skywagon8a
MEMBER
SE Mass MA6
Though not as common as a PA-12, don't overlook a stock J-5. A bare bones 85 hp J-5 will match a J-3 in performance with room for long legs in the front seat.
96" three hanger flaps (that have that have PA-12 aileron nose ribs),
Though not as common as a PA-12, don't overlook a stock J-5.
The stock flap shape opens up a gap between the wing and the flap which is making a slot similar to the wing leading edge slats which are popular now. This flap slot accelerates air over the top of the flap in all positions except up, increasing the lift from the flap when they are deflected. This is a good thing. On the surface I believe that you are losing lift by keeping the gap closed....Also with the sharper nose ribs there is minimal gap at all flap settings so there isn't the need for the sheet metal gap seal which makes a much cleaner installation.
Steve
LongSo is the Kenmore STC the long mount or the short mount?
John
Do you mean gap seal or gap fairing? A gap seal will cause the flap to lose some lift at large deflections along with disturbed air flowing over the tail. A gap fairing will provide a slot between the wing and flap which accelerates the air over the deflected flap maintaining it's lift at lower speeds and smoothing the air flow. The lack of a gap fairing will generate disturbed air in this area allowing the flap to operate in disturbed air and generating more disturbed air flow over the tail..... but does have a noticeably larger pitch change when flaps are changed (maybe this is the lack of gap seal) Definitely no need for lead in its tail.
Scooter absolutely nailed it in post #34. He is exactly right when be says he smiles when he gets in a Cub, me too. After flying a bunch in a 12, the same pilot can strap on an 18, leave the entire panel behind and fly it by feel. I sure would like to put my hand to 53M with that short mount!
So is the Kenmore STC the long mount or the short mount?
John
Scooter absolutely nailed it in post #34. He is exactly right when be says he smiles when he gets in a Cub, me too. After flying a bunch in a 12, the same pilot can strap on an 18, leave the entire panel behind and fly it by feel. I sure would like to put my hand to 53M with that short mount!
skywagon8a;703454 [B said:gap seal[/B] bad.
gap fairing good.
No pictures just wondering what the thought process is in calling the trailing edge parts gap seals. Or has someone actually sealed the flap gap?Pictures of each?
John
Do you mean gap seal or gap fairing? A gap seal will cause the flap to lose some lift at large deflections along with disturbed air flowing over the tail. A gap fairing will provide a slot between the wing and flap which accelerates the air over the deflected flap maintaining it's lift at lower speeds and smoothing the air flow. The lack of a gap fairing will generate disturbed air in this area allowing the flap to operate in disturbed air and generating more disturbed air flow over the tail.
gap seal bad.
gap fairing good.
That explains it. Piper part no. 12795-00 and 12795-01 are called Fairing-flap LH and RH. This from the PA-18 Piper parts catalog. Dakota Cub has mislabeled it. It only closes the gap when the flaps are up.I just called it what Dakota Cub called it, here it is,,, so what is it really?
http://dakotacub.com/index.php?option=com_gescart&Itemid=30&task=product_details&display_id=235
Interesting when the thread ended no one chimed in on the actual merits of a Catto prop on a standard long mount that is always way forward CG when coupled with
A Borer prop? Removing 17/18 lbs out on the end of the crankshaft will certainly change the age old empty CG curse?? One should also keep in mind that lots of times
When folks are expounding the merits of 18 vs 12s they are commonly comparing 1250/1300 lb 12s to 1100lb 18s. A light 12 that is" rigged up the same" as the 18; should be just the difference of the AOI of the two wings
All things equal?? However the old saying "only thing that
Will beat a cub; is another cub" : Will always be true. But when you think your Cub is a hotrod try it against Greg Peppards 12 some day! LoL
E
I have a 12--- O-320 (Kenmore) with a tad more than 150 HP. Sensenich 76-56 prop. VG's. I keep it clean . 26" Goodyears. The plane will fly at 115 MPH without the throttle at the stops. The consequence of VG's cause the nose to drop a few degrees below the horizon and shortly thereafter the nose rises again. There is no hard breaking stall. Trim is such a constant factor that I never even notice it--- just something that is done-- or your right arm gets a lot of exercise. I've noticed that no one has addressed sink rate and something that I have always been acutely aware of in this plane. Pull the power off and she comes down---fast. 500 ft/ min is SOP and if you are not paying attention to altitude/ airspeed/ power setting--you could get yourself in a real jamb. It will run out of elevator if AOA/ IAS/ sink rate are not paid attention to. I consider this plane remarkably adept to short field because of the propensity to a vertical glide path. Just doesn't want to glide. I have periodically flown an 18 with an O-320--particularly on very windy days. ( crosswinds) The difference between 18 aileron throw and 12 aileron throw is so remarkable I feel uncomfortable flying the 18 with significant crosswind as the aileron hits the stop when I am expecting more throw. This particular 18 has "Dixie cup" wheels and most if not all of the other folks have never flown a 12 or 18 with big tires and are unaware how much simpler it is to land with the larger tires--- even 8.5X6. Have had my 12 for 13 years and been around a bit with it. Lots of room for "stuff". Has the AK baggage STC and I have slept in the plane many a rainy night---