The Ravin 500 kit includes the following: Complete Wing Assembly Fuselage Kit Assembly (two piece) includes Tail plane section Carbon fiber Elevator and Trim Assembly Rudder and Trim Assembly Carbon fiber Ailerons Flap Assembly Top & Bottom Cowls all composite Landing gear Trunions & Brackets All speed modifications Instrument Panel & panel supports (uncut) Composite Glare Shield Windshield and all 6 windows (1/4") Composite molded bucket seats, seat frames & rails Fuselage bulkhead supplied Rudder spar assembly Rudder metal horse shoe assembly and brackets Rudder Pedal Assembly and pedals Antennas, (nav/com, marker beacon, Glide Slope, VOR Hydraulic retractable gear ram assembly Interior Firewall Brackets Stainless Steel Firewall (all predrilled) Main Spar box, floor ribs, bearers, trailing spar and boxes supplied Metal spar box with built-in brackets for flap motor, solenoids and Limit switches. Engine mount for (IO-540) Composite battery box Wing tips with plexiglass covers Top and Bottom tail cone assemblies Composite hat rack & battery bulkhead cover Interior composite window panels Control yoke tubes Battery, Alternator and starter electrical cables Stainless Steel Exhaust System Throttle, Mixture and Prop control cable brackets Composite Engine cowl induction assembly Stainless Steel baffles Alternator Oil cooler (13 plate) Voltage regulator Carbon fiber Yokes Carbon fiber instrument panel Fuselage electrical harness Owners Build Manual which is very easy to follow with pictures and details Pilot Hand Book Full Wing loading test report of your kit Kit is supplied with all composite parts, control surface and slosh brackets installed in wings. Brackets & metal cut parts for pulley's & control surfaces aft spar support supplied in your kit to complete firewall aft. Ravin Aircraft can supply our clients with part or all of the components to complete your project. We can also customize a builder assist program to meet your specific needs, whether you'd like to build at our factory, or from the comfort of your own home, we have a builder assist that comes to you to fit your needs and your life. Ravin 500 Kit Price: $86,995 with Free Shipping Estimated Cost of Finished Kit: $170,000-190,000 Estimated Cost of Finished Plane including Labor/Builder Assist: $225,000-275,000 Build Time:     -Factory / Builder Assist: 500-600 hours     -Individual average builder: 20 weeks ENGINE The standard Ravin 500 is powered by a Lycoming IO-540 fuel injected engine (builder/owner’s choice). This engine is rated at 260 HP at 2700 RPM, with a compression ratio of 8.5 to 1 and requires 91/96 minimum octane aviation fuel. The six cylinder direct drive engine is equipped with a geared starter, 12 volt, 50 ampere alternator, fuel injector, diaphragm fuel pump and dual magneto with shielded ignition system. The engine controls are mounted in a power control quadrant with a friction lock to prevent creeping of the controls. The engine mount is of welded steel tubing construction and incorporates vibration absorbing dynafocal mounts. The engine cowl is a two piece cantilever composite sandwich structure, attached at the firewall.   The exhaust system consists of left and right muffler type with exhaust gases directed overboard through two outlets. Heat for the cabin and defroster, if applicable, are taken from a shroud over the muffler. Engine oil drainage is accomplished by means of a quick drain installed on the right or left side of the engine sump. PROPELLER The aircraft is designed around a Hartzell HC-E2YR-1B-8467-7R  “Scimitar” constant speed, controllable propeller which is regulated by the center lever of the power controls located in the quadrant. Other constant speed propellers may be fitted (owner’s choice). INDUCTION SYSTEM The Lycoming IO-540 induction system is equipped with a Bendix RSA-SAD-1 fuel injector. Installed in the instrument panel is a fuel flow indicator. This instrument is connected to the flow divider and monitors fuel pressure. The instrument converts fuel pressure to an accurate indication of fuel flow in gallons per hour. Induction air for the engine enters via a NACA-type air inlet at the front of the bottom cowl. The air is directed through a filter, and on to the injector. The alternate air door is spring loaded, and will remain closed during normal operation. The alternate air door will operate automatically when the normal induction airflow through the filter is restricted. STRUCTURES All Ravin 500 airframe components consist of composite sandwich construction, and are designed to ultimate load factors well in excess of normal requirements. The main spar caps of the wings consist of unidirectional carbon fiber materials and terminate in overlapping spar extensions inside the fuselage, making in effect a continuous main spar. The spars are attached to the fuselage at the sides of the fuselage. The wings are also attached to the fuselage at the rear spar and at an auxiliary front spar. Wing airfoil section is a laminar flow type, 15% thick and based on the NACA-64 airfoil series, but having a custom modified camber line. LANDING GEAR The nose gear is steerable with the rudder pedals through a 40 degree arc. During retraction of the gear the steering mechanism is disconnected automatically to reduce rudder pedal loads in flight. The nose gear is equipped with an hydraulic shimmy dampener. Retraction of the landing gear is accomplished through the use of an electro-hydraulic actuator located under the central floorboards, actuating push-pull tubes to each main gear and a push-pull tube to the nose gear. The landing gear hydraulic power pack and actuator are activated by a selector switch located on the instrument panel. The gear selector is in the shape of a wheel, to differentiate from the electric flap control knob, which has an airfoil shape. As an added safety feature, a warning horn is connected to the gear selector switch. The horn will operate if the selector is moved to the UP position with the master switch on and the weight of the airplane on the landing gear. As a final safety feature to prevent gear retraction on the ground, an anti-retraction switch is installed on the left main gear. This prevents the electric circuit to the landing gear hydraulic power pack from being completed until the gear strut is within three quarter inch of full extension. The gear indicating lights are located conveniently close to the gear selector switch. Three green (DOWN) indicating lights below the selector switch show that all wheels are down and locked. The amber (UP) light above the gear selector switch is the gear up indication. The white light indicates that the landing gear is in transit. The gear up warning horn will sound when power is reduced (below approximately 12 inches of manifold pressure) on the engine and the gear is not down and locked. The brakes are actuated by toe brake pedals mounted on the left set of rudder pedals. Hydraulic brake cylinders are located above the left rudder pedals and are accessible in the cockpit for servicing. Parking brake valves (if applicable) are incorporated in each cylinder. Two cables extending from the parking brake "T" handle are attached to the parking brake valves. To prevent inadvertent application of the parking brake in flight, a safety lock is incorporated in the valves, thus eliminating the possibility of pulling out the 'T' -handle until pressure is applied by use of the toe brakes. CONTROL SYSTEM The flight controls are of the conventional three axis control type operated by a control column and rudder pedals. Provision for directional and longitudinal trim are provided by electric adjustable trim mechanisms for the rudder and stabilizer. Electrically operated Max Lift flaps can be lowered and stopped in any desired position. The flap control switch is located on the instrument panel along with a flap position indicator, which is marked to show the flap travel. FUEL SYSTEM The fuel is carried in two wet wing fuel tanks located in the leading edge sections of the wings. For normal operation these tanks are filled to the INBOARD fuel caps only. This provides 54 US gal in each wing, and registers “full” on the fuel gauges. For extended range / duration the tanks may be filled to the OUTBOARD fuel caps. This provides 26 US gal of additional auxiliary fuel in each wing. During normal operation the fuel is drawn to the engine from the tanks by a mechanically operated fuel pump located on the engine accessory section. In the event the engine driven fuel pump fails, an electric auxiliary fuel pump can be activated. This pump should be operated if the engine pump fails and during starting, takeoffs, and landings. The fuel selector is located between the front seats. The general procedure for draining accumulated water from the fuel system is to open the strainer quick drain under each wing close to the wing root. Allow enough fluid to flow to clear lines as well as the strainer of any accumulated water that may have settled in the system. Fuel quantity is indicated by an electric gauge located in the instrument cluster. When the fuel selector handle is not in a positive selector detent position, more than one fuel port may be open at the same time. It should be determined that the fuel selector is positioned in a detent, which can be easily felt when moving the handle through its various positions. The fuel selector handle points to the individual tank (left or right) as indicated on the valve cover, which is supplying fuel to the engine. ELECTRICAL SYSTEM The electrical system includes a 12 volt 50 ampere alternator, providing power at all engine speeds, a transistorized voltage regulator, an over-voltage relay and a 35 ampere hour battery. This results in improved performance for radio and electrical equipment and long battery life. The voltage regulator is mounted on the top right of the firewall. The battery mounted aft of the baggage compartment is easily accessible for service or inspection through a panel in the rear of the cockpit. Electrical switches are located in the lower left sub-panel, while the circuit breakers are in the lower right sub-panel. The circuit breakers automatically break the circuit if an overload occurs. To reset circuit breakers, push in the reset button. It may be necessary to allow approximately two minutes for the breakers to cool before resetting them. Corrective action should be taken in event of continual circuit breaker popping. It is possible to manually trip the breakers by pulling out on the reset button. The alternator circuit breaker, mounted on the same panel, is of the switch type and should not be opened without consulting the Service Manual for detailed procedure. CABIN VENTILATING SYSTEM There are four individual eye ball vents provided in the overhead console for regulating the ventilating air. Fresh air is picked up from a NACA duct in the dorsal fin. VACUUM SYSTEM Suction for the vacuum operated Gyro instruments with central air filter system is supplied by an engine driven (dry type) vacuum pump. A vacuum gauge is installed in the instrument panel to provide a constant indication of vacuum source. Suction is indicated on the gauge in inches of mercury; normal operating range is 4.8 to 5.1 inches. The system is controlled by one adjustable regulator, located under the instrument panel. After initial adjustment the regulator will require very little attention. INSTRUMENT PANEL The instrument panel is designed to accommodate the customary advanced flight instruments on the left side in front of the pilot and the engine instruments on the right side. Provision for extra instruments is made in both sections. All the instruments in the left side are shock mounted and all are accessible for maintenance by removing the access panel over the instruments. The flight instruments are arranged in the preferred basic T configuration. Gyro Horizon and Directional Gyro are vacuum operated through the use of an engine driven vacuum pump. The Turn Coordinator is an electrically operated instrument, controlled by the master switch, and serves as a standby for the Gyros in case of vacuum system failure. Instrument illumination is produced by an overhead white light controlled by an intensity adjustable switch in the stabilizer trim panel. Optional equipment glare ban white lighting is controlled by an intensity adjustable switch in the lower left sub-panel. The power controls are grouped in the centrally located power control quadrant. A separation of the flight and engine instruments is provided by the radio stack. SEATS The front seats are adjustable fore and aft to provide comfort for pilot and passengers.  As well, the seat heights can be adjusted during the build to accomodate proper measurements of passengers and pilot. BAGGAGE AREA Maximum weight in the baggage area, including baggage and/or passenger(s) and family seat(s) is 250 pounds, with up to 20 cubic feet of available space. Baggage may be placed in the aircraft through a 21 x 21 inch door on the right hand side of the fuselage, or via the passenger entrance. The baggage door may also be used as an emergency exit. The baggage door should not be opened in flight as it will be difficult to close again. FINISH All exposed composite components are carefully finished to assure maximum service life. External surfaces are carefully profiled and primed before application of the final “2-K” epoxy based paint in attractive high gloss colors.