Originally Posted by RV7A Flyer
"Although RVs are capable aerobatic aircraft, we do not recommend them for serious competition aerobatics...We recommend that RV pilots limit themselves to what we like to call 'sport' aerobatics; aerobatic maneuvers done solely for the enjoyment to the pilot rather than of spectators or judges. "
Of course, everyone is free to do what they wish...
I appreciate your input. Just to verify, are you affiliated with Van's Aircraft? Some reading this thread believe you are. I believe you are not and took your selected text from this link: http://vansaircraft.com/public/rv-flying.htm
There are members of this forum that are successfully competing in RV aircraft. I am not sure if I will compete, but when I fly inverted in my RV 7 I want to keep my body positioned firmly in the seat as I was able to do in my Decathlon. That is why I started this thread seeking input on the installation of a second attachment point for dual lap belts with a ratchet tightener.
Here is the entire Aerobatics section from the Van's Aircraft website:
Flying an RV (n.d.)
Retrieved from http://vansaircraft.com/public/rv-flying.htm
"Aerobatic capability has always been important in any true sportplane. While aerobatic flying provides valuable unusual attitude familiarization, its main purpose is simply fun. It may be the ultimate expression of the uninhibited joy of flight. By virtue of their wide speed range and relatively low wing loading, the RVs are quite good aerobatic aircraft. Roll rates are in excess of 140 deg/sec for the RV-4, RV-7/7A, and
RV-8/8A and just slightly slower in the RV-14/14A. There is practically no adverse yaw - beautifully smooth rolls can be done with feet flat on the floor. The high inertia and low drag of the RVs permit nice loops at very low G-loads. It is possible to perform a series of aerobatic maneuvers at cruise power, not exceed 3 or 4 G, and gain altitude at the same time.
Although RVs are capable aerobatic aircraft, we do not recommend them for serious competition aerobatics. Their high speed is not suited to the restricted competition zones. In order to stay "in the box’’ they would have to fly slower and lose the benefit of inertia, or keep the speed up and pull too many Gs. Because of their low stall speed, the maneuvering speed (maximum full control application speed) is in the 135 mph range. Thus, aerobatic safety in the RVs is highly dependent on pilot technique.
The RV-3B, RV-4, RV-7/7A, RV-8/8A and RV-14/14A have been designed for the operational stress limits of the aerobatic category
(+6.0/-3.0 G) at and below their aerobatic gross weights. The operational stress limits for these aircraft between their aerobatic gross weights and their maximum design gross weights are utility category (+4.4/-1.75 G). The RV-9/9A, RV-10 and RV-12 are not designed for aerobatic flight.
The design operational stress limit for the RV-9/9A is utility category (+4.4/-1.75 G) at less than 1600 pound gross weight and is standard category (+3.8/-1.5 G) between 1600 pounds and the aircraft’s design gross weight. The design operational stress limit for the RV-10 is standard category (+3.8/-1.5 G).
No RV should ever be operated above its design gross weight limit.
We recommend that RV pilots limit themselves to what we like to call "sport" aerobatics; aerobatic maneuvers done solely for the enjoyment to the pilot rather than of spectators or judges. These maneuvers can be tailored to be gentle to both the airplane and the pilot. RVs can perform all the usual aerobatic maneuvers (loops, rolls, Immelman turns, horizontal 8s, etc.) very easily and gracefully at low G loads. They rarely need to dive to attain entry speeds. We have found, for instance, that in the RV-4, loops can be entered from level flight and successfully completed on 40% power. We could go on and on with such examples, but this should give you some idea of the effortless agility that awaits you in an RV."