AIRCRAFT PERFORMANCE REPORT

Sponsored and Funded by the Experimental Aircraft Association

RV-9A
by Brien A. Seeley, C.J. Stephens and the CAFE Board

PHOTOS BY LARRY FORD AND JO DEMPSEY

D ick VanGrunsven has demonstrated genius for de- sive Lycoming 118-160 BHP engines to extend access
signing the most popular aircraft in the category be- to such versatile aircraft to homebuilders on tighter
tween $100,000+ hot-rod homebuilts and sub $35,000 budgets. An RV-9A like our test candidate, N129RV,
recreational Light Sport Aircraft (LSA). The popularity (built with the QuickBuild kit) would cost about
of his all-metal RV series of aircraft arises from their $65,000, including $21,300 for a 160 BHP Lycom-
excellent balance between cost, performance and fly- ing engine and $5,300 for a propeller. This is about
ing qualities. $7,000 less than a 180 BHP RV-7A and $10,000 less
Dick designed the RV-9/9A to use the less expen- than a 200 BHP RV-8A.

CAFE Foundation, Inc., Comparative Aircraft Flight Efficiency, a non- PRESIDENT DIRECTORS
profit, tax-exempt, all-volunteer, educational organization. Brien Seeley Stephen Williams
Ed Vetter
CAFE Flight Test Facility, Charles M. Schulz Sonoma County Airport VICE PRESIDENT Jack Norris
Santa Rosa California. 707-545-2233 Larry Ford Scott Nevin
email: CAFE400@sonic.net Bill Bourns
website: cafefoundation.org TREASURER Darrel Harris
Founded in 1982 Johanna Dempsey

1
 Subjective
Elaborate CAFE flight test gear Evaluation
sits atop N129RV’s glare shield. RV-9A N129RV

If a mid-time Lycoming en- zontal tail and larger vertical tail by

gine, wood prop and day VFR ba- surfaces than other RV’s. C.J. Stephens
sic equipment were used and all of N129RV has the late-style tuna-
the construction were performed shaped wheel pants like those pop- The RV-9A is light in weight
by the builder, the cost could be ularized by John Sharp’s renowned and one person can easily move
as low as $37,500. Equally shared Formula One racer, Nemesis. Its it around on the ramp. Its turning
by 4 members of a homebuilder long span slotted flaps are claimed radius is small enough that we
flying/building club, the cost of an to reduce its stall speed by 7 mph could easily turn it around inside
RV-9A thus becomes just $16,250, compared to the other RV designs. the 50 foot CAFE hangar.
or $9,375 for the examples just The construction of the RV-9/
mentioned, respectively. Such a 9A, like all others in the RV series,
COCKPIT FEATURES
partnership would offer very af- is by stressed aluminum skin with
fordable access to such a versatile riveted structural components. A
cross-country flying machine. It QuickBuild option with pre-riveted The cockpit is uncluttered
would also reduce the member’s components and matched-hole and roomy. This pilot, who is
burden of insurance, parking, tax- pre-drilled skins is claimed to save 5’10” used a 1” seat pad to get
es, hangaring, upgrades, etc. 35-40% of the building time while the proper sitting height. Even
Another of Van’s design pri- providing quality-built, pre-in- so, there is plenty of headroom
orities for the RV-9/9A was that it spected assemblies that are assem- in the RV-9A. Although it gives
be suitable for inexperienced pi- bled in either the Phillipines or in good leverage, the control stick
lots. Thus, it uses a longer-throw the Czech Republic by experienced is longer than I like and makes
control stick that has higher stick metal workers. the control movements seem
forces than the other RV’s. Detailed information is avail- exaggerated.
With 123.67 square feet of able on Van’s excellent website; The bubble canopy, which rolls
wing area and 28 foot wingspan, vansaircraft.com. Complete tech- back along rails, allows easy entry
the RV-9A has an aspect ratio of nical results for the RV-9A are avail-
for both pilot and passenger.. The
6.34 versus 4.8 for the RV4/RV-6. able at cafefoundation.org.
canopy latching system is easy to
The RV-9A also has 12% more wing The CAFE Foundation wishes
area than the RV4/6 series. These to extend a special thanks to Ken understand and leaves no doubt
features, along with a high lift air- Krueger, engineer with Van’s Air- as to its security. A single latch
foil designed by renowned wing craft, who delivered N129RV from with a solidly positive mechanism
designer, John Roncz, enable the Van’s factory in Oregon to the rotates to lock the canopy.. It can
RV-9A to climb and cruise almost CAFE Foundation flight test center. be opened during taxi to improve
as well on 160 BHP as do the RV4/6 Ken briefed CAFE test pilot, C.J. ventilation.
using 180-200 BHP. Stephens, for his first flight in the The ample baggage compartment,
The fuselage structure of the aircraft and was very helpful to the located just behind the seats, is
RV-9A is like the RV-7/7A except at CAFE flight test team in the instal- accessed through the cockpit.
the wing attach points. The RV-9A lation of the flight test instrumen- The cockpit layout is very
also uses a constant-chord hori- tation used in this report. efficient. All primary controls
2
 CAFE MEASURED PERFORMANCE, N129RV
Vmax, TAS, 8509.7 ‘ dens.alt., 1703 lb, 23.7”, 2605 RPM, 9.7 gph 192.7 mph
Stall speed, CAS, 1758 lb, 12” M.P., 1800 RPM, full flaps, mph 49.08 mph
Max climb rate, 5500’ dens.alt., 1732 lb, 26”, 2703 RPM, 10.8 gph 1348.9 fpm
T.O. distance, 1731’ dens.alt., 1747.9 lb, 5 kt. wind, T 23° DP 12° 385 feet
Vy, speed for best climb rate, CAS, 5500’ dens.alt, @103 mph TAS 95 mph
Vx, speed for best climb angle, CAS, 5500’ dens., @88.3 mph TAS 81.6 mph
Liftoff speed, CAS, (panel IAS= 74), 1300’ dens., full flaps, 1744 lb 66.0 mph
Touchdown speed, CAS, (panel IAS= 68), 1520’ dens., 1715.8 lb 59.1 mph
Min. sink rate, idle power, coarse pitch, 1725 lb, 81.7 mph TAS 664.2 fpm
Best glide ratio, idle power, coarse pitch, 1738 lb, 95 mph CAS 12 to 1
Noise levels, gliding at idle power/max climb/high cruise, dB 82/99/100
Peak oil temp. in climb, 10,500’ dens., 95 mph CAS, OAT 62° F 228° F
Max. cowl exit air temp., 60 mph CAS, full flaps, 2000 RPM, 15” 168° F
Empty weight per CAFE Scales, including headsets and oil 1078.05 lb

are easy to reach and operate. TAKEOFF or level out. This is true both
Starting the Lycoming engine with and without flaps and at
is straight-forward. On every I consistently used 15 degrees both 1.3Vs and Va. Dynamic
attempt it starts flawlessly. of flap for takeoff with good longitudinal stability is sampled
results. This particular airplane at several airspeeds to determine
GROUND OPERATIONS has the manifold pressure gauge the natural damping qualities
positioned above the propeller of the RV-9A. It is essentially
Taxiing is easy using differential control and the RPM gauge above deadbeat at all speeds with both
braking for directional steering. the throttle, and it is difficult stick free and stick fixed. In stick
The plane tracks straight on the to get used to this illogical fixed mode the elevators can
taxiway. Very slight power is arrangement. add to the pitch dampening,
needed to attain taxi speed, yet at Even at maximum weight on producing a different amount of
idle throttle, the plane does slow a nearly standard day in light natural stability.
down. wind, the minimum run (flaps With the use of a hand-held
Field of view for ground 15 degrees) takeoff roll with 15° stick force gauge, I measure the
maneuvering is excellent in all of flap measures only 385 feet. amount of stick force necessary
directions. Directional control during takeoff to change the airspeed in 10
The cabin ventilation is is very easy to maintain. Lift off is mph increments both above and
plentiful with two “eyeball” at 75 mph panel IAS and climbing below a given trimmed airspeed,
vents on the panel. Even at taxi at 110 mph panel IAS gives 1600 i.e., static longitudinal stability.
speeds, there is adequate cooling fpm on the VSI. Stick forces on The measurements are taken after
air from these vents. There are no rotation, with the c.g. at 13% aft the airplane is well trimmed in
vents directed at the windshield of the forward limit, are light yet level flight at the given airspeed.
and, I would suspect that in comfortable. The plane is not re-trimmed
a very humid environment, throughout the measurements.
condensation would accumulate, FLYING QUALITIES The resulting measurements
restricting the visibility. indicate the natural propensity
The RV-9A has a very nice Field of view during climb is of the airplane to return to its
electric elevator trim system. A excellent in all directions. The trimmed airspeed--the higher
green LED light on the panel initial feel of the controls is light the forces, the greater the
indicates trim position and is and brisk. The controls are very longitudinal stability.
used to set trim prior to takeoff. responsive and well balanced Roll due to yaw is explored by
There is a switch to operate in all axes. On a day with the establishing a 15 degree bank,
the electric flaps from both the OAT measuring 76° F at a panel and then, with no aileron input,
top of the control stick and altitude of 4000 feet, a maximum determining if the rudder alone
on the instrument panel. This performance climb produces a can level the wings. The RV-9A
redundancy adds both a failure peak CHT of 462° F on cyl. #3. rudder gives a very prompt and
point and undesirable cockpit The spiral stability is neutral, favorable response. It provides
complexity. i.e., once established in a shallow accurate control to about 30
bank it does not tend to overturn degrees of bank in either direction

3
 with no aileron input.
Adverse yaw is examined by roll inputs using aileron only at
1.3Vs. Initial adverse heading displacement is nearly zero. Such
very mild adverse yaw contributes to the RV-9A’s pleasant flying
qualities during flight at slow airspeed.
Lazy-eights are accomplished with a pleasing sense of
smoothly blended control forces throughout each maneuver at
all airspeeds.
Cowl bluff body
for carb inlet also An interesting characteristic occurs when making rapid and
serves as cooling full aileron inputs. There is a definite, momentary kick-back on
and exhaust exits. the control stick. I believe this occurs when the aileron exceeds
its maximum angle of attack and induces a temporary stall of
the aileron. It is brief and the airplane responds properly to
the commanded input. However its effect on the controls is
noticeable.
Maneuvering stability is investigated using the stick force
gauge to determine the force required to generate more G force.
The graph shows the results for the RV-9A. The RV-9A required
substantial increases in stick force to generate more G’s. This
helps the pilot avoid excessive G’s during any pull-up maneuver
and adds to the airplane’s overall safety and stability.

STALL CHARACTERISTICS

Cowling attaches with sev-

Stall characteristics are examined with and without flaps
eral piano hinge pins. at both 15% and 85% aft c.g. locations. All stalls exhibit a
mild break with the wings remaining level throughout the
entire recovery. The only buffet occurs 2 mph above the
stall. The nose drops promptly upon stall at all c.g. positions
tested. Recovery is instantaneous in all cases once the stick
is repositioned. Control of the angle of attack is positive
throughout the recovery. 100’-150’ is a typical altitude loss for
full recovery.
During the flight with the c.g. @ 85% aft of the forward limit
the already light controls become even lighter. On takeoff very
little aft stick force is required to raise the nose to the proper
attitude. Particular attention is likely to be necessary whenever
the airplane’s c.g. is toward its aft limit.

DESCENT AND LANDING

During descent, the field of view is excellent and, with its

easy maneuverability, dropping a wing helps improve the view.
The plane accelerates quickly when descending, requiring a
little planning for approach. At 80 mph panel IAS the final
approach is very easy to control. Even as the speed bleeds down
to around 70 mph in the flare with the power at idle, there is
Van’s engineer Ken Krueger no difficulty in gently settling the tires on the pavement at
helped prepare the aircraft. touch down.
I believe that, in a crash landing situation, the RV-9A aircraft
occupants would have a very good likelihood of survival due
to its having a slow landing speed, fuel contained solely in the
wings, and an engine located forward of the occupants. In an
off-runway landing, if the airplane flipped upside-down, the
sliding canopy may offer an advantage in egress from the cock-
pit compared to designs with hinged canopies.

4
 CONCLUSION
RV-9A, fwd c.g.,
Ο
110 mph
I find the RV-9A to be a simple,
straightforward airplane. It is very ∇
RV-9A, aft c.g., 110
responsive, making it a joy to fly, mph
yet with its good stability, even a RV-8A, fwd c.g.,
low-time aviator could manage it. ◊
140 mph
It is the kind of plane in which a
pilot and a full-sized friend can G
Wittman W10 @
take a normal amount of bag- 18% MAC
gage and travel a good distance + Cessna 152
at 185 mph. Its minimum run-
◊
way requirement does not limit Ο ◊
Pull -6 ◊
the places chosen as destination. +Ο ◊
(-)
It also seems well suited for local -4 Ο ◊
flying with the ‘fun factor’ set on +
◊
high. -2 ∇∇∇ Ο
+
Elevator Stick Force, lbs.

G ∇Ο ◊
G ∇
STICK FORCE GRAPHS: 0 +
G ∇
Ο
G G G ◊
∇ G G G G G
Ο
Stick forces are shown on the verti- + ∇ ◊
2
cal axis of the two adjacent graphs, Ο∇ ◊
+
“Static longitudinal stability” and 4 Ο∇
“Maneuvering stability at Va”. It is
∇◊
the slope of the various colored lines 6
on the two graphs that indicate how Ο
much pull or push on the stick is ◊
8
needed to command the aircraft to RV-9A @13% aft,
change its speed or G force. A steep Ο
10 ◊ 109.4 mph CAS
vertical slope means that the aircraft’s Push Ο
control stick stiffly resists change, (+) 12 RV-8A, fwd c.g., 140
while a flatter slope means that speed ∆
mph IAS
100
120
140

160
180
200
60

80

or G force can be changed with little

effort by the pilot. Steeper slopes thus Instrument panel IAS, mph
indicate more stability. For safety, W10 Tailwind @
∇
“pulling G’s” should take a lot of ef-
Static longitudinal stability 18% MAC
fort. Trimmed to zero pounds, stick- free,
Note: For any aircraft, the slopes flaps up, near Va. 1 Cessna 152
generally will flatten as the c.g. moves
(For RV-9A, 110 mph IAS = 101 CAS)
aft. Indeed, the aft c.g. limit is usually ∆
determined as the point at which the 30
stick force slope becomes so flat that
the aircraft becomes unstable. 1 Ο
25
Elevator Stick Force, lbs.

∆
20 1 Ο

Ο
15
1
∆
10 Ο

∇
5 ∆
Ο ∇

Ο
01
∆
∇
1 1.5 2 2.5 3 3.5
Load in G's
The RV-9A being weighed before flight
on the CAFE Scales. Maneuvering stability
at Va.
5
 RV-9A: True Airspeed (TAS), EGT and CHT @ 8500', 2600 RPM HOW TO READ THIS GRAPH
1650

Cylinder head temperature (CHT), °F

400
This graph summarizes the cruise
performance of the aircraft in terms
of TAS, EGT, CHT, CAFE score and MPG
1600 relative to its fuel flow.
⊕ 380
The top family of four curves show
Exhaust gas temperature (EGT), °F

the CHT (top right vertical axis) for

360 each engine cylinder versus fuel flow
1550 (shown on the bottom horizontal axis).
⊕ Note that, at a given fuel flow, the dif-
340 ferent cylinders have very different
⊕ 330 CHT’s, reflecting uneven mixture distri-
320 bution, a feature common to carburet-
1500 ⊕ 310 ted engines.
300 Below the family of CHT curves are
â ⊕ 290 the four EGT curves, with temperatures
280

MPG x10, TAS, or CAFE Score

shown on the left vertical axis. Peak
1450 270
260
EGT occurs at 7.5 gph of fuel flow. The
Ö â
⊕ 250 spread in EGT from cylinder to cylinder
240 again reflects uneven mixture distribu-
Ö
230 tion.
1400 220 The peak CHT tends to occur at
â 210 about 100° F rich of peak EGT (at 9.0
â 200 gph) and CHT cools off at mixtures lean
= 179.6 smph @ 6.1 gph Ö
Aâ
A A Ö
A A
â 190 of peak EGT.
A Ö 180
1350 Ö 175 Below the four EGT curves, are the
5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 MPG and CAFE score, each rising al-
Fuel flow, gallons per hour (gph) most linearly as the fuel flow is leaned.
MPG peaks at about 30 MPG (bottom
EGT #1 EGT #3 CHT #1 A TAS
right vertical axis). VbC , velocity for
CHT #2 â MPG x10 best CAFE score, is 179.6 mph at 6.1
EGT #2 ⊕ EGT #4 gph.
CHT #3 Ö CAFE Score True airspeed (TAS), the bottom
1.3
CHT #4
(Score = V xMPG) curve, is shown to be highest at the
higher fuel flows with rich of peak
RV-9A N129RV: wide open throttle, CAFE data 8/18/02. CHT for 100°F day. (ROP) EGT mixtures, but TAS falls only
Lycoming O-320-D3G engine, 160 BHP. V = velocity for best CAFE Score. slightly at lean mixture settings.
bC
Darrel Harris, below left, and Test Pilot C.J. CAFE IMPORTANT NOTICE
Stephens both devoted major efforts to assure
Every effort has been made to obtain the
that the RV-9A flight tests were complete. See HONORARY ALUMNI most accurate information possible. The
cafefoundation.org for added details.
data are presented as measured and are
Steve Barnard--RV-6A subject to errors from a variety of sources.
Any reproduction, sale, republication, or
Jim Clement--Wittman Tailwind other use of the whole or any part of this
Jim Lewis--Mustang II report without the consent of the CAFE
Foundation is strictly prohibited.
Ken Brock--Thorp T-18
ACKNOWLEDGEMENTS
Larry Black--Falco F.8L
Chuck Hautamaki--Glasair III The CAFE Foundation gratefully
acknowledges the assistance of Van’s
Jeff Ackland--Legend Aircraft, Anne Seeley, pilot Jim Reinemer,
Jerry Sjostrand--Express Ray Richter, EAA Chapter 124, and the
Sonoma County Airport FAA Control
Randy Schlitter--RANS S-7C Tower Staff.
Stoddard Hamilton Aircraft, Inc.--GlaStar
SPONSORS
Fred Baron--Lancair 320
Mark Beduhn--Cozy Mark IV Engineered Software “PowerCadd”
and WildTools
Dick VanGrunsven--RV-8A, RV-9A FAA William J. Hughes
Technical Center
Derek Hine--Lancair IVP DreeseCode Software
Kim Prout--Europa at ww.dreesecode.com
CAFE’s pitot/static missile Neal Roach--Glasair Super IIS FT
self-aligns with airstream.
6
 RV-9A: True Airspeed (TAS), EGT and CHT @ 8500', 2300 RPM HOW TO READ THIS GRAPH
1600

Cylinder head temperature (CHT), °F

400 This graph summarizes the cruise
380
performance of the aircraft in terms
1550 of TAS, EGT, CHT, CAFE score and MPG
⊕ 360 relative to its fuel flow.
The top family of four curves show
340 the CHT (top right vertical axis) for
Exhaust gas temperature (EGT), °F

1500 each engine cylinder versus fuel flow

320 (shown on the bottom horizontal axis).
⊕ Note that, at a given fuel flow, the dif-
300
1450 ferent cylinders have very different
280 CHT’s, reflecting uneven mixture distri-
⊕ bution, a feature common to carburet-
â 270 ted engines.
1400
⊕
260 Below the family of CHT curves are
â 250
the four EGT curves, with temperatures

MPG x10, TAS, or CAFE Score

shown on the left vertical axis. Peak
â 240
1350
Ö
â ⊕ EGT occurs at or below 6.7 gph of fuel
230 flow. The spread in EGT from cylinder
Ö â 220 to cylinder again reflects uneven mix-
Ö
210 ture distribution.
Ö
1300 = 182.9 smph @ 6.7 gph The peak CHT normally occurs at
200
about 100° F rich of peak EGT and cools
Ö 190 off at mixtures lean of peak EGT.
A A A A A 180 Below the four EGT curves, are the
1250 175
6.5 6.7 6.9 7.1 7.3 7.5 7.7 7.9 8.1 8.3 8.5
MPG and CAFE score, each rising al-
Fuel flow, gallons per hour (gph) most linearly as the fuel flow is leaned.
MPG peaks at about 27 MPG (bottom
EGT #1 EGT #3 CHT #1 A TAS, smph right vertical axis). VbC , velocity for
best CAFE score, is 182.9 mph at 6.7
CHT #2 â MPG x10
gph.
EGT #2 ⊕ EGT #4
True airspeed (TAS), the bottom
CHT #3 Ö CAFE Score
(Score = V
1.3
xMPG) curve, is shown to be highest at the
CHT #4
higher fuel flows with rich of peak
(ROP) EGT mixtures, but TAS falls only
RV-9A N129RV; wide open throttle, CAFE data 8/18/02. CHT for 100 °F day.
very slightly at lean mixture settings.
Lycoming O-320-D3G engine, 160 BHP. VbC = velocity for best CAFE Score.
RV-9A N129RV: Speed Calibration
RV-9A N129RV, Sample c.g.
Cabin
Panel IAS, CAS Total Pitot-static Instrument
Sample center of gravity Weight, lb Arm* Moment Baro.stock Config.
c.g. smph (Baro #3) error error error
pitot
60.0 49.5 na Flaps down
Main gear, empty 806.8 91.94 74177
63.0 52.0 na Flaps down
Nosewheel, empty 271.3 34.50 9358 65.0 54.9 na Flaps down
Pilot 170.0 94.08 15994 70.0 61.4 8.6 61.7 0.3 8.3 Flaps up
Passenger 190.0 94.08 17875 75.0 66.2 8.8 68.7 2.5 6.3 " " "
80.0 71.4 8.6 73.2 1.8 6.8 " " "
Fuel, 35.4 gallons, full 212.4 76.71 16293
85.0 76.3 8.7 78.0 1.7 7.0 " " "
Oil, included 6.25 qt. 0.0 0.00 0 90.0 80.5 9.5 82.9 2.4 7.1 " " "
Baggage, 100 lb. limit 100.0 123.51 12351 95.0 87.0 8.0 89.2 2.2 5.8 " " "
100.0 91.6 8.4 94.1 2.5 5.9 " " "
TOTALS 1750.5 146048 83.43
105.0 96.1 8.9 99.1 3.0 5.9 " " "
Datum = 70" fwd of L.E. 115.0 105.5 9.5 108.7 3.2 6.4 " " "
c.g. this sample: 83.4 120.0 109.4 10.6 113.2 3.8 6.8 " " "
c.g. range, inches 6.89 125.0 113.1 11.9 117.1 4.0 8.0 " " "
130.0 118.3 11.7 122.3 4.0 7.7 " " "
c.g. range, % MAC 15%-28%
135.0 122.3 12.7 126.4 4.1 8.6 " " "
c.g., % aft of fwd limit 20% 140.0 129.0 11.0 133.6 4.6 6.4 " " "
Gross weight, lb 1750.0 145.0 136.4 8.6 141.3 4.9 3.7 " " "
150.0 142.4 7.6 147.5 5.1 2.5 " " "
Empty weight, lb 1078.1
155.0 147.5 7.5 152.5 5.0 2.5 " " "
Useful load, lb 672.0 160.0 154.4 5.6 159.5 5.1 0.5 " " "
Payload, lb, full fuel 459.6 165.0 160.7 4.3 166.1 5.4 -1.1 " " "
Fuel capacity, gallons* 35.4 170.0 164.9 5.1 170.4 5.5 -0.4 " " "
175.0 169.3 5.7 175.3 6.0 -0.3 " " "
Fuel capacity, pounds* 212.40
180.0 174.6 5.4 180.7 6.1 -0.7 " " "
Empty weight c.g., inches 77.49 185.0 175.2 9.8 181.4 6.2 3.7 " " "
c.g. range 77.95-84.84 190.0 183.2 6.8 189.8 6.6 0.2 " " "
Main gear track 84.0 195.0 189.1 5.9 196.3 7.2 -1.3 " " "
200.0 192.5 7.5 199.7 7.2 0.3 " " "
Wheelbase 57.4
Pitot-static and Instrument errors are here determined by comparing CAS from the CAFE Barograph's
*as determined by CAFE gimbled pitot-static missile to the aircraft's instrument panel ASI and to a separate CAFE Barograph in the
Cabin that shares the aircraft's stock pitot-static ports with the panel ASI.

7
 RV-9A: True Airspeed (TAS) EGT and CHT @ 12,500', 2600 RPM
1650
HOW TO READ THIS GRAPH

Cylinder head temperature (CHT), °F

400 This graph summarizes the cruise
Exhaust gas temperature (EGT), °F

1600 performance of the aircraft in terms

380
of TAS, EGT, CHT, CAFE score and MPG
⊕ 360 relative to its fuel flow.
1550 The top family of four curves show
⊕ 340 the CHT (top right vertical axis) for
each engine cylinder versus fuel flow
1500 ⊕ 320 (shown on the bottom horizontal axis).
Note that, at a given fuel flow, the dif-
â 300
⊕ ferent cylinders have very different
1450 â CHT’s, reflecting uneven mixture distri-
280
⊕ bution, a feature common to carburet-
1400 ⊕ 260 ted engines.
Ö Ö â ⊕ Below the family of CHT curves are
â 240 the four EGT curves, with temperatures

MPG x10, TAS or CAFE Score

1350 â shown on the left vertical axis. Peak
Ö
â 220 EGT occurs at 6.3 gph of fuel flow. The
Ö â
spread in EGT from cylinder to cylinder
1300
Ö 200 again reflects uneven mixture distribu-
Ö
= 177.2 smph @ 5.9 gph
190 tion, though not bad at 6.0 gph.
Ö
A A A The peak CHT normally occurs at
1250 A A about 100° F rich of peak EGT and cools
A 180 off at mixtures lean of peak EGT.
A Below the four EGT curves, are the
1200 175
5.5 6 6.5 7 7.5 8 8.5 9
MPG and CAFE score, each rising al-
Fuel flow, gallons per hour (gph) most linearly as the fuel flow is leaned.
MPG peaks at about 30 MPG (bottom
EGT #1 EGT #3 CHT #1 A TAS right vertical axis). VbC , velocity for
best CAFE score, is 177.2 mph at 5.9
CHT #2 â MPG x10 gph.
EGT #2 ⊕ EGT #4
True airspeed (TAS), the bottom
CHT #3 Ö CAFE Score
1.3 curve, is shown to be highest at the
CHT #4 (Score = V xMPG)
higher fuel flows with rich of peak
(ROP) EGT mixtures, but TAS falls only
RV-9A N129RV; wide open throttle, CAFE data 8/18/02. CHT for 100 °F day. Lyc.
O-320-D3G engine, 160 BHP. VbC = velocity for best CAFE Score. slightly at lean mixture settings.

Co-pilot Bill Bourns operated the

flight recorders on data flight #1.

C.J. Stephens, on wing,

preflights N129RV.

Steve Williams installs

the flight recorders.

Miscellaneous notes:
All flights except the 5th data flight were made by test pilot C.J. Stephens. The first two flights were subjective evaluations. The 1st Barograph data
collection flight (3rd flight overall) was for calibrating the panel airspeed indicator and the pitot-static system and used both Cabin and Wing-mounted CAFE
Barographs. The 2nd data flight used the Wing-mounted CAFE Barograph to collect the Vmax and cruise data. The 3rd data flight used only the Cabin
Barograph and collected climb and descent rate data, takeoff distance, liftoff and touchdown speeds. and The 4th data flight measured cooling system ram
recovery by water manometer. The 5th data flight was performed by Jim Reinemer and was made to determined the full flaps stall speed without wing cuffs.

8
 RV-9A: True Airspeed (TAS) EGT and CHT@ 12,500', 2300 RPM HOW TO READ THIS GRAPH
1600 400

Cylinder head temperature (CHT), °F

This graph summarizes the cruise
380
1550 performance of the aircraft in terms
of TAS, EGT, CHT, CAFE score and MPG
360
Exhaust gas temperature (EGT), °F

⊕ relative to its fuel flow.

1500
The top family of four curves show
340
the CHT (top right vertical axis) for
1450 each engine cylinder versus fuel flow
320
(shown on the bottom horizontal axis).
1400
⊕ Note that, at a given fuel flow, the dif-
300
ferent cylinders have very different
CHT’s, reflecting uneven mixture distri-
1350 ⊕ bution, a feature common to carburet-
280
ted engines.
â 270
â ⊕ Below the family of CHT curves are
1300 ⊕ 260
â the four EGT curves, with temperatures

MPG x10, TAS, or CAFE Score

⊕ ⊕ 250 shown on the left vertical axis. Peak
1250
â 240 EGT occurs at 6.4 gph of fuel flow. The
â 230 spread in EGT from cylinder to cylin-
Ö Ö â
Ö 220 der, though better than at 2600 RPM,
1200 â
210 again reflects uneven mixture distribu-
Ö
200 tion,. The peak CHT tends to occur rich
Ö
1150 190
of peak EGT (here at about 6.8 gph) and
= 182.7 smph @ 7.1 gph Ö
A CHT tends to cool off at mixtures lean
A A 180
A A A Ö
A of peak EGT.
1100 170
6 6.5 7 7.5 8 8.5
Below the four EGT curves, are the
Fuel flow, gallons per hour (gph) MPG and CAFE score, each rising as
the fuel flow is leaned. MPG peaks at
EGT #1 EGT #3 CHT #1 A TAS about 27 MPG (bottom right vertical
axis). VbC, velocity for best CAFE score,
CHT #2 â MPG x10 is 182.7 mph at 7.1 gph.
EGT #2 ⊕ EGT #4
True airspeed (TAS), the bottom
CHT #3 Ö CAFE Score
(Score = V
1.3
xMPG)
curve, is shown to be highest at the
CHT #4
rich of peak (ROP) EGT mixture of 7.15
gph, but TAS and CAFE score fall only
RV-9A N129RV; wide open throttle, CAFE data 8/18/02. CHT for 100 °F day.
Lyc. O-320-D3G engine, 160 BHP. VbC = velocity for best CAFE Score. slightly at leaner mixture settings.

RV-9A: Stall Profile, Full Flaps, Landing HOW TO READ THE

3800 STALL PROFILE GRAPH
3790 64.0 63.4 62.4 60.9
3780 B B B B 60.4
B
59.3 58.7
B B 57.5 55.8 54.6 52.9 51.6 50.8 49.9 This graph shows the
Geometric Altitude, feet

3770 B B B B B B
B 49.1 altitude profile during both
3760 B
49.7 deceleration to stall and
3750 1
52.5 re-acceleration after stall.
3740
3730 1 Test pilot Jim Reinemer did
3720 56.0 a commendable job of hold-
3710 1 ing the altitude nearly level
3700 58.8 while approaching the stall
3690 1
with close to the desired
3680 60.9
1 standard deceleration rate
3670 62.6
3660 1 of 1 knot per second.
3650 64.0 The aircraft only loses
1
3640 65.8 about 130 feet of altitude
3630 1 in this power off recovery.
16 14 12 10 8 6 4 2 0 It must be emphasized that
Time, seconds the altitude loss for a given
B Pre-stall aircraft after stall will vary
Each point's value is in smph, CAS. Altitude loss
1 After stall widely according to piloting
shown to point of level recovery. <1500 RPM. technique and the amount
of power applied.

9
 FLIGHT TEST DETAILS
All flights were made in day VFR con-
ditions and with minimal level of turbu-
lence.
A FlowScan 201A fuel flow transducer
was used for the gph determinations and
was calibrated by accurately measuring
the weight of fuel burned on each flight.
The takeoff weight and c.g. were measured
prior to each flight. By subtracting fuel
burn from known takeoff weight, the
instantaneous weight of the aircraft is
tabulated throughout the flight.
A PropTach digital tachometer was
mounted on the top of the instrument
panel and fed readings once per second to
the flight data recorder. A Toshiba Tough-
book laptop computer using CCT4C.c
software was used to record the multi-
channel flight data.
Flying qualities were evaluated using
an analog G meter and a hand-held stick
force gauge from Brooklyn Tool & Ma-
chine Co., Inc., N.J..
Cowl exit temperature (CXT) is a func-
tion of both OAT and CHT and serves as
a key number for calculating the cooling
system performance. Our measurement
RV-9A, fwd c.g., 110 of cooling ram recovery uses both total
Ο
RV-9A @13% mph pressure and piccolo static tubes inside the
Ο aft, 109.4 mph high pressure plenum of the cowl. The
CAS RV-9A, aft c.g., 110 pressures from those tubes are recorded
∇ using a water manometer and the results
mph
are compared to the calculated freestream
RV-9A @ 85%
RV-9A, fwd c.g., 80 ram pressure.
∆ aft, 109.4 mph ◊
mph, full flaps The subjective evaluation flights were
CAS flown using the panel indicated airspeeds
RV-9A, aft c.g., 80 for Va , Vx , Vy , Vf , and Vne that were sug-
RV-9A @13% G
gested by the aircraft owner. CAFE sub-
∇
mph, full flaps
aft, 71.4 mph sequently measured Vx and Vy by glide,
CAS, full flaps Ο climb and ‘power required to maintain
Pull -6 level flight’ techniques. The glide and
RV-9A @ 85% (-) Ο climb tests utilized geometric altitude
-4 ◊ Ο rather than pressure or density altitude in
1 aft, 71.4 mph
order to keep them cross comparable from
CAS, full flaps
∇ Ο aircraft to aircraft. An average density
30 -2 ◊∇∇
Elevator Stick Force, lbs.

altitude of 5500’ for the climb segments

◊ ∇ Ο
meant that the rate of climb measured
0
G
GG◊
∇ ∇
Ο
∇ is well below that to be expected at sea
Ο G
G Ο ∇
25 level.
2 ◊ Ο ∇ The level cruise performance values
Elevator Stick Force, lbs.

for the aircraft were recorded by CAFE

4 Ο ∇ Barograph #3, which, along with its pitot/
20 Ο ∆
static source, was calibrated to an accuracy
∇ of 0.1 mph in NASA’s wind tunnel. Cruise
6
Ο Ο speeds are selected only from runs in
15 stable, non-turbulent conditions that were
8 found to show steady total energy values,
∇ calculated as the sum of the aircraft’s ki-
∆ 10 netic and potential energy.
10 Ο Ο
Push The sum of the kinetic and potential
(+) 12 energy, under constant power, trimmed
∆
level flight conditions, should remain
5
100

120

140

160
60

80

∇ ∆ nearly constant. If that sum is increas-

Ο ing, then atmospheric lift is likely to be
∆ 1 Instrument panel IAS, mph
1 occuring and the data is unsuitable. If
Ο
01
∆
∇ Static longitudinal stability total energy is decreasing, then the aircraft
is likely flying through sinking air, again
1 1.5 2 2.5 3 3.5 Trimmed to zero pounds, stick- free, unsuitable data for our purposes.
Load in G's flaps up, near V . All cruise speeds are corrected for the
a
Maneuvering stability, (Note: 110 IAS = 101 CAS and
measured drag coefficient of the wing
cuffs that attach the Barograph.
flaps down. 80 IAS = 71.4 CAS)
10
11
Ave. Weight, Panel CAS, TAS, Climb angle,
Start time Seconds Presalt., ft. Geo alt. Gain, ft. ROC, fpm Comment X/Y
RV-9A N129RV
Densalt. lb IAS mph mph deg.

w.o.t., 2703 RPM, 26.0", 10.8 04:33: 60 3652 2467.8 1265. 5500.0 1736 90 82 88.3 1265.4 Vx best 6.1 9.4
w.o.t., 2703 RPM, 26.0", 10.8 04:42: 45 2709 2739.8 1011. 5500.0 1732 105 95 103. 1348.9 Vy 6.7 8.5
w.o.t., 2703 RPM, 26.0", 10.8 04:47: 48 2699 2715.1 1053. 5500.0 1728 100 90 97.7 1316.8 Below 6.5 8.8
w.o.t., 2703 RPM, 26.0", 10.8 04:54: 40 2687 2707.4 855.6 5500.0 1724 95 85 92.3 1283.4 Near Vx 6.2 9.1
w.o.t., 2703 RPM, 26.0", 10.8 05:00: 49 2621 2623.9 1073. 5500.0 1721 110 100 108. 1314.5 Above 7.2 7.9
w.o.t., 2703 RPM, 26.0", 10.8 04:18: 30 1098 1043.7 658.5 2800.0 1747 107 98 106. 1317.0 T. 7.0 8.1
20.1", 2703 RPM, 9.0 gph, 01:58: 30 9520 10004. 384.8 11800. 1729 104 95 114. 769.6 High 13.0 4.4
w.o.t. = wide open throttle
Glides made during Data Flight #3: Start Second Presalt., Geo alt. Loss, ft. Densalt. Weigh Panel CAS TAS Sink rate Comment Glide Glide angle

Coarse pitch, 1250 RPM, 5.2", 04:30: 80 3696 3796.2 - 5500.0 1738 105 95 103. 751.7 near Vy 12.0 4.8
Coarse pitch, 1250 RPM, 5.2", 04:36: 113 4037 4157.5 - 5500.0 1735 100 90 97.4 736.8 11.6 4.9
Coarse pitch, 1230 RPM, 5.2", 04:44: 110 3958 4062.4 - 5500.0 1730 90 80 86.8 692.6 11.0 5.2
Coarse pitch, 1200 RPM, 5.4", 04:50: 130 4088 4192.1 - 5500.0 1725 85 75 81.7 664.2 ?Vx 10.8 5.3
Coarse pitch, 1180 RPM, 5.8", 04:57: 96 3793 3870.4 - 5500.0 1722 80 70 76.0 701.1 9.5 6.0

Stall Speeds, RV-9A N129RV

ROLL RATE, deg./second, includes input time
Flight/Date Data clock Mode MP/RPM Weight, lb CAS, mph CAS, kts
Va 1.3 Vso
RV-9A N129RV 53 Rt./ 61 Lt. 40 Rt./ 42 Lt.^^ #4--8/21/02 06:44:07 PM clean na 1759 58.16 50.5
Lancair IVP N114L 79 Rt./ 90 Lt. 70 Rt./ 56 Lt. #4--8/21/02 06:47:20 PM full flaps 12/1800 1758 49.08 42.6

RV-8A N58VA 109 Rt./102 Lt. 78 Rt./80 Lt. ++

Cessna 152 47 34
RANS S-7C 61 Rt./63 Lt. 50 Rt./53 Lt.
GlaStar 52 Rt./50 Lt. 47 Rt./43 Lt.
^^full flaps, 71.4 mph

++ full flaps, 80 mph

 RV-9A N129RV Cruise Data: All True Airspeeds Corrected For Wing Cuff Drag
Densalt., M.P., Wt, Range, CAFE Endur., Oil CHT CHT CHT CHT EGT EGT EGT EGT Peak EGT,
Clock CAS TAS RPM GPH MPG CXT Comment
ft. in. lb. miles score hrs. temp 1 2 3 4 1 2 3 4 cyl#4

03:05:04 PM 187.1 1828.9 192.2 28.5 2708 14.0 13.7 1682 417 12.8 2.2 170 375 406 408 369 1511 1495 1565 1588 91 Vmax run @ 1100’
04:28:27 PM 173.7 6525.6 191.5 25.9 2698 10.7 17.9 1739 544 16.6 2.8 206 408 417 424 399 1499 1461 1527 1520 122 No cuffs

02:10:43 PM 152.8 12529.7 185.0 20.0 2604 8.4 22.0 1720 670 19.5 3.6 198 369 376 399 364 1358 1346 1410 1408 100 12.5K rich
02:11:10 PM 153.6 12531.7 186.1 20.0 2602 8.2 22.7 1720 690 20.2 3.7 197 368 376 399 364 1382 1356 1434 1420 100 12.5K rich
02:12:36 PM 153.9 12546.0 186.5 20.0 2599 7.8 23.9 1718 727 21.4 3.9 196 370 382 405 367 1401 1387 1454 1461 100 12.5K rich
02:13:32 PM 152.8 12520.7 185.0 20.0 2596 7.3 25.3 1718 770 22.5 4.2 196 374 386 408 373 1443 1421 1537 1532 102 12.5K rich
02:14:33 PM 150.3 12542.9 182.1 20.0 2596 6.3 28.9 1717 879 25.1 4.8 197 379 392 395 366 1543 1543 1545 1566 108 12.5K peak 1566
02:15:03 PM 146.3 12529.1 177.2 20.0 2597 5.9 30.0 1717 913 25.2 5.2 197 377 385 385 360 1522 1505 1506 1507 108 12.5K lean

02:17:32 PM 145.8 12554.1 176.7 20.0 2306 7.8 22.7 1715 689 18.9 3.9 194 366 374 377 352 1329 1286 1262 1279 97 12.5K rich
02:18:22 PM 147.0 12492.8 177.9 20.0 2297 7.6 23.4 1714 712 19.7 4 192 364 371 375 350 1346 1294 1283 1298 95 12.5K rich
02:19:17 PM 148.3 12511.4 179.6 20.1 2300 7.4 24.3 1714 738 20.7 4.1 190 367 372 376 349 1360 1309 1322 1313 94 12.5K rich
02:20:16 PM 150.8 12548.8 182.7 20.1 2298 7.1 25.7 1713 782 22.4 4.3 188 367 372 377 349 1392 1348 1358 1355 94 12.5K rich
02:21:58 PM 148.2 12464.8 179.3 20.1 2294 6.8 26.4 1712 802 22.4 4.5 188 373 384 392 360 1467 1404 1428 1410 97 12.5K rich
02:22:47 PM 143.0 12514.2 173.2 20.0 2293 6.4 27.1 1711 823 22 4.8 188 367 383 393 365 1460 1480 1508 1508 99 12.5K peak 1508

02:31:25 PM 168.7 8530.4 191.9 23.6 2604 9.8 19.6 1704 595 18.2 3.1 190 383 399 405 374 1465 1425 1485 1473 109 8.5K rich
02:31:59 PM 169.5 8509.7 192.8 23.7 2605 9.7 19.9 1703 604 18.6 3.1 194 386 402 408 376 1494 1459 1514 1499 110 8.5K rich
02:32:41 PM 168.5 8489.2 191.5 23.7 2605 9.1 21.0 1703 640 19.5 3.3 196 388 403 411 379 1529 1499 1560 1540 112 8.5K rich
02:33:22 PM 165.5 8507.7 188.1 23.7 2605 7.5 25.1 1702 762 22.7 4.1 199 391 406 407 379 1589 1565 1565 1594 115 8.5K peak 1594
02:33:50 PM 158.0 8499.3 179.6 23.6 2603 6.1 29.4 1702 895 25.1 5 201 386 398 387 370 1518 1512 1536 1519 115 8.5K lean

02:41:49 PM 162.8 8616.6 185.4 23.6 2294 7.9 23.5 1695 713 20.8 3.8 195 381 386 395 366 1425 1400 1392 1408 110 8.5K rich
02:42:35 PM 162.9 8603.5 185.4 23.6 2295 7.7 24.1 1695 732 21.4 3.9 195 383 379 397 371 1436 1405 1407 1423 110 8.5K rich
02:43:55 PM 161.4 8613.6 183.8 23.6 2295 7.3 25.2 1694 765 22.1 4.2 195 391 400 407 374 1495 1466 1453 1467 112 8.5K rich
02:44:33 PM 160.7 8603.4 182.9 23.6 2291 6.7 27.3 1693 830 23.8 4.5 196 382 396 408 377 1515 1530 1543 1538 112 8.5K peak 1538

02:48:51 PM 89.4 8545.5 101.7 13.0 1800 5.9 17.2 1691 524 7 5.2 197 345 345 353 334 1280 1282 1311 1305 118 Vy cruise
Conditions: CAFE Barograph #3, data flight #2 with wing cuffs. Dew pt 12°C/Temp 21°C. Wing cuff drag = 4.9 smph @ 192.23 smph TAS. All temps in °F. Relative
CAFE score = TAS^1.3 x MPG/1000. Range and Endurance calculations assume 5 gallon 30 minute reserve and fuel capacity of 35.4 gallons.. CHT's corrected to a
100°F day. CXT = cowl exit air temperature, °F. Total energy calc used to select valid data. "No cuffs" applies only to Triaviathon Vmax data run at 6525.6' densalt.

12
 KIT SUPPLIER OWNER/BUILDER N129RV
Van’s Aircraft, Inc. Van’s Aircraft, Inc.
14401 NE Keil Rd. Aurora, OR 97002 14401 NE Keil Rd. Aurora, OR 97002
503-678-6545 voice 503-678-6545 voice
FAX 503-678-6560 www.vansaircraft.com FAX 503-678-6560 www.vansaircraft.com

DESIGNER’S INFORMATION
Cost of QuickBuild kit wihtout engine or prop $25,025
Cost of engine/cost of prop, each new $21,330/ $5,100
RV-9/9A kits completed to date 68
Estimated hours to build, QuickBuild 500-800 hrs
RV-9A, N129RV ser #2, prototype first flew, date June 15, 2000
Normal empty weight per factory, 160 BHP 1057 lb
Design gross weight, per factory 1750 lb
Recommended engine: Lycoming 118 - 160 BHP

Advice to builders: Keep it light, use the

recommended engines

SPECIFICATIONS, N129RV
Wingspan 27 ft 11 in
Wing chord, root/tip 53.375 in/ 53.375 in
Wing area 123.67 sq ft
Wing loading dl 14.11 lb/sq ft
Power loading 10.94 lb/BHP
Span loading 62.7 lb/ft
Wetted area fuselage/wing/hor./vert./total na
Airfoil, main wing, CL max. 2.3
Airfoil, design lift coefficient .35
Airfoil, thickness to chord ratio 15%
Aspect ratio, span2/sq ft of wing area 6.34
Wing incidence 0.66°
Thrust line incidence, crankshaft 0.0° nose down
Wing dihedral 3.5° per side
Wing taper ratio, root to tip 1.0
Wing twist or washout none
Wing sweep 0
Steering castering nose wheel
Landing gear tricycle, steel spring
Horizontal stab: span/area 10 ft 4.375 in/ 29.4 sq ft
Horizontal stab: chord, root/tip 34 in/ 34 in
Elevator: total span/area 57 in/ 5.84 sq ft
Elevator chord: root/tip 14.75 in
Vertical stab: section/area incl. rudder 42.875 in/ 6.1 sq ft
Vertical stabilizer chord: average 20.5 in
Rudder: ave. span/area 56 in/ 7.5 sq ft
Rudder: chord, average 19.25 in
Ailerons: span/average chord, each 48 in/ 11.625 in
Flaps: span/chord, each 81.5 in/ 9.875 in
Flaps: max deflection angle, up/down na
Tail incidence 0.0°
Total length 20 ft 8.75 in
Height, static with full fuel 7 ft 10 in
Minimum turning circle on ramp 16 ft 5.5 in
Main gear track 84 in
Wheelbase, nosewheel to main gear 57.44 in
Acceleration limits +3.8 and (-)1.5 at GW
+4.4 and (-) 2.2 at < 1650 lb
AIRSPEEDS AS MEASURED BY CAFE: smph/kts, CAS
Best rate of climb, Vy 95 smph/82.5 kt
Best angle of climb, Vx 82 smph/71.2 kt
Stall, clean, 1759 lb, Vs1 58.16 smph/50.5 kt
Stall, full flaps, 1758 lb, Vs0 49.08 smph/42.6 kt
CL max, at 49.08 mph stall 2.3
AIRSPEEDS PER OWNER’S P.O.H., smph, Panel IAS
Never exceed, Vne 210 smph/182.3 kt
Maneuvering, Va 118 smph/102.4 kt
Flap extension speed, Vf 90 smph/78.1 kt
Gear operation/extension, Vge na

13
 SPECIFICATIONS, N129RV
Empty weight/gross wt., 1078.05 lb/ 1750 lb
Payload, full fuel 459.6 lb
Useful load 671.95 lb
ENGINE:
Engine make, model Lyc. O-320 D3G
Engine horsepower 160 BHP
Engine TBO/compression ratio 2000 hr./8.5
Engine RPM, maximum 2700 RPM
Man. Pressure, maximum 30 in
Cyl head temp., maximum 475° F
Oil pressure, normal operating range 55-95 psi
Oil temp., operating, maximum 245° F
Fuel pressure range, pump inlet 0.5-8.0 psi
Induction system Marvel Schebler MA-45 SPA carb
Induction inlet area 5.2 sq in
Exhaust system 4 into 2, crossover
ave. header/collector lengths na
Oil capacity, type 8 quarts
Ignition system Dual Slick magneto, #4371 and 4370
Cooling system dual pitot inlets
Cooling inlet area 6.5x3.5 in each (45.5 sq in)
Cooling outlet area fixed, 42.45 sq in
PROPELLER:
Make, model MTV-12-C/180-119d, 3 blades
Material wood, graphite with metal leading edge
Diameter 71 in
Prop extension, length same as std. Hartzell
Prop ground clearance, empty of fuel na
Spinner diameter/length 13 in x 15.25 in long
Electrical system Alternator, 35 amp Nippondenso
Fuel system R/L wing tanks, selector, elect + mech pumps
Fuel type 91/96 or 100LL
Fuel capacity, by CAFE Scales 35.4 gal
Fuel unusable near zero
Braking system Cleveland discs, Matco master cyl.
Flight control system push/pull rods excepting cable rudder, 2 sticks
Hydraulic system na
Tire size, main/nose 5:00 x 5 main/ Lamb nosetire
CABIN DIMENSIONS:
Seats 2, side by side, baggage behind seats
Cabin entry canopy slides back
Width at hips 41 in
Width at elbows 42.5 in
Width at shoulders 43 in
Height, seat pan to canopy, torso axis 41 in
Legroom, rudder pedal to seatback* 47.5-51 in
Baggage dimen. to height of seatback na
Baggage weight limit 100 lb
Liftover height to baggage area na
Step-up height to wing T.E. a step is provided on each side
*builder selects this fixed dimension

Demonstrated maneuvers: standard category, no aerobatics

Equipment list:
Oil cooler: Aero Classics LTD 8000075
Governor: Woodward B210 776A
Starter: Sky-Tec 149-12LSX 12V. 12/14 pitch
Vacuum pump: none
Engine instruments: analog
Strobes: Whelen Double Flash
Shoulder harnesses: yes
Battery: Hawker Energy Odyssey PC-680
Radios:
Apollo SL60/map GPS/Comm
Apollo SL70 transponder
Flightcom 403 intercom
Flight instruments:
TAS indicator
Electric turn coordinator
Compass
VSI, altimeter.

14