwheel steering. I think I'd rather land my RV-4 in a bad
crosswind than any other plane I've ever flown, tailwheel or tricycle.
Jack
_____
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Robin
Marks
Sent: Thursday, January 27, 2011 8:15 PM
Subject: RE: RVSouthEast-List: Tailwheel Conversion / Training
Ahhhh, I was with you till the higher crosswind comment. I think you have
that backwards, which is the same position some pilots end up after a ground
loop.
That being said it is difficult to choose a cool military paint scheme for
an 8A. Just can't pull off the P-51 look.
Robin
Semi-proud A model driver.
RV-4 Sold
RV-6A Sold
RV-10 206 Hours
RV-8A First Flight February 2011
Do Not Archive
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Jack
Phillips
Sent: Thursday, January 27, 2011 3:04 PM
Subject: RE: RVSouthEast-List: Tailwheel Conversion / Training
You're right, Greg. Taildraggers just look better. And can handle rougher
fields and higher crosswinds (compared to a tricycle with a free-castoring
nosewheel). The only regret I have about the RV-10 I'm building is that it
has a nosewheel. I've never owned an airplane with a nosewheel.
Jack Phillips
RV-4 N18LR
Pietenpol Air Camper NX899JP
RV-10 under construction
_____
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training
There's really no good way to justify this. It basically boils down to "it
looks cool" and "I want it."
I've originally went with the nose gear after weighing all the advantages
and disadvantages. I didn't have any tailwheel time at the beginning,
insurance higher on T/W, groundloops, etc. Blah. Blah. We've all heard
this before.
I've got ~700hrs on it now in less than 3 years. The nosewheel is fine.
The shimmy is a constant battle to control, but with a little effort it's
not too big of a problem. I've never been too concerned with the nose over
problems. It seems like you would really need to screw the pooch on a
landing to run into this. However, eliminating the nose wheel eliminates
any possibility of nose wheel problems. The plane is almost bulletproof in
crosswinds.
Watching your buddies push their plane backwards into a hangar, one handed,
between other planes, while drinking a coke, all while making fun of you
shooting off in 3 directions at once while pushing the nosewheel will really
piss you off. Wrestling the cowling around the nose gear is a pain.
Washing the vertical stab in the A model needs a ladder, My rudder has dings
on both sides where the gust lock pulled free or I just forgot it. Did I
mention the tailwheel looks cool?
The straw(s) that broke the camels' back was when I checked my nose gear a
couple months ago and found that the bolt that holds the gear leg had
wallowed out the hole slightly. It really wasn't bad and can easily be
fixed with a taper pin. However, my buddy had a brand new -7 engine mount
in his hangar that he wasn't using and was willing to trade me for my -7A
mount. I was a couple weeks away from the paint shop and figured it was now
or never. So here I am.
Do you know the weight actually went up by 3lbs? Not sure what happened
here. I guess I have added a few small items to the plane since I weighed
it the first time though. I still have the steps on the plane (for now)
also.
So there you have it. It looks cool and I want it.
Greg
On Thu, Jan 27, 2011 at 11:44 AM, Bill Boyd <sportav8r@gmail.com> wrote:
I would love to know why you went to that trouble, Greg. Surely not for the
2 knot speed increase or small weight savings. Worry about nose wheel
collapse on rough runways? Scared by a porpoising episode on landing (PIO)?
No desire to fly on stiff crosswind days anymore (LOL)?
I have thought about this from time to time ( not a conversion, but a "why
didn't I /would I next time" sort of thing.) I'd like to know what
motivated you to undertake this. Especially instead of just being a repeat
offender. Well, you already had a 7A, so you don't see this quite the way a
6A driver would.
I'm pushing 800 hours (in 12.5 years!) - about 0.3h away. You have been
flying the rivets off that thing by comparison in the time you've had it
together, I think.
-Stormy
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Message 12
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| Subject: | Re: Tailwheel Conversion / Training |
Wish I could help Neon, but I am still DOWN. Had setbacks with panel work
but turning the corner now.
I see you have a lot of assistants.
I think you are going to love your "new" plane.
CB
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga@gmail.com> wrote:
> Hi All,
>
> I just converted my RV-7A into a RV-7. I'm getting ready for my first
> flight and would like to get a ride in a -6, -7, or -9 with someone just to
> make sure there are no surprises.
>
> I have ~700hrs in RV's, but it's all A model time. My tailwheel time is all
> in a Citabria. I realize there are transition instructors around the
> country, but I don't see any within reasonable driving distance from
> Raleigh.
>
> I'll be glad to pay for all gas/expenses/etc.
>
> Thanks,
>
> Greg
> (919)609-2475
> gvouga@gmail.com
>
> *
>
> *
>
>
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