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02-18-2012, 12:14 PM
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Join Date: Nov 2008
Location: McMinnville, Oregon: HOME of the SPRUCE GOOSE
Posts: 540
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LSA vs RV3
Vortex generators and wing tips may get your stall speed. A search may find discussion on this prior.
I have read about a RV9 being done as a LSA single seat.
__________________
Tailwinds...
Simplicity is the ultimate sophistication.
Leonardo Da Vinci
Working on a RV-4
Citabria 7GCBC
Cessna 180
RV7 I0-360 C/S, Slider, AP, Glass, etc. sold.
RV6 O-320 F/P, Slider, AP, Steam, etc., sold
Citabria 7KCAB rental
Piper Cherokee, sold
Sparrowhawk, sold
Proud -VAF- Supporter - Exempt, Dues Paid Anyway.
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02-18-2012, 01:41 PM
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Join Date: Oct 2010
Location: La Feria Texas
Posts: 3,822
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I doubt if Vans would be interested, but if you build it EAB and make your own stall speed happen, as well as the rest of the parameters, you got yourself an LSA!.
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02-18-2012, 02:50 PM
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Join Date: Nov 2008
Location: McMinnville, Oregon: HOME of the SPRUCE GOOSE
Posts: 540
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LSA RV3
Someone may have already done a RV3 as LSA. Surely someone has looked into it. For lower stall, VG's. For limiting cruise speed, that new seninich ground adjustable prop may work if it was depitched, as for climb?
__________________
Tailwinds...
Simplicity is the ultimate sophistication.
Leonardo Da Vinci
Working on a RV-4
Citabria 7GCBC
Cessna 180
RV7 I0-360 C/S, Slider, AP, Glass, etc. sold.
RV6 O-320 F/P, Slider, AP, Steam, etc., sold
Citabria 7KCAB rental
Piper Cherokee, sold
Sparrowhawk, sold
Proud -VAF- Supporter - Exempt, Dues Paid Anyway.
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02-18-2012, 03:20 PM
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Join Date: Mar 2006
Location: Kyle, TX
Posts: 566
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Years ago I was in a Grumman Lynx fitted with a cruise prop departing a high density altitude airport when the thought occurred to me that I'd just killed myself (and my girlfriend) in the plane! Ah, good times! I learned a valuable lesson about about checking performance charts that day! 
__________________
Fred Magare
GySgt, USMC (Ret.)
PP-ASEL, A&P
Frederic.magare "at" gmail.com
 RV-9A Firewall Forward
[Engine purchased]
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02-18-2012, 05:24 PM
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Join Date: Nov 2009
Location: Independence, OR
Posts: 316
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Cubcrafters puts and artificial rpm limitation on their 180 HP LSA Cub to keep the speed within LSA limitations and the FAA buys off on it. Could something like that work for the RV-3?
__________________
John Horn (donated for 2020)
Independence, OR
LSRM-A, CFII
Rotax Service, Maintenance, and Heavy Maintenance Trained
Building an RV-12, N7878H reserved
Flying a Flight Design CTSW
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02-18-2012, 05:31 PM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,769
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Quote:
Originally Posted by sandpiper
Cubcrafters puts and artificial rpm limitation on their 180 HP LSA Cub to keep the speed within LSA limitations and the FAA buys off on it. Could something like that work for the RV-3?
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CubCrafters doesn't place this limitation. Their engine manufacturer does.
You CAN do this IF you are listed as the engine manufacturer.
What would happen in court? Your guess!
__________________
Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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02-18-2012, 07:16 PM
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Join Date: Nov 2009
Location: Independence, OR
Posts: 316
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And, in this case, I think Cub Crafters manufactures the engine? Or do they have someone else do it to their specs? Not that it makes any difference in relation to an RV-3 application. Just curious.
__________________
John Horn (donated for 2020)
Independence, OR
LSRM-A, CFII
Rotax Service, Maintenance, and Heavy Maintenance Trained
Building an RV-12, N7878H reserved
Flying a Flight Design CTSW
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02-28-2014, 03:23 PM
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Join Date: Jun 2011
Location: Fort Vermilion AB
Posts: 8
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It's irrigation pipe, not a well casing spar.
The real advantage of Grummans is the honeycomb fuselage box.
I have seen that part go thru a thick stand of spruce and survive intact saving the occupants. In Canada they are eligible for OM category which makes them a real good deal.
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02-28-2014, 05:22 PM
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Join Date: Jan 2005
Location: Ottawa, Canada
Posts: 2,357
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Quote:
Originally Posted by aerhed
OOPs! Tha's right its a Bede. Northrop birthed the jerky series (PA28). How could I forget that with a piece of well casing for a spar?
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Northrop? Are you thinking of John Thorp, of T-18 fame?
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02-28-2014, 05:47 PM
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Join Date: Jan 2005
Location: TX32
Posts: 1,891
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Apples and oranges...
Quote:
Originally Posted by JDRhodes
I really like the RV-12 concept. At the local airport yesterday, I found myself looking at a Grumman / American AA1A 2 seat Trainer / Lynx and couldn’t help but compare the two aircraft.
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JD,
A better RV comparison for the AA-1A IMHO is the original design RV9A. When Van unveiled the RV9 prototype, it sported an 0-235 and weighed less than 900lbs. It was designed around the 0-235 to help builders save costs on engines, plus the 0-235 has a 2400 hour TBO. Very few 9's have the little 4-banger out front including Van's current prototype. Sadly, the original 0-235 9A prototype crashed en-route to SNF many years ago.
Compare an 0-235 powered 9A with an AA-1A and you will see Van's engineering prowess personified... of course the wallet comparison as you mentioned is swayed the other direction
From Van's website: The RV-9/9A’s efficient airframe does not need a lot of power to perform well. Low overall drag means a smaller engine can pull it along at relatively high top speeds, or, more practically, at useful cruise speeds using little fuel. We demonstrated this when we chose a 118 HP Lycoming (taken from a Cessna 152) to power our prototype. The result was an efficient airplane with respectable short field capability, excellent cruise speed (165 mph on 118 hp!), and good fuel economy.
V/R
Smokey
Last edited by smokyray : 02-28-2014 at 06:32 PM.
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