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In a message dated 1/11/2003 6:02:35 PM Central Standard Time, IIP@hawaii.rr.com writes:
Why does the
static breaking limit of a wing have anything at all to do with flight
characteristics?
Brian,
In my follow-on "Oops" post, I mentioned Va and Vno as two of the speeds which are related to the breaking limit of the wing. If you consider speed and weight as "characteristics" of flight, then this is the more in depth answer you seek. There are other speeds (at gross weight) that are limitions so that we do not pull (or push) our wings off (ultimate load G) - including Vne. Aerobatic maneuvers are other ways to generate Gs, not to mention those famous "unusual attitudes" consequent to being spit out of a surly sky.
I agree with your certification at an "obese" gross weight. When I certified my 320, it was at 1800 pounds when Lancair "suggested" a hopeless underweight of 1685. I have flown my plane carefully at a calculated 1960 pounds and found the autopilot had difficulty holding a steady altitude until 60 pounds of fuel was burned off - even though the CG was 1 inch forward of the rear limit. Maybe I should revise my Gross weight limit to 1900 pounds and keep the landing limit at 1800. Frankly, 320's like forward CGs and this is why Lancair had no trouble constructing the "long" engine mount that was 3 inches longer.
I think the "solid feel" flight characteristic from high wing loadings is related to the force of a vertical gust versus momentum. Light wing loaded airplanes are also usually light in weight, thus more easily displaced. Also, depends what you are flying - In my friend's Cozy, the center of lift is way behind the pilot and flight in turbulence feels like riding in a rocking chair as opposed to the harsh reality of sitting on my main spar. I think the Cozy wing loading is only 19-20 pounds per square foot.
Whatever.
Scott Krueger
N92EX
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