[ChiefPilot]

In another thread, people are extolling the virtues of the -9A wing and how it’s better for high altitude performance. One poster claimed 160KTAS on 7GPH LOP, for example and another referenced how the shorter wing models are very different.

My short wing brethren, do not be discouraged . The video below is my -6A doing 164KTAS on 5.8GPH at 16,890DA. The 9A has an advantage in the wing, but it’s not so much of an advantage that it overrides everything else. Build it light, straight, and pay attention to details and you’ll have a very capable aircraft.

RV-6A high alt cruise performance

 

[terry.mortimore]

I had my 6A up to 17,500 over Albuquerque a few years back, still climbing 250 feet per minute.

Just another data point!

Terry

 

[Taltruda]

In another thread, people are extolling the virtues of the -9A wing and how it’s better for high altitude performance. One poster claimed 160KTAS on 7GPH LOP, for example and another referenced how the shorter wing models are very different.

My short wing brethren, do not be discouraged . The video below is my -6A doing 164KTAS on 5.8GPH at 16,890DA. The 9A has an advantage in the wing, but it’s not so much of an advantage that it overrides everything else. Build it light, straight, and pay attention to details and you’ll have a very capable aircraft.

RV-6A high alt cruise performance

What engine/Prop do you have?

 

[Southern Pete]

I flew a 160hp/Sensenich fp 6A for 17 years. Cruising at 14000ft was definitely good news. Around 170kt TAS. With patience it would run lean of peak at (IIRC) 7.5 or 8gph. It would take a while to climb up, and I was close to Vne for a while descending, but smooth and fast.

 

[RWoodard]

My IO320 RV3 at 14,500’ on my way home from Taos a few years ago. 171 knots true at 6.8gph. There’s some short wing performance for yuh.

 

[RV-9erA]

It's not that the RV-9(A) has a better wing -- it's simply a different lower roll-rate, inherently stable, high lift, non-aerobatic wing -- it all depends on your mission. Our main mission is cross-county flying with no desire to do aerobatics -- did that years ago in the Air Force, and my wife doesn't like doing that kind of stuff, but she does enjoy going places in the 9'er.

 

[pecanflyboy]

RV6 with RV8 tail. Baggage, no passenger. IO-360, 10:1, dual SureFly's in variable timing mode, Hartzell scimitar. Best economy (Note MPG of 27.9) LOP, 5.6 GPH, 147 knot TAS.

 

[mgurmandi]

I had my 6A up to 17,500 over Albuquerque a few years back, still climbing 250 feet per minute.

Just another data point!

Terry

View attachment 117187

Engine and Prop ?

 

[terry.mortimore]

Engine and Prop ?

IO-320 (EFII) Sensenich ground adjustable.

 

[ChiefPilot]

I'll add this here as well - this is from a couple of years ago. The training department at work was talking about high altitude slow speed events, and so I wondered what it would be like. Having nothing better to do that day, I filed and went up to FL260. Once there, I asked for a piot's discretion descent and backed off what little power remained until I was below max L/D. I pushed the power in again while holding altitude. The plane continued to slow and would have slowed into a stall had I let it. Would be a yucky feeling. Yes, that exact scenario has and still does occasionally happen in the airline world.



Max speed at that altitude btw was 143KTAS on 4.something per hour. Not really a useful altitude plus would be a speed bump in the sky in any moderately traffic'ed area.