---------------------------------------------------------- RVSouthEast-List Digest Archive --- Total Messages Posted Thu 01/27/11: 12 ---------------------------------------------------------- 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 _____________________________________ Time: 05:24:32 AM PST US Subject: RVSouthEast-List: Tailwheel Conversion / Training From: Greg Vouga 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 _____________________________________ Time: 08:21:41 AM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: Larry Bowen 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 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 _____________________________________ Time: 08:46:35 AM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: Bill Boyd 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 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 _____________________________________ Time: 08:58:51 AM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: Greg Vouga Thanks Larry. I'm looking forward to playing with my new toy! On Thu, Jan 27, 2011 at 11:19 AM, Larry Bowen wrote: > 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 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 _____________________________________ Time: 09:26:43 AM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: Greg Vouga 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 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 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 _____________________________________ Time: 10:24:19 AM PST US From: "Steve Crimm" Subject: RE: RVSouthEast-List: 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 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 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 st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List ttp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________ Message 7 _____________________________________ Time: 10:41:13 AM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: Greg Vouga 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 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 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 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 _____________________________________ Time: 03:06:34 PM PST US From: "Jack Phillips" 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 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 _____________________________________ Time: 05:20:13 PM PST US From: Robin Marks 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 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 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 * * * * ===========* ===========* ===========* ===========* * * ------------------------------ No virus found in this message. Checked by AVG - www.avg.com ________________________________ Message 10 ____________________________________ Time: 06:25:50 PM PST US From: "Bill Repucci" Subject: RE: RVSouthEast-List: 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 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 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 st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List ttp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________ Message 11 ____________________________________ Time: 06:55:57 PM PST US From: "Jack Phillips" Subject: RE: RVSouthEast-List: 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 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 = the many List utilities such as List Un/Subscription, matronics.com/Navigator?RVSouthEast-List">http://www.matronics.com/Navigator ?RVSouthEast-List ================ http://forums.matronics.com ================ -Matt Dralle, List Admin. ________________________________ Message 12 ____________________________________ Time: 08:53:03 PM PST US Subject: Re: RVSouthEast-List: Tailwheel Conversion / Training From: James Clark 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 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 > > * > > * > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rvsoutheast-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RVSouthEast-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rvsoutheast-list Browse Digests http://www.matronics.com/digest/rvsoutheast-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.