RV6 and RV7 - differences?

[Guest basscheffers]

Not recreational, but I am considering joining a new RV syndicate. Going a little faster as well as upside down has quite an appeal to me. Not to mention the challenge of NVFR and IFR in future. Especially after flying an RV7 a while back. However, most RVs on the market are 6s. Some really nice ones.

 

So: what are the practical differences between the RV6 and 7? Obviously, the 7 has a bit more useful load and a bit more fuel. There is a the different wing design, but that's not a practical difference.

 

The main thing I wonder about is the cockpit design and size. Obviously, the RV7 isn't quite a wide as the SportStar, but I can live with that; I wasn't uncomfortable. Is the 6 cockpit any different, or smaller than the 7? (Not according to the numbers on the website, but numbers don't mean much is my experience.)

 

I welcome any feedback!

 

 

[rgmwa]

The main thing I wonder about is the cockpit design and size. Obviously, the RV7 isn't quite a wide as the SportStar, but I can live with that; I wasn't uncomfortable. Is the 6 cockpit any different, or smaller than the 7? (Not according to the numbers on the website, but numbers don't mean much is my experience.)

I understand the cockpits are very similar, but the 7 has more headroom and possibly better visibility. The canopy clearance on the 6 is fairly tight for many people. However, I haven't sat in either so take that for what it's worth. Ask the VAF forum. They're a friendly crowd and will be happy to answer any questions you've got.

 

http://www.vansairforce.net/

 

rgmwa

 

 

[Yenn]

The only way you will get an RV6, is to buy one already built or a started kit. Vans have discontinued the 6, except if you have already bought an empennage kit, they will supply the rest of it. The 6 is a great plane, but I have no experience with the 7.

 

 

[Guest basscheffers]

The only way you will get an RV6, is to buy one already built or a started kit.

We are definitely looking to buy a completed aircraft. NVFR minimum, IFR a plus.

Not too fussed about taildragger or not.

 

 

[Yenn]

RV6 and RV7 are both taildraggers. Vans puts an A after the 6 or 7 to designate that it is a nosewheel job.

 

 

[winsor68]

Here are the POH's as posted on the Vansairforce site...

 

This could help.

 

RV POH

 

A glimpse into the reason for the RV grin...

 

 

[Spriteah]

Done get a RV 6 into a spin.

 

Rudder too small and many sore bums after the event. Some have changed the rear fin to a 7.

 

PS. I have heard many have flipped the 7A on landing. So do research but maybe the tail dragger better.

 

I can put you on to a 7 pilot that has built a few if you like. PM me for number.

 

Jim

 

 

[poteroo]

Had an early -6 with a small fin/rudder, started in 1995 but completed 2001. Later -6 models - after about 1999, (I think), had the larger -7 fin/rudder set-up.

 

Have flown a few -7's, and they are definitely more comfy than the -6's. Nothing between in the speeds.

 

The A versions of the RV all have a quite delicate nosewheel structure which can, and will, break if you overuse it. The preferred technique is to use plenty of back stick and a trickle of power, and keep the nosewheel well off. With some practice they can be taxiid with the nosewheel off.....most of the time!!

 

I've flown every RV model except a -3.... and my preference is for the -9A, but with more HP than VANS recommends. Yes - I've read all the reasons why you can break them by exceeding design limits at altitude.....but you get to be careful by my age. I find it has a softer ride than the short winged models, is better at altitude, and with it's larger flaps - it is a safer short fielder. Sure - it's non aeros, but if you want to do anything other than a few limited manoeuvres - get a real aeros aircraft.

 

happy days,

 

 

[Yenn]

The reason the taildraggers have safer landings than nose wheel types, may be more to do with pilot inputs than aircraft configuration.

 

 

[RetiredRacer]

The reason the taildraggers have safer landings than nose wheel types, may be more to do with pilot inputs than aircraft configuration.

Exactly Yenn, I'm building a RV9a (hope to have it flying by Christmas), and I can assure you I've done a load of reserch on the RV nose wheel ("A" model).

 

Most GA a/c are heavy and built like tanks compared to Rec a/c. So we (RAA) have been taught or learnt to respect the front gear on our lighter a/c.

 

Rv's are built light (for GA), so treat the RV "A" models the same as you would any RA front gear, and I don't believe you would ever have any trouble with the front leg.