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Jari.Kaija(at)pkcgroup.co
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 Posted: Mon May 29, 2006 11:16 pm Post subject: Vs: Re: 601 XL g-loading |
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| Quote: |
That's +/- 6 Gs ultimate load, that means +/- 4 Gs design load with a
1.5 X safety factor.
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I wonder... "Ultimate load" and "design load" are the same thing.
I think, that you mean "Limit load (factor)", what is (with zenair)
ultimate/1.5
-------------------------------------------
Jari Kaija
Electronic Designer
PKC Group Oyj
Vihikari 10
FIN-90440 KEMPELE
FINLAND
Mobile: +358 (0)40 5200265
Phone: +358 (0)201 752252
TeleFax: +358 (0)201 752401
jari.kaija(at)pkcgroup.com
http://www.pkcgroup.com
http://www.project-ch701.net
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bryanmmartin
Joined: 10 Jan 2006
Posts: 1018
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| Posted: Tue May 30, 2006 4:45 am Post subject: Vs: Re: 601 XL g-loading |
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You're right, I meant to say the flight load limit is 4 Gs. the
design load factor is 1.5 times that at 6 Gs, which is what is listed
in the plans and brochures. This can be a bit misleading since most
certified aircraft POHs list only the flight load limit with a
statement that the design load factor is 1.5 times that value.
On May 30, 2006, at 3:15 AM, Jari.Kaija(at)pkcgroup.com wrote:
| Quote: |
>
> <bryanmmartin(at)comcast.net>
>
> That's +/- 6 Gs ultimate load, that means +/- 4 Gs design load with a
> 1.5 X safety factor.
I wonder... "Ultimate load" and "design load" are the same thing.
I think, that you mean "Limit load (factor)", what is (with zenair)
ultimate/1.5
-------------------------------------------
Jari Kaija
Electronic Designer
PKC Group Oyj
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--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive.
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_________________
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Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive. |
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naumuk(at)alltel.net
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| Posted: Tue May 30, 2006 3:08 pm Post subject: Vs: Re: 601 XL g-loading |
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Question-
How do you keep from passing out swivelling your neck to look at every
rivet you have an uneasy feeling about (You KNOW where they are!) while
pulling 6 gs?
Bill
do not archive
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bryanmmartin
Joined: 10 Jan 2006
Posts: 1018
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| Posted: Tue May 30, 2006 7:12 pm Post subject: Vs: Re: 601 XL g-loading |
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Since the flight load limit is 4 Gs, I'd be a damn fool to try to
pull more than that. 6 Gs is the point where, theoretically, things
start to permanently deform.
On May 30, 2006, at 7:08 PM, Bill Naumuk wrote:
[quote]
Question-
How do you keep from passing out swivelling your neck to look
at every
rivet you have an uneasy feeling about (You KNOW where they are!)
while
pulling 6 gs?
Bill
do not archive
---
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_________________
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Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive. |
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Jari Kaija
Joined: 23 Feb 2006
Posts: 69
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| Posted: Wed May 31, 2006 12:04 am Post subject: Vs: Re: 601 XL g-loading |
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| Quote: | Question-
How do you keep from passing out swivelling your neck to look at every
rivet you have an uneasy feeling about (You KNOW where they are!) while
pulling 6 gs?
|
First of all! 6g is DESIGN limit. The limit, when plane will or can brake
totally.
Zenair have some VERY STUPID way to tell that DESIGN (ultimate) limit to
sell their plane/kits/plans, instead of limit, what is more important for
pilot,
known as Flying limit/Limit load factor. Pilot or builder, who haven't even
idea
what that means, should newer build or fly any plane. He/She is dangerous
idiot for passengers, for himself and for everyone, who are under the
breaking
plane "crashing area".
Sorry if I'm rude, but this kind of thing is something, what EVERYONE, I
repeat EVERYONE, who fly or build plane should now already!
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Jari Kaija
Joined: 23 Feb 2006
Posts: 69
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| Posted: Wed May 31, 2006 12:07 am Post subject: Vs: Re: 601 XL g-loading |
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Damn those "typos"!:
| Quote: | First of all! 6g is DESIGN limit.
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First of all! 6g is a DESIGN limit.
| Quote: | should newer build or fly any plane.
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should never build or fly any plane.
| Quote: | should now already!
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should know already!
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p.mulwitz(at)worldnet.att
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| Posted: Wed May 31, 2006 1:42 am Post subject: Vs: Re: 601 XL g-loading |
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| Quote: | Sorry if I'm rude, but this kind of thing is something, what EVERYONE, I
repeat EVERYONE, who fly or build plane should know already!
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I agree with you Jari . . . at least in principle. My own flight
training and experience is that normal flight operations will not
generate more than around 2 Gs positive and almost none in the
negative direction. That means the 6 G limit (what ever detailed
name you give it) is a margin that gives extra safety for the
occupants of the plane.
It is only in the more extreme aerobatic maneuvers that anything like
6 Gs can be experienced by a plane. These are not within the
designed operating limits of our planes and should not be done. Any
pilot stupid enough to perform high G maneuvers in one of these
planes deserves the risk to life and limb they get.
I have also found that anything beyond around 3 Gs is very
uncomfortable for an old guy like me.
Paul
XL wings
do not archive
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