Today's Message Index:
----------------------
0. 09:50 AM - Coming Soon - The List of Contributors - Please Make A Contribution Today! (Matt Dralle)
1. 05:12 AM - Re: 6A gross wt (Warren Brecheisen)
2. 05:39 AM - 6A Gross Wt (MLE)
3. 06:50 AM - Re: 6A Gross Wt (Kelly McMullen)
4. 08:37 AM - Re: Best gliud, 6A (Reuven)
5. 08:58 AM - Re: Best gliud, 6A (Warren Brecheisen)
6. 12:50 PM - Re: 6A gross wt (Jhnstniii)
7. 01:50 PM - Re: 6A gross wt (RV6 Flyer)
8. 02:22 PM - Re: 6A gross wt (vanremog@aol.com)
9. 04:22 PM - Re: 6A gross wt (Kelly McMullen)
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| Subject: | Coming Soon - The List of Contributors - Please Make A Contribution |
Today!
Each year at the end of the List Fund Raiser, I post a message acknowledging everyone
that so generously made a Contribution to support the Lists. Its my way
of publicly thanking everyone that took a minute to show their appreciation
for the Lists.
Please take a moment and assure that your name is on that List of Contributors
(LOC)! As a number of members have pointed out over the years, the List seems
at least as valuable a building / entertainment tool as your typical magazine
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Assure that your name is on this year's LOC! Show others that you appreciate the
Lists. Making a Contribution to support the Lists is fast and easy using your
Credit card or Paypal on the Secure Web Site:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I would like to thank everyone that has so generously made a Contribution thus
far in this year's List Fund Raiser! Remember that its YOUR support that keeps
these Lists going and improving! Don't forget to include a little comment about
how the Lists have helped you!
Best regards,
Matt Dralle
Matronics Email List Administrator
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I was concerned about the 1600 lb gross weight that Van's had on my -6. I
knew that the limit was 1650 on the 6A. I worked with my DAR when I was
doing the paperwork and we called Van's to find out if they would allow 1650
to be used on the 6. They, in essence, approved it so the DAR allowed me to
use that figure. This was in 2007, so I don't know if they would do that
today. Bottom line, my "certified" gross weight is set at 1650 which allows
my wife and I to fly with full tanks and still have 50lbs for baggage.
Warren
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charlie England
Sent: Saturday, November 21, 2015 10:15 PM
Subject: Re: RV-List: 6A gross wt
Unless there has been a very recent change in the regs, the owner can raise
gross weight by treating it as a major modification. Depending on which
version of operating limitations are on the plane, it could be as simple as
logging a return to phase one, flying 5 hrs of tests at the increased gross
weight, and logging the successful results with a return to phase two
(normal operation). Newer versions require notifying the local FSDO &
getting their approval for the proposed test area (which might well be the
same as the original test area).
Not saying anyone should; just that it can be done. As mentioned, there are
lots of 6's & 6A's with higher than 1600 lb gross weights in their oplims.
Tangentially related to the subject of best glide, Van once wrote an
article about best climb rate in the short wing RV's. He indicated that due
to increased induced drag of the low aspect ratio wing at low airspeeds, the
4/6/7/8 would climb at almost identical rates at anywhere between around 90
mph & 130 mph (rough numbers from my flaky memory).
His suggestion was for normal (not obstacle clearance) climb to be at around
130 mph because the rate would be the same but a lot more ground could be
covered. I've never bothered to test it, but it seems reasonable that a
slightly higher speed might extend the *range* of a glide, as well.
Charlie
On 11/21/2015 8:33 PM, Kelly McMullen wrote:
>
> As I understand it, you are pretty much stuck with what the original
> builder asked for. I don't know what a DAR would have to do to get you
> a changed gross wt.
>
> On 11/21/2015 4:45 PM, cheathco@cox.net wrote:
>> something I have wondered about but never asked. My plane builder
>> listed the GW at 1650, empty is 1080, but I had seen other ones at
>> 1750. I have been told the 6a has safely carried up to 1850, even tho
>> GW at 1750. I once unknowingly carried a psg who later told me he
>> weighed 235lb, didn't look it, but landed much harder that usual. I
>> usually carry 200 lb psr max with full fuel and min baggage. Over
>> that I usually carry 3/4 to 1/2 fuel.
>> as a mater of fact I have not had anyone with me over 150 lb for past
>> 2 years.. I have weighed 185 for several years. And at 75 that is not
>> easy to do. Smile emoticon BTW, knowing that Art xxxx racing in
>> cherokee 140 used to carry his psgr in back seat, so when I did my
>> first race I had 80 lb of batteries in bagage which gave me extra
>> 5mph. Hope to get to bottom of this gross thing. Yhanks, Charlie
>>
<https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign=sig-em
ail&utm_content=emailclient>
>> This email has been sent from a virus-free computer protected by
>> Avast.
>> www.avast.com
>>
<https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign=sig-em
ail&utm_content=emailclient>
>>
>>
>
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I've been flying my RV-6A for 5 years now and the gross wt is above 1600,
approved when inspected. I re-calculated what the GW limit would be in
the Utility category, based on the aerobatic wt published by Vans of 1350#
if my memory serves. Vans has commented that consideration to the design
limit of the gear should be considered. So when operating above 1600# I'm
very "gentle" with my landings, roll out and taxi. Always keep the nose
wheel up on landing and roll out. Just saying.........
Marty N826ME
Time: 03:46:38 PM PST US
From: <cheathco@cox.net>
Subject: RV-List: 6A gross wt
something I have wondered about but never asked. My plane builder listed th
e GW at 1650, empty is 1080, but I had seen other ones at 1750. I have been
told the 6a has safely carried up to 1850, even tho GW at 1750. I once unk
nowingly carried a psg who later told me he weighed 235lb, didn't look it,
but landed much harder that usual. I usually carry 200 lb psr max with full
fuel and min baggage. Over that I usually carry 3/4 to 1/2 fuel.
as a mater of fact I have not had anyone with me over 150 lb for past 2 yea
rs.. I have weighed 185 for several years. And at 75 that is not easy to do
=2E BTW, knowing that Art xxxx racing in cherokee 140 used to carry his
psgr in back seat, so when I did my first race I had 80 lb of batteries in
bagage which gave me extra 5mph. Hope to get to bottom of this gross thing
=2E Yhanks, Charlie
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
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I believe several folks with various RVs have calculated and gotten
approved separate aerobatic, utility and normal gross wt limits. Vans
tends to be very conservative with gross wt, especially because he wants
the book figures to allow use of his farm strip at something like 600 ft.
I don't think there is any need for input from Vans or other kit
manufacturer for a DAR granting a higher gross wt if there is good logic
behind that higher wt and it keeps the c.g. within an acceptable envelope.
On 11/22/2015 6:37 AM, MLE wrote:
> I've been flying my RV-6A for 5 years now and the gross wt is above
> 1600, approved when inspected. I re-calculated what the GW limit
> would be in the Utility category, based on the aerobatic wt published
> by Vans of 1350# if my memory serves. Vans has commented that
> consideration to the design limit of the gear should be considered.
> So when operating above 1600# I'm very "gentle" with my landings, roll
> out and taxi. Always keep the nose wheel up on landing and roll out.
> Just saying.........
> Marty N826ME
>
> Time: 03:46:38 PM PST US
> From: <cheathco@cox.net <mailto:cheathco@cox.net>>
> Subject: RV-List: 6A gross wt
>
>
> something I have wondered about but never asked. My plane builder
> listed th
> e GW at 1650, empty is 1080, but I had seen other ones at 1750. I have
> been
> told the 6a has safely carried up to 1850, even tho GW at 1750. I
> once unk
> nowingly carried a psg who later told me he weighed 235lb, didn't look it,
> but landed much harder that usual. I usually carry 200 lb psr max with
> full
> fuel and min baggage. Over that I usually carry 3/4 to 1/2 fuel.
> as a mater of fact I have not had anyone with me over 150 lb for past
> 2 yea
> rs.. I have weighed 185 for several years. And at 75 that is not easy
> to do
> =2E BTW, knowing that Art xxxx racing in cherokee 140 used to carry his
> psgr in back seat, so when I did my first race I had 80 lb of batteries in
> bagage which gave me extra 5mph. Hope to get to bottom of this gross
> thing
> =2E Yhanks, Charlie
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
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| Subject: | Re: Best gliud, 6A |
Given the wild variation in RV configurations, I.e. engine / prop combinatio
ns, EW / MGW, etc. and the fact the CFI giving the BFR has no clue because t
here is no "official" published information, the best glide speed is whatev
er you tell your CFI. Have fun with the BFR.
Reuven CFII.
Sent from my I doohickey
> On Nov 21, 2015, at 3:12 PM, RV6 Flyer <RV6_Flyer@hotmail.com> wrote:
>
> On my RV-6, Best Glide and Best Rate of climb are the same. 78 KIAS is w
hat works best in my RV-6.
>
>
>
>> On 11-21-2015 5:23 PM, cheathco@cox.net wrote:
>> When I first got Tweetybird 11 yrs ago I experimented with various best g
lide speeds, prety much thought 80mph best. I have flight review coming up, n
eed to know if that is number most use ? Thanks Charlie
>> This email has been sent from a virus-free computer protected by Av
ast.
>> www.avast.com
>
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I did a fair amount of glide testing on my 6 (engine idling, full
fuel-1289lbs). After a good deal of data analysis and curve fitting, my
data indicated the speed for minimum descent rate is 67 knots and for
maximum range is 89 knots. In order to keep things simple, I use a
figure of merit of 85 knots.
Warren
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Reuven
Sent: Sunday, November 22, 2015 10:35 AM
Subject: Re: RV-List: Best gliud, 6A
Given the wild variation in RV configurations, I.e. engine / prop
combinations, EW / MGW, etc. and the fact the CFI giving the BFR has no
clue because there is no "official" published information, the best
glide speed is whatever you tell your CFI. Have fun with the BFR.
Reuven CFII.
Sent from my I doohickey
On Nov 21, 2015, at 3:12 PM, RV6 Flyer <RV6_Flyer@hotmail.com> wrote:
On my RV-6, Best Glide and Best Rate of climb are the same. 78 KIAS is
what works best in my RV-6.
On 11-21-2015 5:23 PM, cheathco@cox.net <mailto:cheathco@cox.net>
wrote:
When I first got Tweetybird 11 yrs ago I experimented with various best
glide speeds, prety much thought 80mph best. I have flight review coming
up, need to know if that is number most use ? Thanks Charlie
<https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign
=sig-email&utm_content=emailclient>
This email has been sent from a virus-free computer protected by Avast.
<https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign
=sig-email&utm_content=emailclient> www.avast.com
Message 6
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In my RV-6A at my all-up cross-country weight of 1800 lbs, and 2550 rpm (pr
op pulled back a bit due to rpm prop restriction), with a 180 hp 0-360-A1A
and Hartzell blended airfoil prop, I find that my best rate of climb is abo
ut 120 knots. I find that the short, broad cord wing has considerable indu
ced drag if I try to fly slower (higher AOA) when I am heavy. Plus any tim
e the temps are warm I need that kind of airspeed for engine cooling in a p
rolonged climb to cruise altitude. Depending on air temperature, this resu
lts in a rate of climb of anywhere from 600 fpm on a 90 degree day to about
1300 feet per minute on a 40 degree day. CHTs stay in the green, but when
I am IFR, obstacle clearance must be paid attention to. 600 fpm at 120 k
nots is only 300 feet per nautical mile.
LeRoy Johnston RV-6A Esperanza, 970 hours.
-----Original Message-----
From: Charlie England <ceengland7@gmail.com>
Sent: Sat, Nov 21, 2015 11:17 pm
Subject: Re: RV-List: 6A gross wt
Unless there has been a very recent change in the regs, the owner can
raise gross weight by treating it as a major modification. Depending on
which version of operating limitations are on the plane, it could be as
simple as logging a return to phase one, flying 5 hrs of tests at the
increased gross weight, and logging the successful results with a return
to phase two (normal operation). Newer versions require notifying the
local FSDO & getting their approval for the proposed test area (which
might well be the same as the original test area).
Not saying anyone should; just that it can be done. As mentioned, there
are lots of 6's & 6A's with higher than 1600 lb gross weights in their
oplims.
Tangentially related to the subject of best glide, Van once wrote an
article about best climb rate in the short wing RV's. He indicated that
due to increased induced drag of the low aspect ratio wing at low
airspeeds, the 4/6/7/8 would climb at almost identical rates at anywhere
between around 90 mph & 130 mph (rough numbers from my flaky memory).
His suggestion was for normal (not obstacle clearance) climb to be at
around 130 mph because the rate would be the same but a lot more ground
could be covered. I've never bothered to test it, but it seems
reasonable that a slightly higher speed might extend the *range* of a
glide, as well.
Charlie
On 11/21/2015 8:33 PM, Kelly McMullen wrote:
>
> As I understand it, you are pretty much stuck with what the original
> builder asked for. I don't know what a DAR would have to do to get you
> a changed gross wt.
>
> On 11/21/2015 4:45 PM, cheathco@cox.net wrote:
>> something I have wondered about but never asked. My plane builder
>> listed the GW at 1650, empty is 1080, but I had seen other ones at
>> 1750. I have been told the 6a has safely carried up to 1850, even tho
>> GW at 1750. I once unknowingly carried a psg who later told me he
>> weighed 235lb, didn=99t look it, but landed much harder that usual
. I
>> usually carry 200 lb psr max with full fuel and min baggage. Over
>> that I usually carry 3/4 to 1/2 fuel.
>> as a mater of fact I have not had anyone with me over 150 lb for past
>> 2 years.. I have weighed 185 for several years. And at 75 that is not
>> easy to do. Smile emoticon BTW, knowing that Art xxxx racing in
>> cherokee 140 used to carry his psgr in back seat, so when I did my
>> first race I had 80 lb of batteries in bagage which gave me extra
>> 5mph. Hope to get to bottom of this gross thing. Yhanks, Charlie
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaig
n=sig-email&utm_content=emailclient>
>> This email has been sent from a virus-free computer protected by
>> Avast.
>> www.avast.com
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaig
n=sig-email&utm_content=emailclient>
>>
>>
>
Message 7
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What determines the gross weight of a homebuilt aircraft?
Here is what EAA has to say:
http://www.eaa.org/en/eaa/aviation-communities-and-interests/homebuilt-aircraft-and-homebuilt-aircraft-kits/frequently-asked-questions/gross-weight
Copy/Paste from the above link:
"From a regulatory standpoint, the builder of a homebuilt is in fact the "manufacturer"
of that individual aircraft, and is allowed to set the weight limits,
including gross weight, anyplace he/she cares to."
________________________________________
From: owner-rv-list-server@matronics.com <owner-rv-list-server@matronics.com> on
behalf of Charlie England <ceengland7@gmail.com>
Sent: Sunday, November 22, 2015 4:14 AM
Subject: Re: RV-List: 6A gross wt
Unless there has been a very recent change in the regs, the owner can
raise gross weight by treating it as a major modification. Depending on
which version of operating limitations are on the plane, it could be as
simple as logging a return to phase one, flying 5 hrs of tests at the
increased gross weight, and logging the successful results with a return
to phase two (normal operation). Newer versions require notifying the
local FSDO & getting their approval for the proposed test area (which
might well be the same as the original test area).
Not saying anyone should; just that it can be done. As mentioned, there
are lots of 6's & 6A's with higher than 1600 lb gross weights in their
oplims.
Tangentially related to the subject of best glide, Van once wrote an
article about best climb rate in the short wing RV's. He indicated that
due to increased induced drag of the low aspect ratio wing at low
airspeeds, the 4/6/7/8 would climb at almost identical rates at anywhere
between around 90 mph & 130 mph (rough numbers from my flaky memory).
His suggestion was for normal (not obstacle clearance) climb to be at
around 130 mph because the rate would be the same but a lot more ground
could be covered. I've never bothered to test it, but it seems
reasonable that a slightly higher speed might extend the *range* of a
glide, as well.
Charlie
On 11/21/2015 8:33 PM, Kelly McMullen wrote:
>
> As I understand it, you are pretty much stuck with what the original
> builder asked for. I don't know what a DAR would have to do to get you
> a changed gross wt.
>
> On 11/21/2015 4:45 PM, cheathco@cox.net wrote:
>> something I have wondered about but never asked. My plane builder
>> listed the GW at 1650, empty is 1080, but I had seen other ones at
>> 1750. I have been told the 6a has safely carried up to 1850, even tho
>> GW at 1750. I once unknowingly carried a psg who later told me he
>> weighed 235lb, didnt look it, but landed much harder that usual. I
>> usually carry 200 lb psr max with full fuel and min baggage. Over
>> that I usually carry 3/4 to 1/2 fuel.
>> as a mater of fact I have not had anyone with me over 150 lb for past
>> 2 years.. I have weighed 185 for several years. And at 75 that is not
>> easy to do. Smile emoticon BTW, knowing that Art xxxx racing in
>> cherokee 140 used to carry his psgr in back seat, so when I did my
>> first race I had 80 lb of batteries in bagage which gave me extra
>> 5mph. Hope to get to bottom of this gross thing. Yhanks, Charlie
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient>
>> This email has been sent from a virus-free computer protected by
>> Avast.
>> www.avast.com
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient>
>>
>>
>
Message 8
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Correct and it behooves the manufacturer to have actually tested the claime
d weight condition and found it to be reasonable. I believe that the origi
nal RV-6A airframe is pretty robust. The 6 spar is good for 11g and the ge
ar is good for 6g at the Van's claimed gross weight. IMO probably the weak
est part of the airframe short of the landing gear is the horizontal stab,
so don't go doing high g pullups or outside loops.
The aircraft at any weight could be prone to failure of any element if prop
er precautions are not taken (see Ralph Nader's "Unsafe and any Speed" and
the story of failure of Van's own RV-8 at the hands of a potential buyer).
Safety margin needs to be considered and a reasonable level of care taken
in all flying endeavors.
(he says, as if preaching to the choir...)
-GV
-----Original Message-----
From: RV6 Flyer <rv6_flyer@hotmail.com>
Sent: Sun, Nov 22, 2015 1:51 pm
Subject: Re: RV-List: 6A gross wt
What determines the gross weight of a homebuilt aircraft?
Here is what EAA has to say:
http://www.eaa.org/en/eaa/aviation-communities-and-interests/homebuilt-airc
raft-and-homebuilt-aircraft-kits/frequently-asked-questions/gross-weight
Copy/Paste from the above link:
"From a regulatory standpoint, the builder of a homebuilt is in fact the "m
anufacturer" of that individual aircraft, and is allowed to set the weight
limits, including gross weight, anyplace he/she cares to."
________________________________________
From: owner-rv-list-server@matronics.com <owner-rv-list-server@matronics.co
m> on behalf of Charlie England <ceengland7@gmail.com>
Sent: Sunday, November 22, 2015 4:14 AM
Subject: Re: RV-List: 6A gross wt
Unless there has been a very recent change in the regs, the owner can
raise gross weight by treating it as a major modification. Depending on
which version of operating limitations are on the plane, it could be as
simple as logging a return to phase one, flying 5 hrs of tests at the
increased gross weight, and logging the successful results with a return
to phase two (normal operation). Newer versions require notifying the
local FSDO & getting their approval for the proposed test area (which
might well be the same as the original test area).
Not saying anyone should; just that it can be done. As mentioned, there
are lots of 6's & 6A's with higher than 1600 lb gross weights in their
oplims.
Tangentially related to the subject of best glide, Van once wrote an
article about best climb rate in the short wing RV's. He indicated that
due to increased induced drag of the low aspect ratio wing at low
airspeeds, the 4/6/7/8 would climb at almost identical rates at anywhere
between around 90 mph & 130 mph (rough numbers from my flaky memory).
His suggestion was for normal (not obstacle clearance) climb to be at
around 130 mph because the rate would be the same but a lot more ground
could be covered. I've never bothered to test it, but it seems
reasonable that a slightly higher speed might extend the *range* of a
glide, as well.
Charlie
On 11/21/2015 8:33 PM, Kelly McMullen wrote:
>
> As I understand it, you are pretty much stuck with what the original
> builder asked for. I don't know what a DAR would have to do to get you
> a changed gross wt.
>
> On 11/21/2015 4:45 PM, cheathco@cox.net wrote:
>> something I have wondered about but never asked. My plane builder
>> listed the GW at 1650, empty is 1080, but I had seen other ones at
>> 1750. I have been told the 6a has safely carried up to 1850, even tho
>> GW at 1750. I once unknowingly carried a psg who later told me he
>> weighed 235lb, didn=99t look it, but landed much harder that usual
. I
>> usually carry 200 lb psr max with full fuel and min baggage. Over
>> that I usually carry 3/4 to 1/2 fuel.
>> as a mater of fact I have not had anyone with me over 150 lb for past
>> 2 years.. I have weighed 185 for several years. And at 75 that is not
>> easy to do. Smile emoticon BTW, knowing that Art xxxx racing in
>> cherokee 140 used to carry his psgr in back seat, so when I did my
>> first race I had 80 lb of batteries in bagage which gave me extra
>> 5mph. Hope to get to bottom of this gross thing. Yhanks, Charlie
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaig
n=sig-email&utm_content=emailclient>
>> This email has been sent from a virus-free computer protected by
>> Avast.
>> www.avast.com
>> <https://www.avast.com/?utm_medium=email&utm_source=link&utm_campaig
n=sig-email&utm_content=emailclient>
>>
>>
>
Message 9
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I think we all agree that a builder can request whatever gross wt they
want from DAR. They need to show calculated W&B for several loading
scenarios to show they can stay within the c.g. limits. DAR will use his
judgement in how much he will go above kit maker's recommendation.
What is not so clear is what it takes to get a revised gross wt later,
after say Phase I, and who can approve such a change.
On 11/22/2015 2:49 PM, RV6 Flyer wrote:
>
> What determines the gross weight of a homebuilt aircraft?
> Here is what EAA has to say:
>
> http://www.eaa.org/en/eaa/aviation-communities-and-interests/homebuilt-aircraft-and-homebuilt-aircraft-kits/frequently-asked-questions/gross-weight
>
> Copy/Paste from the above link:
> "From a regulatory standpoint, the builder of a homebuilt is in fact the "manufacturer"
of that individual aircraft, and is allowed to set the weight limits,
including gross weight, anyplace he/she cares to."
>
>
> ________________________________________
> From: owner-rv-list-server@matronics.com <owner-rv-list-server@matronics.com>
on behalf of Charlie England <ceengland7@gmail.com>
> Sent: Sunday, November 22, 2015 4:14 AM
> To: rv-list@matronics.com
> Subject: Re: RV-List: 6A gross wt
>
>
> Unless there has been a very recent change in the regs, the owner can
> raise gross weight by treating it as a major modification. Depending on
> which version of operating limitations are on the plane, it could be as
> simple as logging a return to phase one, flying 5 hrs of tests at the
> increased gross weight, and logging the successful results with a return
> to phase two (normal operation). Newer versions require notifying the
> local FSDO & getting their approval for the proposed test area (which
> might well be the same as the original test area).
>
> Not saying anyone should; just that it can be done. As mentioned, there
> are lots of 6's & 6A's with higher than 1600 lb gross weights in their
> oplims.
>
> Tangentially related to the subject of best glide, Van once wrote an
> article about best climb rate in the short wing RV's. He indicated that
> due to increased induced drag of the low aspect ratio wing at low
> airspeeds, the 4/6/7/8 would climb at almost identical rates at anywhere
> between around 90 mph & 130 mph (rough numbers from my flaky memory).
> His suggestion was for normal (not obstacle clearance) climb to be at
> around 130 mph because the rate would be the same but a lot more ground
> could be covered. I've never bothered to test it, but it seems
> reasonable that a slightly higher speed might extend the *range* of a
> glide, as well.
>
> Charlie
>
>
> On 11/21/2015 8:33 PM, Kelly McMullen wrote:
>>
>> As I understand it, you are pretty much stuck with what the original
>> builder asked for. I don't know what a DAR would have to do to get you
>> a changed gross wt.
>>
>> On 11/21/2015 4:45 PM, cheathco@cox.net wrote:
>>> something I have wondered about but never asked. My plane builder
>>> listed the GW at 1650, empty is 1080, but I had seen other ones at
>>> 1750. I have been told the 6a has safely carried up to 1850, even tho
>>> GW at 1750. I once unknowingly carried a psg who later told me he
>>> weighed 235lb, didnt look it, but landed much harder that usual. I
>>> usually carry 200 lb psr max with full fuel and min baggage. Over
>>> that I usually carry 3/4 to 1/2 fuel.
>>> as a mater of fact I have not had anyone with me over 150 lb for past
>>> 2 years.. I have weighed 185 for several years. And at 75 that is not
>>> easy to do. Smile emoticon BTW, knowing that Art xxxx racing in
>>> cherokee 140 used to carry his psgr in back seat, so when I did my
>>> first race I had 80 lb of batteries in bagage which gave me extra
>>> 5mph. Hope to get to bottom of this gross thing. Yhanks, Charlie
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>>>
>
>
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