ZU-CZDEQUIPMENT/INSTRUMENTLIST

ALTIMETERCOMPASSRPMAIRSPEEDOILTEMPOILPRESSUREVOLTAGETRANCEIVER/INTERCOMEGT/CHTLIFTRESERVEINDICATORALTERNATORCHARGELIGHT

Airspeed (MPH)

Compass

Engine RPM

Lift Reserve Indicator

Slip & Turn

Fuel

Altitude

CHT & EGT COM Radio

Clock

Fuel Pressure

Voltage

Oil Temperature

Oil Pressure

Lift/ Sink Rate

Alternator Charging (Bright – Not charging)

Elevator Trim

1

CALCULATING PROPELLER PITCH OR ANGLES Durand's Navy Model TestsPitch affects top end speed and diameter affects acceleration ClimbingMore pitch, greater top speed, more diameter, faster acceleration Airspeed: 65 mph

Brake Horse Power: 112 bhpEngine RPM 2300 rpm

Performance Coefficient 0.45 Use in Fig2Coefficient J 0.34 Read from Fig2P/D ratio 0.42 Read from Fig2Prop Diameter: 88 InchesPitch 37 Inches

CruisingAirspeed: 85 mph

Pitch is calculated as = Pi*(0.75)*(dia)*(tan alpha) Brake Horse Power: 112 bhp#NULL! Engine RPM 2500 rpm

Calculation if Blade Angle is known Calculating Aircraft Speed Performance Coefficient 0.82 Use in Fig2Coefficient J 0.45 Read from Fig2

Blade Angle Degrees Pitch 48 Inches P/D ratio 0.53 Read from Fig2Diameter of Prop Inches Engine RPM 2500 Revs per minute Prop Diameter: 80 Inches

Prop Slip 80 % 85%=slippery plane Pitch 42 InchesPitch: 0.0 75-80%=draggy plane

Theoretical Speed 90.9 Miles per Hour Data Notes:Motor Lycoming O-320

Calculation if Pitch is known Diameter of prop 78 Inches Operating altitude 5000ft AGL, 8000ft density pressProp Tip Speed 934 km/h 580 mph 851 ft/sec

Pitch: 48 Inches Ambient Temperature: 23 deg C 73.4 deg FDiameter of Prop 78 Inches Speed of Sound: 771 mph

Prop tip Mach speed: 0.75 machBlade Angle: 14.6 Degrees To produce maximum thrust from your propeller at full power

your tip speed should fall between .88 and .92 machBlade angle at various points from centreStation 1 (10%) 63.0 Degrees Materials of designStation 2 (20%) 44.4 DegreesStation 3 (30%) 33.1 Degrees Stress Factor: 195000Station 4 (40%) 26.1 Degrees Less than 170,000: SpruceStation 5 (50%) 21.4 Degrees Less than 210,000 Walnut, mahogany, white oakStation 6 (60%) 18.1 Degrees Less than 240,000 Birch, HickoryStation 7 (70%) 15.6 Degrees Greater than 240,000 Not safe for woodStation 8 (80%) 13.8 DegreesStation 9 (90%) 12.3 DegreesStation 10 (100%) 11.1 Degrees

Propeller performance is usually characterized by thrust and power coefficients and propeller efficiency. The thrust coefficient is related to how much thrust the propeller is developing. Simple? The power coefficient is related to how much power is takes to turn the propeller not how much thrust power it develops. Sometimes this is usually stated as the amount of power the propeller absorbs.The thrust coefficient is defined as CT = Thrust / (density * n^2 * d^4), where density is the air density, n is the revolutions per second, and d is the propeller diameter. The power coefficient is defined as CP = Power Absorbed / (density * n^3 * d^5). Since the propulsive power is, by definition, the product of the thrust and flight speed, and efficiency is the ratio of propulsive power to absorbed power, the efficiency of the propeller is eta = J * CT/CP, where J is the advance ratio. The advance ratio is a measure of the angle-of-attack on the propeller blades and is given by J = V / (n * d). Typical efficiency, thrust, and power coefficients are shown to the right. For the Cheetah 59" and 61" pitch propellers with 73" diameters, the blade angles are 18.9 deg and 19.5 deg, respectively.

Typical propeller eff

Typical propeller CT

Typical propeller CP

d

Point to measure blade angle at 3/4 of total radius from centre

alpha

blade angle at 3/4 of total radius from centre

0.75r

Handling Notes for the Fieseler Storch and Related Types

(From various sources)

The lovely Storch – Howard Cooke

(Notes on flying the Fieseler Storch)

http://www.vintagewings.ca/VintageNews/Stories/tabid/116/articleType/ArticleView/articleId/105/language/en-CA/The-Lovely-Stork.aspx

Take off – Wow!

Throttle smoothly to max rpm of 2200, the long undercarriage legs extend and we are off – ridiculous! With a 20

knot headwind I have lifted off in 50 yards – to get back to Imperial measures for a moment - and that with just

15º of flap. It is like going up in a lift and you can be at 1000 ft at the airfield boundary. The climb is very

impressive at the “normal” climb speed of 100 kph. It is possible to climb steeper at 90 kph which angle wise is very impressive.

Winding the yellow handle connected via a bicycle chain to retract the flaps, the aeroplane tends to sink and you

must be careful of the nose up change in trim and lower the nose to keep the speed at 100 kph.

Into the cruise

Levelling off into the cruise at 2000 rpm which gives a cruising speed of 120 kph where it is more speed stable.

When fuel checks are required it is a matter of looking out at the two glass tubes sticking vertically down below

the wing. Cruising in the Storch is a very loud experience but visibility-wise it is a very pleasant one. On a

summer’s day with the door open, it is comfortable and visibility is even better, almost helicopteresque.

To the casual observer, the Storch looks like a bigger version of a light aeroplane but it is a heavy and tiring aeroplane to fly. It does inspire great confidence in that looking for fields in case of an engine failure you feel that you can land almost anywhere – and you probably can!

General handling and (very) slow flight

Moving on into turns, the Storch is comfortable to manoeuvre at speeds over 100 kph. For a display routine I

prefer to lower the flaps 15º and fly at 90 kph which enables the aeroplane to be kept tight for the manoeuvring

necessary for a display routine and ready to move into the slow – in this aeroplane’s case VERY slow – phase of

the display.

Bringing the power back to idle and gliding the aeroplane, there is a definite lack of elevator authority and from

this you can gauge that gliding in to land is something best avoided.

The ultra slow phase of flight in the Storch should be with a touch of power back on and when practiced for the

first time should be carried out at a safe height. Winding the flaps down by the yellow handle and “bike chain” to 40º, the ailerons droop with the flaps beyond 20º. There is a limit speed 125 kph (67 knots). As the flaps go

down, the nose needs to come down to maintain a level attitude with 80 kph (43 knots) as a good manoeuvring

speed! The tailplane incidence can be changed to give nose-up or nose-down trim.

The Storch allegedly claimed a number of pilots’ lives because the stall can result in extreme attitudes in roll

Once the wings roll, they could get through to inverted with insufficient control effectiveness to recover.

The famous aviation author and pilot Alan Bramson gave it an Oscar for being most unpleasant from the handling

point of view!

It is, therefore, a matter of testing the slow flight capabilities rather than full stalling, and flying as slow as you feel

comfortable with. It feels as if you are sitting on top of a knitting needle, unstable in all axes. If, at any point, you

feel that the aeroplane is going to fall off the knitting needle, it can be “caught” with smooth applications of power. With a touch of power I was flying with 40º of flap at 67 kph – that is 36 knots. Into a stiff breeze in a display, the

Storch can demonstrate its legendary ability to “hover”. Not many aeroplanes can do this! It looks easy but it takes careful handing and feels like a plate balanced on a knitting needle.

Approach and landing

As you have noticed from earlier comments, the Storch fuselage is fragile and getting the landing wrong can

bend the fuselage. Side slipping should not be carried out as it too will put undue strain on the fuselage

and particularly the fin and rudder. After the experience of slow flight you realise that a power on approach is

required.

The view on the approach, as in all phases of flight, is outstanding. 1000 rpm and 15º - 20º of flap is all that is

required and with 100 kph for the initial approach. With 40º of flap the Storch is susceptible to the slightest gust

and 15º - 20º will suffice in most conditions - after all we are not landing in the streets of Berlin or on an Italian

mountainside! The approach is adjusted with power and must be such that there is some power on to keep

elevator authority in the round-out.

With the Storch it is possible to adjust the approach quite easily with power and by manual selection of flap; the

slats are fixed. Another feature of the Storch that can catch you unawares is the oleo compression on the main

undercarriage. They extend by two feet at takeoff – and therefore on landing they will compress by two feet. Thus

landing is a balance of allowing for any crosswind with the big 48 ft wings, caution with the fragile fuselage, and a

touch of power for control authority and handling that makes it feel that you are flying even slower than you

already are! Landing into wind is preferable for the shortest landing performance and you can almost land

crossways on wide runways if the wind is 90º across it.

The Storch landing is 80 kph (50 mph) over the numbers and then you fly the wheels on which then sees the

oleos compress and you have arrived on three points although your pitch attitude has remained constant

throughout the approach and landing. As you touch down cut the throttle – and stop inside 100 yards without

even trying. Any swing can be dealt with a burst of power. In 2005, I landed with half flap at Sandown Airfield with

a headwind of 20 knots – and was down and stopped in 50 yards with little effort and without using the brakes –

and had to spend a long time taxiing as a result! For a display the Storch can demonstrate the short landing,

stop, power on, and go for the shortest fixed-wing stop and go you will ever see.

After engine stop, it’s just a matter of putting the aeroplane back into the hangar where, with its 48 foot wingspan, it requires an inordinate amount of space.

At first glance, the Storch may appear easy to fly in that it flies slowly, but this is deceptive. It is very heavy and

you have to keep it in balance at all times - but it is like flying no other aeroplane. Even today the Storch is a

unique machine, as close as a fixed-wing pilot can get to flying a helicopter.

http://www.recreationalflying.com/threads/sideslip-as-a-manoeuvre.34348/page-2

A different view from Australia related to the Slepcev Storch:

“One aircraft that you wouldn't think would slip well, but does, is the Slepcev Storch. Even with full flap out (only two positions OFF or 40deg), it loves to slip. Generally all round it is a sweet and nimble aircraft to fly. The only other that even comes close to the Storchs' slow approach capability, would be the Savannah VG..On airspeed accuracy in a sideslip, it would depend on where the pitot is located. The lightwing has it out midway on a wingstrut, but adjusting the airspeed in the slip by raising or lowering the nose, gives pretty accurate airspeed adjustment, or at least close enough to be onspeed at the round out for landing.”