Certifying bush tyres?

[NT5224]

Hi folks

 

I fly a 19 registered aircraft (but am not the builder) and want to upgrade my rubber. This will obviously change the weight and balance of the aircraft, the aerodynamic performance as well as ground handling.

 

Does anybody know how this will be handled by RAA in terms of getting the modifications registered and the aircraft certified and approved for flight? I want to keep everything legal.

 

I would get my local GA maintenance facility to do the installation, would their weight and balance and engineering signoff be enough? Also what about test flying? Could I do that myself?

 

Overseas my aircraft type is commonly equipped with the bush tyres I want, and can be supplied in kit form with them, so there is no doubt that they fly OK.

 

If anybody's done this modification, I'd love to hear from you.

 

Cheers

 

Alan

 

 

[M61A1]

Hi folksI fly a 19 registered aircraft (but am not the builder) and want to upgrade my rubber. This will obviously change the weight and balance of the aircraft, the aerodynamic performance as well as ground handling.

 

Does anybody know how this will be handled by RAA in terms of getting the modifications registered and the aircraft certified and approved for flight? I want to keep everything legal.

 

I would get my local GA maintenance facility to do the installation, would their weight and balance and engineering signoff be enough? Also what about test flying? Could I do that myself?

 

Overseas my aircraft type is commonly equipped with the bush tyres I want, and can be supplied in kit form with them, so there is no doubt that they fly OK.

 

If anybody's done this modification, I'd love to hear from you.

 

Cheers

 

Alan

If the kit manufacturer can supply any documentation about the optional fit, a weight and balance should be all that's necessary.

 

 

[storchy neil]

just be like a l4 I know didn't need any manuals to repair plane didn't need the repair manual for said aircraft raaus and casa not give a dam just do it neil

 

 

[facthunter]

Both the drag and the extra weight with the Rebel will have a nose heavy effect which is the safest of the possibilities. The approach land situation (slow) is the only time it's likely to affect you so the drag isn't significant. As long as the tailwheel can be flared onto the ground all is well. Nev

 

 

[Downunder]

The tyres being close to the COG would mean a kilo or two extra would not have much effect on balance? (question)

 

 

[NT5224]

The tyres being close to the COG would mean a kilo or two extra would not have much effect on balance? (question)

Errr, I think they weigh a little more than an extra kilo or two, more like 30kgs for both. But yes i guess its all to pretty close to the C of G. My aircraft has had the battery mounted down the back of the fuselage to offset the weight of the Rotec motor, and if I need a heavier tailwheel assembly that will help balance it out too.

 

The extra weight will obviously subtract from my usable payload under RAA 600kg MTOW, but if the much discussed increase is approved by CASA, I might be able to re-register the Rebel at something closer to its design MTOW. I'm watching how things develop with interest.

 

 

[facthunter]

Extra weight at the extremes is needed for balance sometimes but it isn't a good thing generally for a design relating to spin recovery particularly. It's only one factor of many in this respect to keep it all in perspective. If one is out of balance it's better to err on the nose heavy side. Tail heavy can be deadly. Nev