X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 29 Jan 2013 10:55:59 -0500 Message-ID: X-Original-Return-Path: Received: from [202.154.122.98] (HELO extmail-03.people.net.au) by logan.com (CommuniGate Pro SMTP 6.0.1) with SMTP id 6034956 for lml@lancaironline.net; Tue, 29 Jan 2013 10:04:26 -0500 Received-SPF: pass receiver=logan.com; client-ip=202.154.122.98; envelope-from=stevens5@swiftdsl.com.au Received: (qmail 9869 invoked from network); 29 Jan 2013 15:03:48 -0000 Received: from unknown (HELO StevensPC) (218.215.217.128) by extmail-03.people.net.au with SMTP; 29 Jan 2013 15:03:48 -0000 From: "Stevens Family" X-Original-To: "Lancair Mailing List" Subject: L360 lancing weight limit X-Original-Date: Tue, 29 Jan 2013 23:03:49 +0800 X-Original-Message-ID: <000601cdfe31$d82d4330$8887c990$@swiftdsl.com.au> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01CDFE74.E6508330" X-Mailer: Microsoft Outlook 14.0 Thread-Index: Ac3+MK72+2zOztT8TOuDdFF+xruggg== Content-Language: en-au This is a multipart message in MIME format. ------=_NextPart_000_0007_01CDFE74.E6508330 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I have a query harking back to the recent discussion on maximum weights that folks are using for their L320/360's. Following on from that thread, I am interested to know what landing weight limits folks are using for the LN360, especially those who are increasing take-off weights above the factory limits. With a take-off weight around 1900lbs, the published landing weight limit of 1685lbs requires a flight time of about 4 hours before you can land. That particularly becomes difficult here in Australia where the destination field requires an alternate, and there is no suitable alternate nearby (a common occurrence down here). That is, you require a lot of alternate fuel in the tanks over the destination because of the great distance to the alternate. This extra fuel often will put you over 1685lbs at the destination (unless of course you kick the wife out to accommodate the extra fuel!). Does anyone know what is the structural or performance factor that most limits landing weight? Is there anyone out there who has landed above the factory limit on a regular basis, and if so, by how much, and has this created any problems? As always, I appreciate the help that I get whenever I put a query on the list. Regards, Rob Stevens Perth, Western Australia. ------=_NextPart_000_0007_01CDFE74.E6508330 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I have a = query harking back to the recent discussion on maximum weights that = folks are using for their L320/360’s.

 

Following on = from that thread, I am interested to know what landing weight limits = folks are using for the LN360, especially those who are increasing = take-off weights above the factory limits. With a take-off weight around = 1900lbs, the published landing weight limit of 1685lbs requires a flight = time of about 4 hours before you can land. That particularly becomes = difficult here in Australia where the destination field requires an = alternate, and there is no suitable alternate nearby (a common = occurrence down here). That is, you require a lot of alternate fuel in = the tanks over the destination because of the great distance to the = alternate. This extra fuel often will put you over 1685lbs at the = destination (unless of course you kick the wife out to accommodate the = extra fuel!).

 

Does anyone know what is the structural or performance = factor that most limits landing weight? Is there anyone out there who = has landed above the factory limit on a regular basis, and if so, by how = much, and has this created any problems?

 

As always, I = appreciate the help that I get whenever I put a query on the = list.

 

Regards,

 

Rob = Stevens

Perth,

Western Australia.

 

 

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