On my first RV-3, VG's were placed in pairs about 6" apart and 6" aft of leading edge forward of the ailerons. Did this to improve stability through the stall. It slowed the stall about 4 mph as well. Have been going to play with VG's on the current 3 to reduce the sink rate at low approach speeds but have not been able to find the small T bar as the plastic angle used previously was not "flyin proof". When does the kit start arriving?
Greetings,
I've sent off my order for an RV-3B kit, with the intention of making it Sport Pilot compliant. After searching the new kits that are, or will be available in that category, I just wasn't happy with anything I saw. It just seems like all the new planes are coming out of the same mold, SBS seating, nose gear, 912S engine, etc. Since I almost never carry passengers anyway, and currently have an RV-8 at my disposal as well, the RV-3B is just a great choice.
The more I thought about it, the more I realized that the RV-3 should be able to make LSA standards fairly easily. The weight is certainly not an issue, and the stall speed shouldn't be either (though it will
be close). The big issue is keeping the speed below the 120kt limit for Vh (top speed at max continuous rated power), but with the right engine, no wheel pants, climb prop, I think this should be very doable as well. Even that limit should allow 150 mph TAS at altitude, which is plenty for the type flying I do.
The biggest choice to make is the engine. Overall, the plane will be built as light as possible, with very basic systems. Van's allows 100-200HP engines, but there's very little data on engines below 125 HP. I'm currently looking at the O-200 and O-235, but the single rotor engine is also still very much in the running (so to speak).
I've said that using stock housings would make it too heavy to work in the 912S designs, but that it would work well in aircraft made for conventional aircraft engines in the 100-125 range. The problem is getting an honest 100-125 HP at 6000 rpm (the rpm limit of the redrive damper). The solution will be either a new damper, or more likely "unnatural aspiration" as our long lost buddy Leon would say.
Another plus for the single rotor is that I would be the engine manufacturer, and would set the "maximum continuous power rating" used for the Vh speed. It's easy to imagine setting a 2-3 psi limit for continuous boost, but yet be able to go
much higher for a limited time. This could be quite reasonable in fact, particularly if I don't have an intercooler.
I'll have lots of time to think about all this before I have to make a decision. In the mean time, I'll get back to work tinkering with the single rotor, while I wait for the kit.
Any bets on whether this will be flying before Tracy flies his RV-8 :-)
Cheers,
Rusty