>From: "Steve and Lori McGee" <lmc...@maqs.net>
>15 Gs - hahhah  -   hehheh - in a tail,  thats a good one.
>
>
>----- Original Message -----
>From: "Phillip Matheson" <mathe...@dodo.com.au>
> > Reasons
> > 1. twisting of the elevator tips
> > 2. the mass balance arm and mountings must be able to carry 15 times the
> > weight of the mass balance
> > ( 12 times minimum and 3 for safety factor).
> > >From this I would be concerned at adding 4130 lead filled tubing or
>similar
> > to my elevator tips.


Steve, I respectfully mention you may want to rethink your comment.  Several 
factors are present in the structural integrity of balance weights 
positioned forward of the pivot line on aircraft control surfaces.  I'm sure 
an educated structural engineer like Mark or Don could chime in here to 
expound on my comments but yes, G load would be a consideration due to the 
forward extended moment of the counterbalance center.  As the moment 
increases, so does the required integrity of the potential point of failure. 
  A pull of G-factor on the airframe would result in an increased load 
factor on an arm supporting an extended moment/weight combination.  Think of 
it this way:  Would 1 lb. positioned at a moment of 8 inches exert the same 
failure mode as 1 lb. positioned at a moment of 2 inches when introduced to 
a 4 G pull.

I just spent Friday, Sat and Sunday at a formation clinic using the T-34 
formation flight manual for a wingman card to allow formation flight 
performace inside waivered airspace.  The carrier brake from echelon 
requires a 2.5-4 G pull from a 60 degree bank at 150.  While this may seem 
docile to some, remember the load factor on the flying surfaces increase at 
back increases.

Just food for thougt.


Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
Finish kit
13B Rotary. Hangar flying my Dynon.
http://rvflying.tripod.com/aero1.jpg
http://rvflying.tripod.com/aero3.jpg
http://rvflying.tripod.com/blackrudder.jpg
do not archive

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