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09-24-2014, 02:00 AM
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Join Date: Jan 2008
Location: Melbourne Australia
Posts: 15
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I would've thought having more weight hanging off the nose would make it possible to load more in the aft locker before you run into issues,,,,my question was regarding the problem of the CG moving further aft as you burn off fuel, and finding you've run out of forward stick at an in opurtune moment , I'm looking at using an 0 320 and metal prop, and keeping the build as light as possible, hopefully in the 1000-1050lbs range, I'm considering what I'll post as the MTOW and it's looking at being 1700lbs at this point but I'll have to see where it ends up with nil fuel , I've looked at all the other vans aircraft and the six is the only one that has a lower weight for the taildragger, so I'm pretty comfy with going at least to 1650lbs
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09-24-2014, 09:01 AM
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Join Date: Oct 2008
Location: Atlanta, GA
Posts: 254
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As Kyle says " it is hard to over gross weight a six. It is real easy to get it out of CG when you burn the fuel out of the tanks!" Mine is an O-360 with a metal prop empty weight 1100 lbs. with me 210 a passenger 260 full fuel 232 and 50 in the baggage gross weight is still not an issue. Take the passenger out load up the baggage and empty the tanks and the tail end falls out of the sky on landing.
John Morgan
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John Morgan
Atlanta, GA KPDK
N613SC
RV6A -SMILIN 1
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09-24-2014, 10:40 AM
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Join Date: Nov 2007
Location: Layton, Utah
Posts: 30
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I believe the 6 came out before the 6A and when they added the 6A they added the 50lbs for the nose wheel, I suspect future models they planned ahead of time for the nose wheel in the gross weight figures.
FWIW - My 6 is just in Phase 1 W&B testing now, I set my gross at 1750 and my empty weight it 1065. I have a light weight Catto composite prop and worried about aft CG through the build and did what I could to keep weight forward.
I'm flying my 1750lb gross within CG during my Phase 1 testing but it is possible to reach max most aft CG well before I hit my gross weight. My most aft CG tests calls for min fuel and maximum baggage which hits my AFT CG ARM at a weight of 1585. This was the worst case AFT CG test I could setup on my plane that I will be flying in my Phase 1 (6 gal fuel 184 lb pilot, 220 lb pass and 80 lbs baggage) .
As other have said it is a little different on each plane, CS props up front help keep the CG more forward for these low fuel high baggage weight tests on the tail draggers.
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RV6 (N846RJ)
- 230 hours
- Superior XP 360 with Catto 3-blade
- Annual donation current
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09-24-2014, 01:48 PM
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Join Date: Jan 2005
Location: Twin Cities, MN
Posts: 1,565
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Quote:
Originally Posted by russcoburn
I believe the 6 came out before the 6A and when they added the 6A they added the 50lbs for the nose wheel, I suspect future models they planned ahead of time for the nose wheel in the gross weight figures.
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I think it's more complicated than that - the main gear structure gets bolted to the main spar and fuselage such that it can likely bear more weight during a botched landing than the engine mount gear sockets will tolerate. This is speculation on my part, of course, but I wanted to point out that this issue isn't quite as simple as it would appear.
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Brad Benson, Maplewood MN.
RV-6A N164BL, Flying since Nov 2012!
If you're not making mistakes, you're probably not making anything
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