Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 13 Sep 2003 12:53:10 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r05.mx.aol.com ([152.163.225.101] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2578256 for lml@lancaironline.net; Sat, 13 Sep 2003 12:14:11 -0400 Received: from Sky2high@aol.com by imo-r05.mx.aol.com (mail_out_v36_r1.1.) id q.18b.1f66646a (4418) for ; Sat, 13 Sep 2003 12:14:08 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <18b.1f66646a.2c949c4f@aol.com> X-Original-Date: Sat, 13 Sep 2003 12:14:07 EDT Subject: Re: [LML] Re: Gross Weight & Balance of IV-P, Other considerations for Lancairs X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1063469647" X-Mailer: 9.0 for Windows sub 1060 -------------------------------1063469647 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 9/13/2003 9:01:01 AM Central Daylight Time, marv@lancaironline.net writes: You guys with the high gross weights better be real careful with turbulent air penetration speeds Joe, Et Al, Some interesting numbers: Suppose a L-IV G load limit is +4.4 to -2.2 with a Gross Wt of 3550, a stall speed of 65 Kts and a calculated Va of 138 Kts. Suppose further that you increase the Gross Wt to 4550 (1000 #s) or a 28% increase. This would lower the G load limits to +3.2G and -1.6G (72% of the original). At such a Gross Wt, the stall speed (Vs) is increased to 74 Kts as calculated by the (SQRT(New Gross divided by the Old Gross)) times Old Vs. The maneuvering Speed (Va) can be computed as the (SQRT(G limit)) times Vs so that the new Va is reduced to 132 Kts. Landing Loads: The landing load varies with the square of the rate of descent. A higher gross weight requires a higher approach speed and, if the same glide slope is used, a higher rate of descent and a higher touchdown speed. There is a calculation for the landing load factor, but it relies knowing the effective stroke of the struts - non-existant on a IV-P, but very useful on a II-P equipped with Ong's Debongers. Anbody change their colored airspeed indicator marks when they change the Gross Weight? And, the collorary query - Anybody fly their Lancair in the Green arc outside the traffic pattern? Huh? All computations are from "Aerodynamics for Naval Aviators" Which leads to the last question - How can someone mess with their aircraft and not own such a reference? Scott Krueger Sky2high@aol.com II-P N92EX IO320 Aurora, IL (KARR) PS My diet has succeeded in reducing my aircraft landing weight by two bowling balls, one more to go. Climb performance is better, too. -------------------------------1063469647 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 9/13/2003 9:01:01 AM Central Daylight Time, marv@lan= caironline.net writes:

You guys with the high gross weights bet= ter be
real careful with turbulent air penetration speeds

Joe, Et Al,

Some interesting numbers:

Suppose a L-IV G load limit is +4.4 to -2.2 with a Gross Wt of 3550, a=20= stall speed of 65 Kts and a calculated Va of 138 Kts.

Suppose further that you increase the Gross Wt to 4550 (1000 #s) or a 2= 8% increase. This would lower the G load limits to +3.2G and -1.6G (72= % of the original).

At such a Gross Wt, the stall speed (Vs) is increased to 74 Kts as= calculated by the (SQRT(New Gross divided by the Old Gross)) times Old Vs.&= nbsp;

The maneuvering Speed (Va) can be computed as the (SQRT(G limit)) times= Vs so that the new Va is reduced to 132 Kts.

Landing Loads:

The landing load varies with the square of the rate of descent. A= higher gross weight requires a higher approach speed and, if the same glide= slope is used, a higher rate of descent and a higher touchdown speed. = There is a calculation for the landing load factor, but it relies knowing t= he effective stroke of the struts - non-existant on a IV-P, but very useful=20= on a II-P equipped with Ong's Debongers.

Anbody change their colored airspeed indicator marks when they change t= he Gross Weight? And, the collorary query - Anybody fly their Lancair=20= in the Green arc outside the traffic pattern? Huh?

All computations are from "Aerodynamics for Naval Aviators" Which leads= to the last question - How can someone mess with their aircraft and not own= such a reference?

Scott Krueger
Sky2high@aol.com
II-P N92EX IO320 Aurora, IL (KARR)

PS My diet has succeeded in reducing my aircraft landing weight by two=20= bowling balls, one more to go. Climb performance is better, too.

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