Not to be insulting in reference to your remarks, but this is the reason that
all builders should FIRST be at least a Private Pilot. In your basic
aerodynamics you are taught that regardless of the aircraft if that plane makes
a 60 degree LEVEL bank turn, meaning that the aircraft is rolled into a 60
degree bank and maintained coordinated and airspeed and altitude are maintained
the same as entry speeds and altitude, then the airframe is subjected to a 2
G's load. This is universal regardless of the aircraft. Also, airspeed
determines alot of the wing loading of an aircraft. A heavy aircraft has a
higher maneuvering speed, that speed at which abrupt full control inputs can be
applied, or turbulence penetration can be made without aircraft damage. This
is because the heavier aircraft is harder to displace than a lighter one,
especially when talking turbulence. This is why the guys with heavier KRs tend
to report them to be more stable than others, but lacking in top speed, climb
rate, possibly rollrate etc... That is NOT to say that the speeds are
radically different. C172s have a design max maneuvering speed around
110knots, but solo that speeds comes down to approximately 85knots. At least
for the GA planes I have flown this looks pretty consistent for the spread from
solo to being at max allowable weight. I personally have chosen speeds that
mimic the C152 and solo my maneuvering speed is 90mph (since my ASI is in mph)
and at gross weight 110mph, or about 83knots, and 100knots respectively. I am
having my plane certified for ONLY Normal Aircraft Category Operations, even
though it is Experimental by specifying only those type of operations are
allowed as part of my Experimental Certificate. This prohibits even spins, and
some of the more docile maneuvers and definitely prohibits a Marty Roberts
arrival! I consider the calculated +5G loading, -3Gloading to be max
structural or ultimate loading and expecting damage at these numbers. I
consider half those numbers to be safe without damage. A G meter installed in
the aircraft would allow one to confirm airspeed estimates actual stay within
the allowable limts.
Again normal cruise flying and maneuvering should never exceed 2G's unless
you doing something wrong. If you want to cut up be SURE to slow down first
and apply controls SMOOTHLY! If you don't know what you are doing than don't
do it.
Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
http://kr-builder.org/Colin/index.html
