On 8/10/2020 5:10 AM, Mark Langford via KRnet wrote:
Pretty simple stuff, but failure to to it correctly has led to crashed
planes and dead pilots. Almost been there, almost did that! See
http://www.n56ml.com/wb/index.html if you haven't already.
++
As for weight and balance, it's a simple summation of moments involving
empty aircraft weight and the variable weights of things like
pilot/passenger, fuel, and baggage, such that the the aircraft CG range
is maintained in the proven CG envelope, located around the center of
lift.There a
Rear CofG. Amen to that. It’s not a nice feeling. I also had the trim cable
fail with two on board. Had to fly and land holding forward stick the entire
time.
Puckering material.
Phil.
Sent from my iPhone
> On 10 Aug 2020, at 17:25, Gary Sack via KRnet wrote:
>
> 81JM is a joy to fly at fo
81JM is a joy to fly at forward CG and a miserable thing at aft CG. I
haven't taken up passengers in a very long while for this reason. I once
turned controls over to a CFI during a biannual and quickly took them back:
"If I can safely get this thing back on the ground, will you pass me?"
I d
This whole CG thing comes down to the following simple law of physics:
Any lifting body (wing) has a center of lift (CL) where if all areas of
lift were concentrated in to one spot, it is the CL The engineer
designs the airplane to distribute the weight of the aircraft so that if
all weight
My Kr2 was balanced nose heavy. It needs a minimum of 70kg pilot to fly. Wing
tanks on the CofG central line. Flys great. But as always with the short Kr2,
PIO (pilot induced isolations) with over correction is common. If I did not
have an experienced Kr pilot with me on my first flight, it woul
On 8/9/2020 2:53 PM, Dr. Feng Hsu wrote:
So, it could be dangerous even if the tail section is around 2 pond
heavier than CG required, correct?!
Kindly,
Dr. Hsu
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I don't know if anyone has tested C.G. range down
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