Airborne_Again wrote:
I haven’t done it in more than 20 years, but now it’s time again.
Lucky you! We now use a WT-9 with a very tuned 912 in it. It is also fun, and certainly way more economic, but a few notches below the Pawnee regarding pure flying satisfaction
Airborne_Again wrote:
I haven’t done it in more than 20 years, but now it’s time again
I think temp & gravity have changed slightly, but flying skills remained about the same
LeSving wrote:
Coming from downwind, doing a continuous base-final turn (F-16 style), straightening up and touching down a few seconds later using 100 m of runway. Those were the times
I did that too, finishing off with a (careful!) ground loop in the parking spot next to the gliders so that you could taxi straight out for the next tow. Super fun. I haven’t done it in more than 20 years, but now it’s time again.
Airborne_Again wrote:
But rather too easy to do much for helping your flying skills, IMO.
Well, it’s not meant for A to B flying, “stabilized approaches” and similar nonsense I honed my three point landings towing gliders in a Pawnee for several years. Coming from downwind, doing a continuous base-final turn (F-16 style), straightening up and touching down a few seconds later using 100 m of runway. Those were the times
mcrdriver wrote:
Pawnees are fun, farm equipment with wings… Does wonders for your stick and rudder skills :)
I agree they are super fun to fly. But rather too easy to do much for helping your flying skills, IMO.
Ok, hope it works out. Pawnees are fun, farm equipment with wings… Does wonders for your stick and rudder skills :)
mcrdriver wrote:
Should be sufficient to do the WnB. Odd though that there isn’t even a load instruction. Thought that was part of the airworthiness paperwork.
Great, thanks!
Yes there is a load instruction, but I’m suspicious about it.
(A load instruction is a Swedish thing which lets you do a quick W&B check for a particular aircraft without doing any — or at least very few — calculations. It used to be compulsory, but I don’t think it is anymore, at least not for EASA aircraft.)
Ah, the mighty Pawnee Nothing like it. I knew I had it somewhere, did a search on my PC, and voila
It’s a D-version though. But, but these planes were re-built a lot. New wings, new tanks and so on, and converted from dusting to towing.
Hi L-H
Further down in the document you find this:
Maximum Weight 2300 lb.
No. of Seats 1 at (+59)
Maximum Cargo 800 lb. at (+14)
Fuel Capacity 40 gallons at (-14.9) (one fuselage tank)
See NOTE 1 for data on system fuel.
Oil Capacity 8 quarts at (-47) (6 quarts usable)
See NOTE 1 for data on system oil.
Should be sufficient to do the WnB. Odd though that there isn’t even a load instruction. Thought that was part of the airworthiness paperwork.
Xtophe wrote:
(+88.4) to (+90.3) at 2900 lb.
(+85.6) to (+90.3) at1793 lb. or less
Straight line variation between points given.
Datum 78 inches forward of leading edge of wing
Thanks, but what I was really after are the stations of the fuel, the pilot and the luggage area. My neighbouring gliding club has some W&B data on their PA25 which I feel are suspect and I would like to check for myself before I go flying. They don’t appear to have the original POH — only an old Swedish translation which lacks W&B data.