shafs64 Posted March 16, 2015 Author Share Posted March 16, 2015 was that with the rear seat empty Link to comment Share on other sites More sharing options...
facthunter Posted March 16, 2015 Share Posted March 16, 2015 Nose heavy isn't unstable. It makes it hard to stall and if you come in slow you haven't much elevator authority. Just keep a bit more speed on. Tail heavy will kill you quicker. I think the rear seat is still a bit forward of the C of G range. Wouldn't be much in it. Don't take my word for it though. I've heard of strapping lead near the rear. Weight at the extremities may adversely affect spin recovery..Nev 1 Link to comment Share on other sites More sharing options...
shafs64 Posted March 16, 2015 Author Share Posted March 16, 2015 yes if I had a choice if would be nose heavy. As tail heavy is death Link to comment Share on other sites More sharing options...
Patrick Normoyle Posted March 16, 2015 Share Posted March 16, 2015 C of G is normally half way behind the pilot seat and the rear seat, I'm in the range of 110 a 125 kg and never had a problem flying my Fisher Mk 1 for over 500 hours, I have flown strut braced and Maxairs with no problems. Awesome aircraft. 1 Link to comment Share on other sites More sharing options...
shafs64 Posted March 17, 2015 Author Share Posted March 17, 2015 if that's that case I would be ok. as I have shed some Kgs since I started this thread. Link to comment Share on other sites More sharing options...
facthunter Posted March 17, 2015 Share Posted March 17, 2015 I think the book covers it well in principle for max and min front seat weight. Nothing I say should imply acceptance of out of CG range operation. Tandem seats and fuselage fuel tanks should be regarded as more critical. Nev Link to comment Share on other sites More sharing options...
Rastus Posted March 17, 2015 Share Posted March 17, 2015 I would have thought that, with each aircraft being different, a proper weight and balance should be done to calculate the proper max/min weights for each one. A tandem two-seat glider will have a Wt & Bal placard in both cockppits detailing the Max/Min wts when flown solo and another showing the Max/Min on either seat when there is a known weight in the other seat. The example is a Wt & Bal I did a while ago on a Puchacz that belonged to my club at the time. I have a GFA issued Wt & Bal Authority amongst other things. Have a look at the Placards at the bottom of the page. Any aircraft can have similar loading placards generated by an authorised person. Robert Copy of GRI_120212_WT&BAL.pdf Copy of GRI_120212_WT&BAL.pdf Copy of GRI_120212_WT&BAL.pdf 1 Link to comment Share on other sites More sharing options...
Rastus Posted March 18, 2015 Share Posted March 18, 2015 Some further thoughts. All aircraft will have a maximum wt specified on the seat for structural reasons. It may be the ability of the seat and associated mounting structure to support the load (pilot) in a heavy landing or crash. Or it may be the strength of the safety harness assembly to restrain the pilot in the same circumstances. Referring to the example glider Wt & Bal, you will notice the placarded maximum pilot wts do not exceed 110Kg for this very reason. So, while the centre of gravity may be within the safe range with a very heavy pilot, the structure may not be able to support the weight safely. Most gliders are designed with a max seat load of 110Kg, but a few are 115Kg and 120Kg. The Drifter would be similar, I would expect. The designer must have factored in to the design of the structure the maximum loads on the seats. You can build something that will support a tonne on the seat, but the bloody thing would be too heavy to fly within our MTOW limit! Does the Drifter not have a Type Data Sheet document or similar specifying Weight limits, CG position, 'G' limits, Speed limits etc? I've attached the Type Data Sheet for the Pooch as an example. I would not expect the Drifter's to be so involved 'though. If it does, then the information will be published in that. Hopefully I'm not boring everyone to tears! Robert EASA-TCDS-A.312_SZD--50--3_Puchacz-01-22032007.pdf EASA-TCDS-A.312_SZD--50--3_Puchacz-01-22032007.pdf EASA-TCDS-A.312_SZD--50--3_Puchacz-01-22032007.pdf 1 Link to comment Share on other sites More sharing options...
shafs64 Posted May 11, 2015 Author Share Posted May 11, 2015 Rastus thanks for this information. I was thinking that the extra weight on the seat in turns would stress it and the airframe. Link to comment Share on other sites More sharing options...
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