BeechTalk - BT

Username Protected · **Posted:** 10 Jan 2014, 03:10

Username Protected wrote:

So who would be interested in a new composite Beechcraft V tail with fixed gear if they designed one and it was 15-20 tks faster than a Cirrus? I'm talking about a clean sheet design. 2 door, 5 seater like the cirrus? Plus points if they were able to retain some of the styling/design cues from original fuselage...

Depends on cost. It is a pure numbers game and a how does it handle aspect. looks are way down the list for me.

Tim

Username Protected · **Posted:** 10 Jan 2014, 04:34

Username Protected wrote:

Chad,

The shock struts on a Bo offer a few inches of travel before they bottom out and your spine takes the rest. A springy gear, IMO, would be much more forgiving when dropped in. My experience above in the Cirrus was surprising to say the least.

Guess I haven't really dropped one in yet.

I often read about how forgiving our gear is. Maybe it was a stretch to assume it would absorb a great impact.

Username Protected · **Posted:** 10 Jan 2014, 07:05

One shouldn't ignore the impact of FG on RANGE.
Caveated upon the assumption that RG doesn't reduce fuel capacity.
Tim

Username Protected · **Posted:** 10 Jan 2014, 08:01

Username Protected wrote:

So who is it that is looking at the airplane in cruise?

Jason has his cellphone attached to the wingtip so he can take selfies during flight

Username Protected · **Posted:** 10 Jan 2014, 08:58

Username Protected wrote:

So who is it that is looking at the airplane in cruise?

Jason has his cellphone attached to the wingtip so he can take selfies during flight

Username Protected · **Posted:** 10 Jan 2014, 09:10

Technically, Cirrus did design flew, and sold (in pieces) a singe-engine retractable gear aircraft..... The VK-30.

I always wanted one...

http://en.wikipedia.org/wiki/Cirrus_VK-30

Jason

Username Protected · **Posted:** 10 Jan 2014, 09:34

That's correct. It was a beautiful and very fast airplane. Unfortunately it had a laundry list of issues. Be glad you didn't end up buying a kit.

They also built a Turboprop 'derivative' under contract from Israviation, called the ST-50. This contract provided Cirrus with the seed money to begin development of what was originally called the SP-4, which was later renamed the SR-20.

Username Protected · **Posted:** 10 Jan 2014, 11:12

I believe the other reason not to go witha retract design is that it would have required a thicker wing to accomodate both the mechanism and the wheel. Look at the Lancairs to see what kind if stick-legs it takes to get the gear to retract.

Username Protected · **Posted:** 10 Jan 2014, 11:47

WEIGHT. The new G5's have better useful load. Demo'd a Cirrus SR22T. Useful load in POH =836 :sad:

Username Protected · **Posted:** 10 Jan 2014, 13:10

Username Protected wrote:

It would just look faster and better with the wheels up.

And you last sat there piloting your oh-so-sleek retract and marveled at the clean underside when?

Username Protected · **Posted:** 10 Jan 2014, 13:22

Username Protected wrote:

WEIGHT. The new G5's have better useful load. Demo'd a Cirrus SR22T. Useful load in POH =836 :sad:

Useful load on the Cirrus was limited by the chute, not performance considerations.

Username Protected · **Posted:** 10 Jan 2014, 16:19

Those two look like the parents of the US Govt Drones...

Username Protected wrote:

That's correct. It was a beautiful and very fast airplane. Unfortunately it had a laundry list of issues. Be glad you didn't end up buying a kit.

They also built a Turboprop 'derivative' under contract from Israviation, called the ST-50. This contract provided Cirrus with the seed money to begin development of what was originally called the SP-4, which was later renamed the SR-20.

Username Protected · **Posted:** 10 Jan 2014, 16:52

Username Protected wrote:

I like the "whine and clunk" sound my gear makes when it swings in and out.

Perhaps Cirrus could just include another audio file in the aural features of its aircraft that mimics the "whine and clunk" when the pilot pushes a button just after takeoff and just before landing.

Prolly would cost no more than a pair of high-quality assless chaps and not induce any drag or limit fuel capacity.

I almost missed the like button because of laughing....

Username Protected · **Posted:** 10 Jan 2014, 19:42

A nice feature of a retractible gear airplane is being able to add the gear drag to slow down and descend easily. The Bonanza has a high gear speed and is a big help to get down fast. I have been flying an RV-10 lately and really miss being able to drop the gear for drag.

Username Protected · **Posted:** 10 Jan 2014, 19:44

Username Protected wrote:

A nice feature of a retractible gear airplane is being able to add the gear drag to slow down and descend easily. The Bonanza has a high gear speed and is a big help to get down fast. I have been flying an RV-10 lately and really miss being able to drop the gear for drag.

That is a sign that you need to plan your energy management better :tape:

Tim (could not resist)

Retractable Gear Cirrus