By Garth Calitz

You've been renting a Cessna 172 or Piper Cherokee for some time. Renting and flying is both inconvenient and costly, and the rental aircraft are slow and lack excitement. An RV seems like the perfect solution... but which model?

Rather than asking "which airplane," consider asking "what specific functions do I need an airplane to perform?" Numerous factors influence this decision, including personality, life stage, family, and budget—these elements form part of the mission statement. The more clearly the mission is defined, the simpler and more effective the airplane selection will be. Defining the mission necessitates making decisions rather than avoiding them. It demands (sometimes difficult) introspection and honesty. An airplane is unaware of dreams; it merely performs its capabilities.

RV7

The builder must ensure that the airplane's capabilities align with their intended purpose.

So, let’s look at a typical “decision-tree.”

First question: do you need four seats?

Seriously? Keep in mind that the question is about "need," not "want" or "would it be somewhat nice." If you have a family or frequently travel with another couple, the answer might indeed be yes. In that case, there's only one option in the RV world – you'll be considering an RV-10.

RV10

However, if the truthful response is no, and upon reflecting on the past few years, you recognize that it's uncommon to have anyone in the back seats of the Cessna, then two seats would suffice for most of your flights. This suggests that investing additional money and time in constructing the RV-10 might not be worthwhile, but it does present several alternatives: the RV-4, RV-7 or 7A, RV-8 or 8A, RV-9 or 9A, RV-12, and RV-14 or 14A.

RV4

RV7

RV8

Do you want side-by-side or tandem seating?

Sitting on the centerline is undeniably a cool experience. You have visibility on both sides of the airplane, and the seating, along with the large bubble canopy, makes it difficult for Focke-Wulfs to approach unnoticed. However, the tandem design does not provide an equal experience for both occupants. The RV-4 and RV-8 are primarily designed for a pilot and a passenger. The person in the back is considered the passenger. They have basic controls but lack forward visibility, cannot access the instrument panel, and must sit with their legs around the pilot. The total baggage space is similar to that of side-by-side airplanes, but it is divided into two smaller compartments, making it impossible to fit larger items like folding bikes or golf bags.

RV4

RV8

The RV-7, RV-9, RV-12, and RV-14 models, with their side-by-side seating arrangement, feature spacious baggage compartments across the fuselage. Both occupants enjoy an identical forward view and have equal access to the controls and panel. It's advisable to discuss with your partner, as their perspective might be crucial in making this choice.

RV12

RV14A

The next question – do you intend to fly aerobatics?

This question often demands some introspection. While many of us aspire to soar like Nigel Hopkins or Neville Ferreira, it's a crucial query. Keep in mind that sincere responses are essential. If your genuine interest lies in sport aerobatics, and one of your goals for owning an airplane is the ability to maneuver freely in three dimensions, then the RV-3, RV-4, RV-7, RV-8, and RV-14 are suitable choices for this purpose.

RV8's

RV7

RV14

The RV-9/9A, RV-10 and RV-12 are not aerobatic aircraft

If aerobatics aren't your preference, but your mission involves economical long-distance cross-country flying, you can benefit from the longer, high-aspect ratio wings of the RV-9/9A and RV-10. While any RV model can handle long trips, these aircraft are especially well-suited for the task. They are quite fast even with moderate power, and they perform efficiently at altitudes where true airspeeds are high and fuel consumption is low. Their more "relaxed" handling characteristics allow for fatigue-free hand flying, even on lengthy journeys.

RV10

If you're more inclined towards local fair-weather weekend flying with the occasional longer journey, any RV aircraft would suit this style. However, the RV-12 is particularly practical. Its Rotax engine consumes 18 litres or less per hour and is more compatible with mogas than avgas. The wings are easily detachable, allowing the aircraft to be stored in a suburban garage if necessary (though ideally, it won't be stored). Additionally, the RV-12 is the only RV model that can be operated by a Light Sport Pilot holding a National Pilots Licence.

RV12

After identifying the ideal airplane for your specific needs, you can apply the same method to decide between different configurations (many two-seat models can be constructed with either a tailwheel or a nose wheel) and equipment (the most costly propeller may not be necessary). The objective remains consistent: an airplane that fulfills your intended purpose.

While RVs are capable of many tasks, they can't accomplish everything. For activities like soaring through the upper atmosphere at jet speeds, engaging in advanced aerobatics, or transporting large game from secluded areas, you'll require a different vehicle.

However, over the past forty years, and for thousands of pilots, various RV models have consistently been the optimal solution to the question.

“What do I want an airplane to do?”

DEFINE THE MISSION / DEFINE THE MODEL:

RV kits come with all the necessary components to construct a full airframe. However, the builder is responsible for supplying the engine, propeller, instruments, avionics, and upholstery. Every RV kit has been assessed by the FAA and deemed suitable for licensing under the Non Type Registered Category (Home Built). This indicates that the fabrication work done on the kit parts is less than 50% of the total needed to finish the aircraft, leaving at least 51% of the work for the kit builder to complete.

There are two types of kits available: the Standard and the QuickBuild.

All RVs, regardless of whether they are constructed from a Standard Kit or a QuickBuild Kit, use identical parts. The distinction lies in how much pre-assembly has been done when the builder receives them. The Standard Kit is ideal for builders who relish the building process and are on a tight budget. By utilizing various time-saving options, they can adjust the time and cost balance to fit their situation. If the builder has a larger budget and desires to fly sooner, the QuickBuild Kit offers excellent value.

Standard Kits

The Standard kit offers much more than a simple "materials package." By the time it is shipped, all tasks that require specialized mechanical equipment, which a homebuilder might not have, are already completed. Any necessary shearing, bending, rolling, pressing, hydro-forming, heat treating, or welding to prepare the parts for use has been handled at the factory. The builder’s role is to assemble the parts, not to fabricate them.

Vans do not handle the small trimming and adjusting tasks that the average homebuilder can perform just as well in their own workshop. This approach helps keep their labor costs low and the kit prices reasonable. Due to the large volume of materials Vans purchase and the efficient operation of their shop, the kit prices are not significantly higher than what an individual would pay for the raw materials. This spares the builder from needing to buy expensive tools and create form blocks that would only be used once, as well as from the tedious and often frustrating task of purchasing materials and parts piecemeal and the waste of buying larger quantities than necessary.

While RV kits are comprehensive and highly successful, we are constantly enhancing them. For instance, pre-drilled spars for the RV-4 and RV-6 have become standard over the years (with fully assembled spars available as an option). Components like bellcranks, empennage hinges, and various small parts that builders once made themselves are now provided ready for installation. Wing and floor ribs come with all lightening holes completed. Additionally, many steel components are now powder-coated at the factory, saving builders from the laborious process of preparing, priming, and painting them.

However, the most significant advancement, which some may describe as revolutionary, in Standard Kits is the introduction of "matched-hole" components. Thanks to advancements in tools and techniques, components are now provided with all the fastener holes pre-punched. These holes are so precisely punched that assembly jigs are no longer necessary. If the holes align, the component is guaranteed to be straight!

The RV-7/7A, RV-8/8A, and RV-9A Standard Kits feature completely matched-hole construction. However, because the matched-hole concept cannot be retrofitted to kits designed prior to the acquisition of the necessary tools and techniques, the RV-3 and RV-4 rely on pre-punched wing skins that serve as templates for drilling the underlying ribs and spars.

Sub-Kits

RV aircraft are offered in four sub-kits: Empennage, Wing, Fuselage, and Finishing. There is no additional cost for purchasing them incrementally, and sub-kits can be ordered in any combination. Most kits are purchased incrementally (South African buyers might benefit from ordering the entire kit at once to save on shipping, importing costs, and due to the fluctuating Rand). The benefits of spreading out expenses and avoiding the need for storage space generally outweigh the drawbacks of needing to plan in advance.

The sub-kits are designed to be assembled in the order specified. While the sequence can be adjusted slightly, the wings must be constructed before the fuselage due to the way the components connect. Each part of the kit is also available for purchase individually.

Empennage Kit

All skins are pre-cut, bent, and rolled. The RV-7/7A, RV-8/8A, and RV-9A skins come pre-punched for all rivet holes. All spars are formed and essentially ready for installation. The rivet holes for the skins and ribs in the RV-7/7A, RV-8/8A, and RV-9A kits are pre-punched, allowing you to cleco entire assemblies together without needing a drill! All ribs are press-formed. The RV-7/7A, RV-8/8A, and RV-9A are matched punched to fit the skins and spars. Spar reinforcement strips are milled to the correct size and taper, with the RV-7/7A, RV-8/8A, and RV-9A strips pre-punched to align with the spars.

Hinge brackets, control horns, and other steel parts are provided ready for installation. Pre-molded fiberglass tips for all surfaces are included.

All necessary nuts, bolts, rivets, washers, bearings, and other components are included.

Wing Kit

Complete, gold anodized main spars are standard on the RV-3, RV-7/7A, RV-8/8A and RV-9A. A gold anodized fuselage centre section bulkhead, precision matched to the main spars, is standard on those kits as well. RV-4 and RV-6 spars are a pre-drilled kit and require assembly, but complete anodized spars are available as an option.

All wing and control surface ribs are hydroformed into shape and feature lightening holes (except for the RV-3). In the RV-7/7A, RV-8/8A, and RV-9A kits, the ribs are pre-punched to align with holes in the skins and spars.

Wing skins are cut to size, and the leading edge and fuel tank skins are pre-bent. With the exception of the RV-3, all kits come with pre-punched wing skins. Aluminum tube, steel tube, and aircraft hardware are supplied for control pushrods, the pitot tube, and fuel lines.

The aileron bellcranks, fuel tank access covers, and similar components are stamped into shape and require only minor finishing before installation (excluding RV-3).

Aileron mounting brackets made of aluminum and steel are pre-formed, riveted, and ready for installation. This includes all necessary nuts, platenuts, washers, bolts, screws, rivets, pop-rivets, and tube fittings.

Wingtips are made of molded fiberglass.

Fuselage Kit

All skins are precisely sheared and shaped. The fuselage skins for the RV-7/7A, RV-8/8A, and RV-9A models come pre-punched.

All fuselage bulkheads and ribs are press-formed.

Extruded angles are used for longerons and stiffeners, while formed aluminum angles are used for skin stiffeners.

All aluminum panels and channels that are pre-cut and bent are utilized in the cockpit and baggage area.

Pre-assembled rudder cables featuring stainless steel fittings.

All steel components, including longeron brackets, control sticks, rudder pedals, flap controls, and tail wheel forks, are welded and typically powder-coated. Main gear legs for the RV-6A, RV-7A, RV-8A, and RV-9A models.

Brake master cylinders, lines, and fittings. Includes all necessary nuts, platenuts, washers, bolts, screws, rivets, pop-rivets, and tube fittings.

Finishing Kit

The standard canopy is a light grey tinted plexiglass, with a clear option available upon special request.

The canopy frame is welded, and it includes a fiberglass cowl and mounting materials.

Features include an engine mount and main gear legs for models RV-3, RV-4, RV-6, and RV-7. This package comes with axles, wheel nuts, spacers, and installation hardware. It also includes a fiberglass spinner with aluminum mounting plates, as well as fiberglass landing gear and wheel fairings. New 5:00 x 5 wheels and brakes are provided with all necessary hardware, including brake lines.

New 5:00 x 5 tires and tubes are included, along with wing root and empennage/fuselage fairings.

The RV-6A, RV-7A, RV-8A, and RV-9A models feature a nosegear leg, fork, and wheel assembly.

RV aircraft are designed to use Lycoming aircraft engines the only exception being the RV-12

The RV-4 and RV-6/6A models utilize 150/160 hp O-320 or 180 hp O-360 engines.

The RV-7/7A and RV-8/8A are compatible with O-320, O-360, or angle valve IO-360 (200 hp) engines.

The RV-9/9A is designed for Lycoming engines ranging from 118 hp to 160 hp.

The 4-seat RV-10 uses the Lycoming IO-540D4A5 engine, rated at 260 hp. Van's recommends any of the parallel valve 540 engines, which range from 235 hp up to the 260 hp version, for the 4-seat model.

These engines are the most accessible, cost-effective, and dependable among the available options. While other aircraft engines with similar configuration, weight, and power could potentially be used, only the Lycoming engines are compatible with the mounts and cowls provided in the kits.

A statement from a prominent aircraft builder effectively summarizes the use of a different "cheaper" converted motor:

"The best conversion I know is to take R100000 and convert it into a good used Lycoming." Although this might seem somewhat narrow-minded, it highlights the essential truth: no non-aircraft engine has yet matched the reliability, availability, and cost-effectiveness (considering all factors) of a traditional aircraft engine.

In South Africa, we are fortunate to have exceptional aircraft builders who can construct your RV to the highest standards. If you're ready to build your own RV but can't commit to the extensive hours required, contact one of these builders; you won't regret it.

#VansRV #Lycoming #HomeBuild