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Tailwheel Conversion / Training

 
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gvouga(at)gmail.com
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PostPosted: Thu Jan 27, 2011 5:24 am    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)gmail.com (gvouga(at)gmail.com)
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Larry Bowen



Joined: 09 Jan 2006
Posts: 802
Location: NC, USA
PostPosted: Thu Jan 27, 2011 8:21 am    Post subject: Tailwheel Conversion / Training Reply with quote
I don't have a name for you, but congrats on the conversion!--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com


On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga(at)gmail.com (gvouga(at)gmail.com)> wrote:
[quote] 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(at)gmail.com (gvouga(at)gmail.com)
Quote:


st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution

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RV-8 SOLD,
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PostPosted: Thu Jan 27, 2011 8:46 am    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)gmail.com (gvouga(at)gmail.com)> wrote:
[quote] 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(at)gmail.com (gvouga(at)gmail.com)
Quote:


st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution

[b]

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gvouga(at)gmail.com
Guest
PostPosted: Thu Jan 27, 2011 8:58 am    Post subject: Tailwheel Conversion / Training Reply with quote
Thanks Larry.  I'm looking forward to playing with my new toy!

On Thu, Jan 27, 2011 at 11:19 AM, Larry Bowen <larry(at)bowenaero.com (larry(at)bowenaero.com)> wrote:
[quote]I don't have a name for you, but congrats on the conversion! --
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On Thu, Jan 27, 2011 at 8:20 AM, Greg Vouga <gvouga(at)gmail.com (gvouga(at)gmail.com)> wrote:

Quote:
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(at)gmail.com (gvouga(at)gmail.com)

Quote:


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

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gvouga(at)gmail.com
Guest
PostPosted: Thu Jan 27, 2011 9:26 am    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)gmail.com (sportav8r(at)gmail.com)> wrote:
[quote]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(at)gmail.com (gvouga(at)gmail.com)> wrote:
Quote:
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(at)gmail.com (gvouga(at)gmail.com)
Quote:


st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution





Quote:


st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution



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scrimm



Joined: 09 Jan 2006
Posts: 81
Location: Gilbert, SC SC99
PostPosted: Thu Jan 27, 2011 10:24 am    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)matronics.com [mailto:owner-rvsoutheast-list-server(at)matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com
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(at)gmail.com (sportav8r(at)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(at)gmail.com (gvouga(at)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(at)gmail.com (gvouga(at)gmail.com)
Quote:
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution



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PostPosted: Thu Jan 27, 2011 10:41 am    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)stephenscott.com (steve.crimm(at)stephenscott.com)> wrote:
[quote]
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)

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(at)gmail.com (sportav8r(at)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(at)gmail.com (gvouga(at)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(at)gmail.com (gvouga(at)gmail.com)
Quote:

  st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution 


 



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PostPosted: Thu Jan 27, 2011 3:06 pm    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)matronics.com [mailto:owner-rvsoutheast-list-server(at)matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)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 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(at)gmail.com (sportav8r(at)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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PostPosted: Thu Jan 27, 2011 5:20 pm    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Jack Phillips
Sent: Thursday, January 27, 2011 3:04 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)
Subject: RE: 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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)
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(at)gmail.com (sportav8r(at)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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PostPosted: Thu Jan 27, 2011 6:25 pm    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)matronics.com [mailto:owner-rvsoutheast-list-server(at)matronics.com] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com
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(at)gmail.com (sportav8r(at)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(at)gmail.com (gvouga(at)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(at)gmail.com (gvouga(at)gmail.com)
Quote:
st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution



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pietflyr(at)bellsouth.net
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PostPosted: Thu Jan 27, 2011 6:55 pm    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)matronics.com [mailto:owner-rvsoutheast-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Thursday, January 27, 2011 8:15 PM
To: rvsoutheast-list(at)matronics.com
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Jack Phillips
Sent: Thursday, January 27, 2011 3:04 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)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 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(at)gmail.com (sportav8r(at)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




Quote:

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PostPosted: Thu Jan 27, 2011 8:53 pm    Post subject: Tailwheel Conversion / Training Reply with quote
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(at)gmail.com (gvouga(at)gmail.com)> wrote:
[quote] 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(at)gmail.com (gvouga(at)gmail.com)
Quote:


st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution

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gvouga(at)gmail.com
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PostPosted: Fri Jan 28, 2011 4:43 am    Post subject: Tailwheel Conversion / Training Reply with quote
Yep, Speedy, Bones, and Smokey have got me covered I think.  I'm really looking forward to it.
 
Glad to hear your moving forward on the panel.  I can't wait to see the new setup.
 
Neon
On Thu, Jan 27, 2011 at 11:50 PM, James Clark <jclarkmail(at)gmail.com (jclarkmail(at)gmail.com)> wrote:
[quote]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(at)gmail.com (gvouga(at)gmail.com)> wrote:

Quote:
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(at)gmail.com (gvouga(at)gmail.com)

Quote:

st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution



Quote:


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ttp://forums.matronics.com
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PostPosted: Fri Jan 28, 2011 4:48 am    Post subject: Tailwheel Conversion / Training Reply with quote
Jack,
 
The nosewheel in the crosswind is really very stable.  The only time the castoring nosewheel is an issue due to wind is when you are at very low taxi speeds.  At that point it takes a little upwind braking to keep it straight.  Anything faster than a walk is not an issue at all though.  The rudder is extremely effective.   
 
I can't imagine anything easier than the nosewheel in a crosswind landing or takeoff.  I have flown my plane with very severe (25+) crosswinds without issue.  I think you'll find that the -10 will be very similar. 
 
I'll let you know how the tailwheel compares to my experiences in the nosewheel in a couple months after I put some hours on it. 
 
Greg

 
On Thu, Jan 27, 2011 at 9:53 PM, Jack Phillips <pietflyr(at)bellsouth.net (pietflyr(at)bellsouth.net)> wrote:
[quote]
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Robin Marks
Sent: Thursday, January 27, 2011 8:15 PM

To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)
Subject: RE: 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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Jack Phillips
Sent: Thursday, January 27, 2011 3:04 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)matronics.com)
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(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com) [mailto:owner-rvsoutheast-list-server(at)matronics.com (owner-rvsoutheast-list-server(at)matronics.com)] On Behalf Of Greg Vouga
Sent: Thursday, January 27, 2011 12:20 PM
To: rvsoutheast-list(at)matronics.com (rvsoutheast-list(at)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 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(at)gmail.com (sportav8r(at)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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Larry Bowen



Joined: 09 Jan 2006
Posts: 802
Location: NC, USA
PostPosted: Fri Jan 28, 2011 5:25 am    Post subject: Tailwheel Conversion / Training Reply with quote
What's going on with your panel? Total redo? This is in PJ?
I should be starting mine relatively soon. On Jan 27, 2011 11:53 PM, "James Clark" <jclarkmail(at)gmail.com (jclarkmail(at)gmail.com)> wrote:> Wish I could help Neon, but I am still DOWN. Had setbacks with panel work
> but turning the corner now.
Quote:

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(at)gmail.com (gvouga(at)gmail.com)> wrote:
>

Quote:
> 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.
>>

Quote:
> 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.

Quote:
>
> I'll be glad to pay for all gas/expenses/etc.
>
> Thanks,
>
> Greg
> (919)609-2475
> gvouga(at)gmail.com (gvouga(at)gmail.com)
>>

Quote:
> *
>
> *

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jason(at)ellingson.com
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PostPosted: Fri Jan 28, 2011 6:17 am    Post subject: Tailwheel Conversion / Training Reply with quote
I'm building an 8A and will be using the Texan II paint scheme.  If you contact Mark Navratil of Cedar Rapids, Iowa, he'll email you the complete specs.  I plan to match it exactly so someday we'll do a formation flight.  Check here for a picture of his 8A: http://picasaweb.google.com/lh/photo/T5TNAxEOPR5Q7Z6vTs9OXA

[url=http://picasaweb.google.com/lh/photo/T5TNAxEOPR5Q7Z6vTs9OXA][/url]- Jason

On Thu, Jan 27, 2011 at 8:14 PM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:
[quote]
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
 
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