Turbulent Specs
Join Date: Apr 2003
Location: Midlands
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What for?
Off the top of my head mine is 420lb empty.
Can't really help you with stall speed - who knows how accurate the asi is in the stall, but mine is almost certainly more than 26mph. A figure I've seen is 38 kts which is in a very different ballpark, but I suspect closer to reality.
Mine has a 1600cc engine rather than 1200cc making it a bit heavier. Also, it's fairly easy to tell when you're approaching the stall.
Off the top of my head mine is 420lb empty.
Can't really help you with stall speed - who knows how accurate the asi is in the stall, but mine is almost certainly more than 26mph. A figure I've seen is 38 kts which is in a very different ballpark, but I suspect closer to reality.
Mine has a 1600cc engine rather than 1200cc making it a bit heavier. Also, it's fairly easy to tell when you're approaching the stall.
D31
I seem to recall an AUW of about 620 lb (more for the COA version)
With a tank of 7 galls and no batt/radio/starter/generator the 1500/1600 version performs very well (as long as you have the correct prop and get the revs).
Those built in slats and balanced ailerons make for excellent control, but if you push it too far then it will spin like a top.**
The secret with Turb flying is a 'two finger' touch and light weight footwear, it only needs small control inputs, but a correctly rigged one responds well with small smooth inputs. Some have a T&S but all should have 'skid ball' and the reminder that 'ALL AIRCRAFT BITE FOOLS'
The COA version had a different elevator control ratio (not as nice) and in my mind ruined the combined control balance. The extra weight was due to the spar being beefed up. A well fitting standard canopy puts the cruise speed up by approx. 6 knots + and proper cowlings plus glider type hood and spats and you are up to VNE in the cruise.
** It also recovers well, but the subsequent pull out has to be careful as one is balancing structural g limits and vne.(don't go there please)
Generations of Turb Team displays show how much fun can be had, but the 'light touch' is the secret to keeping it safe.
With a tank of 7 galls and no batt/radio/starter/generator the 1500/1600 version performs very well (as long as you have the correct prop and get the revs).
Those built in slats and balanced ailerons make for excellent control, but if you push it too far then it will spin like a top.**
The secret with Turb flying is a 'two finger' touch and light weight footwear, it only needs small control inputs, but a correctly rigged one responds well with small smooth inputs. Some have a T&S but all should have 'skid ball' and the reminder that 'ALL AIRCRAFT BITE FOOLS'
The COA version had a different elevator control ratio (not as nice) and in my mind ruined the combined control balance. The extra weight was due to the spar being beefed up. A well fitting standard canopy puts the cruise speed up by approx. 6 knots + and proper cowlings plus glider type hood and spats and you are up to VNE in the cruise.
** It also recovers well, but the subsequent pull out has to be careful as one is balancing structural g limits and vne.(don't go there please)
Generations of Turb Team displays show how much fun can be had, but the 'light touch' is the secret to keeping it safe.
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Join Date: Oct 2017
Location: Over by there
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abgd, thanks, I suspected as much, the figures on the tiger club site, did seem optimistic to me. Heston, is it the stall speed alone or are there other factors that disqualify it??
