Warbird Information Exchange

Gentleman,

Just a few questions for you Texan/Harvard guys. I'm sure the answers will vary a little, based on the specific aircraft. If you could please specify a few items about your specific aircraft, or experience. (such as any modifications to the aircraft, gross weights, etc., etc.)

A few items I'm needing to know are;
1.) After GUMP, and on final approach, what might be the observed RPM? Or, in other words if you are set for 2,200 for example, (or maybe 'full low'?) at what point would you observe the RPM fall below that setting, as the aircraft approaches landing speed, and there isn't sufficient windmilling to compensate?

2.) I know some of the racing guys can use up-word's of 36" and 2,600rpm, as a race setting. Surely there is no need for this as a routine take-off setting, so would you not run the prop full-forward on take-off? And if so, how to you gauge that before roll-out? Maybe during run-up?

3.) Accelerated stalls, or high speed stalls. From what I gather, usually the tendency is for the right wing to drop during an accelerated stall? But I am curious what kind of control input / G-load (and in relation to speeds) would put the aircraft into such a circumstance. And what differences might there be with power on vs. power off, and a high-speed stall.

4.) Best observed climb rate / speed KIAS at that rate. I read someplace 30" / 2000 would climb at 1800fpm? I would suppose this would gradually lower the higher you were, and in relation to available power above a certain altitude. But perhaps the average aircraft won't even climb at that rate?

5.) Does the aircraft grow significantly nose-heavy when the gear is extended, and does such require nose-up trim. Or do the flaps accommodate for this drag with lift?


That's pretty much it. I really appreciate any feedback, or other notes. I have been studying a collection of old Texan and Harvard training manuals, and various PIREPS. But have fell short of noting details on the items above.

Best regards,
- Joseph