Scott -

 

Your statement was very interesting -- "check the fuselage flap filets at the trailing edge.  if these are not level, the wing TE (and thus the chord) may not be equal from side to side"

 

I had no idea that this was a possibility.  I assumed that the fuselage fillets were always level.  I did know that the tailcones have a twist -- in fact some guys adjust their rudder cables so that they are level with respect to each other, and other guys (like me) leave them alone.  Next time I have the water level out I'll go look at the fillets on my (not yet flown) airplane.

 

With respect to your comments about the variability of pitch response between different 320/360 aircraft, I learned there as well.  I did not know that 235s did not have a bobweight.  I had also forgotten about the long engine mount.

 

My personal experience is limited.  I have flown in two 360s.  One was horrible (very pitch sensitive with very low stick forces and low pitch damping) and the other was a pure delight to fly.  I do not know what the differences were.  The nice airplane was Orin Riddell's and I know it had a big tail and a very far forward CG.  On the other one, I do not know what the CG was or whether it had a big or small tail or whether the bellcrank arm was the long or short location.  I just know that it was rather scary to fly, and that I was not the only one at the field who thought it was a problem.  So your basic point -- that there can be significant differences between flying qualities of seemingly identical aircraft -- is definitely correct.  It also suggests that we may be able to improve the handling qualities of our own aircraft perhaps even after they are built (without cutting off the tail, I mean).

 

Along those lines, has anyone installed a heavier bobweight on their 320/360?

 

- Rob Wolf