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

ick VanGrunsven has demonstrated genius for de-signing the most popular aircraft in the category be-tween $100,000+ hot-rod homebuilts and sub $35,000 recreational Light Sport Aircraft (LSA). The popularity of his all-metal RV series of aircraft arises from their excellent balance between cost, performance and fly-ing qualities.

Dick designed the RV-9/9A to use the less expen-

sive Lycoming 118-160 BHP engines to extend access to such versatile aircraft to homebuilders on tighter budgets. An RV-9A like our test candidate, N129RV, (built with the QuickBuild kit) would cost about $65,000, including $21,300 for a 160 BHP Lycom-ing engine and $5,300 for a propeller. This is about $7,000 less than a 180 BHP RV-7A and $10,000 less than a 200 BHP RV-8A.

Sponsored and Funded by the Experimental Aircraft Association

AIRCRAFT PERFORMANCE REPORT

PRESIDENTBrien Seeley

VICE PRESIDENTLarry Ford

TREASURERJohanna Dempsey

DIRECTORSStephen Williams

Ed VetterJack NorrisScott NevinBill Bourns

Darrel Harris

CAFE Foundation, Inc., Comparative Aircraft Flight Efficiency, a non-profit, tax-exempt, all-volunteer, educational organization.

CAFE Flight Test Facility, Charles M. Schulz Sonoma County AirportSanta Rosa California. 707-545-2233email: CAFE400@sonic.netwebsite: cafefoundation.orgFounded in 1982

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If a mid-time Lycoming en-gine, wood prop and day VFR ba-sic equipment were used and all of the construction were performed by the builder, the cost could be as low as $37,500. Equally shared by 4 members of a homebuilder flying/building club, the cost of an RV-9A thus becomes just $16,250, or $9,375 for the examples just mentioned, respectively. Such a partnership would offer very af-fordable access to such a versatile cross-country flying machine. It would also reduce the member’s burden of insurance, parking, tax-es, hangaring, upgrades, etc.

Another of Van’s design pri-orities for the RV-9/9A was that it be suitable for inexperienced pi-lots. Thus, it uses a longer-throw control stick that has higher stick forces than the other RV’s.

With 123.67 square feet of wing area and 28 foot wingspan, the RV-9A has an aspect ratio of 6.34 versus 4.8 for the RV4/RV-6. The RV-9A also has 12% more wing area than the RV4/6 series. These features, along with a high lift air-foil designed by renowned wing designer, John Roncz, enable the RV-9A to climb and cruise almost as well on 160 BHP as do the RV4/6 using 180-200 BHP.

The fuselage structure of the RV-9A is like the RV-7/7A except at the wing attach points. The RV-9A also uses a constant-chord hori-

zontal tail and larger vertical tail surfaces than other RV’s.

N129RV has the late-style tuna-shaped wheel pants like those pop-ularized by John Sharp’s renowned Formula One racer, Nemesis. Its long span slotted flaps are claimed to reduce its stall speed by 7 mph compared to the other RV designs.

The construction of the RV-9/9A, like all others in the RV series, is by stressed aluminum skin with riveted structural components. A QuickBuild option with pre-riveted components and matched-hole pre-drilled skins is claimed to save 35-40% of the building time while providing quality-built, pre-in-spected assemblies that are assem-bled in either the Phillipines or in the Czech Republic by experienced metal workers.

Detailed information is avail-able on Van’s excellent website; vansaircraft.com. Complete tech-nical results for the RV-9A are avail-able at cafefoundation.org.

The CAFE Foundation wishes to extend a special thanks to Ken Krueger, engineer with Van’s Air-craft, who delivered N129RV from Van’s factory in Oregon to the CAFE Foundation flight test center. Ken briefed CAFE test pilot, C.J. Stephens, for his first flight in the aircraft and was very helpful to the CAFE flight test team in the instal-lation of the flight test instrumen-tation used in this report.

Subjective Evaluation

RV-9A N129RV

byC.J. Stephens

The RV-9A is light in weight and one person can easily move it around on the ramp. Its turning radius is small enough that we could easily turn it around inside the 50 foot CAFE hangar.

COCKPIT FEATURES

The cockpit is uncluttered and roomy. This pilot, who is 5’10” used a 1” seat pad to get the proper sitting height. Even so, there is plenty of headroom in the RV-9A. Although it gives good leverage, the control stick is longer than I like and makes the control movements seem exaggerated.

The bubble canopy, which rolls back along rails, allows easy entry for both pilot and passenger.. The canopy latching system is easy to understand and leaves no doubt as to its security. A single latch with a solidly positive mechanism rotates to lock the canopy.. It can be opened during taxi to improve ventilation.

The ample baggage compartment, located just behind the seats, is accessed through the cockpit.

The cockpit layout is very efficient. All primary controls

Elaborate CAFE flight test gear sits atop N129RV’s glare shield.

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Vmax, TAS, 8509.7 ‘ dens.alt., 1703 lb, 23.7”, 2605 RPM, 9.7 gph 192.7 mphStall speed, CAS, 1758 lb, 12” M.P., 1800 RPM, full flaps, mph 49.08 mphMax climb rate, 5500’ dens.alt., 1732 lb, 26”, 2703 RPM, 10.8 gph 1348.9 fpmT.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 mphVx, speed for best climb angle, CAS, 5500’ dens., @88.3 mph TAS 81.6 mphLiftoff speed, CAS, (panel IAS= 74), 1300’ dens., full flaps, 1744 lb 66.0 mphTouchdown speed, CAS, (panel IAS= 68), 1520’ dens., 1715.8 lb 59.1 mphMin. sink rate, idle power, coarse pitch, 1725 lb, 81.7 mph TAS 664.2 fpmBest glide ratio, idle power, coarse pitch, 1738 lb, 95 mph CAS 12 to 1Noise 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° FMax. cowl exit air temp., 60 mph CAS, full flaps, 2000 RPM, 15” 168° FEmpty weight per CAFE Scales, including headsets and oil 1078.05 lb

CAFE MEASURED PERFORMANCE, N129RV

are easy to reach and operate. Starting the Lycoming engine is straight-forward. On every attempt it starts flawlessly.

GROUND OPERATIONS

Taxiing is easy using differential braking for directional steering. The plane tracks straight on the taxiway. Very slight power is needed to attain taxi speed, yet at idle throttle, the plane does slow down.

Field of view for ground maneuvering is excellent in all directions.

The cabin ventilation is plentiful with two “eyeball” vents on the panel. Even at taxi speeds, there is adequate cooling air from these vents. There are no vents directed at the windshield and, I would suspect that in a very humid environment, condensation would accumulate, restricting the visibility.

The RV-9A has a very nice electric elevator trim system. A green LED light on the panel indicates trim position and is used to set trim prior to takeoff. There is a switch to operate the electric flaps from both the top of the control stick and on the instrument panel. This redundancy adds both a failure point and undesirable cockpit complexity.

TAKEOFF

I consistently used 15 degrees of flap for takeoff with good results. This particular airplane has the manifold pressure gauge positioned above the propeller control and the RPM gauge above the throttle, and it is difficult to get used to this illogical arrangement.

Even at maximum weight on a nearly standard day in light wind, the minimum run (flaps 15 degrees) takeoff roll with 15° of flap measures only 385 feet. Directional control during takeoff is very easy to maintain. Lift off is at 75 mph panel IAS and climbing at 110 mph panel IAS gives 1600 fpm on the VSI. Stick forces on rotation, with the c.g. at 13% aft of the forward limit, are light yet comfortable.

FLYING QUALITIES Field of view during climb is

excellent in all directions. The initial feel of the controls is light and brisk. The controls are very responsive and well balanced in all axes. On a day with the OAT measuring 76° F at a panel altitude of 4000 feet, a maximum performance climb produces a peak CHT of 462° F on cyl. #3.

The spiral stability is neutral, i.e., once established in a shallow bank it does not tend to overturn

or level out. This is true both with and without flaps and at both 1.3Vs and Va. Dynamic longitudinal stability is sampled at several airspeeds to determine the natural damping qualities of the RV-9A. It is essentially deadbeat at all speeds with both stick free and stick fixed. In stick fixed mode the elevators can add to the pitch dampening, producing a different amount of natural stability.

With the use of a hand-held stick force gauge, I measure the amount of stick force necessary to change the airspeed in 10 mph increments both above and below a given trimmed airspeed, i.e., static longitudinal stability. The measurements are taken after the airplane is well trimmed in level flight at the given airspeed. The plane is not re-trimmed throughout the measurements. The resulting measurements indicate the natural propensity of the airplane to return to its trimmed airspeed--the higher the forces, the greater the longitudinal stability.

Roll due to yaw is explored by establishing a 15 degree bank, and then, with no aileron input, determining if the rudder alone can level the wings. The RV-9A rudder gives a very prompt and favorable response. It provides accurate control to about 30 degrees of bank in either direction

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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.

An interesting characteristic occurs when making rapid and full aileron inputs. There is a definite, momentary kick-back on 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

Stall characteristics are examined with and without flaps 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 no difficulty in gently settling the tires on the pavement at 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.

Van’s engineer Ken Krueger helped prepare the aircraft.

Cowling attaches with sev-eral piano hinge pins.

Cowl bluff body for carb inlet also serves as cooling and exhaust exits.

4

CONCLUSION

I find the RV-9A to be a simple, straightforward airplane. It is very responsive, making it a joy to fly, yet with its good stability, even a low-time aviator could manage it. It is the kind of plane in which a pilot and a full-sized friend can take a normal amount of bag-gage and travel a good distance at 185 mph. Its minimum run-way requirement does not limit the places chosen as destination. It also seems well suited for local flying with the ‘fun factor’ set on high.

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Instrument panel IAS, mph

Ο RV-9A, fwd c.g.,110 mph

∇ RV-9A, aft c.g., 110mph

◊ RV-8A, fwd c.g.,140 mph

GWittman W10 @18% MAC

+ Cessna 152

Trimmed to zero pounds, stick- free,flaps up, near Va.(For RV-9A, 110 mph IAS = 101 CAS)

Pull(-)

Push(+)

Static longitudinal stability

The RV-9A being weighed before flight on the CAFE Scales.

STICK FORCE GRAPHS:

Stick forces are shown on the verti-cal axis of the two adjacent graphs, “Static longitudinal stability” and “Maneuvering stability at Va”. It is the slope of the various colored lines on the two graphs that indicate how much pull or push on the stick is needed to command the aircraft to change its speed or G force. A steep vertical slope means that the aircraft’s control stick stiffly resists change, while a flatter slope means that speed or G force can be changed with little effort by the pilot. Steeper slopes thus indicate more stability. For safety, “pulling G’s” should take a lot of ef-fort.

Note: For any aircraft, the slopes generally will flatten as the c.g. moves aft. Indeed, the aft c.g. limit is usually determined as the point at which the stick force slope becomes so flat that the aircraft becomes unstable.

Maneuvering stabilityat Va.

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Ο RV-9A @13% aft,109.4 mph CAS

∆ RV-8A, fwd c.g., 140mph IAS

∇ W10 Tailwind @18% MAC

1 Cessna 152

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CAFEHONORARY ALUMNI

Steve Barnard--RV-6A

Jim Clement--Wittman Tailwind

Jim Lewis--Mustang II

Ken Brock--Thorp T-18

Larry Black--Falco F.8L

Chuck Hautamaki--Glasair III

Jeff Ackland--Legend

Jerry Sjostrand--Express

Randy Schlitter--RANS S-7C

Stoddard Hamilton Aircraft, Inc.--GlaStar

Fred Baron--Lancair 320

Mark Beduhn--Cozy Mark IV

Dick VanGrunsven--RV-8A, RV-9A

Derek Hine--Lancair IVP

Kim Prout--Europa

Neal Roach--Glasair Super IIS FT

IMPORTANT NOTICE

Every effort has been made to obtain the most accurate information possible. The data are presented as measured and are subject to errors from a variety of sources. Any reproduction, sale, republication, or other use of the whole or any part of this report without the consent of the CAFE Foundation is strictly prohibited.

ACKNOWLEDGEMENTS

The CAFE Foundation gratefully acknowledges the assistance of Van’s Aircraft, Anne Seeley, pilot Jim Reinemer, Ray Richter, EAA Chapter 124, and the Sonoma County Airport FAA Control Tower Staff.

SPONSORS

Engineered Software “PowerCadd” and WildToolsFAA William J. Hughes Technical CenterDreeseCode Software at ww.dreesecode.com

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5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5Fuel flow, gallons per hour (gph)

EGT #1

EGT #2

EGT #3

⊕ EGT #4

CHT #1

CHT #2

CHT #3

CHT #4

A TAS

â MPG x10

Ö CAFE Score

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RV-9A: True Airspeed (TAS), EGT and CHT @ 8500', 2600 RPM

RV-9A N129RV: wide open throttle, CAFE data 8/18/02. CHT for 100°F day.Lycoming O-320-D3G engine, 160 BHP. VbC = velocity for best CAFE Score.

(Score = V1.3 xMPG)

HOW TO READ THIS GRAPH

This graph summarizes the cruise performance of the aircraft in terms of TAS, EGT, CHT, CAFE score and MPG relative to its fuel flow.

The top family of four curves show the CHT (top right vertical axis) for each engine cylinder versus fuel flow (shown on the bottom horizontal axis). Note that, at a given fuel flow, the dif-ferent cylinders have very different CHT’s, reflecting uneven mixture distri-bution, a feature common to carburet-ted engines.

Below the family of CHT curves are the four EGT curves, with temperatures shown on the left vertical axis. Peak EGT occurs at 7.5 gph of fuel flow. The spread in EGT from cylinder to cylinder again reflects uneven mixture distribu-tion.

The peak CHT tends to occur at about 100° F rich of peak EGT (at 9.0 gph) and CHT cools off at mixtures lean of peak EGT.

Below the four EGT curves, are the MPG and CAFE score, each rising al-most linearly as the fuel flow is leaned. MPG peaks at about 30 MPG (bottom right vertical axis). VbC , velocity for best CAFE score, is 179.6 mph at 6.1 gph.

True airspeed (TAS), the bottom curve, is shown to be highest at the higher fuel flows with rich of peak (ROP) EGT mixtures, but TAS falls only slightly at lean mixture settings.

CAFE’s pitot/static missile self-aligns with airstream.

Darrel Harris, below left, and Test Pilot C.J. Stephens both devoted major efforts to assure that the RV-9A flight tests were complete. See cafefoundation.org for added details.

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EGT #1

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CHT #1

CHT #2

CHT #3

CHT #4

A TAS, smph

â MPG x10

Ö CAFE Score

RV-9A N129RV; wide open throttle, CAFE data 8/18/02. CHT for 100 °F day.Lycoming O-320-D3G engine, 160 BHP. VbC = velocity for best CAFE Score.

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RV-9A: True Airspeed (TAS), EGT and CHT @ 8500', 2300 RPM

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HOW TO READ THIS GRAPH

This graph summarizes the cruise performance of the aircraft in terms of TAS, EGT, CHT, CAFE score and MPG relative to its fuel flow.

The top family of four curves show the CHT (top right vertical axis) for each engine cylinder versus fuel flow (shown on the bottom horizontal axis). Note that, at a given fuel flow, the dif-ferent cylinders have very different CHT’s, reflecting uneven mixture distri-bution, a feature common to carburet-ted engines.

Below the family of CHT curves are the four EGT curves, with temperatures shown on the left vertical axis. Peak EGT occurs at or below 6.7 gph of fuel flow. The spread in EGT from cylinder to cylinder again reflects uneven mix-ture distribution.

The peak CHT normally occurs at about 100° F rich of peak EGT and cools off at mixtures lean of peak EGT.

Below the four EGT curves, are the MPG and CAFE score, each rising al-most linearly as the fuel flow is leaned. MPG peaks at about 27 MPG (bottom right vertical axis). VbC , velocity for best CAFE score, is 182.9 mph at 6.7 gph.

True airspeed (TAS), the bottom curve, is shown to be highest at the higher fuel flows with rich of peak (ROP) EGT mixtures, but TAS falls only very slightly at lean mixture settings.

Weight, lb

806.8271.3170.0190.0212.4

0.0100.0

1750.5

83.46.89

15%-28%20%

1750.01078.1672.0459.635.4

212.4077.49

77.95-84.8484.057.4

Arm*

91.9434.5094.0894.0876.710.00

123.51

Moment

741779358

159941787516293

012351

146048

c.g.

83.43

Sample center of gravity

Main gear, emptyNosewheel, emptyPilotPassengerFuel, 35.4 gallons, fullOil, included 6.25 qt.Baggage, 100 lb. limitTOTALSDatum = 70" fwd of L.E.c.g. this sample:c.g. range, inchesc.g. range, % MACc.g., % aft of fwd limitGross weight, lbEmpty weight, lbUseful load, lbPayload, lb, full fuelFuel capacity, gallons*Fuel capacity, pounds*Empty weight c.g., inchesc.g. rangeMain gear trackWheelbase*as determined by CAFE

RV-9A N129RV, Sample c.g.

61.466.271.476.380.587.091.696.1

105.5109.4113.1118.3122.3129.0136.4142.4147.5154.4160.7164.9169.3174.6175.2183.2189.1192.5

8.68.88.68.79.58.08.48.99.5

10.611.911.712.711.08.67.67.55.64.35.15.75.49.86.85.97.5

49.552.054.961.768.773.278.082.989.294.199.1

108.7113.2117.1122.3126.4133.6141.3147.5152.5159.5166.1170.4175.3180.7181.4189.8196.3199.7

nanana0.32.51.81.72.42.22.53.03.23.84.04.04.14.64.95.15.05.15.45.56.06.16.26.67.27.2

8.36.36.87.07.15.85.95.96.46.88.07.78.66.43.72.52.50.5-1.1-0.4-0.3-0.73.70.2-1.30.3

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Flaps up" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "" " "

60.063.065.070.075.080.085.090.095.0

100.0105.0115.0120.0125.0130.0135.0140.0145.0150.0155.0160.0165.0170.0175.0180.0185.0190.0195.0200.0

CAS(Baro #3)

Totalerror

CabinBaro.stock

pitot

Pitot-staticerror

Instrumenterror Config.Panel IAS,

smph

RV-9A N129RV: Speed Calibration

Pitot-static and Instrument errors are here determined by comparing CAS from the CAFE Barograph'sgimbled pitot-static missile to the aircraft's instrument panel ASI and to a separate CAFE Barograph in theCabin that shares the aircraft's stock pitot-static ports with the panel ASI.

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EGT #1

EGT #2

EGT #3

⊕ EGT #4

CHT #1

CHT #2

CHT #3

CHT #4

A TAS

â MPG x10

Ö CAFE Score

Exha

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RV-9A: True Airspeed (TAS) EGT and CHT @ 12,500', 2600 RPM

Cylin

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MPG

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(Score = V1.3 xMPG)

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.

HOW TO READ THIS GRAPH

This graph summarizes the cruise performance of the aircraft in terms of TAS, EGT, CHT, CAFE score and MPG relative to its fuel flow.

The top family of four curves show the CHT (top right vertical axis) for each engine cylinder versus fuel flow (shown on the bottom horizontal axis). Note that, at a given fuel flow, the dif-ferent cylinders have very different CHT’s, reflecting uneven mixture distri-bution, a feature common to carburet-ted engines.

Below the family of CHT curves are the four EGT curves, with temperatures shown on the left vertical axis. Peak EGT occurs at 6.3 gph of fuel flow. The spread in EGT from cylinder to cylinder again reflects uneven mixture distribu-tion, though not bad at 6.0 gph.

The peak CHT normally occurs at about 100° F rich of peak EGT and cools off at mixtures lean of peak EGT.

Below the four EGT curves, are the MPG and CAFE score, each rising al-most linearly as the fuel flow is leaned. MPG peaks at about 30 MPG (bottom right vertical axis). VbC , velocity for best CAFE score, is 177.2 mph at 5.9 gph.

True airspeed (TAS), the bottom curve, is shown to be highest at the higher fuel flows with rich of peak (ROP) EGT mixtures, but TAS falls only slightly at lean mixture settings.

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.

Steve Williams installs the flight recorders.

C.J. Stephens, on wing, preflights N129RV.

Co-pilot Bill Bourns operated the flight recorders on data flight #1.

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380

400

6 6.5 7 7.5 8 8.5Fuel flow, gallons per hour (gph)

EGT #1

EGT #2

EGT #3

⊕ EGT #4

CHT #1

CHT #2

CHT #3

CHT #4

A TAS

â MPG x10

Ö CAFE Score

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.

Exha

ust g

as te

mpe

ratu

re (E

GT)

, °F

RV-9A: True Airspeed (TAS) EGT and CHT@ 12,500', 2300 RPM

Cylin

der h

ead

tem

pera

ture

(CHT

), °F

MPG

x10

, TAS

, or C

AFE

Scor

e

= 182.7 smph @ 7.1 gph

(Score = V1.3 xMPG)

HOW TO READ THIS GRAPH

This graph summarizes the cruise performance of the aircraft in terms of TAS, EGT, CHT, CAFE score and MPG relative to its fuel flow.

The top family of four curves show the CHT (top right vertical axis) for each engine cylinder versus fuel flow (shown on the bottom horizontal axis). Note that, at a given fuel flow, the dif-ferent cylinders have very different CHT’s, reflecting uneven mixture distri-bution, a feature common to carburet-ted engines.

Below the family of CHT curves are the four EGT curves, with temperatures shown on the left vertical axis. Peak EGT occurs at 6.4 gph of fuel flow. The spread in EGT from cylinder to cylin-der, though better than at 2600 RPM, again reflects uneven mixture distribu-tion,. The peak CHT tends to occur rich of peak EGT (here at about 6.8 gph) and CHT tends to cool off at mixtures lean of peak EGT.

Below the four EGT curves, are the MPG and CAFE score, each rising as the fuel flow is leaned. MPG peaks at about 27 MPG (bottom right vertical axis). VbC, velocity for best CAFE score, is 182.7 mph at 7.1 gph.

True airspeed (TAS), the bottom curve, is shown to be highest at the rich of peak (ROP) EGT mixture of 7.15 gph, but TAS and CAFE score fall only slightly at leaner mixture settings.

B B B B B B BB B B B B B

BB

1

1

1

1

1

1

1

1

363036403650366036703680369037003710372037303740375037603770378037903800

16 14 12 10 8 6 4 2 0

Geo

met

ric A

ltitu

de, f

eet

Time, seconds

64.0 63.4 62.4 60.9 60.4 59.3 58.7 57.5 55.8 54.6 52.9 51.6 50.8 49.9 49.1

65.864.0

62.660.9

58.8

56.0

52.549.7

B Pre-stall

1 After stall

RV-9A: Stall Profile, Full Flaps, Landing

Each point's value is in smph, CAS. Altitude lossshown to point of level recovery. <1500 RPM.

HOW TO READ THESTALL PROFILE GRAPH

This graph shows the altitude profile during both deceleration to stall and re-acceleration after stall. Test pilot Jim Reinemer did a commendable job of hold-ing the altitude nearly level while approaching the stall with close to the desired standard deceleration rate of 1 knot per second.

The aircraft only loses about 130 feet of altitude in this power off recovery. It must be emphasized that the altitude loss for a given aircraft after stall will vary widely according to piloting technique and the amount of power applied.

9

Maneuvering stability,flaps down.

Ο

Ο

Ο

Ο

Ο

Ο

∆

∆

∆

∆

∆∆

∇

∇

∇

11

10

5

10

15

20

25

30

1 1.5 2 2.5 3 3.5

Elev

ator

Stic

k Fo

rce,

lbs.

Load in G's

ΟRV-9A @13%aft, 109.4 mphCAS

∆RV-9A @ 85%aft, 109.4 mphCAS

∇RV-9A @13%aft, 71.4 mphCAS, full flaps

1RV-9A @ 85%aft, 71.4 mphCAS, full flaps

Ο

Ο

Ο

Ο

ΟΟ

Ο

Ο

ΟΟ

Ο

∇

∇

∇∇

∇∇∇∇

∇∇∇

◊

◊◊

◊

◊

GG

GGG

12

10

8

6

4

2

0

-2

-4

-6

60 80 100

120

140

160

Elev

ator

Stic

k Fo

rce,

lbs.

Instrument panel IAS, mph

Ο RV-9A, fwd c.g., 110mph

∇ RV-9A, aft c.g., 110mph

◊ RV-9A, fwd c.g., 80mph, full flaps

GRV-9A, aft c.g., 80mph, full flaps

Trimmed to zero pounds, stick- free,flaps up, near Va.(Note: 110 IAS = 101 CAS and80 IAS = 71.4 CAS)

Pull(-)

Push(+)

Static longitudinal stability

FLIGHT TEST DETAILSAll 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 of cooling ram recovery uses both total pressure and piccolo static tubes inside the high pressure plenum of the cowl. The pressures from those tubes are recorded using a water manometer and the results are compared to the calculated freestream ram pressure.

The subjective evaluation flights were flown using the panel indicated airspeeds for Va , Vx , Vy , Vf , and Vne that were sug-gested by the aircraft owner. CAFE sub-sequently measured Vx and Vy by glide, climb and ‘power required to maintain level flight’ techniques. The glide and climb tests utilized geometric altitude rather than pressure or density altitude in order to keep them cross comparable from aircraft to aircraft. An average density altitude of 5500’ for the climb segments meant that the rate of climb measured is well below that to be expected at sea level.

The level cruise performance values for the aircraft were recorded by CAFE Barograph #3, which, along with its pitot/static source, was calibrated to an accuracy of 0.1 mph in NASA’s wind tunnel. Cruise speeds are selected only from runs in stable, non-turbulent conditions that were found to show steady total energy values, calculated as the sum of the aircraft’s ki-netic and potential energy.

The sum of the kinetic and potential energy, under constant power, trimmed level flight conditions, should remain nearly constant. If that sum is increas-ing, then atmospheric lift is likely to be occuring and the data is unsuitable. If total energy is decreasing, then the aircraft is likely flying through sinking air, again unsuitable data for our purposes.

All cruise speeds are corrected for the measured drag coefficient of the wing cuffs that attach the Barograph.

10

Va

53 R

t./ 6

1 Lt

.

79 R

t./ 9

0 Lt

.

109

Rt./

102

Lt.

47

61 R

t./63

Lt.

52 R

t./50

Lt.

1.3

Vso

40 R

t./ 4

2 Lt

.^^

70 R

t./ 5

6 Lt

.

78 R

t./80

Lt.

++

34

50 R

t./53

Lt.

47 R

t./43

Lt.

RV-

9A N

129R

V

Lanc

air I

VP N

114L

RV-

8A N

58VA

Cess

na 1

52

RAN

S S-

7CG

laSt

ar^^

full

flap s

, 71.

4 m

p h

++ fu

ll fla

p s, 8

0 m

p h

RO

LL R

ATE

, deg

./sec

ond,

incl

udes

inpu

t tim

e

06:4

4:07

PM

06:4

7:20

PM

clea

n

full

flaps

na

12/1

800

1759

1758

58.1

6

49.0

8

50.5

42.6

#4--

8/21

/02

#4--

8/21

/02

Dat

a cl

ock

Mod

eM

P/R

PMW

eigh

t, lb

CAS,

mph

CAS,

kts

Flig

ht/D

ate

Stal

l Spe

eds,

RV-

9A N

129R

V

11

04:3

3:

04:4

2:

04:4

7:

04:5

4:

05:0

0:

04:1

8:

01:5

8:

Star

t

04:3

0:

04:3

6:

04:4

4:

04:5

0:

04:5

7:

60 45 48 40 49 30 30

Seco

nd

80 113

110

130

96

3652

2709

2699

2687

2621

1098

9520

Pre

salt

.,

3696

4037

3958

4088

3793

2467

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2739

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2715

.1

2707

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2623

.9

1043

.7

1000

4.

Geo

alt

.

3796

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4157

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4062

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4192

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3870

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1265

.

1011

.

1053

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855.

6

1073

.

658.

5

384.

8

Los

s, f

t.

- - - - -

5500

.0

5500

.0

5500

.0

5500

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5500

.0

2800

.0

1180

0.

Den

salt

.

5500

.0

5500

.0

5500

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5500

.0

5500

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1736

1732

1728

1724

1721

1747

1729

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gh

1738

1735

1730

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1722

90 105

100

95 110

107

104

Pan

el

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90 85 80

82 95 90 85 100

98 95 CA

S

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88.3

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97.7

92.3

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TA

S

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97.4

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ow

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r V

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h

Com

men

t

near

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x

6.1

6.7

6.5

6.2

7.2

7.0

13.0

Glid

e

12.0

11.6

11.0

10.8

9.5

9.4

8.5

8.8

9.1

7.9

8.1

4.4

Glid

e an

gle

4.8

4.9

5.2

5.3

6.0

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

w.o

.t., 2

703

RPM

, 26.

0", 1

0.8

20.1

", 2

703

RPM

, 9.0

gph

,

w.o

.t. =

wid

e op

en t

hrot

tle

Glid

es m

ade

duri

ng D

ata

Flig

ht #

3:

Coa

rse

pitc

h, 1

250

RPM

, 5.2

",

Coa

rse

pitc

h, 1

250

RPM

, 5.2

",

Coa

rse

pitc

h, 1

230

RPM

, 5.2

",

Coa

rse

pitc

h, 1

200

RPM

, 5.4

",

Coa

rse

pitc

h, 1

180

RPM

, 5.8

",

Star

t ti

me

Seco

nds

Pre

salt

., ft

.G

eo a

lt.

Gai

n, f

t.

Ave

.

Den

salt

.

Wei

ght,

lb

Pan

el

IAS

CA

S,

mph

TA

S,

mph

RO

C, f

pmC

omm

ent

X/Y

Clim

b an

gle,

deg.

RV

-9A

N

129R

V

187.

1

173.

7

152.

8

153.

6

153.

9

152.

8

150.

3

146.

3

145.

8

147.

0

148.

3

150.

8

148.

2

143.

0

168.

7

169.

5

168.

5

165.

5

158.

0

162.

8

162.

9

161.

4

160.

7

89.4

1828

. 9

6525

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1252

9.7

1253

1.7

1254

6.0

1252

0.7

1254

2.9

1252

9.1

1255

4.1

1249

2.8

1251

1.4

1254

8.8

1246

4.8

1251

4.2

8530

.4

8509

.7

8489

.2

8507

.7

8499

.3

8616

.6

8603

. 5

8613

.6

8603

.4

8545

.5

192.

2

191.

5

185.

0

186.

1

186.

5

185.

0

182.

1

177.

2

176.

7

177.

9

179.

6

182.

7

179.

3

173.

2

191.

9

192.

8

191.

5

188.

1

179.

6

185.

4

185.

4

183.

8

182.

9

101.

7

28. 5

25.9

20.0

20.0

20.0

20.0

20.0

20. 0

20.0

20.0

20.1

20.1

20.1

20.0

23.6

23.7

23.7

23.7

23.6

23.6

23. 6

23.6

23.6

13.0

2708

2698

2604

2602

2599

2596

2596

2597

2306

2297

2300

2298

2294

2293

2604

2605

2605

2605

2603

2294

2295

2295

2291

1800

14. 0

10.7

8.4

8.2

7.8

7.3

6.3

5.9

7.8

7.6

7.4

7.1

6.8

6.4

9.8

9.7

9.1

7.5

6.1

7.9

7.7

7.3

6.7

5.9

13.7

17.9

22.0

22.7

23.9

25.3

28.9

30.0

22.7

23.4

24.3

25.7

26.4

27.1

19.6

19.9

21.0

25.1

29.4

23.5

24.1

25.2

27.3

17.2

1682

1739

1720

1720

1718

1718

1717

1717

1715

1714

1714

1713

1712

1711

1704

1703

1703

1702

1702

1695

1695

1694

1693

1691

417

544

670

690

727

770

879

913

689

712

738

782

802

823

595

604

640

762

895

713

732

765

830

524

12.8

16.6

19.5

20.2

21.4

22.5

25.1

25.2

18.9

19.7

20.7

22.4

22.4

22 18.2

18.6

19.5

22.7

25.1

20.8

21.4

22.1

23.8 7

2.2

2.8

3.6

3.7

3.9

4.2

4.8

5.2

3.9 4 4.1

4.3

4.5

4.8

3.1

3.1

3.3

4.1 5 3.8

3.9

4.2

4.5

5.2

170

206

198

197

196

196

197

197

194

192

190

188

188

188

190

194

196

199

201

195

195

195

196

197

375

408

369

368

370

374

379

377

366

364

367

367

373

367

383

386

388

391

386

381

383

391

382

345

406

417

376

376

382

386

392

385

374

371

372

372

384

383

399

402

403

406

398

386

379

400

396

345

408

424

399

399

405

408

395

385

377

375

376

377

392

393

405

408

411

407

387

395

397

407

408

353

369

399

364

364

367

373

366

360

352

350

349

349

360

365

374

376

379

379

370

366

371

374

377

334

1511

1499

1358

1382

1401

1443

1543

1522

1329

1346

1360

1392

1467

1460

1465

1494

1529

1589

1518

1425

1436

1495

1515

1280

1495

1461

1346

1356

1387

1421

1543

1505

1286

1294

1309

1348

1404

1480

1425

1459

1499

1565

1512

1400

1405

1466

1530

1282

1565

1527

1410

1434

1454

1537

1545

1506

1262

1283

1322

1358

1428

1508

1485

1514

1560

1565

1536

1392

1407

1453

1543

1311

1588

1520

1408

1420

1461

1532

1566

1507

1279

1298

1313

1355

1410

1508

1473

1499

1540

1594

1519

1408

1423

1467

1538

1305

91 122

100

100

100

102

108

108

97 95 94 94 97 99 109

110

112

115

115

110

110

112

112

118

Vmax

run

@ 1

100’

No

cuffs

12.5

K ric

h

12.5

K ric

h

12.5

K ric

h

12.5

K ric

h

12.5

K pe

ak

12.5

K le

an

12.5

K ric

h

12.5

K ric

h

12.5

K ric

h

12.5

K ric

h

12.5

K ric

h

12.5

K pe

ak

8.5K

rich

8.5K

rich

8.5K

rich

8.5K

pea

k

8.5K

lean

8.5K

rich

8.5K

rich

8.5K

rich

8.5K

pea

k

V y c

ruis

e

1566

1508

1594

1538

03:0

5:04

PM

04:2

8:27

PM

02:1

0:43

PM

02:1

1:10

PM

02:1

2:36

PM

02:1

3:32

PM

02:1

4:33

PM

02:1

5:03

PM

02:1

7:32

PM

02:1

8:22

PM

02:1

9:17

PM

02:2

0:16

PM

02:2

1:58

PM

02:2

2:47

PM

02:3

1:25

PM

02:3

1:59

PM

02:3

2:41

PM

02:3

3:22

PM

02:3

3:50

PM

02:4

1:49

PM

02:4

2:35

PM

02:4

3:55

PM

02:4

4:33

PM

02:4

8:51

PM

CA

SD

ensa

lt.,

ft.

TAS

M.P

. ,

in.

RP

MG

PH

MP

GW

t,

lb.

Ran

ge,

mile

s

CA

FE

scor

e

End

ur.,

hrs

.

Oil

tem

p

CH

T

1

CH

T

2

CH

T

3

CH

T

4

EG

T

1

EG

T

2

EG

T

3

EG

T

4C

XT

Com

men

tP

eak

EG

T,

cyl#

4C

lock

RV-

9A N

129R

V C

ruis

e D

ata:

All

True

Airs

peed

s C

orre

cted

For

Win

g C

uff D

rag

Con

ditio

ns:

CAF

E Ba

rogr

aph

#3, d

ata

fligh

t #2

with

win

g cu

ffs.

Dew

pt 1

2°C

/Tem

p 21

°C.

Win

g cu

ff dr

ag =

4.9

sm

ph @

192

.23

smph

TAS

.Al

l tem

ps in

°F. R

elat

ive

CAF

E sc

ore

= TA

S^1.

3 x

MPG

/100

0. R

ange

and

End

uran

ce c

alcu

latio

ns a

ssum

e 5

gallo

n 30

min

ute

rese

rve

and

fuel

cap

acity

of 3

5.4

gallo

ns..

CH

T's

corre

cted

to a

100°

F da

y. C

XT =

cow

l exi

t air

tem

pera

ture

, °F.

Tot

al e

nerg

y ca

lc u

sed

to s

elec

t val

id d

ata.

"N

o cu

ffs" a

pplie

s on

ly to

Tria

viat

hon

Vmax

dat

a ru

n at

652

5.6'

den

salt.

12

DESIGNER’S INFORMATION

KIT SUPPLIERVan’s Aircraft, Inc.

14401 NE Keil Rd. Aurora, OR 97002

503-678-6545 voice

FAX 503-678-6560 www.vansaircraft.com

OWNER/BUILDER N129RVVan’s Aircraft, Inc.

14401 NE Keil Rd. Aurora, OR 97002

503-678-6545 voice

FAX 503-678-6560 www.vansaircraft.com

Wingspan 27 ft 11 inWing chord, root/tip 53.375 in/ 53.375 inWing area 123.67 sq ftWing loading dl 14.11 lb/sq ftPower loading 10.94 lb/BHPSpan loading 62.7 lb/ftWetted area fuselage/wing/hor./vert./total naAirfoil, main wing, CL max. 2.3Airfoil, design lift coefficient .35Airfoil, thickness to chord ratio 15%Aspect ratio, span2/sq ft of wing area 6.34Wing incidence 0.66°Thrust line incidence, crankshaft 0.0° nose downWing dihedral 3.5° per sideWing taper ratio, root to tip 1.0Wing twist or washout noneWing sweep 0Steering castering nose wheelLanding gear tricycle, steel springHorizontal stab: span/area 10 ft 4.375 in/ 29.4 sq ftHorizontal stab: chord, root/tip 34 in/ 34 inElevator: total span/area 57 in/ 5.84 sq ftElevator chord: root/tip 14.75 inVertical stab: section/area incl. rudder 42.875 in/ 6.1 sq ftVertical stabilizer chord: average 20.5 inRudder: ave. span/area 56 in/ 7.5 sq ftRudder: chord, average 19.25 inAilerons: span/average chord, each 48 in/ 11.625 inFlaps: span/chord, each 81.5 in/ 9.875 inFlaps: max deflection angle, up/down naTail incidence 0.0°Total length 20 ft 8.75 inHeight, static with full fuel 7 ft 10 inMinimum turning circle on ramp 16 ft 5.5 inMain gear track 84 inWheelbase, nosewheel to main gear 57.44 inAcceleration limits +3.8 and (-)1.5 at GW

+4.4 and (-) 2.2 at < 1650 lbAIRSPEEDS 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 2.3AIRSPEEDS 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

SPECIFICATIONS, N129RV

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

Advice to builders: Keep it light, use therecommended engines

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Empty weight/gross wt., 1078.05 lb/ 1750 lbPayload, full fuel 459.6 lbUseful load 671.95 lbENGINE: 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 inPROPELLER: 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 longElectrical system Alternator, 35 amp NippondensoFuel system R/L wing tanks, selector, elect + mech pumpsFuel type 91/96 or 100LLFuel capacity, by CAFE Scales 35.4 galFuel unusable near zeroBraking system Cleveland discs, Matco master cyl.Flight control system push/pull rods excepting cable rudder, 2 sticksHydraulic system naTire size, main/nose 5:00 x 5 main/ Lamb nosetireCABIN 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 8000075Governor: Woodward B210 776AStarter: Sky-Tec 149-12LSX 12V. 12/14 pitchVacuum pump: noneEngine instruments: analogStrobes: Whelen Double FlashShoulder harnesses: yesBattery: Hawker Energy Odyssey PC-680Radios: Apollo SL60/map GPS/Comm Apollo SL70 transponder Flightcom 403 intercomFlight instruments: TAS indicator Electric turn coordinator Compass VSI, altimeter.

SPECIFICATIONS, N129RV

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