I’ve happily gone away for a week in my RV6 keeping no more than 20kg in the baggage area, that includes a single man raft/life jacket and PLB, usual clothes etc for a week and basic tools, plus a quart of oil and tiedowns. You don’t need anything else unless you feel the need to bring spare pistons.
@FeRrYs that’s interesting info regarding weight. An MT prop will weigh a lot less than the Hartzell, I’d guess the Hartzell 3 blade weighs about 50-60kg with the MT being about 30-35kg, so that save a lot however it will shift the CG aft. I don’t think the turbo weighs 50kg, probably not much more than 10kg difference being realistic. But the TB21 also has oxygen versus the TB20 so that will add to the empty weight.
Getting rid of all of the individual steam gauges, the directional gyro and all of the associated bundles of wiring, along with a modern autopilot with small servos will save another load of weight too, so it all makes sense how someone got one down to 911kg
Antonio wrote:
Care to elaborate on the story of your friend’s P210 accident? I notice from the online data that the aircraft had taken off from Lido, then returned a short while later for an emergency landing on the field and was substantially damaged, breaking off one wing and the extended landing gear in the process. However, the pressure cabin remained reasonably intact and all five walked away from it, if three of them injured. The P210R is a potent but very rare aircraft: the pinnacle of Cessna SEP’s.
No comment for now… only one thing: after dismantling wreckage they made engine test – started up normally…
30 kg baggage is really nothing. Maybe okay for lunch trip but not much more…
30 kg is enough for 4 people for a 7-day trip: light bags, t-shirts, pants, light dresses, swimsuits, sunscreen… People travel low cost CAT with 8kg per person and fit everything they need for a week.
Weight of tools
Stuff always carried
Tool tips
You will fly light ok until you get stuck somewhere with a bunged up spark plug, etc. I learnt this lesson the hard way. A lot of airports have no maintenance facilities, or they do but won’t help you, can’t/won’t speak English, etc.
Rami1988 wrote:
I will say the climb in a TB20 in rather slow in hot weather once you get towards 8000ft or so.
That is exactly where the turbo plays its game. The turbo is a very handy tool on its own for ice avoidance. Because even in 8k or 12k you have an escape route to the above, not only below. You don’t have to fly high up in the levels to make use of the benefits of a turbo. If you make wise use of it, you don’t need nothing else for ice protection. Ice is typically only present in an altitude band of up to 4000 feet. You just have a booster at hand to get through that rapidly (if necessary).
Another point is hot and high takeoffs on MTOW, which is not unusual for a family-flown aircraft.
172driver wrote:
There aren’t many SEPs in that category. The only ones that come to mind are the Cessna 200 series and Piper PA 32 or 46 series
The C Comanche on 260 hp fits that quite well. Comfortable single seating, sound proofing and a w&b that leaves enough flexibility. It even comes with 6 seats (introduced in the B variant), however it is more like a 4+2 seater with enough room and payload.
There are many C Comanches still around, albeit without Turbo (there are only 2 Turbo’ed in Europe). Less than 900 kg empty weight is absolutely realistic and MTOW is 1452 kg. It is an old plane, but very well made, a fast tourer and the C Comanche looks quite modern and aerodynamic with the long nose. It’s a big step away from older Comanches.
Rami1988 wrote:
30 kg baggage is really nothing.
Emir wrote:
30 kg is enough for 4 people for a 7-day trip: light bags, t-shirts, pants, light dresses, swimsuits, sunscreen… People travel low cost CAT with 8kg per person and fit everything they need for a week.
Yeah that fits quite well. Although my wife already complained the last times we flew CAT that the baggage is so limited compared to the Comanche, where we just throw in our bags and stuff until its full 
The TB20 climbs at 1000fpm at MSL, reducing to 0fpm at 20k, so at 10k it does about 500fpm. This is roughly ISA conditions. You need to manage the engine correctly; in particular the constant-EGT climb here.
With the TB21 you climb at full power all the way to about 15k (which is why the engines tend to get cracks in cylinders) but I am not sure whether some optimal method was ever developed. This guy tried.
For sure heat (CHT) is the enemy so have to keep the speed up. I would expect climbing at 120kt. And make sure the baffle seals are perfect.
We have vast threads on turbo versus non turbo – do a search on “turbo”.
Peter wrote:
The TB20 climbs at 1000fpm at MSL
I can’t speak for the TB20, but with the Comanche a given fpm value is quite meaningless without indicating the load.
I did some training patterns recently with only me and two hours of fuel (which I very rarely do) and was quite surprised again by the different behaviour. It jumped in the sky, climbed at 75% power well above 2000fpm on 100 knots and everything went a lot quicker than what I’m typically used to. Most of the times I fly to some place and not doing so alone. Then everything is way slower. Same speed, but at MTOW and 75% power it climbs at about 700 to 800 fpm and maintains the climb rate quite well. It’s a modest climb model, not overheating anything, and I do think that my cylinder wear should be negligible on this. Still, I got performance reserves that I can use when it should get necessary.
Peter wrote:
With the TB21 you climb at full power all the way to about 15k (which is why the engines tend to get cracks in cylinders)
Why should one climb at full power all the way? You mean, because power is available everyone will use it anytime?
Why should one climb at full power all the way?
I wondered that too. In my TR182 I reduced to 75% power once I was comfortably off the ground, and certainly for a cruise climb. The few times I went up into the (US) flight levels, I was still climbing comfortably at 500 fpm at FL200.
The TB20 is at 75% power at 5000 feet anyway, but I still reduce RPM to 2500 at 1000 feet or so.
You mean, because power is available everyone will use it anytime?
That’s what people usually do. They say “that is why I bought a turbo” 
but I still reduce RPM to 2500 at 1000 feet or so
I don’t think that has any scientific backing. The best thing you can do to make any engine (NA or particularly turbo) last longer is to maximise the cooling airflow.
a given fpm value is quite meaningless without indicating the load
Sure; I mean MTOW and ISA.
