Van's RV-9 / RV-9A

Van's introduced the RV-9 in 2001 as a deliberate departure from the company's earlier aerobatic-capable airplanes. The brief was simple. Build a non-aerobatic two-seater optimized for cross-country efficiency and predictable handling. Use a longer wing for better climb and slower stall speeds. Give up the high G-load capability and design margin that aerobatic flight requires. Make the airplane more accessible to pilots transitioning from a Cessna 172 or Cherokee.

The RV-9 wing has more area, more aspect ratio, and a different airfoil than the RV-6/RV-7 wing. Stall speed drops to about 47 knots versus 51 for the RV-7. Climb at altitude is noticeably better because the longer wing keeps lift-to-drag in a friendlier place. Cruise speed is 10 to 15 knots slower than an RV-7 with the same engine, but fuel economy is meaningfully better at the same speed.

The RV-9 found a market among pilots who didn't fly aerobatics and didn't need the RV-7's higher cruise speed. Builders who came from certified airplanes often felt more at home in the RV-9 because the handling is more conventional. As of mid-2026, Van's reports about 1,200 RV-9s flying with another 400 in build.

Performance depends on engine choice. A 150 hp O-320 RV-9A with a fixed-pitch Sensenich prop cruises at 145 to 150 KTAS on 6.5 to 7 gph. A 150 hp O-320 with a Hartzell constant-speed prop adds 3 to 5 knots and brings cruise burn to 7 to 7.5 gph. The RV-9 isn't approved for engines over 160 hp because of the longer wing structure, so there's no IO-360 or IO-390 option the way there is on an RV-7.

Useful load is the RV-9's quiet strength. A typical 150 hp RV-9A with a fixed-pitch prop has about 580 to 620 pounds of useful load. Full fuel is 36 gallons (216 pounds), leaving 360 to 400 pounds for two people and bags. That's competitive with an RV-7 and meaningfully more than an RV-4 or RV-6. Range works out to 800 to 950 nm with reserves at long-range cruise, which is the best in the Van's two-seat family.

Stall speed is about 47 knots versus 51 for an RV-7. That sounds small but it makes a real difference in pattern feel, short-field work, and pilot comfort during transition. The RV-9 lands shorter and slower than the rest of the Van's line.

The Lycoming O-320 (150 hp) is the canonical engine and runs most of the RV-9 fleet. A small number of airplanes use O-235 (118 hp) or O-290 (135 hp) engines for lower cost and lower fuel burn at the price of climb performance. Van's does not approve engines over 160 hp for the RV-9 because the wing structure is sized for lower-power operations only.

Lycoming's published TBO for the O-320 is 2,000 hours per Lycoming Service Instruction 1009 BE, advisory in experimental service. Field overhaul runs $25,000 to $38,000 in 2026 at a name-brand shop. Owner-assisted overhaul saves 30 to 40 percent on labor. The O-320 is one of the most-overhauled engines in general aviation and parts availability is excellent.

About 60% of RV-9 builders chose a fixed-pitch Sensenich metal prop, which costs almost nothing to maintain on condition. The remaining 40% chose a Hartzell or MT constant-speed prop, which adds 3 to 5 knots of cruise and improves climb at the cost of a 2,400-hour or six-year overhaul cycle per Hartzell Service Letter HC-SL-61-61Y Rev 12. That overhaul runs $1,500 to $3,500 in 2026.

The RV-9 is the cheapest Van's design to operate per hour. The non-aerobatic mission profile, smaller engine, and predictable cross-country use all keep costs in check.

If you built it: fuel runs $35 to $50 per hour at $5.50 to $7 per gallon and 6.5 to 7.5 gph. Engine reserve is $12 to $19 per hour. Prop reserve is under $1 per hour for a fixed-pitch Sensenich, $1 to $2 per hour for a Hartzell. Airframe maintenance reserve is $6 to $11 per hour, the lowest in the Van's family because the airframe sees easy duty. All-in at 100 hours a year runs $75 to $105 per hour, plus $2,800 to $5,000 in annual fixed costs.

If you bought it used: realistic all-in at 100 hours a year is $95 to $135 per hour. Insurance is lower than other Van's airplanes because the non-aerobatic rating, predictable handling, and easier nosewheel option all reduce risk in the underwriter's model. A used RV-9A buyer with limited RV experience typically pays $1,800 to $3,500 in the first year.

Acquisition cost in mid-2026 runs $70,000 to $100,000 for an older RV-9 with steam gauges, $100,000 to $140,000 for a clean airplane with a glass panel and updated avionics. Low-time examples with full IFR panels occasionally trade above $150,000. The RV-9 typically trades $10,000 to $25,000 below a comparable RV-7.