lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> If you have the engine on the plane you may want to weigh it and determine your various moment arm locations by adding weight and them doing the calculations. I have found numerous individuals who used published figures which were not correct. The IVP's are very sensitive to being tail heavy. Subject: SFB IV-P wt & bal <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> Mailed for " WINDWALKR1@aol.com Walter, The flying LIV's I've been around have tended to the tail-heavy side, and this will eat into your ability to realize your full useful load capability without running into rearward CG problems. So I'd think carefully about adding more stuff to the rear than you have to. BUT, whether you're heavy in the nose or in the tail, you might want to take a more calculated approach to your remaining decisions re. placement of stuff. I like the way my cg turned out, and I got there by borrowing the actual w&b sheet from a flying IV similar to mine, listing the arm and weight of each piece of their equip, and using that to calculate a projected w&b for my plane. Each critical decision for selection and location of my stuff was then played against this projection with a goal of ending up exactly at the forward cg limit when down to minimum flying weight (e.w. plus pilot plus min. landing fuel). This calculated approach worked out pretty well...when I weighed the completed plane my minimum flying weight cg came out just 0.5 inch aft of the forward limit. Good luck, Ken Lanham. LML website: http://members.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please remember that purchases from the Builders' Bookstore assist with the management of the LML. Please send your photos and drawings to marvkaye@olsusa.com.