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RV-4s for $40K

I guess the market decides the price and typically RVs go for 5-10% below the asking price.

The -4 falls into a bit of a niche being tailwheel and tandem; and the cockpit size, weight and CG limits don’t work for a lot of people.

If you want to know how much performance can be squeezed out of one have a look at Dave Anders’ record setting RV-4.

KHWD- Hayward California; EGTN Enstone Oxfordshire, United States

The CNC matched hole construction of the later RVs is certainly a neat technology which does a lot to ensure quality regardless of builder skill.

I think the difference in market value between the RV-4 and e.g. RV-8 (which is a larger re-pop of the same tandem seating concept) includes that kit technology and content issue, plus greater interior space of the later planes, generally bigger engine and more often constant speed prop, plus generally better equipped panels. The RV-4 is more of pure sport plane, the later planes (particularly -7 and -8) are perceived by the market to add quality and utility.

I know of a really nice US RV-7 that could be bought for I’d guess $72K so to me that places the value at 1.66 times that of a nice RV-4.

I’ll be interested to see how the market reacts to used RV-14s. Those offer still more room, but with (again) higher power for the same speed.

Last Edited by Silvaire at 31 Oct 20:02

Is there a reason why the RV4 is a lot cheaper than an RV6 or 7? I recall somebody looking at these a couple of years ago and all for sale were €80k plus.

Administrator
Shoreham EGKA, United Kingdom

If anybody is thinking of building an RV-4 or is going to buy one already built, it might be a good idea to have sight of the build manual, to see how the aircraft is put together.
I happen to have one for sale.

Call me…07979-230059

Propman
Nuthampstead , United Kingdom

$40K can get you a decent basic RV-4. I’m on my third and paid around that price for my current one.
The kits are still available, though they remain non match-hole panels, so need much more careful alignment for match drilling the rivet holes adding several hundred hours to the build time.
Vans’ recommend a MTOW of 1500lb, the UK authorise 1550lb and most are test flown in the US to 1600lb-ish. Empty weights are typically 950 to 1050.
I can take a 105kg passenger, full fuel and no luggage without busting CG or 1600lb and it flies well at that, but for aerobatics it is essentially solo only.

My first one, I imported a US built one from Sweden to the UK. It took about 5 months of to-and-fro with the (then) PFA before it had a permit. The other two I’ve bought while working in the US for low $40K + prices.

If you want to go that route, it’s essential to find one built with little or no deviation from plans.

To ferry one back from the US to the UK, I’d want about a 20-30 USG ferry tank in addition to the standard 32 USG tanks.

UK reg’d examples do come on the market a few times a year typically and may be a better option with the current sterling exchange rate by the time you’ve added ferrying costs, VAT etc.

KHWD- Hayward California; EGTN Enstone Oxfordshire, United States

Peter wrote:

Yes, and I am sure Norway is not going to accept an N reg uncertified import at face value either.

The same regulations applies for import as for local built, in general. The local EAA chapter has put out a check list for how this process goes. The main thing is to have a build log. This is not a normal thing to do in the US, but detailed pictures taken during the build will also do. Then to get it on LN reg and a CofA, LT comes and does an inspection the usual way. You may have to write a new POH according to the “check list”, because ant pilot shall be able to fly the plane just by reading the book

The elephant is the circulation
ENVA ENOP ENMO, Norway

Yes, and I am sure Norway is not going to accept an N reg uncertified import at face value either.

France for example requires any non F reg to be 51% to be dismantled before going on the F reg, and some types (see recent thread eg Lancairs) are apparently not possible at all anymore.

It is easier to say nothing but that would just lead some buyers to waste 5 figures.

Administrator
Shoreham EGKA, United Kingdom

Be careful to check what the LAA will require before they would issue a permit. They might require access to parts requiring removing rivetted bits. At least one RV has been imported, but I think a part built import had to be restarted from scratch. See old LAA magazines.

Maoraigh
EGPE, United Kingdom

Not that I’m in the market but one concern I would have about importing a homebuilt from the USA is whether or not there had been any internal corrosion protection applied to the airframe as it was built. Based entirely on photos in magazines and on-line it seems that some aluminium homebuilt experimentals have none. That wouldn’t be appropriate for a maritime climate such as we have in Britain.

Last Edited by ChuckGlider at 30 Oct 20:49

Silvaire and here is an operating handbook…

http://www.caa.co.za/Documents/Airworthiness/Pilot%20Operating%20Handbook%20RV%204%20Example.pdf

Getting a nicely built one over here is quite tempting, although there may be some that come up for sale already on the G reg.

The article suggests that the main demographic are building them as retirement projects, and then a few years later are hanging up their headsets, hence a buyers’ market.

Oxford (EGTK), United Kingdom
24 Posts
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