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04-09-2020, 06:29 AM
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Join Date: Jul 2015
Location: England
Posts: 74
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I would pass on an RV-6 with an empty weight of 1160lb, its just too heavy. The first RV I had was a 6A with an empty weight of around 1050lb. With 2 people, full fuel and bags it was quite possible to get it over 1650lb gross. Saving weight at the front would send the cg aft which meant less baggage could be loaded. I now have a 6 with a heavy motor and prop, it is about to start dieting but the cg should stay under control as it is toward the front of the envelope to start with.
Look at overall weight and cg position. It will be expensive to get an 1160lb empty airplane down to around 1050 empty, even if the cg stays in a reasonable place, so I would pass on this one. A 160hp light RV-6 is just about always better than a heavy, high powered, example. RV-7s & 8s carry the bigger engines much better.
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04-09-2020, 06:36 AM
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Join Date: Feb 2011
Location: Prescott, AZ
Posts: 156
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Barry, third option would be NO wife.  Never mind, bad idea. That would be too costly.
__________________
N96LV
RV-9A started April 2011
Flying May 2014
Sold Oct 2014-Not one of my best decisions
2020 Dues Paid
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04-09-2020, 06:42 AM
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Join Date: Mar 2020
Location: Colorado Springs
Posts: 12
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Keeping Wife
Thanks All for the great advice.
I have approached the dealer involved asking to explain the heavy empty weight numbers but no good reason was offered.
I will take your experiences and pass on this one.
And if I got rid of the wife I would have nothing left to pay for the plane! Besides, she's a pretty good one to put up with me.
__________________
Barry Wallace
Wannabe -9A Owner
'65 A-23 Musketeer (sold)
'41 PT-17 Stearman (sold)
A Happy Contributor
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04-09-2020, 07:30 AM
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Join Date: Feb 2011
Location: Prescott, AZ
Posts: 156
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Yes, wives are great.
__________________
N96LV
RV-9A started April 2011
Flying May 2014
Sold Oct 2014-Not one of my best decisions
2020 Dues Paid
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04-09-2020, 07:58 AM
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been here awhile
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Join Date: Dec 2004
Location: North Alabama
Posts: 4,301
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Quote:
Originally Posted by SkipperBJW
Thanks All for the great advice.
I have approached the dealer involved asking to explain the heavy empty weight numbers but no good reason was offered.
I will take your experiences and pass on this one.
And if I got rid of the wife I would have nothing left to pay for the plane! Besides, she's a pretty good one to put up with me.
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Barry, I think you made a good decision on both counts.
That -6A was really heavy. You can't fully appreciate the wonderful handling of a light -6 until you have flown one. My 1999 RV-6 was 1010 at inspection and it is still very close to this weight......the pilot hasn't done nearly as well at staying svelte.....
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04-09-2020, 08:35 AM
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Join Date: Sep 2014
Location: IN
Posts: 254
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Reweigh the plane:the W&B is almost surely defective!
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04-09-2020, 01:01 PM
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Join Date: Aug 2015
Location: 52F
Posts: 187
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RV-6, IO-320, 2 Blade Catto, Full Garmin G3x panel
1056 empty
We still use the 1,650 gross limit but like others have said we go Aft CG before we gross out.
Me and Pax usually have to land with fuel in tanks for ballast to keep us in cg envelope.
Heaver prop / engine / nose wheel would obviously help the CG issue but now were into the useful load.
Keeping with in the Acro envelope requires solo and not much fuel.
__________________
46 Luscombe 8a Rag Wing, Armstrong starter
RV-6, IO-320, Catto, G3X Panel (Thanks Walt!)
Last edited by flyinhood : 04-09-2020 at 01:19 PM.
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04-09-2020, 01:31 PM
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Join Date: Mar 2009
Location: Plano, TX
Posts: 2,089
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Quote:
Originally Posted by flyinhood
RV-6, IO-320, 2 Blade Catto, Full Garmin G3x panel
1056 empty
We still use the 1,650 gross limit but like others have said we go Aft CG before we gross out.
Me and Pax usually have to land with fuel in tanks for ballast to keep us in cg envelope.
Heaver prop / engine / nose wheel would obviously help the CG issue but now were into the useful load.
Keeping with in the Acro envelope requires solo and not much fuel.
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The heavy crushplate was well worth the 20# hit I took. I can carry a decent passenger load with minimum fuel and still stay within limits. Handy on long flights.
__________________
Colin P.
RV-6A #20603
Complete 5/10/19
PP SEL / A&P
I donate every year on my B-Day (in Dec), but donated early in Sep'19.
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04-09-2020, 01:39 PM
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Join Date: Oct 2013
Location: Schaumburg, IL
Posts: 5,297
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Quote:
Originally Posted by WingsOnWheels
The heavy crushplate was well worth the 20# hit I took. I can carry a decent passenger load with minimum fuel and still stay within limits. Handy on long flights.
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Same here. I prefer the feel of the plane without it, but won’t give up the baggage capacity it provides. I weigh in at 1100 with tools, fire extinguisher and20# crush plate and paint
__________________
N64LR - RV-6A / IO-320, Flying as of 8/2015
N11LR - RV-10, Flying as of 12/2019
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04-09-2020, 04:36 PM
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Join Date: May 2013
Location: Sherman, CT
Posts: 794
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Quote:
Originally Posted by SkipperBJW
Thanks All for the great advice.
I have approached the dealer involved asking to explain the heavy empty weight numbers but no good reason was offered.
I will take your experiences and pass on this one.
And if I got rid of the wife I would have nothing left to pay for the plane! Besides, she's a pretty good one to put up with me.
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I have dealt with dealers in the past regarding RV's, and in general they don't have a clue as to what they are trying to sell you. To them it's just another airplane deal. Best bet if you can is to buy from the builder, if not at least get the advice of an RV saavy person, and of course VAF forums.
Regarding the wife, probably should hang on to her. Good wives are to find, good RV's not quite as difficult. Good luck!
__________________
Jake
RV6 #20477 completed 1991 sold.
RV7 #72018 N767T first flight 11/21/2017 350+ hrs.
IO-360M1B MT 3 blade, Dual AFS 5600 QUICK Panel.
Manual Flaps. (KOXC)Oxford, CT, (0NY0)North Creek, NY.
1941 J3 Cub skis,floats.
2020 dues gladly paid.
Last edited by Jpm757 : 04-09-2020 at 08:17 PM.
Reason: Sp
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