ARV Super2

{{Infobox aircraft

|name = Super2

|image = File:arv super2 g-bpmx at kemble arp.jpg

|caption =

|type = Light Aircraft

|national_origin = United Kingdom

|manufacturer = ARV

|designer = Bruce Giddings

|first_flight = 11 March 1985

|introduction =

|retired =

|status = Production discontinued

|primary_user =

|more_users =

|produced =

|number_built = about 40

|program cost =

|unit cost =

|developed_from =

|variants =

}}

File:ARV prototype.jpg

File:ARV Midwest.pdf

File:ARV with Rotax-912.jpgs]]

File:ARV with Jabiru engine.jpg

The ARV Super2 (Air Recreational Vehicle) is a British two-seat light aircraft with strut-braced shoulder wings and tricycle landing gear.Pilot magazine, June 1985 page 6 Designed by Bruce Giddings, the Super2 was available either factory-built or as a kit. It was intended to be both a cost-effective trainerGreen 1987, pp 26–27 and an affordable aircraft for private owners.Flight International 6 April 1985, pp. 13–14. Later called the "Opus", it gained US FAA Light-Sport Aircraft approval in February 2008.Johnson, Dan (2102), [http://www.bydanjohnson.com/search.cfm?m_id=422 Opus Aircraft LLC], retrieved 17 March 2012Bayerl, Robby; Martin Berkemeier; et al: World Directory of Leisure Aviation 2011–12, page 67. WDLA UK, Lancaster UK, 2011. ISSN 1368-485X

About 35Moss, Roger (January 2010), [http://britishaviation-ptp.com/id128.html ARV2]{{dead link|date=October 2017 |bot=InternetArchiveBot |fix-attempted=yes }}, retrieved 17 March 2012 aircraft were produced in the 1980s before the Isle of Wight-based company went into liquidation.[http://www.janes.com/articles/Janes-All-the-Worlds-Aircraft/OPUS-ARV-Super-2-United-States.html OPUS ARV Super 2 (United States), Aircraft - Fixed-wing - Civil]. Jane's.com. Jane's Information Group. 19 February 2010. Retrieved 9 September 2010. Subsequently, there have been a number of attempts to restart production, all unsuccessful, of which the most recent was by Opus Aircraft. In November 2013, Opus Aircraft announced that its assets had been auctioned off successfully, adding: "We hope to see our plans continued and to see the all-aluminum plane flying by 2015."{{cite web|url=http://www.ironhorseauction.com/index.php?subp=1&sct=109&pg=ap&pid=34868 |title=Assets of Opus Aircraft LLC |publisher=Iron Horse Auction |date= |accessdate=2013-10-18}}{{cite web|url=http://www.opusaircraft.com |title=Opus Aircraft |publisher= |accessdate=16 December 2014 |url-status=dead|archiveurl=https://web.archive.org/web/20141216183832/http://www.opusaircraft.com/ |archivedate=16 December 2014 }} Since 2015, little has been heard of the ARV and no resumption of production has occurred.

Design and development

Richard Noble, the world 1983 land speed record holder and UK entrepreneur, identified a gap in the market for a low-cost lightweight two-seat trainer, after expensive product-liability lawsuits in the USA had driven the major American general aviation manufacturers temporarily to abandon production of such aircraft. Noble established a factory at Sandown on the Isle of Wight to build the ARV Super2 aircraft, with the first prototype flying on 11 March 1985. The factory used some novel manufacturing techniques, including British ALCAN's "Supral" (a superplastic aluminium alloy), adhesives (to reduce the number of rivets and thereby save weight), and a bespoke new British engine, the Hewland AE75. These innovations gave the ARV an empty weight 40% lower than the Cessna 152,Blech 1986, p.47. making the Super2 both cheaper to buy and to operate. The manufacturer claimed it could reduce pilot training costs by 25%

The ARV Super2 is a side-by-side configuration two-seater with a shoulder wing for improved visibility."Pilot" magazine February 1986 pages 32–33 The wing is swept forward 5° to maintain correct centre of gravity balance. The wing area is a small {{convert|92|sqft|m2|abbr=on}}, giving a wing loading of 11.9 lb/ft² (58.1 kg/m²). The forward sweep may also promote a spanwise airflow inwards towards the root, thereby reducing the likelihood of a wingtip stall. The ARV's tapered fibreglass wingtips help to reduce drag from wingtip vortices.

The ARV is constructed mainly of aluminium alloy, with fibreglass wingtips, cowlings and canopy frame."Pilot" magazine, June 1985 pages 5–6 The cockpit is a stiff monocoque of "Supral" alloy for lightness and improved crash protection. Aft of the cockpit bulkhead, the ARV is conventionally built, with frames, longerons and a stressed skin forming a semi-monocoque. Skin sections are both glued and riveted. The aircraft has twin control sticks. Ailerons, elevators and flaps are pushrod-controlled, but the rudder and trim are cable-linked. Both rudder and elevator are horn-balanced. The rudder pedals also control a steerable nosewheel, but the hand-operated disc brakes are not differential and do not contribute to steering.

The AE75 engine, a {{convert|49|kg|lb|0|abbr=on}}{{convert|75|hp|kW|0|abbr=on}} inverted three-cylinder water-cooled two-stroke unit with dual ignition and a 2.7:1 reduction gearbox,"Air Pictorial" magazine April 1986 was specially developed for the ARV by Hewland from their existing two-cylinder microlight engine. The AE75 engine has a TBO of only 800 hours, and, in the absence of continuing factory support, many ARVs have had their AE75s replaced with engines such as the Rotax 912,{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=XARV|title = GINFO Search Results G-XARV|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date=August 2011}} the Rotax 914,{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=ZARV|title = GINFO Search Results G-ZARV|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date=August 2011}}{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=OTAL|title = GINFO Search Results G-OTAL|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date = August 2011|archive-date = 14 September 2012|archive-url = https://web.archive.org/web/20120914164631/http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=OTAL|url-status = dead}} or the Jabiru 2200.Civil Aviation Authority (United Kingdom), [http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=DEXP GINFO Search Results], retrieved 15 December 14 Three ARVs were fitted with a MidWest twin-rotor wankel as their original engine.{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=ORIX|title = GINFO Search Results G-ORIX|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date = August 2011|archive-date = 14 September 2012|archive-url = https://web.archive.org/web/20120914164423/http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=ORIX|url-status = dead}}{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=BWBZ|title = GINFO Search Results G-BWBZ|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date=August 2011}}{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=BMWJ|title = GINFO Search Results G-BMWJ|accessdate = 7 August 2011|last = Civil Aviation Authority (United Kingdom)|authorlink = |date=August 2011}}"Pilot" magazine April 1994 page 22

The Super2 gained airworthiness certification in July 1986, and soon after entered production. In November 1985, Noble had reached an agreement to supply ARV parts to Canada's Instar Aviation, where the aircraft was intended to be assembled for the North American market. Transport Canada had agreed to certify the aircraft based on it "meeting UK criteria", but in the end these Canadian production plans came to nothing."Canadian Aviation" magazine December 1986

Originally, ARVs were available either as kit-built aircraft (subject to PFA Permit), or factory built (and subject to the CAA Certificate of Airworthiness). In the spring of 1990 Aviation Scotland Limited was to restart production and in 1993 that company intended to set up another facility in Sweden to build ARVs.Purdy, Don: AeroCrafter – Homebuilt Aircraft Sourcebook, Fifth Edition, page 174. BAI Communications, 15 July 1998. {{ISBN|0-9636409-4-1}} In the late 1990s the aircraft was sold in kit form in the US as the Highlander by Highlander Aircraft Corporation of Golden Valley, Minnesota.

In 2004, the CAA reclassified all ARVs as PFA (now LAA) Permit aircraft. The ARV Super2 was originally intended to be aerobatic, but the Isle of Wight factory closed before CAA clearance was obtained, so aerobatics remain prohibited. Also, the factory had planned to develop a four-seater version, wing-tip tanks and floats."Pilot" magazine February 1996 page 34

Opus Aircraft upgraded some specifications for the aircraft, increasing the Vne to {{convert|134|kn|km/h|0|abbr=on}} and increasing the gross weight to {{convert|1168|lb|kg|0|abbr=on}}. The company intended to equip the aircraft with the Rotax 912UL or 912A of {{convert|80|hp|kW|0|abbr=on}}.{{cite web|url = http://www.opusaircraft.com/specs.html|title = Aircraft Specifications|accessdate = 5 August 2011|last = Opus Aircraft|authorlink = |archiveurl = https://web.archive.org/web/20110715013313/http://www.opusaircraft.com/specs.html|archivedate = 15 July 2011|url-status=dead|df = dmy-all}}

=Production history=

The ARV Super2 has had an interrupted production history, with a number of successive companies producing 40 aircraft in total.{{cite web|url=http://britishaviation-ptp.com/arv.html|title=ARV|work=britishaviation-ptp.com|accessdate=29 April 2015}}

Shortly after initial aircraft deliveries began, there were a number of forced landings. These were due to gearbox failures induced by propeller vibration, and in November 1987 the CAA grounded the aircraft.Flight International, 14 November 1987, p.16 Although these problems were quickly resolved, the aircraft's reputation suffered.Flyer magazine, February 1994, page 13 Buyers and investors lost confidence, leading to the closure of the Isle of Wight factory and the company was forced into administration. This resulted in a management buyout and the company being renamed Island Aircraft.Belch 1989, pp. 92–94. Some 30 or so aircraft were completed by ARV and then by Island Aircraft at Sandown. Production was then transferred first to Scotland and then to Sweden, where the ARV was renamed the "Opus 280",Flight International, 11–17 August 1993, p.24.Daly 1994, p.30. However, no aircraft were produced in Sweden before the proprietors went bankrupt in 1995.Flight International. 27 September – 3 October 1995. p.6. After yet another unsuccessful attempt to restart production in Ohio, USA, all manufacturing rights (plus a selection of aircraft parts) were sold to a new consortium, "Opus Aircraft".{{cite web|url = http://www.opusaircraft.com/|title = Welcome to Opus Aircradft, LLC. Manufacturers of the OPUS Super2 Sport Aircraft|accessdate = 19 August 2011|last = Opus Aircraft}} Opus Aircraft established a factory at Rockingham, near Stoneville, North Carolina,{{cite web |url=http://www.bydanjohnson.com/index.cfm?b=6&m=5&id=41 |title=LSA Videos |publisher=ByDanJohnson.com |date= |accessdate=2012-10-27 |archive-url=https://web.archive.org/web/20150923195548/http://www.bydanjohnson.com/index.cfm?b=6&m=5&id=41 |archive-date=23 September 2015 |url-status=dead }} and in February 2008, the "Opus Super 2" was granted FAA Light Sport Aircraft approval. The factory produced an "Opus Super 2" prototype, but the proposed resumption of production never occurred. The company, valued at US$8 million, was offered for sale for US$2.9 million, and in October 2013 the company was purchased at auction.{{cite news|url = http://www.avweb.com/avwebflash/news/LSA-Manufacturer-To-Be-Sold-At-Auction220785-1.html|title = LSA Manufacturer To Be Sold At Auction|accessdate = 17 October 2013|last = Grady|first = Mary|date = 16 October 2013| work = AVweb}}{{cite web|url = http://www.opusaircraft.com/|title = Opus Aircraft home|accessdate = 5 August 2011|last = Opus Aircraft|authorlink = |date=February 2008}}{{cite web|url = http://www.opusaircraft.com/Opportunities.html|title = Opus Aircraft Opportunities|accessdate = 5 August 2011|last = Opus Aircraft|authorlink = |date = n.d.|archiveurl = https://web.archive.org/web/20110715013326/http://www.opusaircraft.com/Opportunities.html|archivedate = 15 July 2011|url-status=dead|df = dmy-all}}

Operational history

The ARV Super2 has received favourable reviews which describe it as an aircraft with excellent visibility that is pleasant to fly."A little sweetheart" in "Flyer" magazine February 1994 page 13 The small wing area and the fairly high wing loading produces handling that is responsive but stable."Pilot" magazine April 1994 page 26 A drawback for touring is the shortage of luggage space. The second prototype, G-STWO, has a fuselage luggage compartment aft of the fuel tank which is accessed from the starboard aside, but no other ARVs have this feature.Pilot magazine February 1986.

After initial production commenced at least two flying schools adopted the ARV, but today most Super2s in the UK are flown privately."Flyer" magazine March 1991 page 12"Pilot" magazine April 2003 page 66{{cite web|url = http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=summary&aircrafttype=arv1|title = GINFO Search Results Summary|accessdate = 16 August 2011|last = Civil Aviation Authority (United Kingdom)|date = August 2011|archive-date = 16 September 2012|archive-url = https://web.archive.org/web/20120916105928/http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=summary&aircrafttype=arv1|url-status = dead}}

The Hewland AE75 engine, which is no longer available, has a life of 800 hours, after which time alternative engines must be installed. Replacement engines have all been heavier than the {{convert|49|kg|lb|0|abbr=on}} original, needing a lead counterweight in the tail to maintain balance. The empenage is short-coupled and its area is a little marginal for the landing flare, so flaring with a stopped engine (and thus no propwash) might prove problematic."Pilot" magazine April 2003 page 65

LAA-approved modifications include ground-adjustable propellers, tundra tyres, additional fuel tanks and fuel-injection. The LAA has approved the fitting and testing of vortex generators, with a view to reducing stall speed and improving landing flare.LAA mod nos:10360, 10906, & 12250

Specifications (ARV Super 2)

{{Aircraft specs

|ref=Jane's All the World's Aircraft 1988–89 Taylor 1988, p.279.

|prime units?=met

|genhide=

|crew=2

|capacity=

|length m=5.49

|length ft=

|length in=

|span m=8.69

|span ft=

|span in=

|height m=2.31

|height ft=

|height in=

|width m=2.54

|width note=(wings folded)

|wing area sqm=8.59

|wing area sqft=

|aspect ratio=8.8:1

|airfoil=NACA 2415 (modified)

|empty weight kg=306

|empty weight lb=

|gross weight kg=499

|gross weight lb=

|fuel capacity={{convert|55|L|impgal USgal|abbr=on}}

|eng1 number=1

|eng1 name=Hewland AE75

|eng1 type= 3-cylinder liquid-cooled inline engine

|eng1 kw=

|eng1 hp=77

|prop blade number=2

|prop name=Hoffman fixed-pitch propeller

|prop dia m=1.60

|prop dia ft=

|prop dia in=

|perfhide=

|max speed kmh=190

|max speed mph=

|max speed kts=

|max speed note=at {{convert|2000|ft|m|-1|abbr=on|disp=flip}}

|cruise speed kmh=153

|cruise speed mph=

|cruise speed note=at {{convert|2000|ft|m|-1|abbr=on|disp=flip}}

|stall speed kmh=88

|stall speed note=(flaps down)

|never exceed speed kmh=232

|range km=500

|range miles=

|range note=(with maximum fuel)

|ceiling m=

|ceiling ft=

|climb rate ms=

|climb rate ftmin=620

|more performance=*Takeoff run to 15 m (50 ft): {{convert|712|m|ft|abbr=on}}

Landing run from 15 m (50 ft): {{convert|470|m|ft|abbr=on}}

|avionics=

}}

References

=Notes=

=Bibliography=

"[http://www.flightglobal.com/pdfarchive/view/1987/1987%20-%202330.html Engine troubles grounds ARV Super 2]", Flight International, 14 November 1987. p. 16.
"[http://www.flightglobal.com/pdfarchive/view/1993/1993%20-%201965.html Sweden helps ARV Super 2 to live again]". Flight International, 11–17 August 1993. p. 24.
Blech, Robin. "[http://www.flightglobal.com/pdfarchive/view/1986/1986%20-%202442.html Super 2 Comes of Age]". Flight International, 13 September 1985. pp. 48–52.
Blech, Robin. "[http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%201490.html Super 2 – back from the brink]". Flight International, 20 May 1989. pp. 92–94.
Daly, Kieran. "[http://www.flightglobal.com/pdfarchive/view/1994/1994%20-%202277.html Light Work]". Flight International, 21–27 September 1994. p. 30.
Green, William: Observers Aircraft. Frederick Warne Publishing, 1987. {{ISBN|0-7232-3458-2}}.
[https://www.flightglobal.com/pdfarchive/view/1995/1995%20-%202751.html "Opus Off Key"]. Flight International, 27 September–3 October 1995, Volume 148, No. 4491, p. 6. {{ISSN|0015-3710}}.
[http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%201039.html "New UK trainer aims to break US mould"]. Flight International, 6 April 1985, Vol. 127, No. 3954. pp. 13–14.
Taylor, John W.R., ed. Jane's All the World's Aircraft 1988–89. Coulsden, Surrey, UK: Jane's Information Group, 1988. {{ISBN|0-7106-0867-5}}.