Apologies if this has been asked before. I searched but was unsuccessful.
Regarding G-limits and aircraft gross weight; is the relationship between gross weight and G-limits linear?
I am a larger dude (6'3" / 220lbs) and am looking for an RV-8 for cross country flight, and leisurely Sunday aerobatic flights. I've come across a nice RV that fits my needs, but lacks the "dash one" wing, and therefore has an aerobatic gross weight of 1550lbs, and a utility gross weight of 1800lbs.
My actual aerobatic gross weight in a theoretical RV-8 would probably be;
Empty: 1050lbs
Fuel (20gal): 120lbs
Me + Chute: 235lbs (I'm guessing a parachute weighs 15lbs)
Pax+Chute: 220lbs (Another 15lb chute)
Total Weight: 1625lbs
Here's my question. If the airframe is rated to +6 G at 1550lbs (I'm not even going to worry about the negative g limit given the types of maneuvers I'm planning on) can I plot a line between 4.4G @ 1800lbs and 6G @ 1550lbs and interpolate what my maximum load limit would be at my actual gross weight?
Here's where the math starts and my 988/1000 college class rank starts to show....
I plot the line between (1800, 4.4) and (1550, 6) to be;
Y= -0.0064X + 15.92
Therefore; at my planned weight of 1625lbs, the G-limit would be 5.5G's, which is plenty for most maneuvers which can be safely completed at 3.5G's.
Does this logic hold up to how aeronautical structures are actually designed?
I'm attempting to justify looking at RV's that lack the -1 wing, but I don't want to compromise my requirements for dual aerobatics. The extra 50lbs on the dash one wing, plus getting rid of 5 gallons of fuel would put me at the legal weight limit per Vans.
Thanks! Hope everyone is having fun at OSH!
Regarding G-limits and aircraft gross weight; is the relationship between gross weight and G-limits linear?
I am a larger dude (6'3" / 220lbs) and am looking for an RV-8 for cross country flight, and leisurely Sunday aerobatic flights. I've come across a nice RV that fits my needs, but lacks the "dash one" wing, and therefore has an aerobatic gross weight of 1550lbs, and a utility gross weight of 1800lbs.
My actual aerobatic gross weight in a theoretical RV-8 would probably be;
Empty: 1050lbs
Fuel (20gal): 120lbs
Me + Chute: 235lbs (I'm guessing a parachute weighs 15lbs)
Pax+Chute: 220lbs (Another 15lb chute)
Total Weight: 1625lbs
Here's my question. If the airframe is rated to +6 G at 1550lbs (I'm not even going to worry about the negative g limit given the types of maneuvers I'm planning on) can I plot a line between 4.4G @ 1800lbs and 6G @ 1550lbs and interpolate what my maximum load limit would be at my actual gross weight?
Here's where the math starts and my 988/1000 college class rank starts to show....
I plot the line between (1800, 4.4) and (1550, 6) to be;
Y= -0.0064X + 15.92
Therefore; at my planned weight of 1625lbs, the G-limit would be 5.5G's, which is plenty for most maneuvers which can be safely completed at 3.5G's.
Does this logic hold up to how aeronautical structures are actually designed?
I'm attempting to justify looking at RV's that lack the -1 wing, but I don't want to compromise my requirements for dual aerobatics. The extra 50lbs on the dash one wing, plus getting rid of 5 gallons of fuel would put me at the legal weight limit per Vans.
Thanks! Hope everyone is having fun at OSH!