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09-22-2014, 03:24 PM
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Join Date: Jan 2008
Location: Melbourne Australia
Posts: 15
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RV-6 MTOW
I'm guessing this question has been answered before ,but,,,I was just browsing the vans sight and noticed the MTOW for the A model is 50 lbs higher thn the taildragger,,,,???
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09-22-2014, 06:21 PM
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Join Date: Oct 2009
Location: Victoria, BC, Canada
Posts: 3,932
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The prevailing opinion seems to be that the difference is due to the different strength of the two gear configurations. I haven't seen factory confirmation.
[edit]Hey, I just noticed this is my 2000th post! 
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Rob Prior
1996 RV-6 "Tweety" C-FRBP (formerly N196RV)
Last edited by Snowflake : 09-23-2014 at 07:19 AM.
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09-22-2014, 06:49 PM
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Join Date: Jan 2008
Location: Melbourne Australia
Posts: 15
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I've just been looking at a few of the POH's around, the MTOW seems to be very fluid, one was up at 2000lbs , I was considering calling mine 1800lbs in normal cat and thinking that was really pushing it ,,,
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09-22-2014, 10:41 PM
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Join Date: Jul 2007
Location: Warwickshire UK
Posts: 703
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I remember reading somewhere that when Van's were deciding what gross weight to recommend for the RV-7, they looked at what people were typically using for the -6, and that was about 1800lb.
Maybe myth, but they seem to work fine with that. I would be less relaxed about exceeding Van's recommendations for aerobatic gross.
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09-22-2014, 11:31 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Mark Albery
I remember reading somewhere that when Van's were deciding what gross weight to recommend for the RV-7, they looked at what people were typically using for the -6, and that was about 1800lb.
Maybe myth, but they seem to work fine with that. I would be less relaxed about exceeding Van's recommendations for aerobatic gross.
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Very much a Myth
The gross weight is chosen early on in the design process (as it is with any properly run aircraft design project), and all of the structures engineering is done based on that weight.
The idea that the airplane gets built, put on a scale, and then a reasonable amount of useful load added to teh empty weight to determine the approved gross weight is totally false.
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Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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09-23-2014, 12:54 PM
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Join Date: Mar 2010
Location: Calgary, Alberta, Canada
Posts: 130
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Gross weight moving targets
This is always an interesting subject I find as well. If you go on Vans' website under News and Events, Archives, and find the article about John Johansons' East and West circumnavigation of the globe, you will find Van himself approved John for a 136% increase in the gross weight of his RV-4 for his record attempt. This works out to 2,040 lbs on a normal 1500 lb gross weight, this was done for both the East and West circumnavigation flights. There is no other mention of other flight restrictions for this at the time such as limiting operations to Green arc air speeds, G limitations etc, which you would think would have been in place for safety reasons, but very interesting regardless. These posts always spark very lively discussions and opinions back and forth.
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RV-6 tip up,190hp,Pmag,ported/flowed ECI heads, WW200 prop,older glass panel,long range tank,SOLD
RV-3A tip over, 170 hp, dual Pmags, 15 gal wing tanks, CN-1,CN-2 wing mods, D10A, XM396, SOLD
Murphy Rebel Elite purchased and flying
DR-107 One Design project with Schuenemann 21 foot wing, wing tanks, 50% done SOLD
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09-23-2014, 07:01 PM
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Join Date: Jan 2008
Location: Melbourne Australia
Posts: 15
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Got a reply from Vans , basically as we know we can pick whatever weight we want , but it effects a heap of things. Just wondering if anyone has had CG issues by having it loaded up and running the fuel tanks low?
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09-23-2014, 07:58 PM
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Join Date: Aug 2005
Location: Atlanta, GA
Posts: 4,218
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Quote:
Originally Posted by M Wreford
Got a reply from Vans , basically as we know we can pick whatever weight we want , but it effects a heap of things. Just wondering if anyone has had CG issues by having it loaded up and running the fuel tanks low?
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You've gotta run the numbers for your airplane.
There are so many variables between engine, prop, paint, and other factors that there are substantial differences between airplanes. Mine, with a wood prop and a light engine can be loaded aft of the CG limit. Others, with a heavy engine/prop combo, not so much.
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Kyle Boatright
Marietta, GA
2001 RV-6 N46KB
2019(?) RV-10
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09-23-2014, 09:47 PM
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Join Date: Mar 2007
Location: Sonoma County
Posts: 3,821
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Quote:
Originally Posted by Kyle Boatright
You've gotta run the numbers for your airplane.
There are so many variables between engine, prop, paint, and other factors that there are substantial differences between airplanes. Mine, with a wood prop and a light engine can be loaded aft of the CG limit. Others, with a heavy engine/prop combo, not so much.
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What am I missing about this statement??........ 
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VAF #897 Warren Moretti
2019 =VAF= Dues PAID
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09-23-2014, 11:16 PM
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Join Date: Jan 2005
Location: Spring, TX
Posts: 233
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Quote:
Originally Posted by gasman
What am I missing about this statement??........ 
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He's saying it's easier to get into trouble with a light engine and prop than with a heavy engine and prop. Read the "can load" as "it's possible" and not as "permissible". It's dangerous to load aft of the aft CG limit,
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Greg
1950 Navion - flying
RV-6 - 18 yrs and 99.5% done
1940 Rearwin Cloudster project next
4 L-2 projects on deck
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