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Charles Heathco

Joined: 10 Jan 2006
Posts: 201

Posted: Wed May 20, 2015 9:08 am Post subject: Best glide speed RV6A

Interesting article in  Flying mag (may) re  dead stick landings. I experimented with determining that quite  bit when I  first got my 6A, based at LZU at the time. That was in  late 04/early 05. I  never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again,  but due to very recent rt shoulder surg, I will no be flying for a while. (  think I could manage everything exept flaps but getting in and especially back  out may take a while). Anyway, would like to hear from 6A drivers what they  would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		 			

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denis.walsh(at)comcast.ne
Guest

Posted: Wed May 20, 2015 3:20 pm Post subject: Best glide speed RV6A

Charlie, I have a  6A, and I agree with your ball park figure; however I would caution there are many variables: prop (cs or fixed), power status (stopped prop or windmill), airplane weight, Idle rpm of your engine, etc.  There are probably more.

In my case I have an average weight 180hp with c/s prop and low idle speed.  I use 80 to 90 knots for glide and across the fence 75K.  That leaves a lot of speed to kill in the flare but I have a low idle speed and lots of drag if windmilling.  This is what I practice with.  It gives a rather steep glide and I am sure it would be quite  different with a stopped prop or partial power, but I feel these would make for a better glide which I could deal with.  I always practice with  the prop in max RPM so I have max drag.



One can practice for the  zero thrust, min drag glide if you fiddle with the throttle to establish zero thrust, but I consider this to be too tough for me and of minimal value in an emergency which will almost certainly be different than you practiced any way!  My opinion is the same about practicing with coarse pitch glides.  I don’t think you can count on having enough oil pressure to go coarse pitch in many engine failure scenarios.  So I just practice the worst case, with low pitch low rpm, and glide at 80-90, until the field is made then flare, add drag and land.  I figure if my emergency has better glide angle than I have practiced, I can put the flaps down sooner or side slip.  Coming up short on final is, on the other hand usually not a good option.



I certainly don’t claim this is the best or the only way to practice, it’ s just the way I do it, as you asked, based on a lot of practice over the past 18 years and 3100 hours in the 6A.  You would have thought i would have worn it out by now but it is still going strong..



I hope your shoulder heals soon.



 Denis Walsh

denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)



  

  	  Quote: 	
		  On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)> <cheathco(at)cox.net (cheathco(at)cox.net)> wrote:

     Interesting article in  Flying mag (may) re dead stick landings. I experimented with determining that quite  bit when I first got my 6A, based at LZU at the time. That was in  late 04/early 05. I never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again, but due to very recent rt shoulder surg, I will no be flying for a while. ( think I could manage everything exept flaps but getting in and especially back out may take a while). Anyway, would like to hear from 6A drivers what they would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		

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 [quote][b]

Doug Gray

Joined: 10 Jan 2006
Posts: 112
Location: Sydney, Australia

Posted: Thu May 21, 2015 5:55 pm Post subject: Best glide speed RV6A

When discussing best glide I am never sure if we are talking about best glide endurance or best glide range. Which do we use?

I have never tested these on my RV-6 but intend to do so now the engine has a couple of hundred hours. If someone can point me to a recommended procedure this would be helpful too.

Doug Gray



Sent from my iPad



On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)> wrote:

[quote]Charlie, I have a  6A, and I agree with your ball park figure; however I would caution there are many variables: prop (cs or fixed), power status (stopped prop or windmill), airplane weight, Idle rpm of your engine, etc.  There are probably more.

In my case I have an average weight 180hp with c/s prop and low idle speed.  I use 80 to 90 knots for glide and across the fence 75K.  That leaves a lot of speed to kill in the flare but I have a low idle speed and lots of drag if windmilling.  This is what I practice with.  It gives a rather steep glide and I am sure it would be quite  different with a stopped prop or partial power, but I feel these would make for a better glide which I could deal with.  I always practice with  the prop in max RPM so I have max drag.



One can practice for the  zero thrust, min drag glide if you fiddle with the throttle to establish zero thrust, but I consider this to be too tough for me and of minimal value in an emergency which will almost certainly be different than you practiced any way!  My opinion is the same about practicing with coarse pitch glides.  I donâ€™t think you can count on having enough oil pressure to go coarse pitch in many engine failure scenarios.  So I just practice the worst case, with low pitch low rpm, and glide at 80-90, until the field is made then flare, add drag and land.  I figure if my emergency has better glide angle than I have practiced, I can put the flaps down sooner or side slip.  Coming up short on final is, on the other hand usually not a good option.



I certainly donâ€™t claim this is the best or the only way to practice, itâ€™ s just the way I do it, as you asked, based on a lot of practice over the past 18 years and 3100 hours in the 6A.  You would have thought i would have worn it out by now but it is still going strong..



I hope your shoulder heals soon.



 Denis Walsh

denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)



  

  	  Quote: 	
		  On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)> <cheathco(at)cox.net (cheathco(at)cox.net)> wrote:

     Interesting article in  Flying mag (may) re dead stick landings. I experimented with determining that quite  bit when I first got my 6A, based at LZU at the time. That was in  late 04/early 05. I never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again, but due to very recent rt shoulder surg, I will no be flying for a while. ( think I could manage everything exept flaps but getting in and especially back out may take a while). Anyway, would like to hear from 6A drivers what they would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		

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[b]

flying-nut(at)cfl.rr.com
Guest

Posted: Thu May 21, 2015 6:40 pm Post subject: Best glide speed RV6A

I think best glide endurance and best       glide range might be the same .... at least it is to me.

       What I do is start 10 miles out from my airport at 5000 feet ....       in still air if I can find it.Â  Pick an airspeed (I like 70 for       the first try) and try to hold the airspeed steady.

       I want to be over the airport at 1000 feet ..... pattern altitude       for me ..... but record the altitude (or distance from the airport       if short) you get and you can figure the glide ratio.Â  If you       repeat the procedure for 65, 75, etc. you'll home in on the best       glide ratio for your particular plane.Â  It's something to do while       you're flying off those 20 or 40 hours in phase 1.

       Linn

       

       On 5/21/2015 9:54 PM, Doug Gray wrote:

     

     [quote]              When discussing best glide I am never sure if we are talking         about best glide endurance or best glide range. Which do we use?

       I have never tested these on my RV-6 but intend to do so now         the engine has a couple of hundred hours. If someone can point         me to a recommended procedure this would be helpful too.

       Doug Gray

         

         Sent from my iPad

       

         On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)>         wrote:

         

       

        	  Quote: 	
		                                 Charlie, I have a Â 6A, and I agree with your ball park figure;           however I would caution there are many variables: prop (cs or           fixed), power status (stopped prop or windmill), airplane           weight, Idle rpm of your engine, etc. Â There are probably           more.                      

           In my case I have an average weight 180hp with             c/s prop and low idle speed. Â I use 80 to 90 knots for glide             and across the fence 75K. Â That leaves a lot of speed to             kill in the flare but I have a low idle speed and lots of             drag if windmilling. Â This is what I practice with. Â It             gives a rather steep glide and I am sure it would be quite             Â different with a stopped prop or partial power, but I feel             these would make for a better glide which I could deal with.             Â I always practice with Â the prop in max RPM so I have max             drag.

                      

           One can practice for the Â zero thrust, min drag             glide if you fiddle with the throttle to establish zero             thrust, but I consider this to be too tough for me and of             minimal value in an emergency which will almost certainly be             different than you practiced any way! Â My opinion is the             same about practicing with coarse pitch glides. Â I donâ€™t             think you can count on having enough oil pressure to go             coarse pitch in many engine failure scenarios. Â So I just             practice the worst case, with low pitch low rpm, and glide             at 80-90, until the field is made then flare, add drag and             land. Â I figure if my emergency has better glide angle than             I have practiced, I can put the flaps down sooner or side             slip. Â Coming up short on final is, on the other hand             usually not a good option.

                      

           I certainly donâ€™t claim this is the best or the             only way to practice, itâ€™ s just the way I do it, as you             asked, based on a lot of practice over the past 18 years and             3100 hours in the 6A. Â You would have thought i would have             worn it out by now but it is still going strong..

                      

           I hope your shoulder heals soon.

                      

                                       Denis Walsh

               denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)

                              

                            

                                          	  Quote: 	
		                   On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)>                   <cheathco(at)cox.net (cheathco(at)cox.net)>                   wrote:

                                                                                                                Interesting                         article inÂ  Flying mag (may) re                         dead stick landings. I experimented with                         determining that quiteÂ  bit when I                         first got my 6A, based at LZU at the time. That                         was inÂ  late 04/early 05. I                         never felt I could absolutly put a number on it,                         but settled on 75/80 mph, pretty much speed on                         final.Â  This article got me thinking about it                         again,                         but due to very recent rtÂ shoulder surg, I will                         no be flying for a while. (                         think I could manage everything exept flaps but                         getting in and especially back                         out may take a while). Anyway, would like to                         hear from 6A drivers what they                         would use for dead stick air speed? Charlie HÂ 

                                                                                                                                                                                                                                                     

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skylor4(at)yahoo.com
Guest

Posted: Thu May 21, 2015 7:35 pm Post subject: Best glide speed RV6A

"Best glide" usually refers to best glide angle, i.e. the speed at which the aircraft will cover the most distance for a given amount of altitude loss in still air.  In engine out situations, this is usually what we're interested in because we want to go the most distance possible with the amount of altitude that we have.  I believe best glide angle typically coincides with the speed at which L/D is the greatest in still air.  

Best endurance is the speed at which the rate of descent is minimum.  This is useful for getting the most time possible for troubleshooting, but not necessarily traveling the greatest distance.  Best endurance can occur at a significantly lower airspeed than best angle, so while the rate of descent may be minimized, less forward progress is made per unit time resulting in a steeper glide angle.



Skylor

Sent from my iPhone.



On May 21, 2015, at 6:54 PM, Doug Gray <dgra1233(at)bigpond.net.au (dgra1233(at)bigpond.net.au)> wrote:

[quote]When discussing best glide I am never sure if we are talking about best glide endurance or best glide range. Which do we use?

I have never tested these on my RV-6 but intend to do so now the engine has a couple of hundred hours. If someone can point me to a recommended procedure this would be helpful too.

Doug Gray



Sent from my iPad



On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)> wrote:

 	  Quote: 	
		  Charlie, I have a  6A, and I agree with your ball park figure; however I would caution there are many variables: prop (cs or fixed), power status (stopped prop or windmill), airplane weight, Idle rpm of your engine, etc.  There are probably more.

In my case I have an average weight 180hp with c/s prop and low idle speed.  I use 80 to 90 knots for glide and across the fence 75K.  That leaves a lot of speed to kill in the flare but I have a low idle speed and lots of drag if windmilling.  This is what I practice with.  It gives a rather steep glide and I am sure it would be quite  different with a stopped prop or partial power, but I feel these would make for a better glide which I could deal with.  I always practice with  the prop in max RPM so I have max drag.



One can practice for the  zero thrust, min drag glide if you fiddle with the throttle to establish zero thrust, but I consider this to be too tough for me and of minimal value in an emergency which will almost certainly be different than you practiced any way!  My opinion is the same about practicing with coarse pitch glides.  I donâ€™t think you can count on having enough oil pressure to go coarse pitch in many engine failure scenarios.  So I just practice the worst case, with low pitch low rpm, and glide at 80-90, until the field is made then flare, add drag and land.  I figure if my emergency has better glide angle than I have practiced, I can put the flaps down sooner or side slip.  Coming up short on final is, on the other hand usually not a good option.



I certainly donâ€™t claim this is the best or the only way to practice, itâ€™ s just the way I do it, as you asked, based on a lot of practice over the past 18 years and 3100 hours in the 6A.  You would have thought i would have worn it out by now but it is still going strong..



I hope your shoulder heals soon.



 Denis Walsh

denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)



  

  	  Quote: 	
		  On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)> <cheathco(at)cox.net (cheathco(at)cox.net)> wrote:

     Interesting article in  Flying mag (may) re dead stick landings. I experimented with determining that quite  bit when I first got my 6A, based at LZU at the time. That was in  late 04/early 05. I never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again, but due to very recent rt shoulder surg, I will no be flying for a while. ( think I could manage everything exept flaps but getting in and especially back out may take a while). Anyway, would like to hear from 6A drivers what they would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		

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[b]

Doug Gray

Joined: 10 Jan 2006
Posts: 112
Location: Sydney, Australia

Posted: Fri May 22, 2015 6:39 am Post subject: Best glide speed RV6A

Skylor,

Yes that is as I recall, I think the best glide angle speed corresponds to the tangent intercept drawn from the origin on the ROD plot. I will need to check my books to confirm.

I need to figure out the best way to test these. Also I don't think I could have flown my aircraft anywhere near smoothly enough during phase 1 to have collected useful data. 

Thanks,

Doug



Sent from my iPhone



On 22 May 2015, at 1:31 pm, Skylor Piper <skylor4(at)yahoo.com (skylor4(at)yahoo.com)> wrote:

[quote]"Best glide" usually refers to best glide angle, i.e. the speed at which the aircraft will cover the most distance for a given amount of altitude loss in still air.  In engine out situations, this is usually what we're interested in because we want to go the most distance possible with the amount of altitude that we have.  I believe best glide angle typically coincides with the speed at which L/D is the greatest in still air.  

Best endurance is the speed at which the rate of descent is minimum.  This is useful for getting the most time possible for troubleshooting, but not necessarily traveling the greatest distance.  Best endurance can occur at a significantly lower airspeed than best angle, so while the rate of descent may be minimized, less forward progress is made per unit time resulting in a steeper glide angle.



Skylor

Sent from my iPhone.



On May 21, 2015, at 6:54 PM, Doug Gray <dgra1233(at)bigpond.net.au (dgra1233(at)bigpond.net.au)> wrote:

 	  Quote: 	
		  When discussing best glide I am never sure if we are talking about best glide endurance or best glide range. Which do we use?

I have never tested these on my RV-6 but intend to do so now the engine has a couple of hundred hours. If someone can point me to a recommended procedure this would be helpful too.

Doug Gray



Sent from my iPad



On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)> wrote:

 	  Quote: 	
		  Charlie, I have a  6A, and I agree with your ball park figure; however I would caution there are many variables: prop (cs or fixed), power status (stopped prop or windmill), airplane weight, Idle rpm of your engine, etc.  There are probably more.

In my case I have an average weight 180hp with c/s prop and low idle speed.  I use 80 to 90 knots for glide and across the fence 75K.  That leaves a lot of speed to kill in the flare but I have a low idle speed and lots of drag if windmilling.  This is what I practice with.  It gives a rather steep glide and I am sure it would be quite  different with a stopped prop or partial power, but I feel these would make for a better glide which I could deal with.  I always practice with  the prop in max RPM so I have max drag.



One can practice for the  zero thrust, min drag glide if you fiddle with the throttle to establish zero thrust, but I consider this to be too tough for me and of minimal value in an emergency which will almost certainly be different than you practiced any way!  My opinion is the same about practicing with coarse pitch glides.  I donâ€™t think you can count on having enough oil pressure to go coarse pitch in many engine failure scenarios.  So I just practice the worst case, with low pitch low rpm, and glide at 80-90, until the field is made then flare, add drag and land.  I figure if my emergency has better glide angle than I have practiced, I can put the flaps down sooner or side slip.  Coming up short on final is, on the other hand usually not a good option.



I certainly donâ€™t claim this is the best or the only way to practice, itâ€™ s just the way I do it, as you asked, based on a lot of practice over the past 18 years and 3100 hours in the 6A.  You would have thought i would have worn it out by now but it is still going strong..



I hope your shoulder heals soon.



 Denis Walsh

denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)



  

  	  Quote: 	
		  On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)> <cheathco(at)cox.net (cheathco(at)cox.net)> wrote:

     Interesting article in  Flying mag (may) re dead stick landings. I experimented with determining that quite  bit when I first got my 6A, based at LZU at the time. That was in  late 04/early 05. I never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again, but due to very recent rt shoulder surg, I will no be flying for a while. ( think I could manage everything exept flaps but getting in and especially back out may take a while). Anyway, would like to hear from 6A drivers what they would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		

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[b]

Dave Burnham

Joined: 04 Jul 2011
Posts: 6
Location: Huntsville, AL

Posted: Fri May 22, 2015 7:19 am Post subject: Best glide speed RV6A

Hi Charlie,

Look up CAFE foundation, they did a full review of the RV6 6A back in 1993.

Regards

Dave Burnham





On May 22, 2015, at 9:15 AM, Doug Gray <dgra1233(at)bigpond.net.au (dgra1233(at)bigpond.net.au)> wrote:

[quote]

Skylor,

Yes that is as I recall, I think the best glide angle speed corresponds to the tangent intercept drawn from the origin on the ROD plot. I will need to check my books to confirm.

I need to figure out the best way to test these. Also I don't think I could have flown my aircraft anywhere near smoothly enough during phase 1 to have collected useful data. 

Thanks,

Doug



Sent from my iPhone



On 22 May 2015, at 1:31 pm, Skylor Piper <skylor4(at)yahoo.com (skylor4(at)yahoo.com)> wrote:

 	  Quote: 	
		  "Best glide" usually refers to best glide angle, i.e. the speed at which the aircraft will cover the most distance for a given amount of altitude loss in still air.  In engine out situations, this is usually what we're interested in because we want to go the most distance possible with the amount of altitude that we have.  I believe best glide angle typically coincides with the speed at which L/D is the greatest in still air.  

Best endurance is the speed at which the rate of descent is minimum.  This is useful for getting the most time possible for troubleshooting, but not necessarily traveling the greatest distance.  Best endurance can occur at a significantly lower airspeed than best angle, so while the rate of descent may be minimized, less forward progress is made per unit time resulting in a steeper glide angle.



Skylor

Sent from my iPhone.



On May 21, 2015, at 6:54 PM, Doug Gray <dgra1233(at)bigpond.net.au (dgra1233(at)bigpond.net.au)> wrote:

 	  Quote: 	
		  When discussing best glide I am never sure if we are talking about best glide endurance or best glide range. Which do we use?

I have never tested these on my RV-6 but intend to do so now the engine has a couple of hundred hours. If someone can point me to a recommended procedure this would be helpful too.

Doug Gray



Sent from my iPad



On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)> wrote:

 	  Quote: 	
		  Charlie, I have a  6A, and I agree with your ball park figure; however I would caution there are many variables: prop (cs or fixed), power status (stopped prop or windmill), airplane weight, Idle rpm of your engine, etc.  There are probably more.

In my case I have an average weight 180hp with c/s prop and low idle speed.  I use 80 to 90 knots for glide and across the fence 75K.  That leaves a lot of speed to kill in the flare but I have a low idle speed and lots of drag if windmilling.  This is what I practice with.  It gives a rather steep glide and I am sure it would be quite  different with a stopped prop or partial power, but I feel these would make for a better glide which I could deal with.  I always practice with  the prop in max RPM so I have max drag.



One can practice for the  zero thrust, min drag glide if you fiddle with the throttle to establish zero thrust, but I consider this to be too tough for me and of minimal value in an emergency which will almost certainly be different than you practiced any way!  My opinion is the same about practicing with coarse pitch glides.  I donâ€™t think you can count on having enough oil pressure to go coarse pitch in many engine failure scenarios.  So I just practice the worst case, with low pitch low rpm, and glide at 80-90, until the field is made then flare, add drag and land.  I figure if my emergency has better glide angle than I have practiced, I can put the flaps down sooner or side slip.  Coming up short on final is, on the other hand usually not a good option.



I certainly donâ€™t claim this is the best or the only way to practice, itâ€™ s just the way I do it, as you asked, based on a lot of practice over the past 18 years and 3100 hours in the 6A.  You would have thought i would have worn it out by now but it is still going strong..



I hope your shoulder heals soon.



 Denis Walsh

denis.walsh(at)comcast.net (denis.walsh(at)comcast.net)



  

  	  Quote: 	
		  On 20May, 2015, at 11:07, <cheathco(at)cox.net (cheathco(at)cox.net)> <cheathco(at)cox.net (cheathco(at)cox.net)> wrote:

     Interesting article in  Flying mag (may) re dead stick landings. I experimented with determining that quite  bit when I first got my 6A, based at LZU at the time. That was in  late 04/early 05. I never felt I could absolutly put a number on it, but settled on 75/80 mph,  pretty much speed on final.  This article got me thinking about it again, but due to very recent rt shoulder surg, I will no be flying for a while. ( think I could manage everything exept flaps but getting in and especially back out may take a while). Anyway, would like to hear from 6A drivers what they would use for dead stick air speed? Charlie H 

    	 		 			 				 			 		 		

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_________________
DJB - RV64FN

ianxbrown

Joined: 16 May 2009
Posts: 80

Posted: Mon May 25, 2015 5:51 pm Post subject: Re: Best glide speed RV6A

Jack Dueck wrote a great article on testing your best glide speed. I've attached a copy.

Best Glide Speed.pdf

Description:

Courtesy of Jack Dueck, who also created a whole series of flight testing articles, published in EAA's Bits and Pieces. You can check the archive for some of his other articles.

Download

Filename:

Best Glide Speed.pdf

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Doug Gray

Joined: 10 Jan 2006
Posts: 112
Location: Sydney, Australia

Posted: Tue May 26, 2015 1:53 am Post subject: Best glide speed RV6A

Thanks, a useful article.

Doug



Sent from my iPad



 	  Quote: 	
		   On 26 May 2015, at 11:51 am, ianxbrown <ixb(at)videotron.ca> wrote:

 

 

 

 Jack Dueck wrote a great article on testing your best glide speed.  I've attached a copy.

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=442559#442559

 

 

 

 

 Attachments: 

 

 http://forums.matronics.com//files/best_glide_speed_176.pdf

n146wb(at)cfu.net
Guest

Posted: Tue May 26, 2015 5:52 am Post subject: Best glide speed RV6A

On my RV-6 the rate of descent data indicated a maximum endurance true

airspeed of about 70 knots and maximum range of about 85 knots.



Warren



--

drholling

Joined: 26 May 2015
Posts: 1

Posted: Tue May 26, 2015 9:27 am Post subject: Re: Best glide speed RV6A

 	  ianxbrown wrote: 	
		  Jack Dueck wrote a great article on testing your best glide speed.  I've attached a copy. 	




Are there more articles like this from Jack?  He referenced one about airspeed in this one. Would be nice to see other Flight Test Cards from him.



Dave

_________________
David

kboatright1(at)comcast.ne
Guest

Posted: Tue May 26, 2015 2:41 pm Post subject: Best glide speed RV6A

The CAFÉ foundation did a comprehensive flight review of the RV-6(a) in 

1993. Here's the link:



http://cafefoundation.org/v2/pdf_cafe_apr/RV-6A%20Final%20APR.pdf



Basically, it says 70 knots for lowest sink, 92 knots for best glide ratio.

Doug Gray

Joined: 10 Jan 2006
Posts: 112
Location: Sydney, Australia

Posted: Tue May 26, 2015 9:54 pm Post subject: Best glide speed RV6A

Kyle, thanks for this document. I think these will be more reliable figures than what I could measure & calculate even despite the difference in model. Mine being a 6.

I am reading through the doc for any clues on their methodology.

Doug



Sent from my iPhone



 	  Quote: 	
		   On 27 May 2015, at 8:40 am, <kboatright1(at)comcast.net> <kboatright1(at)comcast.net> wrote:

 

 

 

 The CAFÃ‰ foundation did a comprehensive flight review of the RV-6(a) in 1993. Here's the link:

 

 http://cafefoundation.org/v2/pdf_cafe_apr/RV-6A%20Final%20APR.pdf

 

 Basically, it says 70 knots for lowest sink, 92 knots for best glide ratio.

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