The World’s Most Popular Kit Aircraft
If you spend any time around experimental aviation, you quickly learn that Van’s Aircraft occupies a position in the kit aircraft world that’s roughly analogous to Boeing in the commercial world — not because they’re a huge corporation, but because their designs are simply everywhere. The RV series has accumulated over 11,000 flying examples worldwide, across more than a dozen variants, with new completions happening every week. When a design is that common, it stops being an experimental and starts being a data point — and the data on RV aircraft is overwhelmingly positive.
For South Shore Flyers, the RV-6A and RV-9A are natural candidates for our first aircraft. Here’s a close look at both.
Van’s RV-6A: The Original Performance Standard
The RV-6 was introduced in 1986 and became the aircraft that put Van’s on the map as a serious performance kit manufacturer. The RV-6A (the “A” suffix denotes tricycle gear; the RV-6 is a conventional gear / tailwheel variant) is a two-seat side-by-side aircraft with a low-wing configuration and Van’s trademark “Harmony of Controls” — a phrase that refers to the aircraft’s well-matched aileron, elevator, and rudder forces that make it genuinely enjoyable to hand-fly.
Typical RV-6A performance numbers with an O-320 or O-360 engine:
- Cruise speed: 155–175 mph (135–152 knots) at 75% power
- Fuel burn: 6.5–8 gph at cruise
- Useful load: 500–600 lbs depending on build specifics
- Range: 700–900 nm with standard tanks; 1,000+ with tip tanks or an auxiliary fuel system
- Takeoff roll: Under 600 feet at gross weight — KMGC’s 4,100 feet is luxurious
The RV-6A has been flying long enough that good used examples with known histories and solid avionics are available on the market at reasonable prices. A clean flying RV-6A with 500–1,000 hours and a modern glass panel can be found in the $65,000–$90,000 range.
Van’s RV-9A: Evolved for Cross-Country
The RV-9A was introduced in 2002 as Van’s explicit answer to the touring pilot — someone who wants the RV experience but optimized for efficiency and range rather than maximum performance. The -9A uses a modified wing with more span and a slower stall speed, which translates to better fuel economy, more comfortable cruise at lower power settings, and a gentler landing character that many transitioning pilots appreciate.
RV-9A performance numbers with an O-320 or IO-320:
- Cruise speed: 155–170 mph at 65–75% power
- Fuel burn: 6–7.5 gph at cruise — the most fuel-efficient RV variant
- Useful load: 510–630 lbs depending on build
- Range: 900–1,100 nm with standard tanks
- Stall speed: 48–52 knots — meaningfully lower than the RV-6A and beneficial for short-field operations and student transitions
The RV-9A’s efficiency numbers are particularly compelling for club use. At 6.5 gph and 165 mph, you’re getting 25 miles per gallon — better than most sports cars, and doing it at 9,500 feet with a glass panel and an autopilot. For the cross-country flying that is South Shore Flyers’ primary mission, this is a very strong case.
Key Differences Between the -6A and -9A
Pilots transitioning between the two will notice the difference immediately. The RV-6A is slightly more responsive and feels more like an aerobatic aircraft (which it can be, with the right build). The RV-9A is softer, more forgiving, and more clearly optimized for getting from point A to point B comfortably. Both are tricycle gear in the -A variants, making them accessible to pilots without tailwheel endorsements.
For a flying club with members at mixed experience levels, the RV-9A’s more forgiving character is an argument in its favor. For a club that also wants to do some aerobatic proficiency flying and simply enjoys a more aggressive handling model, the RV-6A has the edge.
IFR Potential
Both designs support full IFR avionics installations, and many flying examples are equipped for instrument operations. The cabin size is snug — this is a two-seat aircraft, not a 172 — and IFR in actual IMC requires a confident, proficient pilot. But the capability is there, the avionics platforms (G3X, Dynon Skyview, Advanced Flight Systems) support full IFR, and the designs have been flown in actual IFR conditions by thousands of pilots with good results.
A G3X Touch installation with Garmin GTN 650Xi GPS navigator, GFC 500 autopilot, and ADS-B gives an RV-6A or RV-9A genuinely impressive IFR capability for instrument-rated members — all at a total avionics cost that would be an inconceivable bargain in the certified world.
The Support Ecosystem
The Van’s Air Force forum (vansairforce.net) is one of the most active and technically thorough aviation communities on the internet. With over 50,000 registered users and millions of indexed posts, virtually every question about RV construction, operation, and maintenance has been asked and answered. Factory support from Van’s is excellent. Type-specific CFIs are available nationally, and several operate within reasonable distance of KMGC.
Considerations
- Two seats only: Neither the RV-6A nor RV-9A carries more than two people. For members wanting to fly with family, this is a real constraint — though for the majority of club missions (solo currency flying and two-pilot cross-countries), it’s completely adequate.
- Cockpit width: Side-by-side seating is comfortable for average-sized adults, but taller or broader pilots should sit in one before committing.
- Build quality variance: Because these are homebuilt aircraft, the quality of individual examples varies. Buying a flying RV requires careful inspection and, ideally, an annual condition inspection by an A&P familiar with the type before purchase.
What Founding Members Decide
The Van’s RV series represents arguably the safest bet in experimental flying club aircraft — proven design, enormous community support, available supply of flying examples, and performance that meets our cross-country mission. But whether the club prioritizes the RV-6A’s sharper handling or the RV-9A’s touring efficiency is exactly the kind of decision that belongs to the people who will be flying it.
Join the South Shore Flyers Founders List to have a vote in the aircraft selection process. The founding members will collectively evaluate the candidates and make the call — and your preference matters.
