X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 02 Jun 2014 14:09:37 -0400 Message-ID: X-Original-Return-Path: Received: from vms173015pub.verizon.net ([206.46.173.15] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6915516 for lml@lancaironline.net; Mon, 02 Jun 2014 09:59:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.15; envelope-from=n5zq@verizon.net Received: from BillHP ([unknown] [173.72.169.218]) by vms173015.mailsrvcs.net (Sun Java(tm) System Messaging Server 7u2-7.02 32bit (built Apr 16 2009)) with ESMTPA id <0N6J0026YO68RD80@vms173015.mailsrvcs.net> for lml@lancaironline.net; Mon, 02 Jun 2014 08:58:57 -0500 (CDT) X-Original-Message-id: <022E9AA2CD0349AE87C5F83EDB797263@BillHP> From: "Bill Harrelson" X-Original-To: "Lancair Mailing List" References: In-reply-to: Subject: Re: [LML] LNC2 W&B X-Original-Date: Mon, 02 Jun 2014 09:58:55 -0400 MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_0092_01CF7E49.43D74ED0" X-Priority: 3 X-MSMail-priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 16.4.3528.331 X-MIMEOLE: Produced By Microsoft MimeOLE V16.4.3528.331 This is a multi-part message in MIME format. ------=_NextPart_000_0092_01CF7E49.43D74ED0 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Gil, Very unusual for a LNC2 to be too nose heavy. I=E2=80=99m not familiar = with your plane, has it flown yet? If not, I would certainly fly it = first. Adding weight at the tail might make the W&B numbers look good = but it adds rotational inertia to a plane that can have fairly ugly = stall/spin characteristics. Theoretically, one can achieve a particular = weight and CG with a lot of weight at either end and less in the middle = or more in the middle and less at the extremes. The later would tend to = have better spin recovery characteristics. It has been my experience = with LNC2s that a full break stall will almost always break hard one way = or the other (begin rotation). If correct recovery techniques (rudder) = are not applied with alacrity, a spin can easily develop. The more = rotational inertia the harder time the rudder has stopping it. I would = suggest careful thought and perhaps consulting someone with serious = aerodynamic engineering credentials before undertaking this = modification. Bill Harrelson formerly N5ZQ 320 2,200 hrs now N6ZQ IV 550 hrs My plane is nose heavy. I've heard about builders who put lead into the = tail below the vertical stabilizer. Does anyone have experience doing = this? And would you mind sharing exactly how to go about adding weight = to the tail of the plane. --=20 Gil Cargill Cargill Consulting Group, Inc. 310.447.4102 ------=_NextPart_000_0092_01CF7E49.43D74ED0 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable

Gil,

Very unusual for a LNC2 to be too nose = heavy. I=E2=80=99m=20 not familiar with your plane, has it flown yet? If not, I would = certainly fly it=20 first. Adding weight at the tail might make the W&B numbers look = good but it=20 adds rotational inertia to a plane that can have fairly ugly stall/spin=20 characteristics. Theoretically, one can achieve a particular weight and = CG with=20 a lot of weight at either end and less in the middle or more in the = middle and=20 less at the extremes. The later would tend to have better spin recovery=20 characteristics. It has been my experience with LNC2s that a full break = stall=20 will almost always break hard one way or the other (begin rotation). If = correct=20 recovery techniques (rudder) are not applied with alacrity, a spin can = easily=20 develop. The more rotational inertia the harder time the rudder has = stopping it.=20 I would suggest careful thought and perhaps consulting someone with = serious=20 aerodynamic engineering credentials before undertaking this=20 modification.

Bill Harrelson

formerly N5ZQ 320 2,200 hrs

now N6ZQ = IV 550=20 hrs

My=20 plane is nose heavy. I've heard about builders who put lead into the = tail below=20 the vertical stabilizer. Does anyone have experience doing this? And = would you=20 mind sharing exactly how to go about adding weight to the tail of the = plane.

--

Gil Cargill

Cargill Consulting Group, Inc.

310.447.4102

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