Return-Path: Sender: (Marvin Kaye) To: lml Date: Mon, 15 Sep 2003 11:13:17 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r02.mx.aol.com ([152.163.225.98] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2579999 for lml@lancaironline.net; Mon, 15 Sep 2003 10:55:00 -0400 Received: from Sky2high@aol.com by imo-r02.mx.aol.com (mail_out_v36_r1.1.) id q.51.3478f623 (4418) for ; Mon, 15 Sep 2003 10:54:53 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <51.3478f623.2c972cbc@aol.com> X-Original-Date: Mon, 15 Sep 2003 10:54:52 EDT Subject: Re: [LML] gross weight, maneuvering speed X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1063637692" X-Mailer: 9.0 for Windows sub 1060 -------------------------------1063637692 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 9/15/2003 8:35:51 AM Central Daylight Time, glcasey@adelphia.net writes: Just to assume that wing spar strength is the only limiting factor in gross weight and in the determination of maneuvering speed or maximum normal operating speed seems to be a gross simplification (pun intended). Gary, Correct, every component should be considered within the boundaries of the Gross Weight design. Note that I said "design," not what later testing and experimentation provide. In an airplane built conforming to a Standard Type Certificate, the design and rigorous testing has been done resulting in meaningful published limitations. We, however, ride the waves in a different boat, a You-Boat. Here is a personal example. I fly with a Harmonic Dampener mounted on the forward face of the Lycoming starter flywheel and the prop dynamic balance weights are mounted on the forward face of that and extend 1/4" beyond the outside circumference of the Dampener, even though much was filed off the weights. This "experiment" reduces the margin betwixt the flywheel and the cowling. I also had 4-year old "soft" sagging Lord mounts supporting the engine. In the Kitty Hawk to OSH race, as I started to descend at a very high speed (well into the yellow arc) to make the low pass at Aurora, a canard configured boat appeared suddenly in the lower portion of my windshield - "Drat!" I think I said, as I pulled hard up and to the left. Later examination revealed where the weight had almost chewed through the lower cowling during that high-G maneuver. I have replaced the mounts to once again restore the safety margin. Remember the first 3 rules of You-Boat component analysis: 1. Can it withstand constant vibration? 2. Can it withstand G-loads, Negative, Positive and Deceleration? 3. Can it withstand extremes of temperature and humidity? 4. ........ The blue sky is calling me now..... Scott Krueger Sky2high@aol.com II-P N92EX IO320 Aurora, IL (KARR) -------------------------------1063637692 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 9/15/2003 8:35:51 AM Central Daylight Time, glcasey@= adelphia.net writes:

Just to assume that wing spar strength is the=20= only limiting factor in gross
weight and in the determination of maneuver= ing speed or maximum normal
operating speed seems to be a gross simplific= ation (pun intended).

Gary,

Correct, every component should be considered within the boundaries of=20= the Gross Weight design. Note that I said "design," not what later tes= ting and experimentation provide. In an airplane built conforming = ;to a Standard Type Certificate, the design and rigorous testing has be= en done resulting in meaningful published limitations. We, h= owever, ride the waves in a different boat, a You-Boat.

Here is a personal example. I fly with a Harmonic Dampener mounte= d on the forward face of the Lycoming starter flywheel and the prop dynamic=20= balance weights are mounted on the forward face of that and extend 1/4" beyo= nd the outside circumference of the Dampener, even though much was filed off= the weights. This "experiment" reduces the margin betwixt the flywhee= l and the cowling. I also had 4-year old "soft" sagging Lord moun= ts supporting the engine. In the Kitty Hawk to OSH race, as I sta= rted to descend at a very high speed (well into the yellow arc) to= make the low pass at Aurora, a canard configured boat appeared suddenl= y in the lower portion of my windshield - "Drat!" I think I said, as I pulle= d hard up and to the left. Later examination revealed where the w= eight had almost chewed through the lower cowling during that high-G maneuve= r. I have replaced the mounts to once again restore the safety margin.=

Remember the first 3 rules of You-Boat component analysis:

1. Can it withstand constant vibration?

2. Can it withstand G-loads, Negative, Positive and Deceleration?=

3. Can it withstand extremes of temperature and humidity?

4. ........

The blue sky is calling me now.....

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

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