bakerocb
Joined: 15 Jan 2006
Posts: 727
Location: FAIRFAX VA
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 Posted: Sun Apr 18, 2010 2:11 pm Post subject: Landing the KIS TR-1 |
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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
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[quote] 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
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