Thanks for the replies. My particular IVP will
be powered by a Walters, so not sure if that has the same CG issues. At
any rate, I'm aware of the aft CG challenge and have been building with that
concern in mind. I eliminated 8 pounds from the rudder counterweight by
moving it forward; even with the leading edge of the vertical (have seen and
talked to others having done the same). That alone should help
considerably with this issue. I also have an entirely pre-preg enclosure
to the wheel well area, which cut the weight of that down from the "elephant
butt" by half. Many turbine builders have added a fuel tank behind the
second row seat; I have not (just the 30 gallon belly tank).
A few others brought up some more things to consider; oxygen
tank and static ports (great points). Any idea what size O2 cylinder is
common and where to purchase it?
Still looking for a few pictures of an A/C unit inside the
plane (on the back pressure bulkhead).
Thanks much,
Tom
Bob wrote:
Tom,
I
placed my ELT in the aft fuselage just to the rear of the fuselage access panel
in my IV-P. I also have a TruTrac pitch servo mounted
to the belcrank support structure just behind the MLG
wheel well, with its operating arm linked to the belcrank itself. The TruTrac, and
most GA autopilots, attach servos to the control pushrods, rather than to the
trim tabs.
Keep
in mind that anything you add behind the wing spar that didn’t come in the kit
moves the CG aft. To offset this, I
added 1” aluminum spacers between the engine mount and the firewall to move the
engine forward. Even so, I run out of CG before I get to my (declared and
tested) max weight of 3600#--using any reasonable passenger/baggage loading
plan. I’d seriously consider this
mod as you build. IV-Ps tend to be tail heavy—because most of us homebuilders
tend to “overbuild” the plans a bit…and almost all of it winds up aft of the
CG.
You
are correct to complete all possible build items before installing the top! 5
times harder to work any interior things with the top
on.
Bob