CN-1 and CN-2, Documents for the RV-3A

[David Paule]

These were from Van's website some time ago. Since I'm building an RV-3B, to which these don't apply, I was interested in them and downloaded them.

Don't ask me questions about these - I'm not familiar with them at this time. I just scrounged anything I could about RV-3s. Since there seems to be some confusion about the RV-3, the RV-3A and the RV-3B (which was the final version, having machined solid spar caps and wing tanks.

Dave

 

[MoonDog1]

These were from Van's website some time ago. Since I'm building an RV-3B, to which these don't apply, I was interested in them and downloaded them.

Don't ask me questions about these - I'm not familiar with them at this time. I just scrounged anything I could about RV-3s. Since there seems to be some confusion about the RV-3, the RV-3A and the RV-3B (which was the final version, having machined solid spar caps and wing tanks.

Dave

Thanks for sending. One thing to note is the CN-1 Document state that an Rv-3 may have the "A" Designation if it has the CN-1 modification. The CN-2 was a follow up mod... so its entierley possible that RV-3As out flying may ONLY have CN-1 complete. Somone jump in if I am reading this incorrectly.

 

[rvbuilder2002]

Thanks for sending. One thing to note is the CN-1 Document state that an Rv-3 may have the "A" Designation if it has the CN-1 modification. The CN-2 was a follow up mod... so it’s entierley possible that RV-3As out flying may ONLY have CN-1 complete. Somone jump in if I am reading this incorrectly.

That is correct

The RV-3A designation was being used for a lot of years prior to the CN-2 being developed in the 1996-97 time frame.
When it was published, there was no new official model number change designation applied.

I did a partial pre-by inspection on an RV-3 that the builder admitted he decided not to install the CN-2 mod after receiving it, because a very experienced A&P friend told him it would do absolutely nothing for adding additional strength to the wing

I was involved in the validationtesting and process development for methods to install the modification by builders in the field. I explained to him how the modification worked in improving the wing strength. Which made him finally understand and mention that he guessed he probably should have installed it.
It was one of the first things I looked at on the airplane and was the reason that it became a partial pre-by inspection because the potential buyer had no interest in going any further once it was discovered that it had not been done.
I’m not sure where that airplane is now or if it has ever had the CN – 2 installed.