X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 04 May 2009 20:59:09 -0400 Message-ID: X-Original-Return-Path: Received: from vms173009pub.verizon.net ([206.46.173.9] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3631452 for lml@lancaironline.net; Mon, 04 May 2009 11:37:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.9; envelope-from=n5zq@verizon.net Received: from newness ([173.72.139.201]) by vms173009.mailsrvcs.net (Sun Java(tm) System Messaging Server 6.3-7.04 (built Sep 26 2008; 32bit)) with ESMTPA id <0KJ4001KRM0KY5LX@vms173009.mailsrvcs.net> for lml@lancaironline.net; Mon, 04 May 2009 10:36:21 -0500 (CDT) X-Original-Message-id: <98AB379653BD4B4BB1609F99A85C64B9@newness> From: "Bill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] gross weight for LNC2 X-Original-Date: Mon, 04 May 2009 11:36:25 -0400 MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_0017_01C9CCAC.8E6E3C00" X-Priority: 3 X-MSMail-priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5512 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_0017_01C9CCAC.8E6E3C00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Keith, Since your plane is already certificated, it has a max gross weight = listed. That figure is, I believe, legally binding. If you were = certificating a newly built plane you could, theoretically, make the max = gross anything you wanted. This figure can be changed. The procedure = should be in your Operating Limitations.=20 I would certainly recommend staying under the factory recommended weight = during all of your training and until you have substantial experience = with the plane. As the weight is increased, the CG moves aft. This is = the primary problem with operating "heavy".=20 I operate our 320 at 1,900 lbs and occasionally a little more. With your = 360 you'll have plenty of "performance". That is not the problem. = Stability and stall/spin characteristics will be considerably different = and more adverse at heavy weights. Again, I would urge you to get a lot = of time in your bird at lighter weights before "experimenting" with a = heavy load. Bill Harrelson N5ZQ 320 1,650 hrs N6ZQ IV under construction NEW email address: n5zq "at" verizon.net ----- Original Message -----=20 From: Keith Smith=20 To: lml@lancaironline.net=20 Sent: Monday, May 04, 2009 8:55 AM Subject: [LML] gross weight for LNC2 Speaking with a few owners, most of them have operated in the = 1800-1900lb range, at least out of airports where runway length was not = a factor. =20 If I understand correctly, the published figure is 1685lbs. I'm = curious how that number was derived, and what I should be on the lookout = for when exceeding that weight. I know that when I took my first demo ride 2 weeks ago, we were around = 1750lbs, and climbing out at 1500fpm on what was pretty close to a = standard day. What maximum figure would you use for a 360? ------=_NextPart_000_0017_01C9CCAC.8E6E3C00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Keith,
 
Since your plane is already = certificated, it has a=20 max gross weight listed. That figure is, I believe, legally binding. If = you were=20 certificating a newly built plane you could, theoretically, make the max = gross=20 anything you wanted. This figure can be changed. The procedure should be = in your=20 Operating Limitations.
 
I would certainly recommend staying = under the=20 factory recommended weight during all of your training and until you = have=20 substantial experience with the plane. As the weight is increased, the = CG moves=20 aft. This is the primary problem with operating "heavy".
 
I operate our 320 at 1,900 lbs and = occasionally a=20 little more. With your 360 you'll have plenty of = "performance". That is not=20 the problem. Stability and stall/spin characteristics will be = considerably=20 different and more adverse at heavy weights. Again, I would urge = you to get=20 a lot of time in your bird at lighter weights before "experimenting" = with a=20 heavy load.
 
Bill Harrelson
N5ZQ 320 1,650 hrs
N6ZQ  IV under = construction
 
NEW email address:   n5zq = "at"=20 verizon.net
 
 
 
 
 
----- Original Message -----
From:=20 Keith=20 Smith
Sent: Monday, May 04, 2009 8:55 = AM
Subject: [LML] gross weight for = LNC2

Speaking with a few owners, most of them have operated = in the=20 1800-1900lb range, at least out of airports where runway length was = not a=20 factor. 

If I understand correctly, the published figure = is=20 1685lbs. I'm curious how that number was derived, and what I should be = on the=20 lookout for when exceeding that weight.

I know that when I took = my=20 first demo ride 2 weeks ago, we were around 1750lbs, and climbing out = at=20 1500fpm on what was pretty close to a standard day.

What = maximum figure=20 would you use for a 360?
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