Van's RV-6 / RV-7 / RV-9 / RV-14

The side-by-side Van's RV models are the most popular homebuilt aircraft in the world. The RV-6/6A (1985) broke open the homebuilt market with side-by-side seating that made the RV practical for couples and partners — 2,706 have been completed. Its successor, the RV-7/7A (2001), refined the design with more cockpit room, increased gross weight, and modern construction techniques — 1,910 completed. The RV-9/9A (1997) is the touring variant with longer wings for gentler handling and better efficiency. The RV-14/14A (2012) is the latest and largest — heavier gross weight, IO-390 power, and the most spacious cockpit in the RV line.

Together, these four models account for over 6,000 completed aircraft — more than half of all RVs flying. The side-by-side seating configuration is the key differentiator from the tandem RV-4/RV-8 covered in Van's RV-3 / RV-4 / RV-8. Side-by-side seating makes these aircraft far more practical for cross-country travel with a companion and for instrument training.

All four models are available in tailwheel (-6, -7, -9, -14) and nosewheel (-6A, -7A, -9A, -14A) configurations. The nosewheel versions outsell tailwheel roughly 3:1.

The progression from RV-6 to RV-14 shows steady increases in gross weight (1,600 → 2,050 lbs), fuel capacity (38 → 50 gal), and cockpit width. The RV-9 branches off as the efficiency/touring specialist with its 28-foot wingspan and 160HP engine — slower but more fuel-efficient and with the lowest stall speed (38 KIAS) of any RV.

The RV-7 with IO-360 at 200HP cruises at 180 KTAS on 9.5 GPH — nearly identical performance to the tandem RV-8 despite the wider fuselage. At economy cruise (65% power, lean of peak), 170 KTAS on 7.5 GPH provides 765 nm range from 42 gallons.

The RV-6 with O-360 at 180HP cruises at 173 KTAS on 9 GPH. The smaller airframe (1,600 lbs gross) gives it a remarkable rate of climb — 2,275 FPM, the highest of any side-by-side RV. The RV-6 is lighter, snappier, and more aerobatic-feeling than the later models.

The RV-9 with O-320 at 160HP cruises at 164 KTAS on 7 GPH. The 28-foot wing with lower wing loading provides a 38 KIAS stall speed — significantly lower than the RV-7's 44 KIAS. This makes the RV-9 the most forgiving RV for low-time pilots and the best short-field performer of the side-by-side models.

The RV-14 with IO-390 at 210HP cruises at 165 KTAS on 10 GPH. Despite more horsepower, the heavier airframe (2,050 lbs gross) means it's actually slower than the RV-7. The RV-14's strength is payload: 810 lbs useful load and 50 gallons of fuel provide 815+ nm range with two adults and baggage. The RV-14 is aerobatic at +6/-3G at its 1,900-lb aerobatic weight.

RV-7A (IO-360, 200HP, 42 gal fuel):

RV-9A (O-320, 160HP, 36 gal fuel):

RV-14A (IO-390, 210HP, 50 gal fuel):

The RV-14 is the payload champion: 810 lbs useful load means two 200-lb adults with full fuel (50 gal / 300 lbs) still have 110 lbs for baggage — and 815 nm range. The RV-9A offers surprising payload flexibility: 722 lbs useful with only 216 lbs of fuel at full tanks, leaving over 500 lbs for people and bags. The RV-7A splits the difference — adequate for two average adults with full fuel and modest baggage, with 765 nm range at 75% power.

• Flight Training (5): Excellent for instrument training in the experimental category. Side-by-side seating allows proper instrument instruction. The RV-9 is the best trainer of the group — gentle stall, forgiving handling, lower speed. Not for primary training due to experimental category restrictions.
• Backcountry (2): Low-wing limits prop clearance on rough surfaces. No flaps on RV-6/7; the RV-9 has flaps but is still a pavement/grass-strip airplane. Some RV-7 tailwheel pilots operate from improved grass, but it's not the mission these were designed for.
• Business Travel (4): 165-180 KTAS cruise with side-by-side seating is practical for two-person business travel. The RV-14 with 810 lbs useful load and 50 gal fuel handles two adults with luggage for 800+ nm. Limited by two seats only.
• Aerobatics (6): The RV-6 and RV-7 are capable aerobatic platforms — loops, rolls, hammerheads, and spins are standard fare. The RV-14 is certified to +6/-3G at aerobatic weight. The RV-9 is the least aerobatic — its long wings and gentle handling are designed for touring. None match the tandem RV-8 or Pitts for serious competition.
• Cross-Country (8): THE sweet spot for these aircraft. Side-by-side seating for comfortable companionship, 165-180 KTAS cruise, 620-815 nm range, IFR capability with glass avionics. The RV-14 is the cross-country champion: largest cockpit, most fuel, highest useful load. The RV-9 trades speed for efficiency and docile handling.
• Cargo Hauling (2): Two seats only. Baggage area accommodates 50-100 lbs depending on model.
• Local Fun Flying (9): Outstanding fun. Quick to start, quick to climb, responsive handling, aerobatic capability (RV-6/7/14), and the Van's community provides endless fly-in opportunities. The side-by-side seating means you can share the fun.
• Surveying (3): Low wing limits downward visibility. Not designed for slow-speed observation work.

• Budget VFR ($5,000-$10,000): Basic steam gauges, handheld GPS, single comm radio. Common on older RV-6 builds.
• Standard IFR ($15,000-$45,000): Garmin G3X Touch (experimental version), GPS navigator, ADS-B, comm/nav radio. The most popular configuration for cross-country builds.
• Full glass IFR ($45,000-$40,000): Dual-screen G3X Touch or Dynon SkyView HDX, GTN 650Xi/750Xi, GFC 500 autopilot, ADS-B In/Out, dual comm. The RV-14's wider panel accommodates the most generous avionics suite.
• Experimental avionics advantage: A full G3X Touch panel with autopilot costs $15,000-$45,000 — the same Garmin GI-275 + GTN + GFC 500 setup in a certified aircraft costs $50,000+. This price advantage is a major reason pilots choose experimental.

Experimental amateur-built aircraft don't require STCs. Common builder choices:

• Engine selection: The biggest decision. RV-7 builders choose from O-320 (160HP), O-360 (180HP), IO-360 (200HP), or IO-390 (210HP). More power = faster climb and cruise but higher fuel burn and cost. The IO-360 at 180-200HP is the sweet spot.
• Propeller: Fixed-pitch (Sensenich, Catto) for simplicity and weight savings, or constant-speed (Hartzell, MT) for optimized climb and cruise. Fixed-pitch is lighter and cheaper; constant-speed adds 20-30 lbs and $5,000-$8,000 but improves both climb and cruise.
• Electronic ignition: SureFly, E-MAG, or Lightspeed replacing one or both magnetos. 5-10% fuel savings.
• Tip tanks / extended range: Some builders add wingtip fuel tanks for additional range beyond standard.
• Autopilot: Garmin GFC 500, TruTrak Vizion, or Dynon autopilot servos. Transforms cross-country capability.
• Tailwheel vs nosewheel: Builder's choice at construction time. Nosewheel is easier to insure and fly; tailwheel saves weight and has better prop clearance.

• Condition inspection: $850-$1,500/year. Builder with repairman certificate can self-inspect.
• Engine overhaul: $22,000-$45,000 for O-320/O-360/IO-360 at 2,000-hour TBO. $30,000 for IO-390 (RV-14).
• Parts availability: Excellent. Van's supports all models. All-aluminum construction means raw material is available from aircraft supply houses. Lycoming parts are universal.
• Mechanic familiarity: Common. With 6,000+ side-by-side RVs flying, most experimental A&Ps know the type well.
• Annual all-in cost: $8,000-$15,000 at 100 hours/year.
• Operating cost: $55-$95/hour all-in. The RV-9 at 7 GPH is the cheapest; the RV-14 at 10 GPH is the most expensive.

• RV-6/6A (O-360, 180HP): $60,000-$120,000. Kit discontinued; values stable. Older builds with steam gauges at lower end; well-equipped examples higher. 2,706 built means good availability.
• RV-7/7A (IO-360, 200HP): $80,000-$160,000. Current production kit. Well-built with G3X and autopilot $130,000-$160,000. Basic VFR builds $80,000-$100,000.
• RV-9/9A (O-320, 160HP): $70,000-$140,000. Lower-power engine means slightly less expensive. Touring-focused buyers value the long wings and gentle handling.
• RV-14/14A (IO-390, 210HP): $150,000-$350,000. Newest and most expensive. Well-equipped builds $250,000-$350,000. The RV-14 has the highest build cost due to the IO-390 engine and larger airframe.

Per Aircraft Valuation Methodology: Build quality is the primary value driver. Avionics configuration adds $15,000-$30,000 to value (full glass vs steam gauges). Engine time and condition are standard factors. Paint quality, interior finish, and builder reputation all affect value. First-flight date matters less than overall quality and maintenance history. Award-winning builds (Oshkosh, Sun 'n Fun) command 10-20% premiums.

No ADs apply (experimental category). Van's issues Service Bulletins.

Common Problems:

• Build quality variation: Same as all homebuilts — the builder IS the manufacturer. Pre-buy by an RV-experienced A&P is essential. Look for quality of riveting, sealant work, wiring, and systems installation.
• RV-6 wing spar cracking: Early RV-6 wings had reports of spar web cracking near the root. Van's addressed this with reinforcement kits. Pre-buy inspection should check spar web condition on RV-6 aircraft.
• Nosewheel shimmy (RV-6A/7A/9A/14A): The free-castering nosewheel can develop shimmy. Proper tire inflation, shimmy dampener maintenance, and technique resolve this.
• Fuel tank leaks: ProSeal tank sealant degrades over time. Fuel weeping from rivets is a common issue on older builds. Proper initial sealant application during construction is critical.
• Canopy crazing: Plexiglass canopies can develop crazing (micro-cracks) from UV exposure and chemical contact. Replacement canopies available from Van's.
• Engine cooling: Builder-dependent baffling quality affects cooling. Poorly-baffled RVs run hot, especially in climb. CHT monitoring is essential.
• Landing gear leg cracking: Wittman-style spring gear can develop fatigue cracks at attach points. Regular inspection required.

Per GA Insurance Underwriting:

• Hull + liability (qualified pilot): $1,000-$1,650/year for $80K-$100K hull value. Qualified = 300+ hours, 25+ in make/model.
• Hull + liability (low-time pilot): $1,600-$2,400/year.
• Liability only: $295-$500/year for qualified pilots.
• Nosewheel discount: RV-6A/7A/9A/14A are slightly cheaper to insure than tailwheel versions.
• RV-14 premiums: Higher hull values ($200K-$350K) mean higher absolute premiums — $1,500-$2,500/year typical.
• Van's RVs get favorable rates compared to other experimentals due to the large fleet, good safety record, and standardized construction.