L'Avion
Well Known Member
Considering an accident/incident
Considering an accident/incident where damages were suffered, and may have been caused by an overweight condition (beyond Vans listed weights), all an opposing counsel would need to fry the offender can be found at:
http://www.vansaircraft.com/public/flyrvs.htm
Vans refers to "maximum design gross weight":
The RV-3B, RV-4, RV-6/6A, RV-7/7A, and RV-8/8A have been designed for the operational stress limits of the aerobatic category (+6.0/-3.0 G) at and below their aerobatic gross weights. The operational stress limits for these aircraft between their aerobatic gross weights and their maximum design gross weights are utility category (+4.4/-1.75 G).
Who can argue that any experimental builder certifying his experimental aircraft for a maximum gross weight exceeding the designer's "maximum design gross weight" is not "letting it all hang out?" .....legally.
Barney, in Memphis
RV-3 & RV-4 flying
Considering an accident/incident where damages were suffered, and may have been caused by an overweight condition (beyond Vans listed weights), all an opposing counsel would need to fry the offender can be found at:
http://www.vansaircraft.com/public/flyrvs.htm
Vans refers to "maximum design gross weight":
The RV-3B, RV-4, RV-6/6A, RV-7/7A, and RV-8/8A have been designed for the operational stress limits of the aerobatic category (+6.0/-3.0 G) at and below their aerobatic gross weights. The operational stress limits for these aircraft between their aerobatic gross weights and their maximum design gross weights are utility category (+4.4/-1.75 G).
Who can argue that any experimental builder certifying his experimental aircraft for a maximum gross weight exceeding the designer's "maximum design gross weight" is not "letting it all hang out?" .....legally.
Barney, in Memphis
RV-3 & RV-4 flying