AntiCub wrote:Before spending money on mods, make sure you're getting the most out of your current plane.

I thought I was pretty skilled with my stock C-150, but I picked up a copy of "The Mountain Flying Bible - Revised" last winter. It's the only book I've found that really details short and soft field technique for trikes, with modifications for low powered aircraft. Using the techniques described there I've cut a good 30% off my takes offs from grass/dirt strips. Since the 150 will stop in about 1/2 the Take-off distance that's really significant.

Next I'd say make sure your plane is as light as possible. Remove any dead or obsolete avionics or abandon wiring. Remove or substitute lighter cabin interior components. Old damp fiberglass sound proofing can add up to a lot of weight, not to mention the corrosion concerns. How often do you need the back seat? Take it out if you can. How about one of the new lightweight batteries and starters?

One tire size up can help too, especially with low powered planes like my 150. It had 5.00x5 mains when I got it, just going to 6.00x6 made a huge difference on grass and dirt strips. But I suspect there's a point of diminishing return here, 31" bushwheels probably lengthen take off from smooth fields due to the extra weight and rolling resistance. Also, check you tire pressures, I notice the extra drag taxiing if my tires are only 3 or 4 psi low. Soft tires only help on really soft ground, on frim ground they add resistance.

I'm no bush pilot by any stretch, these are some little things I've found that have helped me get my 150 in and out with more of a safty margin.

Phil

Jr.CubBuilder wrote:You should be able to calculate the weight & balance. The rear seat station is in the TCDs, weight it, calculate the arm and you have your new CG. You shouldn't have to take the plane in to be weighed on scales again just because you took the rear seat out. I assume that's what you ment.

a64pilot wrote:MTV,
I'm an A&P/IA and retired military, so I confuse regulations all of the time, but it takes an A&P to do a weight and balance? Can't the pilot do as many weight and balance calculations as they want and aren't these legal?
I mean anybody can do simple math, Weight x Arm = Moment or WAM is all you need to know.

So, the FAA beleives that mechanics are more able to do the complicated W&B sheets than pilots are, and that pilots need to be shown the correct way to remove two 1/4" bolts holding the back seat in...after all, that "righty-tighty--lefty-loosey" thing can get pretty confusing sometimes .

a64pilot wrote:Dean,
I think you are exactly right, but I'm not sure that's it's me that is confused. As a mechanic, if I change the basic weight of an aircraft, then I have to recompute the aircrafts basic weight and moment.
But as a pilot, if I drop off a passenger, add some fuel and ice chests, I don't have to find an A&P to compute weight and balance. I believe as a pilot I'm required to ensure that the aircraft remains within CG and gross weight limits throught all phases of the flight. If I can't legally compute it, then how can I do that.
Now one way to do that is to compute several weight and balances, reference them and determine that you fall in the middle somewhere and therefore are within CG and gross weight limits.
BTW, I'm "typing" on my EFB tablet with a stylus, so it's worse than typing on a keyboard with one finger, please forgive the mistakes, slowness and short, choppy sentences.

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a64pilot wrote:This horse just ain't quite dead yet. I think these are some of the major points. There maybe more.
1. You are required to ensure you operate within limits, a way to do that is to have multiple compution sheets, determine you fall somewhere between those extremes and you will stay within them throughout the flight, then your good. These sheets do not require a mechanic.
2. If you as a pilot can put it in or take it out, then you can do the computation.
3. If a mechanic does something to change the basic weight or moment, then he has to recompute or uncle sugar will visit him.
5. bottom line as always is that you are ultimately responsible.
6. Of course the sheet you carry has to match the current aircraft configuration.
I may have confused some AR's (ARMY regulations) with FAR's, I'm bad at that, but I don't think so.

iceman wrote:trust me you need a new weight and balance done by a a&p not necessarily an AI. Just calculating the W&B isn't enough. Good call Zane. My A&P advised me of this as did my old flight instructor. A&P just did one for me and I keep it in the plane.