Announcement

Collapse
No announcement yet.

What do you do for W&B?

Collapse
X
Collapse
 
  • Page of 1
  • Filter
  • Time
  • Show
Clear All
new posts
Previous template Next
  • #1

    What do you do for W&B?

    I have the Service Manual for this BC-12D-2PCLM.

    I see the section where they describe the CG Range and the Empty Wt. CG range

    There is a CG Envelope chart shown for the 12D-85, but no other model.

    How do I construct a Chart based on the info I have?

    What are you doing for a weight/balance chart? - Mike
    Mike Horowitz
    Falls Church, Va
    BC-12D, N5188M
    TF - 14954
    Tags: None
  • #2
    Can someone help me decrypt this phrase related to W&B? It's in the Service Manual:
    "When empty weight C.G. falls within pertinent range, computation of critical fore and aft C.G . positions is unnecessary. Ranges are not valid for non-standard arrangements"

    My guess (and that's just it, a guess) is that it's saying: except for non-standard arrangements, don't exceed gross weight and screw the rest.

    Thoughts?
    Mike Horowitz
    Falls Church, Va
    BC-12D, N5188M
    TF - 14954

    Comment

    • #3
      Hey Mike,

      I made this .xls spreadsheet when I got my T-Craft. You can just set the amounts of fuel and oil, as well as pilot, passenger and bagage weights and the spreadsheet does the rest.

      Of course, double check the numbers for your aircraft and ensure that the total weight and arm fall into acceptable ranges.

      This should be used for informational purposes only and should not be your sole reference for W/B and C/G. Just a convenient tool....
      Attached Files
      Eric H.
      Madison, MS
      N39240

      Comment

      • #4
        What it means is that if your empty weight cg calculations meet the spec, then you cannot exceed the cg limits as long as you don't overload the gross weight.

        In other words, if the empty weight limits are met, then as long as you do not exceed 1200lb, you cannot go outside the fore-and-aft cg limits.

        Clear as mud?

        Rob

        Comment

        • #5
          Rob - when you use the phrase "cannot go outside the fore-aft limits" do you mean "physics prevent me from exceeding the fore-aft limits"? - MIke
          Mike Horowitz
          Falls Church, Va
          BC-12D, N5188M
          TF - 14954

          Comment

          • #6
            Mike, that is correct, as long as you don't exceed 1200 lb for a BC12, BC12D or other similar 1200lb-gross weight model.

            Rob

            Comment

            • #7
              W&B

              O.K., my manual for the BC65 says the same thing, so I guess
              the same holds true for my bird, correct? By the way, last week,
              I was operating in a 90 degree crosswind of 12 to 18 MPH, and
              other than the rudder having more authority than anything that
              I have flown previously, there were no surprises. Oh, for the
              benefit of anyone that is new to the mark, I would NOT have done
              that in those winds had the previous owner not been with me in the cockpit. He made me work my butt off, but I now feel comfortable flying the aircraft cross country. You never know what the winds will be like at your destination airport, so you better be comfortable with 90 degree cross winds if you stray far from home. In case any of you "old Taylorcraft hands" are wondering, I fly a tail- low wheel landing approach. Comments, and advice are welcome Sabrina

              Comment

              • #8
                It depends on where you put that payload, and if you follow the weight restrictions for the baggage compartment. You can't put your bowling ball collection behind the seat and fly with only a few gallons in the nose. I think they are saying that if the empty weight cg falls with in the pertinant limits you don't have to calculate your cg when you are loading the airplane as placarded. If the airplane has a forward empty cg you may have to calculate how many of your bowling balls to leave in the baggage compartment all the time. Maybe that's what the infamous Taylorcraft brick is for?
                How many of you have gotten the plane trimmed out in cruise and then put your arm on the back of the seat, or hand on the dash, or stretched your leg and watched the nose surrepticiously start to wander? Howard
                20442
                1939 BL/C

                Comment

                • #9
                  W&B

                  Correct Howard,
                  I think that is why in the manual for my B-65 it states 30 pounds in the baggage pouch is the max. Other than that, I took the wording in the manual to mean that as long as I had less than 30 pounds in the pouch, and I was under the gross weight, go fly. Sabrina

                  Comment

                  • #10
                    Sabrina, I fly the tail low wheel landing too. It's the best of both worlds and gives the most options and most control in case of surprises. If the full stall apostles who are landing slow "to save wear and tear on the airplane structure" are right about that, then why aren't they coming in at full power with the nose way up in the air and way behind the power curve? That's the slowest and shortest landing and roll out you can make, but you better be listening to what the airplane is telling you.
                    I know there's a best technique for every landing situation, I'm just stirring the pot ;-o Howard
                    20442
                    1939 BL/C

                    Comment

                    Previous template Next
                    Working...
                    X