REFLECTOR: Max takeoff weight - short wing FG

[Karl J. Warner]

Mine is a 200hp short wing fg with MT.  When hot and heavy (2400lbs) I'm looking for 60 kts at halfway or abort.  I also set full up trim all the way to the stop and hold foward canard pressure until the 60 kts number, releasing this forward pressure and looking for that light nose feeling from that point on.

A memorable TO run was a 100+ degree (the tarmac was over 100 I'm sure) with 95% humidity in FL, which even at sea level put me at 3K or higher density altitude, fighting a gusty and variable crosswind, windsock moving back and forth from a little help to a little hurt.  The breaking action needed until the rudders took over significantly increased the pucker factor and I'll estimate we used 3500 ft of 4K even after seeing 60kts at 2K feet.  In these circumstances I'll also keep the airplane on the mains looking for as high an airspeed as possible making the transition to flying fairly abrupt and positive event.   
On Mar 14, 2012, at 1:00 PM, reflector-request at tvbf.org wrote:

> From: Scott Baker <scottb33333 at gmail.com>
> Date: March 14, 2012 12:28:02 PM EDT
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Subject: Re: REFLECTOR: Max takeoff weight - 173FG
> Reply-To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> 
> 
> Sharing a short story regarding the take off/climb performance on the factory 173FG (200hp/Mt prop) ...
> While demonstrating the aircraft performance to a customer with special weight carrying requirements -
> loaded the aircraft to 3000 pounds and then proceeded to climb (20-minutes later) to 10,000'msl.
> Take off run was like a C150 on a hot day.  No handling difficulties.  I'm sure the aircraft can handle more weight, given adequate runway.
> Not suggesting overloading the aircraft is an okay practice by any means.  This was simply a demonstration flight on a smooth day, using smooth flight handling procedures.
> Scott B.
> 
> On 3/14/2012 9:59 AM, Stockman, Bill wrote:
>> I've taken off in my 173FGE with an IO360 C1C and a CATO fixed pitch prop
>> --with only me in less than 1000 ft
>> --probably 200+ lbs overweight in less than 3000 ft.
>> --takeoff is far more sensitive to the forward CG in  my plane than the gross weight.
>> --for the fixed pitch 200 hp folks, there is a huge difference in take off performance between single pilot, low gas takeoffs and climb and full gross with your friends.  By myself on a nice day I'm climbing out in the 1500+ ft/min, but with full gross its closer to 100-200 ft initial climb rate--which feels like you are not climbing.     Even at 500 ft/min (which is good for most Warriors and C-172s), you still feel like you are not climbing.   Just spoiled.
>> 
>> I did my first flights and first ten years at Moraine airport south of Dayton Ohio (850 asl) with two 30 ft river levees abutting the ends of both runways, so this was always an issue on take-off to consider.  You just had to learn that clearing the levee by 5 ft was okay on some days and watch your airspeed.   One of the biggest issues I see with our new pilots is they don't fly their best airspeed on take-off and landing.  Part of your test program is to determine your safe range of airspeed on landings, take-offs and pattern maneuvers and then use them.  While my first 50 hrs were probably exciting, I have found the Velocity to be simply outstanding in all phases of operation once you learn to fly your plane.
>> 
>> One of our first international builders use to load up his 173FGE with full gas, four real adults and stuff (probably 300+ lbs overgross) and take over 4000 ft to lift off the runway at Manassas in VA.   Landings were quite long and he eventually caused the meltdown of a gear leg.
>> 
>> Bill Stockman
>> 
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