Cruise hit with X-Stol or bigger wheels?

[morrisond]

Has anyone seen a Cruise speed hit with the X-Stol Extensions and regular gear?

Is there a wheel size Option between Normal and Katmai that is faired? Any cruise speed hit?

[nworth]

Has anyone seen a Cruise speed hit with the X-Stol Extensions and regular gear?

Is there a wheel size Option between Normal and Katmai that is faired? Any cruise speed hit?
I haven't been able to confirm this, but the XStol extensions are supposed to actually *increase* cruise speed marginally. I know this doesn't seem sensible but the XStol extensions allow the plane to fly with less angle of attack at cruise, thereby reducing induced drag. Obviously, the extensions increase parasitic drag but there is a net gain of a knot or two.

I was surprised to observe that my plane (not the cleanest, aerodynamically speaking, of the fleet) was truing (according to the GN430) at about 154 on the trip from Cincinnati to El Dorado at (I believe) 8500. I was expecting something more like 150 or so. It's clear to me that the XStol's don't slow you down. They definitely improve climb and glide and lower stall (though this is less relevant to me as the 260se in standard form lands slow enough!) Only negatives I have found is added cost and need to be more careful on the ramp (total of 36" added wingspan).

I believe the Katmai video makes mention of an intermediate sized wheel that is available with a fairing. But, you would need to double check with Todd on this.

[morrisond]

Thank you. How do you find it in turbulence with the extensions?

[nworth]

Thank you. How do you find it in turbulence with the extensions?
I don't see or feel any difference with the extensions in turbulence but, as noted in another recent thread, I'm a fraidy-cat in the bumpies and slow everything down.

That's just me, however.

[Todd Peterson]

We are currently building up a 260SE that will have the standard oversize landing gear with wheel pants. The mains are 8:00x6 and the nose is a 6:00x6. Fortunately Knots 2 U makes a set of aerodynamically clean wheel pants for this oversize gear. I won't know what the cruise speed is until we get into the flight testing. Hopefully the airplane will be flying in the next week or two and we will have some cruise numbers.

[morrisond]

What are the stock sized Wheels on an 182?

[Todd Peterson]

Stock tires on a C182 are 6.00x6 mains with a 5.00x5 nose wheel.

[LEVON HOPKINS]

Thank you. How do you find it in turbulence with the extensions?
In continous turbulence, I've noted extra wing flex at the tip against what I considered a normal oscillation. 1 to 2 inches before XSTOL and 2 to 3.5 after XSTOL ; BUT, this is not an exact observation...it was just my "feelings" against my past experiences. Checked in with XSTOL and he assured me that my wing was 25% stronger with the "boot strapping" included with the kit. However, my wing was already reinforced before the kit and did not use the strapping. I believe the roll rate is less is the most significant change EXCEPTING the faster cruise at 12,000+ and the extra speed at 106K w/15"MP at 6000 ft. = real economy cruise with 40K tail winds. Levon

[morrisond]

Would you call the roll rate sluggish to the point that you wouldn't do it again?

[LEVON HOPKINS]

Never actually "rolled the plane through 360 degrees" might mess up my gyros first and second I have no experience and no parachute and no acrobatic plane. What I am trying to say is: the ailerons are less effective and the wings level response time to a sudden gust on departure or landing seems to take longer. Maby it is the same; but, it sure seems to me the ailerons need a little more help. Levon

[nworth]

Would you call the roll rate sluggish to the point that you wouldn't do it again?
I only have experience in my plane with the WING X-STOL extensions. However, I do have well over a hundred hours in a 1998 182T.

Comparing my new plane with the T, I would say that the roll rate is slower but not significantly and does not take away from the fun of the plane (while adding back in lots of additional capability). I like the extensions and would get them again. Very few negatives, lots of positives.

[Todd Peterson]

I now have a couple of test flights done with our latest 260SE and have some speed figures which should be of interest. This airplane has the standard oversize tires which are 8.00x6 mains with a 6.00x6 nose wheel. This is the first airplane we have installed the oversize wheel pants on so I did a couple of speed checks to see where we stood. It was interesting.

At 7,500 feet the TAS worked out to be 146 knots and at 6,500 feet it ran 147 knots. As this 260SE is equipped with the heavy duty landing gear I thought the speed was nothing short of remarkable. To have the ability to work off airport with virtually no loss of cruise speed absolutely combines the best of both worlds. In addition the heavy duty brakes really make a difference on the landing roll out. They are really powerful and it stops in an incredibly short distance.

The installation of the wheel pants is another story. What a miserable job. The wheel pants required extensive rework to make them fit without a preload and the entire job was really time consuming. The finished product is beautiful and tough but the cost is going to be a little more. All in all the labor to install them ran around forty hours. The finished product is truly spectacular however. For those wanting off airport capability while still having a fast and efficient airplane this is it.

With all that said however I still love my 29 inch Alaskan Bushwheels.

[nworth]

Todd,

How's the amphib project coming?

[morrisond]

So it's only 6-7 knots? Not bad.

[Todd Peterson]

Work on the float plane project is coming along. We had to modify two canard components to work with the sea plane engine mount. That has all been done and we are now working on adding those two components to our STC.