Introduction - Flying an RV

All performance data presented in this web site was obtained through repetitive testing with a stopwatch, over measured courses, and with a calibrated airspeed system. All test figures are corrected to standard temperatures. You can realistically expect performance at or very near our published figures.

Absolute speed was never our primary goal. We did, however, strive to make RVs as aerodynamically efficient as possible, and are pleased with the results. Top speeds will range from around 190 mph to over 220 mph, depending on the model and the engine/prop combination.

One beauty of the RVs high top speed is that, while it is available, it is not necessary. In other words, because of its low wing loading, it can cruise efficiently at speeds well below maximum (but still much higher than most small aircraft) using very fuel efficient power settings.

When flying at lower altitudes "just for the fun of it", fuel mileage at normal cruise power settings isn’t quite as good. When sightseeing or cruising around the lower part of the sky, we find it enjoyable to use a 40-50% power setting, yielding a low noise level, smooth engine operation, and low fuel consumption.

Under standard sea level atmospheric conditions the takeoff roll at gross weight varies between 300 - 650’. At solo weight, this distance is reduced by as much as 45%. Naturally, larger engines shorten the takeoff roll and increase climb performance.

This near SuperCub performance may seem academic when operating from most commercial airports. However, if you enjoy flying into private airstrips and out of the way recreational areas as we do, this capability is most worthwhile. An added benefit is good performance at high density altitudes. Many high speed homebuilts have marginal takeoff performance on hot-and-high airstrips. Not so with the RVs.

The STOL capabilities of the RVs allow you to operate comfortably from all but the most rugged "bush" strips. The RVs’ excellent climb rate gives an extra margin of safety when operating from such places. Just as the RVs have a wide range of practical cruise speeds, the same is true of climb speeds. Good climb rates and angles are possible at just above takeoff speed -- about 60-70 mph -- for obstacle clearance. More practical climbs are attained at higher speeds, with the best climb rates coming at 100 to 115 mph, depending on weight and the propeller used. Cross country climbs at 120-150 mph can be made with only a slight decrease in climb rate.

Pilots who fly RVs despair of loving to put the feel of the airplanes into words, and often resort to vague hand-waving, grinning and finally just saying "until you fly one, there is no way you can understand." RV control response is excellent throughout the speed range. Ailerons retain some effectiveness right through the stall, and on a low, slow landing approach, where one might expect to find them sluggish, they remain light and quick. The differential action of the ailerons dampens adverse yaw so well that no rudder coordination is needed for light to moderate aileron inputs. Elevator control is positive and quick, varying from light at aft CG to moderate at a forward CG. Rudder control is very positive, remaining effective right down to taxi speeds.

Stall characteristics of the RVs are straightforward and predictable. They occur with relatively little pre-stall buffet warning, but at an obviously high angle of attack and slow speed. The break is gentle and control may be regained instantly with normal recovery procedures, often by simply relaxing back pressure on the stick. The usual altitude loss is 25-50’ and can be held to zero by a quick application of power. There is little tendency to drop a wing unless provoked with a skid or slip.

Spin resistance of all RV models is very good. Very definite pro-spin control inputs are necessary to provoke spin entry. Usually spin recovery can be achieved within the first revolution just by relaxing pro-spin control pressures. From fully developed spins, recovery is achieved by application of normal anti-spin control inputs.

Directional and pitch stability are positive for all loading conditions. Roll stability is neutral, not uncommon in short span airplanes with low dihedral angles. Rudder turn and side-slip qualities are quite normal, but rarely needed except in crosswind landings, which RVs handle nicely. Unlike many taildraggers, RVs are well mannered on the ground. Their directional control is similar to a Citabria or SuperCub, but with lighter control pressures.

Ground handling qualities of the trigear RV-6A, RV-8A, and RV-9A are, as might be expected, even easier than those of the taildragger RVs. The free castering nose wheel permits easy steering with the rudder alone at anything above low taxi speed. At low taxi speeds, differential braking maneuvers the airplane easily, even through tight spots and crowded ramps.

In-flight visibility is exceptional. The sloping nose and large canopy give the pilot an almost unobstructed view of the sky. The nose is low enough that most pilots new to the RV will find themselves climbing when their conditioned vision tells them they are level. Rearward visibility through the RV-4 and RV-8/8A bubble canopies is similarly excellent; it is also remarkably good through the gentle slope of the canopy and rear windows of the RV-6/6A.

Taxi visibility in the RV-4, RV-8/8A, RV-6A, and RV-9A allows the pilot to see forward over the nose, and only in extreme conditions is S-turning needed. Visibility in the RV-6 is not quite as good, but still offers straight ahead taxi visibility under most conditions.

Aerobatic capability has always been important in any true sportplane. While aerobatic flying provides valuable unusual attitude familiarization, its main purpose is simply fun. It may be the ultimate expression of the uninhibited joy of flight. By virtue of their wide speed range and relatively low wing loading, the RVs are quite good aerobatic aircraft. Roll rates are in excess of 140 deg/sec for the RV-4, RV-6/6A and RV-8/8A. There is practically no adverse yaw - beautifully smooth rolls can be done with feet flat on the floor. The high inertia and low drag of the RVs permit nice loops at very low G-loads. It is possible to perform a series of aerobatic maneuvers at cruise power, not exceed 3 or 4 G, and gain altitude at the same time.

Although RVs are capable aerobatic aircraft, we do not recommend them for serious competition aerobatics. Their high speed is not suited to the restricted competition zones. In order to stay "in the box’’ they would have to fly slower and lose the benefit of inertia, or keep the speed up and pull too many Gs. Because of their low stall speed, the maneuvering speed (maximum full control application speed) is in the 135 mph range. Thus, aerobatic safety in the RVs is highly dependent on pilot technique.

The RVs have a design stress limit of +6 and -3Gs at aerobatic gross weights: 1375 lbs for the RV-4 and RV-6/6A, and 1550 lbs for the RV-8/8A. This equates to an ultimate or failure limit of +9 and -4.5 Gs. The RV-9A, designed as a utility aircraft, has a design stress limit of +4.4 and -2.2Gs and is non-aerobatic.

We recommend that RV pilots limit themselves to what we like to call "sport" aerobatics; aerobatic maneuvers done solely for the enjoyment to the pilot rather than of spectators or judges. These maneuvers can be tailored to be gentle to both the airplane and the pilot. RVs can perform all the usual aerobatic maneuvers (loops, rolls, Immelman turns, horizontal 8s, etc.) very easily and gracefully at low G loads. They rarely need to dive to attain entry speeds. We have found, for instance, that in the RV-4, loops can be entered from level flight and successfully completed on 40% power. We could go on and on with such examples, but this should give you some idea of the effortless agility that awaits you in an RV.