lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I have been using 1900 lbs for my gross weight. Just make sure landings aren't too gross. I now have Koni shocks in place of the rubber donuts, which help take some of the "hard" out of landings. They really work great so far. My plane's empty weight is 1280 lbs because of air conditioning, which is also great. Since I used the header tank for an evaporator I now have only 42 gallons useable fuel, but who cares? coming down out of cool air to refuel is no longer the discomfort it used to be. Besides, my wife doesn't have a 4 hour bladder anyway. (1900) - (1280) = 620 lbs useful load. Pilot -200 Wife -120 Fuel -252 ---------- Leaves about 48 lbs. for baggage, tool kit, dogs, etc. if fuel is full. ** There is absolutely no way for this aircraft to get out of the CG envelope as long as I am sitting left seat, and the 1900 lbs gross weight is not exceeded. By-the-way, My engine is a Lycoming 200 hp IO-360 A1D with 10:1 pistons. Actual HP is more than 200 at sea level. Even with this big engine, taking off at high altitude airports such as ABQ on a 100 degree day at weights exceeding the 1900 lbs can result in a long takeoff run and a not so good climb rate until the plane gets to about 140 mph. L/D max (Best angle of climb) is well above your takeoff speed. Best rate of climb speed is even faster. It occurs about 140-150 mph. Sooo, be careful out there! Ken ps: Best not to even think about how fast those little tires are spinning at liftoff when the density altitude is 10,000 feet or more. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>