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1. 06:12 AM - Re: Maximum Take-Off Weight (George Nielsen)
2. 02:42 PM - Re: RV6-List Digest: 0 Msgs - 05/09/13 (bert)
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| Subject: | Re: Maximum Take-Off Weight |
Thanks to all of you for your interesting replies.
It is my feeling that a maximum take-off weight of 1650 lbs is on the
"low side" for my RV-6 because even when taking off and flying at this
weight it performs like a hot rod, so to say. Therefore I am under the
impression that one can take off heavier.
George Nielsen
RV-6 PH-XGN
The Hague, the Netherlands
> Time: 11:19:21 AM PST US
> From: MnwPeeps@aol.com
> Subject: Re: RV6-List: Maximum Take-Off Weight
>
> Hi - A six owner for eight years.
>
> My thought is, barring your qual as an aeronautical engineer, what makes
> you "feel" the good old number of 1650 is on the low side?
>
> What you could do: take it to a very long runway (Air Force base. etc.),
> deliberately overload it by a couple hundred pounds (on a standard temp day)
> and see if the sucker is off by Vr and attains a safe climb.
>
> I had one experience...a slightly overweight guy as my pax (about 405 lbs
> combined), mostly full tanks, plenty of runway, above-average warm summer
> day (maybe 75 to 80. We took-off fine, but then we were unable to attain even
>
> close to a normal and safe rate of climb (with large pines at the
> departure end ahead of us. I almost went in my pants. Pushed over just a tad
for
> a
> few more knots, which gave us enough of an improvement in climb to just
> barely clear the pines. My memory is that we did not exceed MTOW by very much.
>
>
> I learned my lesson big-time that day, and have been sensitive to T/O
> weight, including other factors, ever since. If you went to a runway such as
> Bangor, you could do all that, not climb much and still have plenty of room to
>
> safely land and stop - about 14,000 feet. You'll know right away if the
> climb rate is not up to snuff.
> Edwards would be even better, but, well...you know.
>
>
> Question for you - and any other readers with a six. I've spent a long time
> getting mixed messages about
> acceptable aerobatics in this plane. Some say safe, others say not so safe.
> I'm thinking, specifically, of
> snap-rolls and hammerheads. Vans put out a bulletin years ago saying not
> to deliberately spin. Then guys tell me they spin without a second thought.
> So - would love to get the straight poop and also control movements - esp.
> for the hammerhead, which varies plane to plane. In my Yak-52, you kicked
> full right rudder - going straight-up at max power - about ten knots below
> stall, simultaniously you went full left aileron and then full forward
> rudder. The Yak would smoothly roll around its right wing tip
> (wing-over-style)and, as the nose began to fall though, the a/c did a very comfortabe
>
> half-roll to the left, and then transitioned to straight down. A sweet maneuver
>
> that always impressed the young lovely in your passenger seat.
>
> But what about the RV-6?
> Thx for any tips on
> this - Mike
>
>
> In a message dated 5/11/2013 3:14:36 A.M. Eastern Daylight Time,
> genie@swissmail.org writes:
>
> --> RV6-List message posted by: George Nielsen <genie@swissmail.org>
>
> In the user manual of my 160 HP O-320 powered RV-6 I have stated that
> the MTOW is 1650 lbs. This seems on the low side to me. How high can I
> reasonably state the MTOW of my RV-6 in the handbook? How much can such
> an aircraft weigh to enable take-off at sea level in a safe manner?
>
> Thanks.
>
> George Nielsen
> RV-6 PH-XGN
> The Hague, the Netherlands
>
>
Message 2
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| Subject: | Re: RV6-List Digest: 0 Msgs - 05/09/13 |
Appreciate info as to the protocol to place and ad/ on the rv-6 list.
thanks
robert
On Fri, May 10, 2013 at 3:01 AM, RV6-List Digest Server <
rv6-list@matronics.com> wrote:
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