Van's RV-3

The Van's RV-3 is the aircraft that launched Dick VanGrunsven's "total performance" design philosophy and spawned the entire RV series. Designed by VanGrunsven as an all-aluminum single-seat sport aircraft, the RV-3 first flew in August 1971 and debuted publicly at the 1972 EAA Oshkosh convention, where it won the "Best Aerodynamic Detailing" award. Its combination of 200+ mph top speed, 2,000+ fpm climb, aerobatic capability, and short-field manners from 125-150 hp set a new benchmark for homebuilt performance.

The RV-3 is sold as plans (and later as a kit) and is built exclusively as a taildragger, though a handful of builders have completed nosewheel "RV-3A" versions. It is a single-seat airplane in every sense — no room for a passenger, minimal baggage, and a cockpit sized for one pilot who enjoys being intimately connected to the airframe. Roughly 600 RV-3/RV-3B airframes have been built, with 281 flying as of a 2014 snapshot. Original-wing sales were suspended in 1996 when the redesigned RV-3B wing replaced it, addressing spar fatigue concerns that had surfaced in hard-aerobatic use.

Today the RV-3 is a cult classic: beloved by pilots who want an honest, light, fast single-seater with aerobatic manners but find the RV-4 or RV-8 excessive for solo sport flying. See vans-rv4 for the two-seat tandem evolution.

Performance varies dramatically with engine choice. A 150 hp O-320 RV-3 cruises around 170 KTAS on 7.5 gph and climbs at 2,000-2,300 fpm solo. The lighter O-235 version (100-115 hp) is still sporty but gives up around 15-20 knots of cruise and noticeably less climb — builders often regret going light on power. The O-290 is a sweet-spot compromise that's cheaper than an O-320 core but close in output.

Because the airplane is so light (empty weights as low as 750 lbs for VFR-day configurations), power loading is excellent even on 125 hp. Book numbers (207 mph top speed, 2,050 fpm climb, 25,000 ft service ceiling, 595 sm range) are achievable in practice on properly built and rigged examples. Real-world cruise is typically 165-175 KTAS at 75% power. Short-field performance is outstanding: 350 ft ground roll is routine solo.

The RV-3 is very pitch-sensitive and responsive in roll — it rewards smooth inputs and punishes ham-fisted ones. Stall is benign for an aerobatic airplane.

Single-seat simplifies the load tradeoff considerably. Typical scenarios for an RV-3B with 750 lb empty weight and 1,100 lb gross:

• Full fuel (30 gal = 180 lbs), 170 lb pilot, 0 baggage: 1,100 lbs — right at gross. 520 nm range at 75% power with VFR reserves.
• Full fuel, 190 lb pilot, 0 baggage: Over gross by 20 lbs. Most RV-3 pilots either reduce fuel or fly at gross with acknowledgment of the reality.
• Half fuel (15 gal), 200 lb pilot, 30 lb baggage: 1,070 lbs — within gross, ~260 nm range. Good for local aerobatics and short hops.
• Aerobatic loading (1,050 lb max for +6G): Must carefully compute pilot + fuel; heavy pilots must burn fuel down before aerobatics.

The RV-3 is a solo airplane for a reasonably light pilot — heavy pilots (220+ lbs) will find useful load extremely tight once they add minimum fuel and a headset bag. Pilots who routinely carry a passenger or weekend luggage should look at the vans-rv4 instead.

Sources:

• Van's Aircraft RV-3 - Wikipedia
• RV-3 - Van's Aircraft
• 1971 Van's RV-3 - EAA Museum
• Richard VanGrunsven - Wikipedia
• Rebirth of the Pioneer RV - AOPA
• Van's Air Force forum - RV-3 engine, V-speeds, pricing threads

• Local fun flying (10/10) — This is the airplane's native mission. Nothing in its weight/price class flies quite like it.
• Aerobatics (7/10) — Capable of basic and mid-level aerobatics (loops, rolls, hammerheads, spins, inverted brief). Limited to +6/-3 G in the RV-3B (original RV-3 rated +4.4 G utility). Not competition-grade — see pitts-s1 or Extra for that. Limited inverted systems (no inverted oil/fuel typically), so sustained inverted flight is off the table.
• Cross-country (5/10) — 520 nm range and 170 KTAS are excellent for a single-seat sport plane, but single-seat means you fly alone. Baggage is minimal. Fine for solo trips; useless for couples or families.
• Backcountry (3/10) — Short-field numbers are great, but low-wing geometry, small tires, and fragile aluminum construction make it a poor choice for rough strips.
• Flight training (1/10) — Single-seat — literally cannot train in it.
• Business travel (2/10) — Solo only, no IFR realistically, no baggage.
• Cargo hauling (1/10) — Pilot plus a small duffel is the limit.
• Surveying (2/10) — Single-seat and limited panel real estate make it a poor sensor platform.

See aerobatics and local-fun-flying for mission scoring criteria.

RV-3 panels span from bare-bones VFR round-gauge steam to modern glass, constrained by the cockpit's tight real estate.

• Budget ($2,000-5,000 panel): Single round-gauge ASI, altimeter, VSI, tach, oil pressure/temp, CHT, handheld radio. Day VFR only. Typical on older homebuilts.
• Mid-tier ($8,000-15,000 panel): Dynon D10A or D3 EFIS, Garmin GTR 200 com, uAvionix tailBeaconX ADS-B out, basic engine monitor. Day VFR+.
• Modern ($18,000-30,000 panel): Dynon Skyview HDX 7", GTN 650Xi or GPS 175, EMS, electronic ignition, 2-axis autopilot (rare — most RV-3 pilots fly hand-on-stick). IFR-capable in principle, but the airframe has no certification basis and cockpit ergonomics discourage serious IFR.

See avionics-pricing for experimental avionics cost references.

As an experimental amateur-built, the RV-3 uses no STCs — modifications are at the builder's discretion. Common upgrades:

• CN-2-II spar kit (1996) — Van's factory retrofit that brings original RV-3s up to RV-3B wing standards (+6/-3 G at 1,050 lbs aerobatic). Essentially mandatory for owners who plan to do aerobatics; $3,000-6,000 parts plus significant labor.
• Engine upgrade — Swapping O-235 for O-320 is a common mid-life upgrade; gains 15-20 knots and significant climb. $15,000-25,000 for a running O-320 core plus install.
• Electronic ignition — Lightspeed or SureFly Plasma; 1-3 gph fuel savings, better high-altitude performance, $1,500-3,000.
• Constant-speed prop conversion — Rare on RV-3s due to weight penalty on nose; most fly fixed-pitch wood or composite (Catto, Sensenich).
• Tip-up vs sliding canopy — Builder choice during construction; affects cockpit access and aesthetics.

Van's Aircraft remains active and supports the RV-3B line, so parts availability is good — better than most 1970s-era experimentals. Airframe components (ribs, skins, longerons, canopy parts) are available through Van's. Engine parts are standard Lycoming (O-235/O-290/O-320), fully supported.

• A&P familiarity: Common. RV-series aircraft are the most popular homebuilt family in the world, and most A&Ps with experimental experience know them well. As a "condition inspection" experimental, owners can do most of their own maintenance.
• Annual condition inspection: $500-1,500 if owner-assisted, $1,200-2,500 if shop-performed.
• Typical annual operating cost (100 hours/year): $5,000-7,000 including fuel, oil, reserves, insurance, hangar. Fuel burn is modest (7-8 gph on 150 hp).
• Expensive items: Engine overhaul ($22,000-28,000 for O-320), prop overhaul ($1,500-3,000 fixed pitch), canopy replacement ($2,500-4,000).

See maintenance-ecosystem.

Pricing is wide: used RV-3s range from $22,000 (tired VFR-only original spar) to $60,000 (RV-3B with modern panel, low-time O-320, fresh paint). Typical nicely-equipped RV-3B with 300-500 hours on the airframe and engine is $35,000-45,000.

Value drivers (see valuation-methodology):

• Wing spar generation — RV-3B (or retrofitted original) worth $5,000-10,000 more than un-retrofitted original spar airframe.
• Engine — O-320 worth ~$8,000-12,000 more than O-235; fresh overhaul vs mid-time adds $10,000-15,000.
• Panel — Dynon Skyview + engine monitor adds $8,000-12,000 over round gauges.
• Paint and interior — Fresh paint adds $5,000-8,000; a tired finish is a major visual turn-off on a sport airplane.
• Build quality reputation — An RV-3 built by a known quality builder or repeat RV builder commands a premium.
• Hours on airframe — Unlike certified aircraft, low hours aren't always a plus (sitting can be worse than flying); 200-1,500 hours is ideal.

New RV-3B kits are still available from Van's on limited-production basis; total build cost for a new RV-3B including engine, prop, and avionics typically runs $55,000-90,000 depending on specification.

Experimental aircraft are not subject to FAA Airworthiness Directives, but Van's issues Service Bulletins. Known issues:

• Original wing spar fatigue — Pre-1996 RV-3s accumulated wing spar cracks under repeated aerobatic loading. The CN-2-II retrofit addresses this. A pre-buy inspection on any original-spar RV-3 MUST include the spar inspection per Van's SB.
• Fuel tank integrity — Original RV-3s used a fuselage tank between the panel and pilot (fire/injury concern in crash). RV-3B moved fuel to integral wing tanks. Buyers strongly prefer wing-tank airframes.
• Build quality variance — As with any homebuilt, airframe quality is entirely builder-dependent. Poor workmanship (mis-drilled rivets, sloppy control rigging, incorrect torque) is the single biggest risk. A thorough pre-buy by an RV-experienced A&P is essential.
• Engine logs — Many RV-3s fly behind overhauled engines of unknown provenance. Documented overhaul history matters.
• Canopy hinges/latches — Canopy departure in flight has happened; inspect hardware carefully.

Insurance for an RV-3 is in the experimental aerobatic single-seat category — generally moderate. Typical annual premiums for a 500-hour pilot with tailwheel and RV time:

• Hull only, $35,000 value, no aerobatics declared: $1,200-1,600/year
• Hull + liability ($1M smooth), basic aerobatics: $1,800-2,500/year
• Transition/low-time RV pilot: Add 30-50%; some underwriters require 10-25 hours dual in an RV-4/RV-6/RV-7 before solo coverage.

Underwriters want: taildragger currency, RV transition training (Van's recommends Mike Seager or equivalent), documented hangar storage, and aerobatic training if aerobatics are declared. Single-seat airframes can't carry a CFI for checkout, so insurers expect cross-training in a two-seat RV before the RV-3 checkout. See insurance-underwriting.