The Vickers Aircraft Company Wave is a two-seat, side-by-side configuration, high wing amphibious aircraft under development by the Vickers Aircraft Company of Hamilton, New Zealand.
The fuselage and wings are constructed from a combination of aluminum and carbon fibre composite materials. An automatic folding wing mechanism and ballistic parachute are planned to be integrated. The standard engine is the 180 hp (134 kW) Continental Titan 340 four-stroke powerplant, mounted in a pusher configuration.
It was introduced at the Sport Aviation Expo in Sebring, Florida in 2014, intended for the US light-sport aircraft category.
Wave Engine: 1 × Continental Titan 340, 180 hp (130 kW) Propeller: 3-bladed Catto Wingspan: 30 ft 10 in (9.40 m) Wing area: 149.3 sq ft (13.87 sq.m) Length: 24 ft 7 in (7.5 m) Height: 7 ft 6 in (2.29 m) Empty weight: 928 lb (421 kg) Gross weight: 1,430 lb (649 kg) Fuel capacity: 50 U.S. gallons (190 L; 42 imp gal) Maximum speed: 120 kn (138 mph, 222 km/h) Cruise speed: 120 kn (140 mph, 220 km/h) Range: 720 nmi (830 mi, 1,330 km) Wing loading: 10.2 lb/sq ft (49.7 kg/sq.m) Crew: 1 Capacity: 1 passenger
Developed by Klaus Hill from the Hummer, the 600 is a three axis control ultralight. A monowing with upright V-tail. Tail control surfaces and spoilers are operated through a mixer stick. Construction consists of tubing with the wings and tail surfaces covered by Dacron. Power is a Zenoah in pusher configuration mounted forward of the wing. A 2.33:2 reduction unit turns a two-blade wooden Vector prop. Shock-mounted tricycle gear uses rubber cushions: The nosewheel is not steerable, and there are no brakes. Units delivered by June 1981 100+.
Seen for the first time at Sun’n’Fun at Lakeland in Florida in March 1982, the Vector 610 is a modified version of the earlier Vector 600 which itself was direct descended from the Humbug that Klaus Hill redesigned on leaving Hummer in 1978. Jointly with Gemini International Inc. the Skysports International company was founded in 1980 to sell the first production Vector 600s. This company was then absorbed by Vector Aircraft Corp, itself bought up by Aerodyne Systems Inc at the end of 1982.
Compared with its predecessor, the Vector 610 includes several modifications, principally enlarged spoilerons, semi elliptic saumons at the wing tips, structural strengthening and, for the production models in the USA, the adoption of the Zenoah G25B 22hp engine. This replaced the two Chrysler Power Bee engines, each developing 9 hp, which equipped the last Vector 600 machines produced. In Europe, the British supplied Robin EC25PS of 22 hp output at 6500 rpm or the EC34PM of 32hp at 6500 rpm (with a reduction drive of 2.6/1) is fitted in preference to the Zenoah. The Vector 610, a mono-wing with upright V-tail, features no rudder pedals, with the control stick operating both spoilerons and the V-tail elevons through a mixer stick. Construction consists of tubing with the wings and tail surfaces covered by Dacron. Single seat single engined high wing mono¬plane with unconventional three axis control. Wing has unswept leading edge, swept forward trailing edge and tapering chord; V tall. Pitch/yaw control by elevon; roll control by one third span spoilerons; control inputs through stick for pitch/yaw/roll. Wing braced from above by kingpost and cables, from below by cables; wing profile; double-surface. Undercarriage has three wheels in tricycle formation with additional tailwheel; no suspension on nosewheel and rubber suspension on main wheels. No ground steering. No brakes. Aluminium tube framework. without pod. Engine mounted at wing height driving pusher propeller. 6061T6 anodized aluminium, 3/32 inch 7×7 stainless steel cable, AN hardware.
Prices: in the US, the Vector 610 is available in kit form requiring 30 h for completion at a price of $4890 (March ’83). A supplementary kit to retrofit a steerable nosewheel costs $225, a set of three wheel fairings is available for $185 and spring steel landing gear for $150. Glass fibre Sealord 100A floats are available at $1195 and finally, especially noteworthy, is the SR control system kit for retrofit at $275, which transforms the Vector 600 and 610 to three axis control with a rudder bar.
In March 1983 Aerodyne System’s Vector received the first ultralight airworthiness certificate granted by the West German Ministry of Traffic to a US-built ultralight. The certificate allows sale of Vectors in the West German Federal Republic.
Shown for the first time at Sun’n’Fun in Lakeland, Florida in March 1983, the Vector 627 is basically a re engined Vector 610, with certain structural modifications to the tail to increase rigidity and reduce vibration. Instead of the Zenoah (US) and Robin EC25PS (Europe) engines, the 627 uses the Rotax Type 377 motor. The Rotax develops 10 hp more than the engine it replaces and in addition is mated to a toothed belt drive, a combination which gives the new aircraft considerably better performance than its predecessor, with the possible exception of the EC34PM engined machine. A torsional resonance damper is built into the reduction system. The new aircraft comes in two forms the standard 627 which uses the 610’s control arrangements, and the 627SR which incorporates rudder pedals linked to nosewheel steering to give conventional three axis control, push right go right nosewheel steering connected to yaw control. A novel feature of the 627SR is that the control linkages can be modified in a matter of seconds to bring the aircraft back to stick only control as on the standard 627. The 627SR utilises a side mounted joy stick, rudder pedals, nose wheel steerable through rudder pedals. Control stick and rudder pedals activate ruddervators and spoilerons for independent three-axis aerodynamic control. Upright V-tail monoplane with double-surfaced wing supported by kingpost and cable bracing. engine forward of wing, prop behind, 2.03:1 reduction drive unit turns a two-bladed wooden prop. LANDING GEAR: Shock-mounted tricycle gear uses bungee cord suspension. Manufacture later transferred to Aerodyne, then Sky King International as the Sky King International Vector 627SR.
Previously on the Dutch register and reregistered G-MJAZ to Brynley Fussell Konig 3cyl. radial engine of 24 hp
600 Gross wt: 445 lbs Wingspan, 34 ft Wing area, 133 sq.ft Aspect ratio, 8.33 Overall length, 18 ft Empty weight, 195 lbs Usable payload (include fuel), 250 lbs Wing loading, 3.34 L/D power-off glide ratio, 8:1 Cruise speed (85% power), 50 mph Stall speed, 26 mph Approach speed, 30 mph Flair speed, 25 mph Liftoff speed, 25 mph Takeoff roll distance, 100 ft Rate of climb, 425 + fpm Fuel capacity, 3 Usgal Range at cruise, 80 mi Engine displacement, 14.78 cu,in Rated hp, 22 hp Static thrust, 143 lbs First year built: 1980
610 Engine: Zenoah G2SB 1, 22 hp at 7000 rpm Propeller diameter and pitch 52 x 24 inch, 1.32 x 0.60 m Reduction ratio 2.33/1 Static thrust 170 lbs Power per unit area 0.14 hp/sq.ft, 1.5 hp/sq.m Fuel capacity 5. 0 US gal, 4.2 Imp gal, 18.9 litre in main tank Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels diameter overall 11.5 inch, 29cm Empty weight 195 lb, 88kg Max take off weight 445 lb, 202 kg Payload 250 lb, 113 kg Max wing loading 2.89 lb/sq.ft, 14.1 kg/sq.m Max power loading 20.2 lb/hp, 9.15 kg/hp Load factors; +5.7, 2.85 ultimate Max level speed 50 mph, 80 kph Never exceed speed 55 mph, 88kph Max cruising speed 45mph, 72kph Economic cruising speed 40mph, 64kph Stalling speed 26 mph, 42 kph Max climb rate at sea level 600 ft/min, 3.0 m/s Min sink rate 216 ft/min, 1.1 m/s Best glide ratio with power off 8/1 Take off distance 100 ft, 30 m Landing distance 200 ft, 60 m Range at average cruising speed 125 mile, 201 km
627 Engine: Rotax 377, 32 hp at 6250 rpm Propeller diameter and pitch 52x23ft, 1.32×0.58m Toothed belt reduction, ratio 2.0/1 Max static thrust 220 lb, 100kg Power per unit area 0.21 hp/sq.ft, 2.2 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels diameter overall 11.5 inch, 29cm Empty weight 254 lb, 115kg Max take off weight 500 lb, 227kg Payload 246 lb, 112kg Max wing loading 3.24 lb/sq.ft, 15.8kg/sq.m Max power loading 15.6 lb/hp, 7.1kg/hp Load factors +5.7, 2.8 design Max level speed 55mph, 88kph Cruising speed 48mph, 77kph Stalling speed 27mph, 43kph Max climb rate at sea level 800 ft/min, 4.1 m/s Best glide ratio with power off 8/1
627SR Engine: Rotax 377, 32 hp at 6250 rpm Propeller diameter and pitch 52x23ft, 1.32×0.58m Toothed belt reduction, ratio 2.0/1 Max static thrust 220 lb, 100kg Power per unit area 0.21 hp/sq.ft, 2.2 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels dia¬meter overall 11.5 inch, 29cm Empty weight 254 lb, 115kg Max take off weight 500 lb, 227kg Payload 246 lb, 112kg Max wing loading 3.24 lb/sq.ft, 15.8kg/sq.m Max power loading 15.6 lb/hp, 7.1kg/hp Load factors +5.7, 2.8 design Vne: 63 mph Max level speed 55mph, 88kph Cruising speed 48mph, 77kph Stalling speed 27mph, 43kph Approach speed 40 mph Liftoff speed 30 mph Max climb rate at sea level 800 ft/min, 4.1 m/s Best glide ratio with power off 8/1
Vashon Aircraft’s first airplane, the Ranger, is a high-wing LSA category aircraft. Ken Krueger, who spent many years designing airplanes for Van’s Aircraft, is Vashon’s design engineer.
At the Woodinville factory, co-located with Dynon in an industrial park, Vashon produces structural components and puts fuselages and wings together. The parts are then transported to a hangar at the Paine Field Airport (KPAE) in Everett, where final assembly takes place down the street from Boeing’s massive facility. Vashon turned to a local vinyl-wrap supplier, Wicked Wraps. In addition to being lighter, the wrap allows for cool designs to be applied to the fuselage that would be cost prohibitive if done in paint.
The Ranger has a beefy landing gear, strong enough for the rigors of the training environment, with 6.00-6-size wheels and tires.
With a base price tag just below $100,000 (2021), the Continental O-200 powered Ranger R7 LSA features glass-panel technology, optional autopilot and second SkyView screen.
Climbing into the Ranger is slightly challenging. The right leg has to find its way to the other side of the stick, which curves its way from the floor to just above the seat. The rudders adjust, but must be locked with a pin. It would be impossible to adjust once in the seat. Vashon chose a five-point seat-belt system.
The width of the cockpit is nearly 47 inches, about 7 inches wider than the Cessna 172 Skyhawk’s. There is plenty of elbow and shoulder room, and headroom to spare. Additionally, there is massive space behind the seats, which can hold up to 100 pounds as long as you stay below the total weight limit and within the center-of-gravity envelope.
The seats fold nearly flat, providing plenty of space. The oversize windows provide excellent visibility, with a large section on each side that opens up for fresh air or a camera lens. There is no speed limit for keeping the windows open.
Taxiing the Ranger is easy because the castering nosewheel allows for tight turns. Pushrods connect the ailerons and elevator to the stick, and cables control the rudder.
The stick has an electric trim button on top and a trigger on the back for the push-to-talk. Two additional buttons on the grip help switch the standby frequency to the active position on the separate comm unit and ident the ADS-B Out-capable transponder, both of which are Dynon products.
SkyView includes full engine instrumentation, including CHT and EGT gauges for each cylinder, fuel flow, remaining fuel in time and distance, carburetor temperature and more. The system will even warn you if there is potential for carb ice based on the current temperature and dew-point spread. Angle of attack is included along with the standard flight parameters on the PFD.
Flaps are electrically actuated with a button — one push for 20 degrees, then another for 40 degrees. The fuel tanks are contained in removable sections in the wings for easy, quick replacements.
Despite being a clean-sheet design from a brand-new company, the Ranger comes with a three-year warranty.
Vashon is creating its own supply chain by producing the majority of the parts in house, the exception of which are parts such as brake pads, engines and propellers.
The fully loaded Ranger I, with autopilot and two SkyView screens, rolls out of the factory for $114,500. The base model was $99,500 in 2021.
Vashon Ranger R7 Engine: Continental O-200-D, 100 hp Engine TBO: 2000 hrs Prop: Catto fixed pitch 2-blade Wingspan: 29 ft 6 in Wing area: 135.6 sq.ft Length: 21 ft 9 in Height: 8 ft 4 in MTOW: 1320 lb Empty weight: 875 lb Payload: 279.4 lb Useful load: 445 lb Max usable fuel: 27.5 USG / 144 lb Wing loading: 9.7 lb/sq.ft Power loading: 13.2 lb/hp Max operating altitude: 12,000 ft Max ROC: 1035 fpm Max speed: 120 kt High cruise: 117 kt Max range: 430 nm Stall flaps up: 50 kt Stall full flap: 46 kt TO to 50 ft: 1150 ft Ldg from 50 ft: 1060 ft Interior width: 46.65 in Seats: 2
Vashon Aircraft is a company named after a small island in the Puget Sound region of Washington state, off the coast of Seattle’s metropolis. The company’s first airplane is the Ranger,
At the Woodinville factory, co-located with Dynon in an industrial park, Vashon produces structural components and puts fuselages and wings together. The parts are then transported to a hangar at the Paine Field Airport (KPAE) in Everett, where final assembly takes place down the street from Boeing’s massive facility.
The RV-12 is a two-seat all-metal side-by-side airplane with a large cabin that seats the occupants ahead of the wing spar for maximum room and superb visibility. The RV-12 meets the certification standards of the Light Sport Aircraft category.
The wings are quickly and easily removable. Two people can have the wings off an RV-12 in less than five minutes, making the airplane easy to transport on a trailer and keep off-airport. Pull a pair of pins behind the seats and the wings come off in a few seconds. All control and wiring connections are automatic and an ignition interlock prevents the engine from starting if the wings are not properly installed.
It is powered by a Rotax 912ULS 100 hp engine, equipped with a Sensenich wood/composite propeller. The empty weight allows a useful load of two 210 lb people, 20 gallons of fuel and 50 lbs of baggage.
Vans Aircraft produced the RV-12 as an E-LSA kit and later as an S-LSA. The first 12 Signature Edition versions sold well with 60 more buyers lined up at US$115,000.
The RV-9/9A wing is longer and narrower than the wings of the RV-4/6/8 series, and uses a new Roncz airfoil. The increased span allows it to climb well on low power and glide a long way. The flaps are a long span, slotted, high lift design that allows the airplane to land slower than many primary trainers. A simplified constant-chord horizontal tail and large vertical tail are proportioned to work with the longer wing. The fuselage and cabin are identical to the RV-7/7A and there are the same sliding/tip-up canopy and trigear/tailwheel landing gear options.
The RV-9/9A uses a 118 hp Lycoming (taken from a Cessna 152) to power the prototype. The result was an efficient airplane with respectable short field capability, excellent cruise speed (165 mph). The airframe is engineered to accept the 160 hp Lycoming O-320.
Van’s RV-9 N179RV
The RV-9 first flew on 15 June 2000, piloted by VanGrunsven. The RV-9A, a tail wheel version of the RV-9, made its maiden flight on 4 March 2002, also piloted by VanGrunsven.
RV-9 Engine: 118 hp Span: 28 ft Length: 20 ft 5 in Height: 6 ft Wing Area: 124 sq ft Empty Weight: 1015 – 1057 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1lb/sq ft Power Loading: 13.6 – 10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 172 mph Cruise 75% @ 8000 ft: 166 mph Cruise 55% @ 8000 ft: 150 mph Stall Speed: 48 mph Takeoff Distance: 525 ft Landing Distance: 355 ft Rate of Climb: 1,000 fpm Ceiling: 14,500 ft Range 75% @ 8000 ft: 875 sm Range 55% @ 8000 ft: 1,035 sm
RV-9 Engine: 135 hp Span: 28 ft Length: 20 ft 5 in Height: 6 ft Wing Area: 124 sq ft Empty Weight: 1015 – 1057 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1lb/sq ft Power Loading: 13.6 – 10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 178 mph Cruise 75% @ 8000 ft: 174 mph Cruise 55% @ 8000 ft: 157 mph Stall Speed: 49 mph Takeoff Distance: 500 ft Landing Distance: 410 ft Rate of Climb: 1,150 fpm Ceiling: 16,000 ft Range 75% @ 8000 ft: 745 sm Range 55% @ 8000 ft: 910 sm
RV-9 Engine: 160 hp Span: 28 ft Length: 20 ft 5 in Height: 6 ft Wing Area: 124 sq ft Empty Weight: 1015 – 1057 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1lb/sq ft Power Loading: 13.6 – 10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 196 mph Cruise 75% @ 8000 ft: 188 mph Cruise 55% @ 8000 ft: 168 mph Stall Speed: 50 mph Takeoff Distance: 475 ft Landing Distance: 450 ft Rate of Climb: 1,400 fpm Ceiling: 19,000 ft Range 75% @ 8000 ft: 710 sm Range 55% @ 8000 ft: 860 sm
RV-9A Engine: 118 hp Span: 28 ft Length: 20 ft 5 in Height: 7 ft 10 in Wing Area: 124 sq ft Empty Weight: 1028 – 1075 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1 lb/sq ft Power Loading: 13.6 -10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 170 mph Cruise 75% @ 8000 ft: 164 mph Cruise 55% @ 8000 ft: 148 mph Stall Speed: 48 mph Takeoff Distance: 525 ft Landing Distance: 375 ft Rate of Climb: 950 fpm Ceiling: 14,000 ft Range 75% @ 8000 ft: 865 sm Range 55% @ 8000 ft: 1025 sm
RV-9A Engine: 135 hp Span: 28 ft Length: 20 ft 5 in Height: 7 ft 10 in Wing Area: 124 sq ft Empty Weight: 1028 – 1075 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1 lb/sq ft Power Loading: 13.6 -10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 176 mph Cruise 75% @ 8000 ft: 172 mph Cruise 55% @ 8000 ft: 155 mph Stall Speed: 49 mph Takeoff Distance: 500 ft Landing Distance: 410 ft Rate of Climb: 1,100 fpm Ceiling: 15,500 ft Range 75% @ 8000 ft: 735 sm Range 55% @ 8000 ft: 900 sm
RV-9A Engine: 160 hp Span: 28 ft Length: 20 ft 5 in Height: 7 ft 10 in Wing Area: 124 sq ft Empty Weight: 1028 – 1075 lbs Gross Weight: 1600 – 1750 lbs Wing Loading: 12.9 – 14.1 lb/sq ft Power Loading: 13.6 -10.9 lb/hp Engine: 118 -160 hp Propeller: Fixed or C/S Fuel Capacity: 36 US gal Baggage: 75 lbs Top Speed: 194 mph Cruise 75% @ 8000 ft: 186 mph Cruise 55% @ 8000 ft: 166 mph Stall Speed: 50 mph Takeoff Distance: 475 ft Landing Distance: 450 ft Rate of Climb: 1,400 fpm Ceiling: 18,500 ft Range 75% @ 8000 ft: 700 sm Range 55% @ 8000 ft: 850 sm
In 1995, Van’s decided to re-visit the tandem seating concept. Even though the side-by-side RV-6/6A had become the most popular homebuilt design ever, there was still a significant percentage of pilots who really wanted centerline seating. The consensus seemed to be that a roomier tandem airplane with better cross-country capability would be popular. A one-of-a-kind demonstrator was built and introduced at Oshkosh in 1995. The response left no doubt about the desire for an airplane like the RV-8. The RV-8 went on the market in 1996 and complete kits were available by the end of 1998. In short order, it was followed by the kit for the tricycle gear RV-8A. The RV-8/8A retains the fighter-like feel of centerline seating, but the wider fuselage contains cockpits that accommodate large people in comfort. Two baggage compartments, one forward and one aft, keep even large amounts of luggage well within the weight and balance envelope. Pilots up to 6’7″ fit in the front. A Tall Pilot option is available. (It was used by one successful builder who describes himself as 6’ 10″, although we think he might be taller). Factory demo pilots have flown demo rides with passengers up to 6’9″ and 260 lbs in the back. The large 42 gallon fuel capacity long range and high cruise speeds. At the aerobatic gross weight of 1600 lbs., the RV-8/8A complies with the +6/-3G standards of the FAA’s Aerobatic Category and can still carry two people, making it possible for a new pilot to get aerobatic instruction before he or she starts rolling and looping. The sliding canopy is built around a sturdy steel roll bar and fixed windshield. It must remain closed in flight, but the standard fresh air ducts provide plenty of fresh air to both seats. The RV-8/8A is designed to be flown from the front seat, although a rear stick is provided and a rear throttle and rudder pedals are optional. The RV-8/8A was designed to accept the 200 horsepower IO-360 Lycoming. The prototype with this engine demonstrated really remarkable performance. With a single occupant, it would take off in 250’ and climb out at 2600 fpm. The fact that the RV-8 can accept a large engine doesn’t mean that it needs it. The traditional engine options – 150-180 hp Lycomings – have been retained (probably the majority of flying RV-8/8As are powered by a 180 hp engine) and with these lighter engines, performance is still exciting – and the handling even better.
Kits sold for $14,770-14,995, and a quick-build for $21,750-21,995.
The change that allowed the change in aerobatic gross weight is the use of longer and heavier spar caps and heavier carry-through bulkhead bars. Other parts also needed to be changed to accommodate the larger pieces. The kit serial numbers are issued when a customer gets their tail kit. This means that a low serial number may have the 1600 lb aerobatic gross wing and centre section, while a higher serial number may have the 1550 lb aerobatic gross wing and centre section. Check the packing list for the wing kit and if it says “1” after the spar and centre section, then it’s the 1600 lb gross version. If no ‘1’ then it’s the 1550 lb gross.
All Aero 