Weight and balance is probably one of the most neglected topics outside the qualifying exams. One rarely sees scales lying around at club airfields or pilots asking for weights of passengers and thei
I was so undecided about the panel that I just made one of Alu as large as will go in front of the pilot (around 12"x9"). This would take the standard 6 instruments and could be shock mounted and wou
<< so the sine of the angle well might vary the results to considerable effect. Having seen the calculations concerning big 'planes, I has me doubts. How about asking some V-bomber/SAC >> Well I don'
Many thanks to the various contributors on this. However " Instant weight and balance" wasn't mean't to be about calculation prrograms where you have to know things to input first - there are oodles
While contemplating in the small hours the prospect of going into the freezing garage and hoisting G-EMIN to examine the characteristics of that red block, a sobering thought struck me between the ay
120 kts at 18.5 deg. 17 ltrs hr How many revs. is that ? I can only get 120 kts (set at 17 deg) by going up to 5300 where it is too noisy for comfort. To operate safely out of short fields I put it d
<< Watch your CG, the MT is heavy. >> How heavy ? indeed how heavy is the Arplast.? Having just done a baggage mod. I could use some forward shift, subject to AUW of course, hence the interest. Graha
<< That is fine for some rumbling but very short spikes will go right past. >> High current chokes are available for that - trouble is you need some fancy kit to ensure you haven't built in a resonan
Drill down inside the pip-pin aperture both sides of the tube tangentially, biting into the metal as much as the weak surround will allow.Then tap the hole and redux a screw into it. There is room to
Re. the recent traffic on strengthening the TP6 bond, it seems possible that we may have been trying to cure the result and not the cause. I have now had to do them twice in spite of considerable rou
<< What air source did they use? What pressure? Will my lightweight 3/4 horsepower compressor do the job? Is there any air filtration issues? How did you make the hood? >> Bought units are relatively
<< Loctite make a couple of wicking adhesives which are thin enough to find their way into the small gaps between the tail plane drive plates' sleeves and the drive tube - 601 and 603 (the latter bei
<< 1) I am considering small NACA extractor vents - perhaps 2 inches wide - under the seats. These would vent the cockpit somewhat - airflow would be impeded by having to travel around the blue foam
<< One variable will be the effect of temperature on the rubber block - >> ISTR mentioning that I have digital OAT available it this is important. Another nastier possibility is that it has hysteresi
<< Easy way but expensive with the cables is turnbuckles. Alternatively a pair of plates with holes at varying distance. >> A third and smple way is to wrap an Al strip about 2" wide between the tube
I now have a load curve for the red block (thanks to Ron) and can work out the pre-compression. It would be interesting also to have the tyre compliance. Can all you guys with fancy dollies (!) tell
<< Graham, Can't understand why you need this, surely all the force you are interested in measuring is transmitted through the tyre whatever its compliance? Roger >> Yes indeed, but I may need to loo
The measured compliance of the block is 350 (+/-20) lbs/mm. The free block dimension is 3" (76.2mm) and we compress to a bearing spacing of 5", which is a plate spacing of 71.8 mm. The block goes dow
<< No engine instruments either, >> Really? - mine came with 4 Vdo instruments (912) and cost 2300 UK pounds, but that was 2.5 years ago. Graham C G-EMIN