...from http://www.vansaircraft.com/public/rv-12int.htm
From the RVator. Second Issue, 2005 posted 04/26/05
Now that the RV-10 is well launched and Van?s private-project RV-11 is slowly, slowly wending its way toward flying, it?s time think about what, exactly, comes next.
Well, "exactly" -- we don?t know yet ourselves. But we?re on the way to finding out.
Given the impetus of steadily rising fuel prices (auto diesel in Oregon is currently $2.65/gallon? or the same as 100LL at the local FBO. Go figure.) and the potential new market to pilots licensed in the Light Sport category, it seemed time to pursue the concept of a lighter, simpler, and slightly less expensive airplane. The idea has been around for a long time, given Van?s penchant for light airplanes that perform well on modest power. Several years ago, back when we were in North Plains, he carved a model of such an airplane that?s still on his desk. It?s kinda cute.
WHAT WE?RE DOING NOW.
We are now in the earliest stages of building a "proof-of-concept" airplane known, if you can believe it, as the RV-12. It bears a strong resemblance to Van?s model. It?s an all metal side-by-side airplane with a low wing. Cabin room will be comparable to the RV-7/9. It uses a tricycle landing gear and has a 100 hp Rotax 912S for power. Fuel is stored in a fuselage tank aft of the occupants. Our construction thoughts at the moment center around pulled rivets rather than driven rivets.
We are trying to achieve a 550 lb payload ? this equates to two 190 lb people, 120 lbs of fuel and 50 lbs of baggage. If you subtract this payload from the maximum 1320 lb gross weight dictated by Light Sport regulations, you can see that the empty weight of the airplane must be around 750 lbs to allow for the inevitable creep or miscalculation.
Naturally, we want an airplane that continues our tradition of "Total Performance" by possessing good handling qualities and good value. Actual performance is more or less defined by the rules of the Light Sport Category:
WHAT THE FUTURE HOLDS
Depending on what we learn from this airplane, we may decide to proceed with a kit airplane. The most probable first step would be a kit similar to our current "49%" kits. Finished airplanes would be registered in the current Experimental category. (If the airplane meets the performance standards for an LSA airplane, it can be flown by anyone holding a Light Sport pilot?s license, no matter what category it is registered in.)
After that, we may consider a Special LSA kit. This category allows kits to be completed to far more than 49%, which sounds attractive. But the flip side is that no modifications or variations from the plans are permitted. Every example must be built to the manufacturer?s compliance standard.
The possibility of a fly-away airplane (permitted by the standards of the category) is so remote that we can?t even discuss it at this time.
WHY ARE WE TELLING YOU THIS?
We live in an internet age, which means we have almost instant access to information. Some of it is even true. We?ve already seen some wildly inaccurate speculation about our next project and we?d like to head it off before it takes permanent root somewhere out there in cyberspace. We will keep you informed through the RVator and our website about the progress of the RV-12, and we?d welcome your written or emailed thoughts on the concept. We can?t answer questions about the RV-12, either on the phone or in any written format. Not only would that take time (something we barely have enough of in a normal workday) but, at this point, we don?t have the solid answers customers have a right to expect.
As they say?watch this space.
From the RVator. Second Issue, 2005 posted 04/26/05
Now that the RV-10 is well launched and Van?s private-project RV-11 is slowly, slowly wending its way toward flying, it?s time think about what, exactly, comes next.
Well, "exactly" -- we don?t know yet ourselves. But we?re on the way to finding out.
Given the impetus of steadily rising fuel prices (auto diesel in Oregon is currently $2.65/gallon? or the same as 100LL at the local FBO. Go figure.) and the potential new market to pilots licensed in the Light Sport category, it seemed time to pursue the concept of a lighter, simpler, and slightly less expensive airplane. The idea has been around for a long time, given Van?s penchant for light airplanes that perform well on modest power. Several years ago, back when we were in North Plains, he carved a model of such an airplane that?s still on his desk. It?s kinda cute.
WHAT WE?RE DOING NOW.
We are now in the earliest stages of building a "proof-of-concept" airplane known, if you can believe it, as the RV-12. It bears a strong resemblance to Van?s model. It?s an all metal side-by-side airplane with a low wing. Cabin room will be comparable to the RV-7/9. It uses a tricycle landing gear and has a 100 hp Rotax 912S for power. Fuel is stored in a fuselage tank aft of the occupants. Our construction thoughts at the moment center around pulled rivets rather than driven rivets.
We are trying to achieve a 550 lb payload ? this equates to two 190 lb people, 120 lbs of fuel and 50 lbs of baggage. If you subtract this payload from the maximum 1320 lb gross weight dictated by Light Sport regulations, you can see that the empty weight of the airplane must be around 750 lbs to allow for the inevitable creep or miscalculation.
Naturally, we want an airplane that continues our tradition of "Total Performance" by possessing good handling qualities and good value. Actual performance is more or less defined by the rules of the Light Sport Category:
- Maximum takeoff weight: 1,320 lbs (599 kg.)
- Maximum stall speed (clean, unflapped): 51 mph (45 knots)
- Maximum speed in level flight with maximum continuous power:
138 mph (120 knots) - Two-place maximum (pilot and one passenger)
- Single, non-turbine engine
- Fixed or ground adjustable propeller
- Fixed landing gear
WHAT THE FUTURE HOLDS
Depending on what we learn from this airplane, we may decide to proceed with a kit airplane. The most probable first step would be a kit similar to our current "49%" kits. Finished airplanes would be registered in the current Experimental category. (If the airplane meets the performance standards for an LSA airplane, it can be flown by anyone holding a Light Sport pilot?s license, no matter what category it is registered in.)
After that, we may consider a Special LSA kit. This category allows kits to be completed to far more than 49%, which sounds attractive. But the flip side is that no modifications or variations from the plans are permitted. Every example must be built to the manufacturer?s compliance standard.
The possibility of a fly-away airplane (permitted by the standards of the category) is so remote that we can?t even discuss it at this time.
WHY ARE WE TELLING YOU THIS?
We live in an internet age, which means we have almost instant access to information. Some of it is even true. We?ve already seen some wildly inaccurate speculation about our next project and we?d like to head it off before it takes permanent root somewhere out there in cyberspace. We will keep you informed through the RVator and our website about the progress of the RV-12, and we?d welcome your written or emailed thoughts on the concept. We can?t answer questions about the RV-12, either on the phone or in any written format. Not only would that take time (something we barely have enough of in a normal workday) but, at this point, we don?t have the solid answers customers have a right to expect.
As they say?watch this space.
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CJ
