a3holerman
Registered User
Cape Cod
What about speed? Three feet seems like it might knock off 3-5kts of speed.
No speed change at all on my 185, at any altitude, at any load. I'm not an aeronautical engineer so can't definitively explain it. My pea-brain postulates that perhaps the additional lift allows the wing to fly just a bit flatter (less angle of attack), causing less drag on the wing with negates the additional drag caused by the increased width. Don't know if I'm right or not, but I do know there is no speed penalty.What about speed? Three feet seems like it might knock off 3-5kts of speed.
A stock Skywagon wing is more capable for private ops than most pilots. The assumption that a 180 "needs" stol mods isn't true for the majority of owners. ......
I love the Sportsman STOL. What folks aren't discussing in this thread is the improvement in safety that the Sportsman cuff provides. Frankly, while I like the increase in takeoff and landing performance, what I really like about the mod is the very significant modification of the stall characteristics of the airplane. That is a big safety improvement.
Yes, it adds weight, as does the Wing X kit. But, you're creating more lift, and more lift offsets that minor increase in weight of the kit. I agree, keep them as light as possible, but the added safety of the Sportsman is well worth doing in my opinion.
Now, if you're operating on floats, you may want to install the Wing X kit first or instead of the Sportsman. The longer wings really shine on floats, where getting up on step and then out of the water is much more challenging than on wheels.
Both kits offer great improvements to the aircraft. Neither is inexpensive.
And, a stock wing works just fine, if that's your preference. But, you'll be amazed at the improvements either of those mods offers.
MTV
I'd opt for long range fuel so I can go somewhere else because the limits on my man card prohibit a 25 knot cross wind component.Theoretical question. Operating on and off a narrow strip, no room for diagonal ops or drifting off line. The wind's blowing across at 45* from runway heading. Let's say the wind is blowing 25 with gusts to 35. It's already a little bumpy but expect wind rotors and mechanical turbulence close to the ground. Which wing mods do you favor and why?
Theoretical question. Operating on and off a narrow strip, no room for diagonal ops or drifting off line. The wind's blowing across at 45* from runway heading. Let's say the wind is blowing 25 with gusts to 35. It's already a little bumpy but expect wind rotors and mechanical turbulence close to the ground. Which wing mods do you favor and why?
What about in a Cub? Favor a cuff? Extended wings without extended or relocated ailerons? Just curious.
The most important designator in a McCauley Constant Speed Propeller Model will be the two or three digits following the "C" at the end of the model number. If there is only two digits following the “C" the propeller will be a threaded propeller and an obsolete design. If there are three digits following the "C" the propeller will be a threadless blade design and is current production. A Propeller Technician may refer to a McCauley Propeller as a C66 (threaded) or a C203 (threadless) - names which in "propeller speak" accurately identifies a McCauley Constant Speed Propeller Model.
The C200 series - two-bladed constant speed threadless non-feathering propellers
The C300 series - two-bladed constant speed feathering propellers
The C400 series - three-bladed constant speed non-feathering propellers
The C500 series - three-bladed constant speed feathering propellers
The C600 series - Garrett Turbine Engine propellers - either three or four bladed
The C700 series - Pratt Whitney Turbine Engine Propellers - either three or four bladed
The C1000 series - Pratt and Whitney Turbine Engine Propellers - five bladed
The C1100 series - Garrett engine propellers - five bladed
In addition to the Propeller Model number there is a blade model number for all McCauley Propellers. The propeller diameter is a result of the difference between the first two digits and the dash number at the end of the blade model number. For example in the blade model 90DA-2 the propeller will have an 88 inch diameter (90 inches minus 2 equals 88 inches). The "DA" indicates the blade design.
P Ponk -50 STC’s for Cessna 180:
- Modification of O-470K, L, M, R, S and U to PPA O-470-50.
- Modification of TSIO-520-C engine to PPA O-470-50.
(TSIO-520H, R, M, P, T or IO-520-D or F engine blocks may also be used.)- Installation of –50 engine in all Cessna 180 and 180A through 180K Models.
- Installation of the following propellers:
- McCauley D3A34C401/90DFA-4 to –12 78” to 86” 3-blade
- Hartzell PHC-C/G3YF-1RF/8068 (82”) or 8086+2 (84”) 3-blade (C/G = C or G Hub)
P Ponk -50 STC’s for Cessna 182:
- Modification of O-470K, L, M, R, S and U to PPA O-470-50.
- Modification of TSIO-520-C engine to PPA O-470-50.
(TSIO-520H, R, M, P, T or IO-520-D or F engine blocks may also be used.)- Installation of –50 engine in all Cessna 182, and 182A through R Models.
- Installation of the following propellers:
- McCauley D2A34C58/90AT-8 (2 blade)
- McCauley 2A34C66/90AT-8 (2 blade)
- McCauley D2A37C230/90REB-8 (2 blade)
- McCauley D3A32C90/82NC-2 (3 blade)
- McCauley D3A34C401/90DFA-10 (80” | 3 blade | Cessna 182 H through R)
- McCauley D3A34C401/90DFA-8 (82” | 3 blade | Cessna 182 through G)
- Hartzell PHC-C/G3YF-1RF/8068 (82” | 3-blade | C/G = C or G Hub)
- Hartzell PHC-C/G3YF-1RF/8068+2 (84” | 3-blade | C/G = C or G Hub Seaplane Only or Landplane with approved nose fork and larger tires.