REFLECTOR: Max takeoff weight - 173FG

[Alex Balic]

>From what I can tell, the strength of the landing gear is the real issue, it
has to be able to take the weight at a few (or in the case of a really bad
landing many) Gs, so the multiplication factor of the max weight is what
keeps it relatively low- there is a lot of lifting area on a Velocity.

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Scott Baker
Sent: Wednesday, March 14, 2012 11:28 AM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: Max takeoff weight - 173FG

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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