D

David Paule

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Looking for a good RV-4. Since I live near Denver and fly out of 5,050' elevation with 8k' density altitude on a typical summer day, it's got to have a 360 engine with a constant speed prop. Carbed or injected, don't care.

Since my field is within Denver's 30 mile veil, I need ADS-B in/out.

I much prefer manual flaps.

Nice to have -
Digital EMS rather than analog gauges,
Landing light and strobes (it's busy here),
Tall gear.

I sold my C180 and am without an airplane at the moment.

Dave
 
As other mentioned ...they all perform well, and with the very limited number of RV-4s available, the "desires" vs the "acceptable" may make it nearly impossible to find a match. Also, the tall gear (I built mine that way, shorts were not in kits anymore), but I've flown the short gear -4's and there is little difference. Longs give a better 3 point, and allow a monster prop, but the light O-320 fixed pitch will give the nimblest feel. I built mine with 160hp / wood prop and absolutely love it. I've had a few 200lb Pax, and with above 1/2 fuel and familiarity with pitch being very light, it's not a problem at all. You will not be disappointed in any of them.
 
SuzieQ: O-320, carburetor, fixed pitch wooden prop (a magic Burnie Warnkie!) with a Landoll balancer, short gear. Field elevation: 5120. She is a wonder to fly and handles like a dream. As discussed, many places on this forum, seems to be the best flying of the breed. No problems flying out of my home field or anywhere else we have been, including Leadville. My largest passenger was 190 stated (..........um.......probably not) and, as I was on HIGH ALERT, we did just fine. With short legs, she does not like three point landings much (wings still want to be flying with the tail on the ground!) but will do tail-low, wheel landings all day long, even on a short runway. Tandem seating: can't be beat! Being born and raised on Cubs, side-by-side...........ah, no. Wouldn't have anything else in this category!
 
Thanks everyone. I'll consider 320s then.

I'm actively looking for an RV-4 now. My C180 flew away this afternoon and I'm without a flying airplane.

Dave
 
Agree with Roadjunkie1, the RV4 is the poor man's Spitfire ready to defend the homeland. A more spritely lady I can't imagine and Miss Fusion is my go to gal despite also owning a Pitts S1S and a Laser high performance acro plane. I do limit my GIB to being a lady who squeals with delight while we frolic in the sky. Years ago two gals, Vreena and another lady operated Leadville airport and we would fly up for coffee and cookies and then my wife would stay grounded while I gave our hosts an aerobatic demo at that airport. This with a carburated Lyc 320 and Catto prop. No need for 180 with CS prop. All that weight up front makes that delightfully lite pitch control into a different platform which isn't as well balanced as my configuration.That's to say it's what Dick had in mind when he designed the 3 and later the 4. I've made videos over the Sangre's at 14000+ and Miss Fusion didn't miss a beat. One final point, the rudder pedals have the same separation from each other as one takes in a fighting pose ready for the fight. The other RV's have the rudder pedals situated too close and one would think ballet slippers is what you'd wear flying them. Fire away, I'm guns hot!
 
Saber25 said:
Agree with Roadjunkie1, the RV4 is the poor man's Spitfire ready to defend the homeland. A more spritely lady I can't imagine and Miss Fusion is my go to gal despite also owning a Pitts S1S and a Laser high performance acro plane. I do limit my GIB to being a lady who squeals with delight while we frolic in the sky. Years ago two gals, Vreena and another lady operated Leadville airport and we would fly up for coffee and cookies and then my wife would stay grounded while I gave our hosts an aerobatic demo at that airport. This with a carburated Lyc 320 and Catto prop. No need for 180 with CS prop. All that weight up front makes that delightfully lite pitch control into a different platform which isn't as well balanced as my configuration.That's to say it's what Dick had in mind when he designed the 3 and later the 4. I've made videos over the Sangre's at 14000+ and Miss Fusion didn't miss a beat. One final point, the rudder pedals have the same separation from each other as one takes in a fighting pose ready for the fight. The other RV's have the rudder pedals situated too close and one would think ballet slippers is what you'd wear flying them. Fire away, I'm guns hot!
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Saber25 said:
Agree with Roadjunkie1, the RV4 is the poor man’s Spitfire ready to defend the homeland. A more spritely lady I can't imagine and Miss Fusion is my go to gal despite also owning a Pitts S1S and a Laser high performance acro plane. I do limit my GIB to being a lady who squeals with delight while we frolic in the sky. Years ago two gals, Vreena and another lady operated Leadville airport and we would fly up for coffee and cookies and then my wife would stay grounded while I gave our hosts an aerobatic demo at that airport. This with a carburated Lyc 320 and Catto prop. No need for 180 with CS prop. All that weight up front makes that delightfully lite pitch control into a different platform which isn't as well balanced as my configuration.That's to say it's what Dick had in mind when he designed the 3 and later the 4. I've made videos over the Sangre's at 14000+ and Miss Fusion didn't miss a beat. One final point, the rudder pedals have the same separation from each other as one takes in a fighting pose ready for the fight. The other RV's have the rudder pedals situated too close and one would think ballet slippers is what you'd wear flying them. Fire away, I'm guns hot!
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Sabre is correct! Mine is an 0320/whirlwind GA fixed at Sabre’s same airport and I can’t imagine needing more power for this configuration. 1/2 tanks, 5500 elevation, 220lb pilot (mostly muscle 😂), and 7500 easily attained by downwind is as good as I’ll ever need. Multiple trips over the Sangre De Cristos at 14,500 with O2 and a lite passenger. No issues. I have mine on ozempic to reach Sabre’s -4’s weight tho. Haha.

Just my opinion, to each their own
 
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Update:

Still looking. I flew to CA to look at one which turned out to need too much work. Another, which I didn't see in person, seemed pretty decent but was unpainted (even to the pink fiberglass cowl) and priced rather high.

I do not want a project airplane. I wasn't a good RV-4 that doesn't need fix-up. I'll accept a 160 hp engine but prefer the 360 series, and want a CS prop.

Analog gauges are okay. Please, no avionics whose companies are out of business. ADS-B out is a minimum. This will be flown day VFR.

4/22/26 - I won't have a gray airplane in our crowded hazy airspace,
Not interested in a fastback,
And will not accept smoke,
I'd prefer no inverted oil system but that's not a show-stopper if the plane's weight is reasonable and there's still access FWF.

Dave
 
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For Sale: RV-4 Low time, Full Glass, IFR

Co-Built by several multi-RV builders -2023 Completion, ~75 hrs AF/Engine/Prop -O-320-D1A (160HP) built by Aerosport -One P mag, on standard mag -MT Constant Speed 2 Blade -Earth X battery -Interior Upholstery done by DJ at Cleveland -10” Dynon HDX, ADS-B in/out, 2 axis autopilot -Dynon...
vansairforce.net
 
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There is a nice one here in KOGD, Utah. Timed out former fighter pilot who is selling . 45K. Call Phil at 801-230-6982 He’s been a long time community and EAA member, good guy.
 
Had a guy contact me from southern MN. He has an RV-4, O-360 with CS that he was wanting to trade me for my RANS S-7 on floats. SInce I already own an RV-8 I passed on it. I think he listed on one of the airplane sale sites on FB. Had a pretty basic panel if I remember correctly. If you are really interested, PM me and I'll dig up his contact info. I don't believehe is a member of this site.
 
Dave, that makes sense. FYI, I just put up an ad in the VAF classifieds for new slick mags and harnesses off my new Lycoming IO-540. I'd love to sell them locally if you know anyone who's interested..
 
ppilotmike said:
Dave, that makes sense. FYI, I just put up an ad in the VAF classifieds for new slick mags and harnesses off my new Lycoming IO-540. I'd love to sell them locally if you know anyone who's interested..
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Good to hear from you Mike. keep plugging away on your 10!!
 
Mike, that's great news! One of my Boulder friends is in Phase 1 with his RV-10 right now. Text me if you want his contact.

Dave
 
David Paule said:
Looking for a good RV-4. Since I live near Denver and fly out of 5,050' elevation with 8k' density altitude on a typical summer day, it's got to have a 360 engine with a constant speed prop. Carbed or injected, don't care.

Since my field is within Denver's 30 mile veil, I need ADS-B in/out.

I much prefer manual flaps.

Nice to have -
Digital EMS rather than analog gauges,
Landing light and strobes (it's busy here),
Tall gear.

I sold my C180 and am without an airplane at the moment.

Dave
Click to expand...
Dave I have possibly the nicest RV4 out there that would meet your requirements except it has electric flaps with the actuation on the throttle. It’s not cheap but it is amazing. I am selling because my thorp project is just about done and the wife prefers side by side.
Rob 503-551-2336IMG_3188.jpeg
 

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I am entertaining downsizing my fleet and/or trading for a side by side
 

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I know it’s not a -4, but if a single seat would fit your mission, I’m considering selling my Spa Panther. 0-320, Sensi GA prop, 850lbs. Have a Glastar and just picked up a -10 kit.
 

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I have a very well built RV-3A for sale. $47K

Let me know if you are interested. Some people do not like the Pink Floyd paint scheme, which could easily be covered with a wrap over the stripes.

Hangared at KMJX. Let me know if you have any questions. The original builder is CLIFF KENDALL, he was a great craftsman, and this was his 2nd RV build. Flaps are manual, and there is no AP at this time. It can be added simply with the install of the servos, and driven by the AFS EFIS.

There are also a couple of videos of it here...

1990 RV-3A N21CK 540 TT SN 10676
No Damage History
February 2025 Condition Inspection Completed
Empty Weight is 837, Gross is 1300, 463 Useful
30 Gallon wing fuel tanks
Cruise 165kts/8 gph, 155kts/7 gph
CN1 and CN2 Spar Mods completed 1998, SB 0037 inspected no cracks
Lycoming O-320 D2A 160 HP, L-7991-39A, 540 SMOH
Christian Inverted Oil System, Inverted Fuel
Ellison Throttle Body Injector
Performance 3 Blade Propeller
Advanced Flight Systems AF 4500 EFIS & EIS
AFS Engine Sensors
New GRT Safe Fly WAAS GPS, ADS-B Compliant
New Trig 22 Transponder ADS-B
New Trig 22 TN20 Control Head
New MGL V6 Comm Radio
New Instrument Panel
New Wiring Harness
New Shorai Lithium Battery LFX36L3-BS12
New LED Landing Lights


Best,
Frank
908-577-1625
 
Just to repeat and bring it all together for people who haven't read the whole thread, here's what I want:

RV-4 or possibly an RV-9 taildragger
ADS-B
180 hp, 160 hp considered
CS prop
Needs no work, I've already got a project plane
Not gray or silver
No smoke
Digital EMS rather than analog engine gauges
Analog gauges otherwise ok
Please no MGL equipment
Landing light and strobes (it's busy here)
Tall gear preferred, not required

Thanks!
Dave
 
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WTB: RV6/7 needing love

Hey All, I am thinking about downsizing and selling the 4 and possibly the 9a to get back down to 1 plane that does all the missions I need. Does anyone know of a 6/7 that is derelict or in need of some love? I don't have time to build but can make time to restore while still having the...
vansairforce.net
 
Dave, I'm late to the thread so probably can't contribute anything new. That said...

I'm in New Mexico at 5,000' MSL and spend most of my time in the mountains. My tall gear RV-4 originally had an O-320 (160hp - fixed pitch) and was a pretty good performer. It was good in most 'normal' scenarios including flying with reasonably sized passengers. Hopping over a 12,000' ridge was not a big deal. Where it was lacking, IMO, was backcountry operations. For me, that is defined as high density altitude (10,000' to 12,000'), heavy (loaded to gross weight with camping gear or gear plus passenger), and short dirt/grass airstrips (2,000'). It performed that job better than many airplanes but not as well as I would have liked. I changed to a Sensenich GA (ground adjustable) prop to achieve better backcountry performance when needed but that wasn't a complete solve. I suppose 'margin' is the best description - it's taking away 'super good' performance and having to settle for 'good'. I know… terribly spoiled… or something…

When I swapped to an O-360, I used the lighter Vans O-360 cowling (lighter than the original Vans O-320 cowl), lithium battery, and a few other lighter components. My empty weight is basically the same with the O-360 as it was with the O-320. CG just barely moved (about .25" aft). The performance is better, there is more margin, and, of course, there is still a significant difference between light/low/cool performance and high/heavy/hot - but it handles those conditions better than it did previously. It still loops, rolls, spins, and yanks/banks as well as it did with the O-320.

I rarely fly where the sectional is green but when I do, I'm usually surprised. The takeoff/climb performance is a bit stupid. However; that is not my normal flying. So, one's 'normal mission' matters. Many forget that their normal is not necessarily the next person's normal. If I were based at sea level and rarely flew higher than 3,000' MSL, it is likely that I would see no reason for an O-360.

I don't publish many videos these days but I thought this recent one might be of some use (no sound, sorry).


This is a 1,900' runway and a 7,500' density altitude day with my wife. These are not challenging conditions and I was making no effort to land short or get off the ground quickly. The horrible touch down wasn't a concern. The O-320 would have handled this just fine but the O-360 provided more margin. Short gear legs?? I don't know - I'm happy to have tall.

As previously mentioned a few times, for typical operations (even here in the west), I would not shy away from an O-320 - particularly a light one.

I hope all of that is of some sort of help. I've enjoyed your -3 build thread (I previously had a -3B).
 
Very nice write-up a great video and the difference you describe reminded me of the difference between my old C170 snd my C180. Big difference in margin.

Thanks again. You just confirmed my goal here.

Dave
 
RogerH said:
OK, I'll bite...can you quantify "...it's not cheap..." and offer up some specifications?

Thanks
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Asking $130 k. Has tt 658 hrs, engine 658 smoh, 158 SIRAN, prop 158 TT. Engine is io360 Lycoming 180+ hp, Hartzell scimitar prop. 3 axis trim, smoke, 1700 gross, empty 1089. Nicest RV I have ever seen. Selling to get family wagon as I have a Thorp project about to fly.
 

Rv4 for sale

My thorp project nears completion and the wife says we need a grandkid wagon. I made the mistake of showing her a Cessna 205 so the RV4 has to go. I have owned a little more that 2 years and put a state of the art full Garmin IFR panel in. Amazing, fast, and fun traveling machine. Built by an...
vansairforce.net
 
David Paule said:
Looking for a good RV-4. Since I live near Denver and fly out of 5,050' elevation with 8k' density altitude on a typical summer day, it's got to have a 360 engine with a constant speed prop. Carbed or injected, don't care.

Since my field is within Denver's 30 mile veil, I need ADS-B in/out.

I much prefer manual flaps.
,
Nice to have -
Digital EMS rather than analog gauges,
Landing light and strobes (it's busy here),
Tall gear.

I sold my C180 and am without an airplane at the moment.

Dave
Click to expand...
Hi Dave, I'm selling a lo time RV4, however it's currently a Catto fixed pitch with 0360. 9:1 pistons and a "Climb" prop. Plenty of power...nothing about it is sluggish.
LMK if you've an interest and I'll answer whatever questions you might have.
[email protected]
 
bigdawg95634 said:
Hi Dave, I'm selling a lo time RV4, however it's currently a Catto fixed pitch with 0360. 9:1 pistons and a "Climb" prop. Plenty of power...nothing about it is sluggish.
LMK if you've an interest and I'll answer whatever questions you might have.
[email protected]
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Thanks, but that's not quite what I'm looking for. Please see my list of desired attributes above.

I see you're at Carson City. I think that's where my C180 went. Look out for one that's polished with yellow trim.

Dave
 
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