HRRC Flyer
GSN Sponsor Tier 1
Hey @acerc,
With a plane like your Pitts, I don't know how you expect ANYONE to notice anything else.........
BTW, love the red white & blue prop.
Scale Pitts S1-T, S1-S, and a Challenger.
- Thread starter acerc
- Start date
Hey @acerc,
With a plane like your Pitts, I don't know how you expect ANYONE to notice anything else.........
BTW, love the red white & blue prop.
acerc
640cc Uber Pimp
Hey @David Cokley thanks. I guess I wasn't thinking.
acerc
640cc Uber Pimp
I know a guy that does full scale and as for the process it is the same. I don't know if the spreadsheet for the calculations is the same or even similar.
Here is how it works, or the short of it. The plane is leveled and weighed at each wheel point, there are measurements taken for the mains, cg, and tail or nose wheel position. These numbers go into this spreadsheet and it calculates how much the tail or nose wheel should weigh. One uses this applied tail wheel weight to determine whether tail heavy or nose heavy. As for the comparison to full scale it is extremely similar with the fact that full scale has to account for many other factors such as oil volume and movement, fuel volume and movement, and other things of such. For our application it is very accurate and much easier than other balancing methods for these large aircraft.
This spreadsheet does the calculations for you, you just input the measurements and weights.
If anyone would like the spreadsheet send me a PM with your email and I will send it to you. I can not post it on the thread.
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acerc
640cc Uber Pimp
If you are talking about on the landing, that was not me. The wind was out of the south, there is a very large berm just south of the field, the berm creates some wicked turbulence that I normally won't fly in. But as I mentioned, take off was not my intensions, and landing was mandatory.
WMcNabb
150cc
Thank you for the details. I'm always curious to know where the cg should be versus where it actually falls.
I'm familiar with the full scale method but the easy part is the aircraft's type certificate gives the cg range.
The theoretical calculation for the model's cg range with the positive wing stagger and swept upper wing seems more difficult.
http://giantscalenews.com/threads/balance-stands.1831/#post-41683
I'm familiar with the full scale method but the easy part is the aircraft's type certificate gives the cg range.
The theoretical calculation for the model's cg range with the positive wing stagger and swept upper wing seems more difficult.
http://giantscalenews.com/threads/balance-stands.1831/#post-41683
acerc
640cc Uber Pimp
Oh, I misunderstood, this spreadsheet I have been speaking of is for calculating balance with a given CG point. For that calculation there is a whole different spreadsheet, never the less they are they both extremely similar to full scale. And you are correct, there is a lot more to finding the position of the CG with the top wing being swept. When I come across such items as these spreadsheets I scoop them up, much easier than breaking out the books and calculator to burn brain cells over.
