Captarmor suggested you started a new thread.Optima seaplane = sea era + boxwing
I haven't enough material in order thatCaptarmor sugested you started a new thread.
I too sugest you start your own thread.
the fuselage executed in the form of a wing of small lengthening, центроплан, consoles I covered, the power plant, tail plumage, the chassis with management mechanisms, it is supplied with the poles located on each side центроплана and along its axis of symmetry, rigidly fixed on its bottom surface and supplied not movably fixed at the bottom end faces of poles underwater wings, at this chassis it is executed wheel, and mechanisms of management of the chassis are placed in poles.
In process of speed increase from 0 to the speed of effective work of underwater wings the amphibian comes to a surface of the water, overcoming power factors of interaction with water.
By the time of an exit to gliding the air passable between a surface of the water and the bottom surface центроплана 1, withheld from an overflowing from sides by poles 2, thanks to narrowing of the channel slows down, being transformed to pressure surpassing atmospheric, i.e. Rn> Ro, and creating effect of the dynamic airbag
With a further growth of speed power parameters of the airbag increase, tearing off the amphibian surfaces of wings 6 and 7 from a water surface, providing that in contactless movement with water a fast gain of speed and transfer to keeping and to ascent.
Further flight of the amphibian up to passing of a point of alignment when landing doesn't differ the dynamics from the plane with being cleaned wheel chassis.
I haven't enough material in order that
"to open a new stream"
I introduced couple of ideas, for discussion...
probably, these thoughts will be useful to other people.
probably, their thoughts will be useful to me
I would say no.
links in pictures, not because so it is pleasant to me...Do not embed a link to another site in the pictures without notifying other readers. I, and probably several others do then not open the link as it could be considered a security threat..
Sorry, it must have been late. You are right that it is confusing. I have left out some words.Jedi
I misunderstood this sentence
"I generally set power and speed at about 50 feet or more and let it slowly 85 mph and two feet off the surface. I will have to try it sometime. It is very comfortable at 2,400 rpm and is pitch and drift down to about ten feet and then hold altitude."
When you attach a picture, make sure you check the "Retrieve remote file and reference locally" box.links in pictures, not because so it is pleasant to me...if you know a hosting of pictures where there is no hosting advertizing, I ask to tell me... and I will use with pleasureand I can leave from this forum if to you it is so better
Do not put too much faith in the accuracy of the numbers presented. They are "by memory" numbers and not from a formal drag test program. I will try to get better numbers this summer.Jedi,
If, as you stated, "Normal sea level cruise 100 mph at 2600 rpm and 3.2 gph" that means the flat plate drag of the Sea-Era is 4.6 sft, assuming 80% on the prop, sea level, and 25% engine efficiency. Not as good as I would have thought at 3.5 sft.
Can you give me some more data so that I can better determine the drag? Perhaps at 100, 110, 120, and 130 mph?
In comparison, my Q200 was around 2 sft, or less than half, but it landed fast... 170 mph on 5.5 gph... The seaplane ability costs a lot.
Jedi,Do not put too much faith in the accuracy of the numbers presented. They are "by memory" numbers and not from a formal drag test program. I will try to get better numbers this summer.
I would like to see your method of calculation. Did you use fuel flow to calculate power? If so the fuel flow number is what is used for flight planning and is conservative probably by as much as 20% or more and is baised on total fuel flow for the flight not a specific cruise condition. The aircraft does have a Grand Rapids Techonology engine moniter but I can not vouch for the accuracy. I have noted some rather low fuel flow numbers that I did not trust.
If you did not use fuel flow how was power calculated without a manifold pressure which is not instrumented on the aircraft? (Readding your post, you have answered this. The question is for other readers understanding of the process.)
I could do a glide test with an airspeed / vertical speed plot. The aircrft has done several engine out landings.
Jedi,I talked to Paul on the phone and will report details as given.
Weather was NE wind, across and down the lake; I believe about 12 to 15 knots. Waves 15 inches. He attempted takeoff with 10 degrees of flap and found the ride very rough and difficult to obtain take off speed of 60 mph. About 50 mph he started to porpoise and contacted the left wing tip and again bounced into the air. He cut power and on the next contact with the water the right wing dug in and spun him around damaging the wing spar attachment in the fuselage and both tail booms. Repairs will be made later in the year.
Paul realized the weather was marginal but expected it would be a good evaluation of the plane. Because of the winter weather he had not flown much recently and currency was likely a factor considering his relatively low hours.
1. He should have taxied across the lake to calmer water, at least for the first takeoff.
2. He should have aborted sooner.
3. Good weather in Seattle in the winter is a rare occasion he got flying fever and could not resist.
4. Flap 0 takeoff would have been a better choice perhaps.
| To get rid of, originally for killing someone. The phrase "80 miles out and 6 feet under" was reserved for someone who had to dig their own grave 80 miles from civilization and then get shot execution-style. All terms for 86'd originated from this, be it alcohol or eliminating.|