Gross Weight

"Lakeview Bill" wrote in message
news
I can only assume that you didn't ask the question that you intended to
ask...

Actually I did. What's all this about landing gear? Cessna gear can take
some ungodly high Gs and at 45 over gross the last thing you would need to
worry about is the gear.

In article ,
Dave Stadt wrote:

Actually I did. What's all this about landing gear? Cessna gear can take
some ungodly high Gs and at 45 over gross the last thing you would need to
worry about is the gear.

A Cessna 152 landed with a Piper on its back, without much problem,
so the gear can take alot more then the gross weight.

Pic of the Cessper :
http://community.webshots.com/photo/...44907920sThfTi

John
--
John Clear - http://www.clear-prop.org/

Actually I did. What's all this about landing gear? Cessna gear can take
some ungodly high Gs and at 45 over gross the last thing you would need to
worry about is the gear.

The entire world is not Cessna. Many late-model Mooney's can't even be
landed at their legal maximum takeoff weight without risking damage to
the gear.

The inherent problem with opearting overgross is NOT that it can never
be done without cutting the safety margins below the accepted
standards. Often it can. But there are indeed times when even being 1
pound overgross does take you into test pilot territory - and other
times when 200 pounds is no big deal. The trick is knowing which is
which.

I'm not big on rules, but here's a pretty good guideline - unless you
know what limitation sets the gross weight for the operation you
intend, and how (or even if) you are reducing the safety margins by
operating overgross, you really shouldn't do it. And yes, that does
mean you need a knowledge of aircraft design and certification, as well
as aerodynamics, far in excess of what is required to pass ANY pilot
checkride.

Michael