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Hello All: I think I need to brush up on my "writing effectivness". I regularly seem to have my posts misunderstood. After all I know what I mean, how come the computer doesn't make it come out right? <G> I guess my concern with why the permanent ballast is required, stems from the fact that my own 415D has a metal prop, it has an 0-200 which is 10# heavier than a C-85, I carry 2 more quarts of oil, I have a fiber glass cowl which I understand is heavier. Yet I am balanced. The empty weight CG for the 415D is 26.2 to 27.2. With all my heavy garbage in front of the datum I still weigh in at an EWCG of 26.89 well aft of the forward limit. Now according to what I was just taught, "IF" an EWCG is given, and "IF" the plane is in the EWCG limits, you can just go ahead and load the plane staying in the placard specs for baggage, and within the gross weight specs and not worry further about a CG shift. I glanced at the figures for the C and CD and the forward limit was 25.2, even more generous in the forward direction. So my curiosity was sparked why some Coupes needed weights in the tail. Perhaps my weight and balance sheet is phony??? I hope to find a set of scales I can use and check this out. I don't "think" it is far off , since when I let go of the wheel, trim for nose back, and pull power, the airspeed nicely holds where expected without the plane being nose down. So that's why I was curious. After doing about a hundred problems in class finding the position and weight of ballast needed to bring the CG into specs, I remembered the coupes with the ballast and hence my post. Cheers: Paul N2273H __________________________________________________ To unsubscribe from this list please send mailto:[EMAIL PROTECTED] ___________________________________________________________ T O P I C A The Email You Want. http://www.topica.com/t/16 Newsletters, Tips and Discussions on Your Favorite Topics
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