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  #11  
Old 06-23-2008, 07:47 AM
pierre smith's Avatar
pierre smith pierre smith is offline
 
Join Date: Jan 2005
Location: Louisville, Ga
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Default Yes..

Quote:
Originally Posted by rvbuilder2002 View Post

I believe this sort of blanket statement is dangerous in a public forum such as this.
...to Scott's statement.

Bear in mind that Jon Johannson flies his -4 waaaay over gross with 18 hours of fuel, 50 gallons of that in the rear seat area.

My Air Tractor's gross is around 7500 Lbs but I've flown it at 8500 often. You have to be very careful to allow increased approach and landing speeds and no aerobatics. Slowly work up to the weight you want and don't just put it at 1800 lbs without easing up there.

Johannson is flying near 2000 lbs, I'd guess, but reached that point very systematically.

Regards,
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RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15
Air Tractor 402 PT-6-20
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  #12  
Old 06-23-2008, 07:50 AM
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Kahuna Kahuna is offline
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Location: Gold Hill, NC25
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Quote:
Originally Posted by hempy.4 View Post
Is it common for a RV6 to haul 2-200 lb guys and full fuel?
\
Yes,
And a lot more.
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  #13  
Old 06-23-2008, 09:17 AM
hiland hiland is offline
 
Join Date: Jun 2005
Location: Tulsa, OK
Posts: 34
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With empty weight of 973#, my O-320 powered -6 routinely carried myself and a 225# friend with full fuel. We were just under the 1650 gross wt. Even with the fixed pitch prop, we would always climb out at over 1000 ft/ min.

Last edited by hiland : 11-27-2010 at 04:16 PM.
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  #14  
Old 06-23-2008, 09:40 AM
asav8tor asav8tor is offline
 
Join Date: Oct 2006
Location: Seattle, wa
Posts: 679
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(1) A RV is not built to a Type Certificate.

(2) No Production Certificate on the parts.

The strength of any one airplane would be determined be the weakest part that fails first. Pretty much a fantasy to compare real world finished experimental airplanes due to builder variations.
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  #15  
Old 06-23-2008, 11:29 AM
rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
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Quote:
Originally Posted by pierre smith View Post
...to Scott's statement.

Bear in mind that Jon Johannson flies his -4 waaaay over gross with 18 hours of fuel, 50 gallons of that in the rear seat area.

My Air Tractor's gross is around 7500 Lbs but I've flown it at 8500 often. You have to be very careful to allow increased approach and landing speeds and no aerobatics. Slowly work up to the weight you want and don't just put it at 1800 lbs without easing up there.

Johannson is flying near 2000 lbs, I'd guess, but reached that point very systematically.

Regards,
Pierre,
I know about all of Johns flights (he actually made one flight after modifying the wings so that the whole interior of each wing was a fuel tank), but I don't think that is relavent to this conversation.
The original statement was that The RV-6 wing is stronger than the RV-7 wing.
I don't think any one would assume that just because John flew at a much higher gross weight, that it means an RV-4 has a wing that is even stronger than an RV-6 or 7. A wing that is designed for a specific aerobatic limit load at 6 G's could obviously carry a much higher load than that if limited to 2 G's.

My comment was that the RV-7 wing has an approved aerobatic gross weight of 1550 lbs and the RV-6 wing is approved for an aerobatic gross weight of 1375. Both wings were static tested to those weights. Unless someone wants to static test an RV-6 wing at a weight higher than 1550 lbs at 6 G's, they should not be saying (in my opinion) that the 6 wing is stronger.

BTW... one of the RV-7 wings that was static tested to the aerobatic ultimate load of 9 G's is on display in the hangar at Van's. It has portions of the skins cut away so that the structure inside is visible. From what I remember, there is virtually no deformation apparent on any of the structure.
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  #16  
Old 06-23-2008, 11:29 AM
nucleus nucleus is offline
 
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Location: Bozeman, Montana
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Talking 2200 Gross RV-6

I know someone who has taken off at 2200 pound gross in an RV-6. Most of that was fuel.

Hans
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  #17  
Old 11-23-2017, 10:49 AM
Doug Eves Doug Eves is offline
 
Join Date: Dec 2007
Location: Brigden Ontario Canada
Posts: 18
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Traded my F1 Rocket Evo kit to Aden Rich for his 6. Flown it over 800 hrs now and would not trade for any other RV. I say this respectfully as all RV's are pretty nice (except the 12 YUCK!) and reliable but I do feel mine is a bit superior. Spar system is a similar design to the rocket. Aden made several mods to this craft to improve it's appearance and strength. Most obvious is a 7 cowling and custom spinner. Anyway, transport Canada made me do a 3 minute climb test at gross (1800# with 100lbs in baggage). Started at 570ft ASL@ 85mph and 52 degrees and 3 minutes later I was at 4600ft. Been in that cofiguration low on fuel and just carried about 10mph extra to the tarmac. Feels a bit tail heavy when fuel is low but just have to be aware.
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  #18  
Old 11-23-2017, 10:51 AM
Doug Eves Doug Eves is offline
 
Join Date: Dec 2007
Location: Brigden Ontario Canada
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Oh , if anyone is curious as to the appearance of this craft that I would not trade , look on airliners.net and search C-FDNS
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  #19  
Old 11-23-2017, 12:38 PM
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titanhank titanhank is offline
 
Join Date: Aug 2007
Location: Friendswood, Tx
Posts: 160
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This is a w&b sheet on my 160 hp, o-320, fixed pitch catto rv6. OAT was 31C with light winds at 50ft MSL. Climbed 1000ft/min at 100mph. Flies great.



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