I wonder if they can be retro-fit to the ? Well, I just purchased a B few months ago, and get my training on a A and there are major differences beyond the canopy. The G has right and left brakes that are operated with the rudder pedals.
Braking comes after full rudder is pushed. The system works just fine in my opinion, it is just a little different. Brakes for both wheels are activated with the spoiler handle or the parking lever. G is correct, GA does not exist. Sorry to be exact here, but the FAA will insist that G be used on all paper forms.
G problems: Gelcoat cracks Gelcoat needs to be replaced with paint. Engine needs to run weekly or valves will corrode. Climb is good first feet about 4- feet per minute then with a hot engine the climb rate will go down. I usually start my cruise at feet so the engine will run cooler. Grob Systems Inc.
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Drive Tuning. Typical machining operations. Made in the USA. For a taildragger, the field of view is excellent, probably because the over-sized tailwheel ensures the ground attitude is quite shallow.
This can stall the engine, even at full power, and then you would have to get the prop all too slowly back into fine pitch before re-starting it. Lining up on R25, I note the ambient conditions, particularly the northerly wind, which is creating a considerable crosswind from starboard. I consider taxying up to Runway 02, but instead elect to take off from the grass and keep the tailwheel on the ground to aid steering.
Mark nods approvingly, as we both know that if a swing is allowed to develop it can be hard to catch. Lift-off occurs at fifty knots and the initial climb rate is around fpm. As we want to be above the inversion for the photographs, I climb at a higher power setting and slower speed than Mark would generally use.
Consequently, and unsurprisingly the oil temperature soon starts to rise towards the redline, although interestingly the CHT remains well within limits. One thing that can make a Pilot photo shoot tricky is when the camera ship and the subject aircraft are dissimilar and this is definitely the case on this occasion, as the EuroFox and are distinctly dissimilar!
After a couple of minutes of constantly swapping hands between throttle, airbrake and stick I decide what is needed is a bit of CRM crew resource management and ask Mark to operate the airbrakes upon my command.
This works well and Keith soon gets a fine selection of photographs. With all the photos in the can, I start my examination of the general control and stability characteristics. Controllability is acceptable, harmony and stability are less so. The stick is quite short and the heavy ailerons require muscle at speed, while the elevator is relatively light.
This is the wrong way around. The rudder is adequate and the breakout forces for all three primary controls reasonable. Roll-rate is acceptable and visibility in the turn and indeed every phase of flight excellent.
A ten-knot displacement from a trimmed speed of seventy results in a long-wavelength, low amplitude phugoid that eventually damps itself out after several lazy oscillations, while the spiral stability is just barely neutral.
Hold the stick on the backstop and it gently hunts in pitch. Pre-stall buffet is negligible. With the airbrakes fully extended it stalls at 47kt, and 41 with them retracted. At the start of this article I opined that every aircraft has an optimum engine size, and this is especially true in the cruise. Eventually the ASI indicates 80kt for a true air speed of 86 at 3,ft and a very impressive fuel flow of 12 lph.
So, we can see that an extra fifteen per cent TAS requires fifty per cent more fuel flow and a commensurate reduction in range. The only items left on the flight test card are to examine the gliding performance with the engine shut down and prop feathered, and then a few circuits. The POH claims a best glide ratio of at sixty knots, while the min sink is quoted at fpm at fifty. Both claims seem slightly optimistic, but then the airframe is forty years old It is irrefutable that the B offers many significant improvements over the A, but changing from a single bubble canopy to twin doors was not one of them.
Mark asks if I want to land engine-off as we are in a perfect position to do so but I decline, and for two reasons. Having joined on a base leg that is quite high, but not very wide, I turn on the master, move the CSU toggle switch back to Auto? And wait. The prop must be completely unfeathered before restarting the engine.
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