I took advantage of the down time while the aircraft was being painted to apply for a 100 lb increase in the gross weight. You have to give Transport Canada the aircraft's Special Certificate of Airworthiness whenever you apply for any changes. I have no idea why they need it back, but it is what it is.

I got the new Special C of A back on Monday, and now I am approved for a 1900 lb gross weight, which will give a lot more flexibility when flying with two people, full fuel and baggage.

Wing Structure - I did a rudimentary wing bending moment calculation, using Van's recommended aerobatic envelope of 6g at 1550 lb as the starting point. A load factor of 4.75g at 1900 lb gross weight will produce about the same wing bending loads as the 6g at 1550 lb that is recommended by Van's for aerobatics. I'll restrict the g loading to 4.4g when the weight is above 1800 lb, which will ensure the wing bending moment is less than the design loads - 4.4g is equivalent to Utility Category for type-certificated light aircraft. I'll also only fly off smooth hard surface runways if the weight is above 1800 lb.

Landing Gear Structure - Many RVs are operated from grass airstrips, at all weights with no apparent ill effect. I'll impose a few restrictions for operations at weights greater than 1800 lb. Landings at weights above 1800 lb will be done in daylight only, and with a crosswind of 15 kt or less. These restrictions should ensure that the loads on the landing gear will be no higher than for operations at 1800 lb weight on unprepared surfaces.

I will conduct stability and control and performance tests at 1900 lb gross weight before I carry passengers at that weight.