Why shouldn't I buy this plane?

asechrest said:
Neigh, I canter think of a reason, either. If you're not horsing around, since I'm FL-based, I don't mind hoofing it to that location and checking it out for you. As long as it's not behind a locked gait, I'll take some good photos for you (just bale me out if I get busted for trespassing). It's a nice bird, so if you're hot to trot for it you'll have to jockey for rights to purchase first. But manely, if the photos check out and as long as the engine is stable and you can pony up a bit of cash, no reason not to do the deal, saddle up, and ride it out of there.

:redface:
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Well done, sir. :yes:
 
While I'm no big fan of the style at least it's done very well judging by the pics.
 
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brentee said:
Unicorn1.jpg


Just strut right across the ramp on up to the FBO.
"Pardon me, but would you happen to have a crew car available?"
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That was my avatar on here a while back. A long while back.
 
docmirror said:
Ok, share. What's the hot dope on flap seals?
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Wrong thread, but flap gap seals defeat the purpose of the semi-fowler flap. The flap needs that airflow over and down the backside like a wing to produce lift.

On backcountry pilot there is a thread where an owner did flight comparisons with them on and with them off. His results were pretty striking.

With flap gap seals on a 180 it drastically cuts your sink rate. I can attest to that because mine is like a glider, you have to force it down and I can't get over 600f.p.m. down unless you push it or slip it or crab it. Without flap gap seals pilots report 800f.p.m. down and more if that's what you want. Bush pilots don't like FGS.



C172_flap_rod.jpg
 
txflyer said:
Wrong thread, but flap gap seals defeat the purpose of the semi-fowler flap. The flap needs that airflow over and down the backside like a wing to produce lift.

On backcountry pilot there is a thread where an owner did flight comparisons with them on and with them off. His results were pretty striking.

With flap gap seals on a 180 it drastically cuts your sink rate. I can attest to that because mine is like a glider, you have to force it down and I can't get over 600f.p.m. down unless you push it or slip it or crab it. Without flap gap seals pilots report 800f.p.m. down and more if that's what you want. Bush pilots don't like FGS.



C172_flap_rod.jpg
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Thanks, wonder what the speed differential is with and without? It turns out I was mistaken about the 'flap' part of the seal. It's only on the aileron, which makes sense for the STOL part of the equation as you've mentioned.
 
You should get a few more knots with that extra horse power
 
docmirror said:
Thanks, wonder what the speed differential is with and without? It turns out I was mistaken about the 'flap' part of the seal. It's only on the aileron, which makes sense for the STOL part of the equation as you've mentioned.
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Top speed with FGS was negligable. Where they shine is climb rate. But that's at the cost of your sink rate.

A C-180 with FGS will push 1000 to 1400 f.p.m. up while without them you're looking at more like 800-1000.

This is from what I've read, I don't have hard numbers on mine to back it up. But I do routinely get 1000 climb rate with ease.
 
docmirror said:
Thanks, wonder what the speed differential is with and without? It turns out I was mistaken about the 'flap' part of the seal. It's only on the aileron, which makes sense for the STOL part of the equation as you've mentioned.
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My recently installed flap gap seals gained me a whopping two knots.

The biggest difference I see is in improved climb performance. I picked up at least 250 to 300 FPM.

I see little or no negative effect on flap effectiveness and steepness of approach like TxFlyer describes.
 
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