Well, now, kids, that last thread spiraled out of control in a pretty dismal way. Let's try to keep this one on topic, shall we?
Now that I'm seriously considering purchasing an RV-8A, I would love to hear from those with actual RV time. How do they fly? What are the known issues? What should we look for in a pre-buy?
Anyone got real numbers on speed, rate of climb, and range?
I've got 850 hours in the -6. The numbers for my airplane and virtually all RV's are very close to Van's estimates, which are listed on their webpage. The big performance variable is the prop - even moreso than the engine choice. I have a fixed pitch wood prop optimized for cruise. That means that loaded to the gills in 95F weather and 90% humidity, the airplane needs 1,000' of runway and climbs at 800 FPM because the engine is only turning 2400 rpm. A constant speed prop changes that equation dramatically, but adds weight, expense, and complexity. The fixed pitch prop is a good compromise for me, but others prefer the CS.
Handling? Much more responsive than a Cessna or Piper. An A/P is nice for serious cross country work. Loaded towards the aft end of the CG range, the handling changes. Familiarize yourself with this before you get to Fisk. Low and slow isn't the place for exploring that portion of the envelope. It isn't scary or dangerous, but it is different.
The tailwheel version is a pussycat.
The nosewheel version is easier except there have been too many nosegear failures, IMO. The key is to hold the nosegear off the ground as long as possible on landing, to lift it off as soon as possible on takeoff, and to use the elevator to keep as much weight off the nose as possible. Oh, and avoid bumpy fields. There are thousands of posts in the RV forums about these issues. There are even some aftermarket solutions for the problem. I haven't seen any first-hand, but they are probably worth a look.
By the way, friends with RV-8's have opined that the 200 hp engine with a C/S prop is too nose heavy, which may exacerbate the nosegear problems. The 180hp engine is lighter and a better choice, even with the C/S prop.
If you get interested in one, find an RV expert who isn't affiliated with the airplane and don't hesitate to pay for a serious pre-purchase inspection. These are simple airplanes and easy to build, but they are not idiot proof. You want all fairings removed, including the seat pans and empennage fairing so you can see all of the control systems and all of the major structural joints. You also want a thorough inspection of the engine and system installation. It is easy for a creative builder to "improve" something to the point where it is a problem. One recent story in the RV world was a guy who tied both of his electronic ignitions to a single breaker. When the breaker went bad, he lost both ignition systems. A careful inspection by a tech counselor, IA, A&P, DAR, or whoever should have nipped that one in the bud.
I haven't personally seen any workmanship horror stories with RV's, but I have seen hidden butcher jobs in other makes. People with $ signs in their eyes have been known to sell airplanes with some pretty bad problems.
Love the RV-8, but my favorite's still the -6 for the side by side seating.
