Climb, cruise and descent?

:E

Close Peter,

The cruise figure is possibly a little higher... but as the guys are saying it is 65kts.- for almost everything. The only other figures I can think of are the stall and VMCA and they are down around 50kts. The stall generally being the higher of the two.
Similarly the figure to use for the Trisander is 80kts, for everything, - that explains the ground performance difference. The Islander can get in and out of almost anywhere, - certainly when empty.

You leave the old bongo alone, they're gorgeous...

j3

Top of the wing looks like the rivets on a steam trains boiler. Last good British plane was the Spitfire.

Try a 39KIAS stall and incipient VMCA roll a knot or 2 quicker on one.

Yep, guilty for firing from the hip... had the 39 figure in mind but wasn't brave enough to commit it to the post. It has been a long time and I knew someone younger (better memory) or more recent experience would step in. Amazing figures really, - no wonder they perform so well. A real pilots' machine.

But 65 Kts is the figure.
I spend much time flying about in a Tomahawk and often wonder how much of a safety factor is built into the AFM numbers there also. Apologies for the thread hijack.

One thing that concerns me a little... many of these t/o briefs appear to assume a total power failure after liftoff, without considering some of the more subtle indicators of a partial power-loss which may only become apparent during the takeoff roll. Split needles on your MP gauge may be an indication to look for, particularly if getting to or over 2-3" difference; props sounding a "little more" out of sync than usual may indicate a lazy mill too; on aircraft that have seperate switches for L&R mags, any of the above may indicate that you have a dead mag or a switch not selected, or a more serious problem that may become a deafening silence on one side... I'm sure others will be able to add to that too.

From my admittedly limited experience of in-flight engine failures and discussion with others more experienced, it seems that a mill seldom lets go catastrophically in the 1st instance -there will usually be some sort of warning (rough running, vibration, engine gauge indications), something that will get you sitting up a bit straighter and paying attention, before it all goes pear-shaped.

I reckon if you got a warning like that whilst still on the runway or with sufficient runway ahead to land and stop, that'd be a pretty good time & place to start doing something about it. Similarly, if just airborne you get a warning, don't sit there waiting to see what's going to happen; get a wriggle on, get a plan and start acting on it -the sooner the better! Let the crook mill generate as much power as it's able for as long as it can -it just may make the difference!