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1. 03:11 PM - Landing the KIS TR-1 ()
2. 06:06 PM - Kis engine mount (bruce@rotaryresources.com)
Message 1
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| Subject: | Landing the KIS TR-1 |
4/18/2010
Hello Fellow KIS TR-1 Fliers, Below for your information -- an email
exchange with a pilot that I am checking out in my KIS TR-1.
OC
=========================================================
> 4/18/2010
>
> Hello XXXX, You wrote:
>
> 1) "With the "coke bottle" design on 600C I can see why a molecule of air
> says sayonara when it comes to that curve."
>
> Yes. The problem is not so much that the airflow detaches in the wing to
> fuselage junction area, but that it may intermittently detach and re
> attach unexpectedly depending upon energy in the air flow or the angle of
> attack as you flare for landing. There are three ways to, at least
> partially, solve or alleviate this problem:
>
> A) Make the wing to fuselage fairing modification like Julian Bone did to
> promote air flow attachment of longer duration as the angle of attack is
> increased. Disadvantage is a lot of work and additional weight.
>
> B) Feed in some higher energy air flow parallel to the wing to fuselage
> junction (see B1 below) or higher energy turbulent air flow (see B2
> below):
>
> B1) Have some engine power above idle during the landing flare until touch
> down or just inches above touch down. Three disadvantages to this: a) Any,
> or too much, engine power above idle may cause floating in ground effect
> and extend touch down point and landing roll out. b) Any, or too much,
> engine power above idle can encourage balooning if one is not extremely
> cautious about rate of pitch increase. c) If you mis judge your height
> above touch down and go to idle too soon you risk a sharp, surprising nose
> drop. {a and b above are why I do not consider the KIS TR-1 to be a good
> candidate for short field operations.}
>
> B2) Introduce some higher energy air into this wing to fuselage junction
> area with some aerodynamic gimmick such as a vortex generator. This is the
> technique that the Cirrus people adopted with their more recent models
> with that little device that looks like an antenna just forward of the
> wing leading edges on both sides of the fuselage. Disadvantages are maybe
> a very small drag and weight penalty plus the trial and error effort
> involved in coming up with the right size, shape, and location of the
> vortex generators. I plan to try this approach out one of these days.
>
> 2) "With two guys on board I read the stall at 71 knots; normally you fly
> the approach at 1.3 times stall"
>
> Yes. I am still a little squishy about just exactly what the stall speed
> is because the airplane seems to be very sensitive to loading / CG. It
> handles much differently (poorly) with two people and a full load of fuel
> than with one person and a light fuel load.
>
> I greatly appreciate your interest and insight. Please let me know when
> you want to try Fam 2A.
>
> OC
>
>
> ============================================================
> ----- Original Message -----
> From: <XXXXXXX>
> To: <bakerocb@cox.net>
> Sent: Saturday, April 17, 2010 8:08 PM
> Subject: Stuff
>
>
>> OC:
>> Thanks for the photos of the KIS wing-fuselage fairings. With the "coke
>> bottle" design on 600C I can see why a molecule of air says sayonara when
>> it comes to that curve. Losing elevator authority in the flare with idle
>> rpm is a hairy situation, particularly when you're so close to a stall.
>> With two guys on board I read the stall at 71 knots; normally you fly the
>> approach at 1.3 times stall . . . which in your case would be 92 knots .
>> . . which I'm sure would float you from HEF to HWY. >
Message 2
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| Subject: | Kis engine mount |
This question probably shows everybody how "in the dark" I really am with
my project, but I wanted to know if there was a current source for the d
ynafocal mount for a cruiser. If not, does anyone have the prop centerlin
e dimensions and any offset required?
Bruce Turrentine
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