there is another way???North Shore wrote:Why not just pile'er on until you've got two rivets showing at the tail of the float, and then you're good to go!
How Much Does Lumber Weigh?
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- Redneck_pilot86
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Ok well most people seems to have understood the question. I'm kinda surprised at the threat to move this to a misc forum, maybe bush flying would have been better but then I figured lots of caravans, hawkers, PC-12, etc move wood on wheels too.
To clarify, as most have guessed, i'm flying lumber tied to the float. I have used North Shore's method, stack it on and see how it fits.
In light of the way TC is viewing external loads, it seemed better to try and find something better. The location I am flying out of does not have a scale.
I once saw a chart that listed lumber by size and aprox weight. I would assume dry finished lumber, I don't come across waterlogged rough cut stuff too much. Anyone have one?
To clarify, as most have guessed, i'm flying lumber tied to the float. I have used North Shore's method, stack it on and see how it fits.
In light of the way TC is viewing external loads, it seemed better to try and find something better. The location I am flying out of does not have a scale.
I once saw a chart that listed lumber by size and aprox weight. I would assume dry finished lumber, I don't come across waterlogged rough cut stuff too much. Anyone have one?
I have been carrying a 200 pound fish-scale with me. Its stored in a 2 foot white sewer pipe,and I usually take three of four boards tied together with a rope or something and weigh that. It gives me an average of what the pile is. The thinner the plywood the heavier it is by the inch. panel board is allot heavier than plywood. Rough cut wood has to be weighed as it may vary by allot. Good luck with your loads and fly safe.
- Cat Driver
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If you know your airplane and the water line on the floats when empty and at gross you can pretty well count on that being quite accurate.
It's called displacement.
It's called displacement.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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- Cat Driver
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Mello, I can be forgiven because I'm senile.
The difference between me and the new age Gurus is when we learned to fly our minds were not overloaded with the Voo Doo B.S. that is pumped out of TC's bloated machine and written by people that obviously fly desks.
When the mind is over loaded with to many goofy ideas the pilots fail to notice their fu.king airplanes are over loaded.
Cat
The difference between me and the new age Gurus is when we learned to fly our minds were not overloaded with the Voo Doo B.S. that is pumped out of TC's bloated machine and written by people that obviously fly desks.
When the mind is over loaded with to many goofy ideas the pilots fail to notice their fu.king airplanes are over loaded.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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In the dictionary under redundant, it says, see REDUNDANT.Cat Driver wrote: The difference between me and the new age Gurus is when we learned to fly our minds were not overloaded with the Voo Doo B.S. that is pumped out of TC's bloated machine and written by people that obviously fly desks.
- Cat Driver
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Help me out here Desks.
Is it your opinion that the failure to understand basics is redundant?
I am trying to point out that to much information clutters up the mind at the risk of not seeing the obvious.
As to todays training as dictated by the regulator if I were to go back and work under their dictates I would have to go back to making peanuts for pay.
The value of instructors is determined by the market.
How come my methods of instructing pays more than ten times the hourly rate of a pilot working under his/her TC Class 1 instructor rating?
So if my comments are redundant so be it, my clients don't think so.
Is it your opinion that the failure to understand basics is redundant?
I am trying to point out that to much information clutters up the mind at the risk of not seeing the obvious.
As to todays training as dictated by the regulator if I were to go back and work under their dictates I would have to go back to making peanuts for pay.
The value of instructors is determined by the market.
How come my methods of instructing pays more than ten times the hourly rate of a pilot working under his/her TC Class 1 instructor rating?
So if my comments are redundant so be it, my clients don't think so.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
- Cat Driver
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You can at least appreciate that under the topic of redundancy, you posted the same thing twice?
Essentially I would agree with everything that you posted in your response to me. Flight instructors are the most undervalued asset in our industry, I'll run with you on the fact that the majority of our training conducted in this country falls short of what it should be. I'd even go as far as to call it deplorable in parts.
but it was this:
That's no excuse for stupidity. The average pilot under most circumstances should be able to operate with some common sense and still balance it with the voodoo B.S of which you speak...because guess what, again, its not going away.
The mind being over loaded with to many goofy T.C ideas is no excuse for a poor load on board an aircraft.
Can't blame T.C for everything, or can you. Your call.
Essentially I would agree with everything that you posted in your response to me. Flight instructors are the most undervalued asset in our industry, I'll run with you on the fact that the majority of our training conducted in this country falls short of what it should be. I'd even go as far as to call it deplorable in parts.
but it was this:
that got my attention.The difference between me and the new age Gurus is when we learned to fly our minds were not overloaded with the Voo Doo B.S. that is pumped out of TC's bloated machine and written by people that obviously fly desks
That's no excuse for stupidity. The average pilot under most circumstances should be able to operate with some common sense and still balance it with the voodoo B.S of which you speak...because guess what, again, its not going away.
The mind being over loaded with to many goofy T.C ideas is no excuse for a poor load on board an aircraft.
Can't blame T.C for everything, or can you. Your call.
- Cat Driver
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" Can't blame T.C for everything, or can you. Your call. "
Of course not desks, but using logic one must examine the root cause of anything that needs improvement, therefore as long as TC makes the rules for training they must be held to inspection when the level of pilot competency leaves something to be desired.
But if it makes everyone feel better TC is not alone in this downward spiral of poor pilot skills, Europe has the same problem.
We gotta stay frends Deskie cause you are quite entertaining.
Cat
Of course not desks, but using logic one must examine the root cause of anything that needs improvement, therefore as long as TC makes the rules for training they must be held to inspection when the level of pilot competency leaves something to be desired.
But if it makes everyone feel better TC is not alone in this downward spiral of poor pilot skills, Europe has the same problem.
We gotta stay frends Deskie cause you are quite entertaining.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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