In the days following, Ryan has been working hard with the inspector to get the plane certified, but in the end, he (the inspector) didn’t want to cooperate and give me a certification. Got a call today were he informed me of that on the night before I was going back with my family to Omaka.
And a nice photo of a test run of the engine that evening:
When taking off, lift the tail up high as the Bleriot has a high angle of attack on the wing.
When landing, fly the the Bleriot to the ground in a level flight attitude, don’t land it 3 point you would normally do.
This happens with (old) slow flying planes, like the Bleriot. When you make a turn in a slow plane, the outer wing tends to go a lot faster then the inner wing, where as with fast planes that difference is a lot smaller.
Now when you start a turn in a slow plane with the aileron, making the plane bank, the banking gets magnified as the outer wing goes faster and will produce more lift, lifting it even higher.
If you try to correct this with the aileron, the slow inner wing tries to produce more lift, but it also creates more drag and makes the turn even sharper. So the solution is to use mainly rudder, and a little bit of aileron to assist the turn. Basically always flying horizontal, well almost.
While scanning websites, I suddenly noticed this article in the Marlborough Express, these are two people that done a lot of work on my Bleriot after my 5 day visit to Blenheim. There are some mistakes in the article like I went back to The Netherlands……. But still nice to see 🙂
I don’t know. I have never looked at airspeed. I could always feel what was going on.
The thing will hang in and plow at a high angle of attack but that probably isn’t advisable or comfortable.
I would just practice hopping down the runway and practice flying in ground effect until you get comfortable.
Just fly it on and chop the throttle. It’s pretty straightforward but a bit draggy. That’s why I say to fly it on because it slows down real quick without power.
CG I very important. I weigh 150 and Eric weighs 200 we both flew it just fine. I think the power and control ability is perfect.
Again I never sand bagged it to your weight in the seat so it may take a bit more to get the tail up to turn around at the end of the runways.
There is no such thing as a plane being over powered.
First engine test run at Omaka airdrome. Bleriot tied to the car and with stakes into the ground.
The engine running here with Ryan Southam behind the controls. Ryan has been of immense help to me. This last day of of my 5 day visit and after I left doing more work on the plane and engine:
Just give it short blasts of power with rudder fully applied in the direction you want to go. I also keep full forward stick so there is less ground friction to keep you from turning. Just pretend you are a Harley driver at a stop light revving your engine.
Brap, Brap, Brap.
You just want the tail skid free of the ground and no higher.