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Thread: stol, or any anti spin wing tip info

  1. #1

    stol, or any anti spin wing tip info

    Stop looking. There are no STC'd STOL kit, gap seals, wheel pants,
    etc. available for these planes.

    At one time, STC'd Madras doop wingtips were available, which might
    improve STOL capabilities a bit. They are no longer made, but show up
    from time-to-time as used items.

    Another member of Musketeermail posted a few times that he is
    possibly working on wheel pants. Several folks are badgering the
    makers of Powerflow exhausts to produce that product for at least
    some of the Beech models. But by-and-large, a
    Musketeer/Sport/Sundowner/Sierra owner must be happy with the
    original airframe design or buy something else.

    Best regards,

    Steve Robertson
    N4732J 1967 Super III

    --- In musketeermail@yahoogroups.com, "ronmchale" <ronmchale@h...>
    wrote:
    > i am owner 1969 be-19..looking for info on stol kit, gap seals etc..





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  2. #2

    stol, or any anti spin wing tip info

    >Stop looking. There are no STC'd STOL kit, gap seals, wheel pants,
    >etc. available for these planes.
    >
    >--- "ronmchale" <ronmchale@h...> wrote:
    > > i am owner 1969 be-19..looking for info on stol kit, gap seals etc..

    I think its time to post my performance tips for Musketeers again.

    #1: Reduce the load. Don't tanker fuel. (really now, who NEEDS 60 gal of
    fuel for their mission?) Fly with fuel to the tabs for most flights and
    save the weight of a passenger. Less weight means faster acceleration,
    slower stall speed and lower T/O and landing distances.

    #2: Load the CG to a more aft position. Work the W&B problems for your
    aircraft. Note that 2 pilots in the front seats, especially at 200+ pounds
    each puts you at or in front of the forward CG limit! Carefully compute
    the load needed in the baggage compartment to shift the CG aft to within 1"
    of the aft limit. The speed gains can be quite impressive. Does YOUR 150
    HP Musketeer cruise at 125 mph? After confirming that your plane really
    DOES go a lot faster properly ballasted, consider changing the starter to
    the light weight type, such as the Sky-Tec 149LS, and also on models that
    don't yet have a ballast weight in the tail, consider finding the 22# lead
    weight out of a salvage yard A23-19 and having it installed on the most
    rear bulkhead to help you load the CG aft. These are never damaged in the
    crash and have no resale value, so they will be CHEAP. Note that it is
    possible to load some models too far aft with a lot of weight in the back
    seat and baggage area if you have the light starter and ballast weight
    installed, so one MUST have accurate W&B info and USE it.

    #3" Fly the mission profile that lets your plane use some "free" airspeed
    from the lower density of the atmosphere at altitude. True Air Speed rises
    at about 2% for each 1000' of DENSITY ALTITUDE. Take off and leave the
    throttle firewalled and climb directly (ATC permitting) to cruise altitude
    at Vy or perhaps Vy+10 to see over the nose better. Let the lower density
    of the air control your manifold pressure, rather than using the throttle
    to induce "pumping losses" in the engine. This means cruising at a Density
    Altitude of ~ 7500' -8000'. Lean as needed, never below 3500' except at
    part throttle. If you have an EGT gauge, only lean in climb enough to
    start the temps to rise, not to peak. You want the cooling of the richer
    mixture, and best power is richer than peak by 125-150 degrees. On
    descent, just roll the trim wheel for a 500 fpm descent and retard throttle
    as needed to stay below the tach redline. This will give you the best time
    UP to altitude and help gain back some of the time lost in climb on
    descent. Musketeers will do 140 mph on the way down at 500 fpm and cruise
    power. And with 500 fpm descent from 7500', you'll need 13 minutes to
    pattern altitude and be running a much higher GS. 13 minutes at 140 mph is
    30 miles out that you have to push over!

    Other than the cost of the light starter, these are essentially FREE
    performance tips. Read the Lycoming Engine Operator's Handbook ($19 direct
    from Lycoming) for your engine and learn that your instructor didn't
    explain engine operations very well. 2400 rpm is NOT "cruise power",
    except at some very low altitude.

    Musketeers are not THAT much slower than 172s and Warriors.

    Bob Steward, A&P IA
    Birmingham, AL




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