Love the Vans RV

[BobTurner]

I don?t know the fraction that are equipped for IFR. Certainly the -10, whose mission is x/c, are probably mostly ifr equipped.
BTW, you didn?t say: Are you thinking about buying a used RV, or building one?

[FredMagare]

Welcome, Sir! I started flying in the mid-90's but life's priorities have conspired to keep me a low-time pilot. (Getting back into it.) I started on an RV-6A but decided a -9A was better suited for me. I'm not much into aerobatics but if that's what you want - I recommend a -7A. The -12 was introduced a few years after I started my -9A. It looks like a great aircraft - mostly pulled rivets. Sit in one before committing to it just to make sure you fit. All-in-all, I think an RV-14A might be the aircraft for you.... Although it is not aerobatic, I'm under the impression that it is roomier and with lower longerons and improved visibility. Of course, I'm 6'-1"/185 lbs and I find my RV-9 fuselage to be adequate for my girth (same fuse as the -7). Of course there's always the RV-8(A)...also the RV-3 and -4 if you want to build "old school"....

Good luck! Let us know what you decide!

[Foghorn]

Originally Posted by FredMagare

All-in-all, I think an RV-14A might be the aircraft for you.... Although it is not aerobatic,

Say what!?!? The RV14/A is aerobatic!

[bhassel]

Something to consider in our neck of the woods, is high altitude operations.

The 912 engine in the RV-12 could be marginal in the mountains. Any LSA aircraft is limited in this regard not just the 12. Can it fly? Yes, but you start out flying at the edge of the envelope and there?s not much room beyond the edge. There?s just not enough power to pull you out of trouble should you get there. Again, this is not an RV-12 problem, but more of an LSA problem.

The 12 is an easier aircraft to build, but the 9/7/8/14 have much better performance for high altitude operations and safety in those conditions.

[rvbuilder2002]

Originally Posted by bhassel

Something to consider in our neck of the woods, is high altitude operations.

The 912 engine in the RV-12 could be marginal in the mountains. Any LSA aircraft is limited in this regard not just the 12. Can it fly? Yes, but you start out flying at the edge of the envelope and there?s not much room beyond the edge. There?s just not enough power to pull you out of trouble should you get there. Again, this is not an RV-12 problem, but more of an LSA problem.

The 12 is an easier aircraft to build, but the 9/7/8/14 have much better performance for high altitude operations and safety in those conditions.

I would say it is more an issue with any airplane that would not be classed as high performance (not just LSA). The RV-12 and most of the single engine certified aircraft that are near the bottom end of the performance spectrum but still not Sport Pilot legal (C-150, 172, Cher 140, etc) are similar. In fact when compared to them, the RV-12 will usually out perform them in a side by side comparison.
Now when comparing the 12 to the other RV's..... then there is definitely a big advantage going to them when flying at higher altitudes.

[FredMagare]

Originally Posted by Foghorn

Say what!?!? The RV14/A is aerobatic!

Probably. I'm often wrong and have done little research after I committed to my -9A.

[rvbuilder2002]

Originally Posted by FredMagare

Probably. I'm often wrong and have done little research after I committed to my -9A.

Yes, The RV-14(A) is approved for aerobatics.

[bhassel]

Originally Posted by rvbuilder2002

I would say it is more an issue with any airplane that would not be classed as high performance (not just LSA). The RV-12 and most of the single engine certified aircraft that are near the bottom end of the performance spectrum but still not Sport Pilot legal (C-150, 172, Cher 140, etc) are similar. In fact when compared to them, the RV-12 will usually out perform them in a side by side comparison.
Now when comparing the 12 to the other RV's..... then there is definitely a big advantage going to them when flying at higher altitudes.

Thanks Scott,

You?re totally correct. The 12 Is certainly competitive with 172 performance out here and that?s saying something. Of course the 172 is god knows how many years old, smells like my grandmothers old couch and can?t even compete with he avionics and systems in the 12.

Plus the 12 is a really fun build with minimum head scratching; even for this old head.

As a matter of fact the new 12 trainer made it to Santa Fe for the AOPA flyin a couple of years ago and I had to drool....

Bob

[NinerBikes]

You might be wanting to look more, into a RV-12 for sale used, that was built E-AB with an engine with more horsepower, maybe with a Ul-350IS in it, or something that is turbocharged in the Rotax series, a 914 UL.

Boost makes up for everything you might lose at high density altitudes.

The RV-12 is easy to fly. So easy, that I bought one with low hours on everything (167) and I am taking my pilot lessons in one as a student pilot.

Just remember, flying in mountains is a whole different ballgame. If you can swing it, look into the RV-12 IS model version, that is fully fuel injected with the 912 IS motor. It seems less elevation challenged than the Legacy model with dual carbs and the 912 ULS motor.

[philip_g]

Originally Posted by NinerBikes

You might be wanting to look more, into a RV-12 for sale used, that was built E-AB with an engine with more horsepower, maybe with a Ul-350IS in it, or something that is turbocharged in the Rotax series, a 914 UL.

Boost makes up for everything you might lose at high density altitudes.

The RV-12 is easy to fly. So easy, that I bought one with low hours on everything (167) and I am taking my pilot lessons in one as a student pilot.

Just remember, flying in mountains is a whole different ballgame. If you can swing it, look into the RV-12 IS model version, that is fully fuel injected with the 912 IS motor. It seems less elevation challenged than the Legacy model with dual carbs and the 912 ULS motor.

big difference in picking through the passes at 12,5 with little climb performance vs sailing over the rocks at FL180. If you want to fly west out of denver, you want a turbo. IFR? you need a turbo.