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RV-3
Light, fast, nimble, and possessing remarkable short
field capabilities, the RV-3 is the airplane responsible for the
original "RV Grin" – the expression found on the
face of every pilot after his or her first flight in an RV.
When Van put pencil to paper on his first airplane design, he
coined the phrase "Total Performance" to describe his
objective. He wasn’t trying to build the fastest airplane, or
one with the shortest takeoff roll, or win an unlimited
aerobatics title. H e
wanted an airplane that did as many things well as possible,
even if it wasn’t the absolute best in any one category.
He succeeded.
The RV-3 is fast. It will easily top 200 miles per hour on
150 horsepower. Even on smaller engines it will cruise at three
miles a minute. But speed is only part of the equation. The
first thing that starts the RV Grin is the takeoff roll and
climb. It doesn’t take long to get airborne! The climb rate is
exhilarating. In the air, the RV-3 is a joy. The controls are
smooth, powerful, and almost perfectly harmonized. Sport
aerobatics are delightful. Flying an airplane that handles this
precisely and easily is a new experience for pilots used to
flying production airplanes – and even to some used to flying
fighters…
Landings are straight forward. Simple hinged flaps, an
effective wing, and excellent low speed handling let the RV-3
land at almost any airport, and the rugged steel rod landing
gear can handle a variety of surfaces; dirt, gravel, grass or
pavement. Many RV-3 owners keep their airplanes on private
strips at home…. some of them as short as 700 feet!
Despi te
the fact that it was designed as a sport airplane, the RV-3 has
proven a capable cross-country traveler. The fuel capacity
allows practical distances, the cockpit is big enough for pilots
up to about 6’ 3", and there is enough baggage space to
carry a reasonable amount of "stuff." The speed, climb
rate and STOL performance all enhance the cross-country ability,
too. Headwinds don’t hurt as much, there’s no more grinding
around in circles trying to get high enough to get out of
mountain valleys, and almost any flat spot can serve as an
emergency landing strip.
If you enjoy flying, and flying solo, there is no better way
to do it than in an RV-3.
New sales of the RV-3 were suspended in 1996. However, in
response to
popular demand, the RV-3B with a new wing spar design is now back
on the market. The empennage, fuselage, and finishing kits are
essentially unchanged, however, the wing kits are new, and are
available in two types: new and retro-fit. Builders also will
have a choice between standard and QuickBuild wings, regardless
if for a new project or retrofitting to an existing plane.
The difference between new and
retro-fit spars is that some holes are left un-drilled in the
retro-fit version so they may be matched to holes in the
existing structure. Retro-fitting will mean removing the current
fuselage center section and replacing it with the new one. While
this may sound like major surgery, it is actually easier than
trying to drill a spar accurately to a center section in an
existing airplane.
The new RV-3B spars use four-piece
construction, are gold anodized, and come completely assembled.
New RV-3B wings have standard 15 gallon per side wing tanks,
attached to the spar with screws and bolts so they may be
removed for repair without taking a wing off the fuselage.
Standard kit wing skins are not pre-punched. Bellcranks and tiedowns are now
simple units that bolt on to holes already in the spar.
The RV-3B QuickBuild wings are
similar in form to the RV-8/8A QuickBuild wings. They arrive
with flaps and ailerons complete, tanks sealed and tested,
leaving the builder only to add aileron brackets, flap braces,
wing tips, and one outboard skin to complete the wing.
NOTICE: In order to operate RV-3/3A aircraft with pre-RV-3B
wing designs in the aerobatic category, the owner must either
complete appropriate spar Change Notices (materials provided at
no charge) or purchase new wing kits. Until implementation of
the appropriate spar Change Notice, kit/aircraft owners should
comply with Van’s Aircraft’s previously published March 1996
flight recommendations:
"RECOMMENDATION: Until the spar modification is
performed, we recommend that the RV-3 pilots immediately limit
their flight G loads to a maximum 4.4 G’s; utility category.
Based on our test results of an ultimate load of 7.3 G’s, a
50% over-strength margin would permit a flight limit load of 4.9
G’s at a gross weight of 1050 lbs. Since the 4.9 G’s is
below the 6 G specification for the aerobatic category, no
aerobatic maneuvers should be performed. Dropping back farther
to utility category flight will offer an additional margin of
safety."
A logbook entry should be made prohibiting aerobatics until
one of the Change Notice spar modifications listed below is
accomplished and the aircraft should also be placarded with an
"aerobatic limitations" placard
(Van’s part number: PLA AEROBATIC LIMITS):
Change Notices (Van’s part numbers):
CN-301 TYPE I (1/8 inch thick spar bar stock with 1/8 inch
rivets)
CN-301 TYPE II (3/16 inch thick bar stock with 3/16 inch rivets)
Please Contact Van's for more
details.
Van's Aircraft will offer substantial discounts to those who
are purchasing the retrofit wing versions for an existing RV-3
project or flying aircraft.
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