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I’m looking for some detailed specs on the model 5 with 300+ hp engines. How many are built and flying already?
I spoke a few times with the kind folks at the Bearhawk exhibit last week at OSH and asked a lot of questions. I have come up with a few more since, and want to also get some detailed real-world performance numbers, especially at higher altitudes. It sounded like there had not been any real testing done above 5,500’ on the prototype yet. I’m not a fan of low-altitude cross country flying, for several reasons, namely safety, efficiency, smooth air. I know most airplanes get the best cruise speed at 75% power in the 7 to 9,000’ DA range, and some are still close to those speeds in the low teens but with much lower fuel burn. My Twin Comanche is one of those, and I like cruising in the 9 to 15,000’ range, depending on winds. I lose at most 4 knots of TAS, but fuel burn drops 23% from 8 to 12,000. Some other airframes are not this way, and don’t cruise worth a darn up high.
Could I expect 150 knots+ at 8,000’ +/-?
Is there anything that can be done to make it a more speedy airplane and less of a STOL airplane? Such as aileron and flap reflexing, small tires with wheel pants, fairings, modifying to do away with the tail braces, etc? Has anyone built one while focusing on these sorts of things, and if so, what are the best cruise numbers? I do fly off a farm strip, but it’s 2,700’ with no obstructions.
Is 1500 lbs useful load pretty realistic for an IFR equipped airplane if I’m conscious not to make it a heavy pig? Would there be any basis behind making the gross weight higher than 3,000 lbs but restricting the landing weight to 3,000?
Is the model 5 a stable airplane in roll and pitch? By this, I mean can you let go for 30 seconds and not change altitude or begin a turn in mostly smooth air?
Is it pretty stable on the ground compared to other taildraggers? Especially when there is an aft loaded CG, it seems like it could potentially become somewhat of a handful on the ground.
How much crosswind can it handle without being difficult to keep the wing down? The big wing and flaps seem like they would make it susceptible to strong or gusty crosswinds. I’m used to being able to easily handle 25 kt xwinds, and occasionally 30-35 if necessary.
Has anyone come from flying airplanes with yokes and gotten tired of having a stick in the way for long trips? I like to have room to move my legs around and stretch on 5+ hour cross countries.
Has anyone installed 4 25.5 gallon main tanks (104 total), using 2 of them as aux tanks instead of 25.5 gallon mains +11 gallon aux tanks (73 total)? What would be the limitations to do so? I’m not familiar with how the wings are assembled around the tanks.
I spoke a few times with the kind folks at the Bearhawk exhibit last week at OSH and asked a lot of questions. I have come up with a few more since, and want to also get some detailed real-world performance numbers, especially at higher altitudes. It sounded like there had not been any real testing done above 5,500’ on the prototype yet. I’m not a fan of low-altitude cross country flying, for several reasons, namely safety, efficiency, smooth air. I know most airplanes get the best cruise speed at 75% power in the 7 to 9,000’ DA range, and some are still close to those speeds in the low teens but with much lower fuel burn. My Twin Comanche is one of those, and I like cruising in the 9 to 15,000’ range, depending on winds. I lose at most 4 knots of TAS, but fuel burn drops 23% from 8 to 12,000. Some other airframes are not this way, and don’t cruise worth a darn up high.
Could I expect 150 knots+ at 8,000’ +/-?
Is there anything that can be done to make it a more speedy airplane and less of a STOL airplane? Such as aileron and flap reflexing, small tires with wheel pants, fairings, modifying to do away with the tail braces, etc? Has anyone built one while focusing on these sorts of things, and if so, what are the best cruise numbers? I do fly off a farm strip, but it’s 2,700’ with no obstructions.
Is 1500 lbs useful load pretty realistic for an IFR equipped airplane if I’m conscious not to make it a heavy pig? Would there be any basis behind making the gross weight higher than 3,000 lbs but restricting the landing weight to 3,000?
Is the model 5 a stable airplane in roll and pitch? By this, I mean can you let go for 30 seconds and not change altitude or begin a turn in mostly smooth air?
Is it pretty stable on the ground compared to other taildraggers? Especially when there is an aft loaded CG, it seems like it could potentially become somewhat of a handful on the ground.
How much crosswind can it handle without being difficult to keep the wing down? The big wing and flaps seem like they would make it susceptible to strong or gusty crosswinds. I’m used to being able to easily handle 25 kt xwinds, and occasionally 30-35 if necessary.
Has anyone come from flying airplanes with yokes and gotten tired of having a stick in the way for long trips? I like to have room to move my legs around and stretch on 5+ hour cross countries.
Has anyone installed 4 25.5 gallon main tanks (104 total), using 2 of them as aux tanks instead of 25.5 gallon mains +11 gallon aux tanks (73 total)? What would be the limitations to do so? I’m not familiar with how the wings are assembled around the tanks.
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