I am getting ready for DAR and I went on the scales for the first time today. I drained the fuel in climb attitude and put it on the scales.

The fuel flow test using Viking mini-header tanks was 26.5 GPH on the Pilots side, and 25.9 on the passenger side tank. Well above a safety margin over maximum takeoff flow rate.

I had seen jan's post about the 750 where they replaced a IO200 with a Viking 130 with a W&B of 857. I was hoping to come in somewhere around there.

Well, not so much. I have paint, IFR Panel, interior, heat & defrost, center console, 2 axis AP, backup EFIS and two Lithium batteries. 

Weighed in at 946lbs!  240 on nose wheel when leveled. CG is right in there but for the weight, Ouch. My son and I already lost a bunch of weight (80 lbs total) to get to enough fuel and baggage for camping in the plane.

Now we need to get to just over "FAA standard passenger" weight to both fly my son and I and enough fuel and baggage for a caping trip. I am 6'1 and he is 6'0 so it might be a bit of a challenge. 

Does this seem about right? 


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Are you basing your weight on 1440 or 1320?

I am intending to register at 1500. I talked to Roger at Zenith and with the new Cruzer kit, and the CG range I will have, while it will drop the ultimate Max G's down a bit, it should be safe and it is in the builders discretion to register it that way. I would rather register and test it that way then cowboy it like I have seen some do. If you start breaking the rules, then when you do your W&B you are either always facing that decision, or avoiding facing it and not doing W&B calculations. I like to sleep at night.

That sounds about right. My Viking 130 Cruzer came in at 888lbs empty and I have no paint yet, lightweight carpeting, dual header tanks behind the baggage area, minimal avionics(dual lithium batteries), and Viking cabin heat. I registered at 1440, but probably should have gone 1500 also.



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