I've got to agree with Larry and others on this. ?I have built and licensed 3 planes over the last 16 years. ?In each case, I set the gross weight and it was a function of structural design and flight testing to that weight with me being the final authority on what that number was. ?But you do have to demonstrate that the aircraft has been weighed and that it meets W&B standards for any loading you may wish to haul in it. ?For my airworthiness inspections, I came with 4 spreadsheets printed out with empty weight, wost case forward CG loading, worst case aft CG loading, and normal loading. ?
The only input the DAR has on the gross weight is that it meets the CG requirements. ?In fact, it is not a requirement to submit a gross weight to be issued an airworthiness certificate. ?You only have to demonstrate that the plane is within CG and that you know how to do a proper W&B calculation for it. ?The actual gross weight can be determined later during flight testing. -Jeff Scott Los Alamos, NM > ----- Original Message ----- > From: Larry&Sallie Flesner > Sent: 05/22/13 07:25 AM > To: KRnet > Subject: Re: KR> Weight & Balance > > At 07:58 AM 5/22/2013, you wrote: > >The FAA has a procedure where you put in "standard" pilot and > >passenger weights (170 pounds each), > > full fuel and max baggage on the weight and balance work > > sheet. The total weight is then your max gross weight. > ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > Seems to me the gross weight is more a determination of the aircraft > structure design and how that weight is distributed around the > CG. Your "assigned" number makes your KR a 4.75 G airplane. A > cessna 172 is designed to 3.8 G positive. I wonder how his method > would work out on a Cessna. > > Larry Flesner
