4 in a 172?

cTnT1786 said:
:yeahthat: Go with his answer! lol :yup:
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Ours has lots of "Performance" stickers all over that add horsepower.... :)

Actually, the one I almost died in was a 1964 model with 145hp.. :)

Ours is a 1965 model with Hawk XP conversion and is about 195hp and has a 130kt cruise.. :D
 
Tram said:
Ours has lots of "Performance" stickers all over that add horsepower.... :)

Actually, the one I almost died in was a 1964 model with 145hp.. :)

Ours is a 1965 model with Hawk XP conversion and is about 195hp and has a 130kt cruise.. :D
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I almost died in a 172 about 20 times at my old job, that's why I work at ace now.
 
Tram said:
I almost died due to my own immature actions...
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My old company would lie to me about weights, even going so far as to print false numbers on the boxes (so I bought a scale). Then they also did very little maintenance on the airplanes.
 
Yeh, I put 4 - 250lb guys and bags in a 172 and blasted off to the beach.. My own fault..

Learned a lot..
 
Tram said:
Yeh, I put 4 - 250lb guys and bags in a 172 and blasted off to the beach.. My own fault..

Learned a lot..
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It'l fly, I know for a fact that a p model will with that load. You just have to keep your speed up.

My worst one was when the company asked me to land in a freshly plowed field, then they parked the helicopter at the end of the strip. Taking off with a full load I had to juke arround the helicopter and dump in full flaps to break ground, it took 3 tries.
 
Yeh, it flew... Barely..

I was a cool, know it all type 250 hour type kid at the time..

Nearly killed myself and 3 others with my Fonzieness..
 
More than once I have flown 3 robust German tourists on a hot afternoon at KCNY (Moab, UT) 4555' field elevation. Nobody wants to fly early when it's cool and smooth. Everyone wanted to sleep in then have breakfast before heading out to the airport for a air tour. By then the heat had kicked in to the 90's or 100's (read high DA) and the thermals would really start going as well as a little wind. No matter how smooth you tried to fly you couldn't overcome nature. Tips rarely came from throwing people around the back of a 172 for an hour.
 
Just remember, speed, speed and more speed. The more the better. Your stall speed will be higher and it'll be slugish as hell when you get out of ground effect during T/O. If you normally rotate at 55, wait till 65. When you come in for landing, give it an extra 10 knots as well.

Do some spins, they'll love it..............:sarcasm: :sarcasm: :sarcasm:
 
Stomp16 said:
Just remember, speed, speed and more speed. The more the better. Your stall speed will be higher and it'll be slugish as hell when you get out of ground effect during T/O. If you normally rotate at 55, wait till 65. When you come in for landing, give it an extra 10 knots as well.

Do some spins, they'll love it..............:sarcasm: :sarcasm: :sarcasm:
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Why would you change your flying speeds. Most all of the speeds are based off of full gross so there should be no reason to fly any faster.
 
Cessnaflyer said:
Why would you change your flying speeds. Most all of the speeds are based off of full gross so there should be no reason to fly any faster.
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Correct my if I'm wrong (I've been known to be from time to time :D) but doesn't increased wing loading raise the stall speed? I know the wing wing will stall at any speed as long as the critical angle of attack is exceeded. But increased loading will move the CG further aft increasing the stall speed, correct? The more people in the aircraft = increased weight = farther aft CG = higher stall speed?
 
Sure!

I have flown 4 in a 172. 2- 200 lbs. men in front. My father (165 lbs) and me as a child (60 lbs.) in the back. We still ahd a great time.
 
This has been blown way out of proportion. Just relax and comply with the wieght and balance procedures of your POH. Do the math and use the published airspeeds. The performance envelope has already built in safety margins.

Go ahead and fly any plane at max gross. It's safe, legal and apparantly more of a learning experience than some people are comfortable with. Guess what, when people start paying you to fly, you may find that some are going to expect you to fly at or above MGTOW as often as possible. The foundation you build now in you W&B computations will be what keeps you from flying over gross down the road when your job is on the line.
 
Stomp16 said:
Correct my if I'm wrong (I've been known to be from time to time :D) but doesn't increased wing loading raise the stall speed? I know the wing wing will stall at any speed as long as the critical angle of attack is exceeded. But increased loading will move the CG further aft increasing the stall speed, correct? The more people in the aircraft = increased weight = farther aft CG = higher stall speed?
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If weight is constant then an airplane with a further aft CG actually weighs less then an aircraft with a fore CG location. How? Thats because the horizontal stabilator creates (aerodynamic) weight, this gets added to the total wieght that the wing really does feel. The further aft the CG the less 'weight' the horizontal stabalizer has to produce to keep the aircraft level.

The reason why the aircraft stalls faster is because it needs more of an AoA to maintain that weight at equal speeds. For example at 5 degrees AoA and 90 knots this airplane creates 3000# of lift. For straight and level flight there would need to be 3000# pulling the aircraft down. Now if the aircraft is loaded to 2500# that AoA and speed would actually make that aircraft climb. So to stop the climb you would have to reduce AoA, reduce speed or a combination of both. These speeds in the POH are most of the time dictated off of max gross weight.

In reality everyone is flying the aircraft faster then they should because they don't take into account the weight they don't have in the aircraft when they are alone or with a light load. People all know about the change of Va with speed but they don't know this also relates to most of the other reference speeds also.
 
As long as your W/B is correct and you are comfortable with the external flight conditions, do it! You'll enjoy the new "feel" of the plane. The first time I flew close to max weight, I was amazed at how well the plane handled on landing. I always enjoy the "heavy" plane feel on landing, it is a much more controlled, smooth ride.

I'm sure your instructor wouldn't allow you to take passengers along for the ride if he/she wasn't confident in your abilities.

Let us know how it goes!
 
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