Original Posted By: "David B. Schober"
Has anyone done a full stall series in a GN-1with a Cont. 80 hp? If so, what were your numbersand flight characteristics?Thanks.......MikeDallas-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-* ring: 214.905.9299 fax: 214.905-1438 zap: mikek(at)intex.net web site: http://www.comedy-wire.com________________________________________________________________________________
Pietenpol-List: GN-1 STALL SERIES
Pietenpol-List: Re: GN-1 STALL SERIES
Original Posted By: "David B. Schober"
David,Thanks for the comments. Your points are wellreceived and noted. I just purchased a GN-1and have not flown the plane. The person I boughtit from is a CFI but has a back problem and is overweight. He does not think he would be muchhelp and I will have to fly it my first time solo.I was just interested what to expect. But understandingeach homebuilt is different and the location of its staticports vary, I will have to learn these numbers on my own.I have been flying for nearly 30 years and have a commericalrating, but little tailwheel time. I am looking forward to flying the GN-1 and enjoy a different type of flying.Thanks again David for your time and info.Mike KingDallas>Mike,>Any time someone does a flight test program for their airplane the idea>is to establish the flight characteristics for the individual aircraft.>Since homebuilts are individual aircraft and the manufacturing>techniques and systems vary from one to another the characteristics,>while similar, won't be identical.>>As for the "numbers", sharing airspeed indications is useless unless you>are working from an even playing field. I doubt anyone with a Pietenpol>or GN-1 has gone to the trouble and expense of calibrating their>airspeed indicators. For the speed ranges that we fly it's hardly>worthwhile. The variations in the pitot static systems (look at the>comments about pitot tube placement and static sources over the past few>days) will result in significant variations of indications. If you have>to "fly by the numbers" you may need to work on your airmanship.>>Michael King wrote:>>> Has anyone done a full stall series in a GN-1>> with a Cont. 80 hp? If so, what were your numbers>> and flight characteristics?>>>> Thanks.......>>>> Mike>> Dallas>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> Mike King THE COMEDY WIRE Dallas, Tx.>> ring: 214.905.9299 fax: 214.905-1438>>>> zap: mikek(at)intex.net>> web site: http://www.comedy-wire.com>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>>>-->>>David B.Schober, CPE>Instructor, Aviation Maintenance>Fairmont State College>National Aerospace Education Center>Rt. 3 Box 13>Bridgeport, WV 26330-9503>(304) 842-8300>>-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-* ring: 214.905.9299 fax: 214.905-1438 zap: mikek(at)intex.net web site: http://www.comedy-wire.com________________________________________________________________________________
David,Thanks for the comments. Your points are wellreceived and noted. I just purchased a GN-1and have not flown the plane. The person I boughtit from is a CFI but has a back problem and is overweight. He does not think he would be muchhelp and I will have to fly it my first time solo.I was just interested what to expect. But understandingeach homebuilt is different and the location of its staticports vary, I will have to learn these numbers on my own.I have been flying for nearly 30 years and have a commericalrating, but little tailwheel time. I am looking forward to flying the GN-1 and enjoy a different type of flying.Thanks again David for your time and info.Mike KingDallas>Mike,>Any time someone does a flight test program for their airplane the idea>is to establish the flight characteristics for the individual aircraft.>Since homebuilts are individual aircraft and the manufacturing>techniques and systems vary from one to another the characteristics,>while similar, won't be identical.>>As for the "numbers", sharing airspeed indications is useless unless you>are working from an even playing field. I doubt anyone with a Pietenpol>or GN-1 has gone to the trouble and expense of calibrating their>airspeed indicators. For the speed ranges that we fly it's hardly>worthwhile. The variations in the pitot static systems (look at the>comments about pitot tube placement and static sources over the past few>days) will result in significant variations of indications. If you have>to "fly by the numbers" you may need to work on your airmanship.>>Michael King wrote:>>> Has anyone done a full stall series in a GN-1>> with a Cont. 80 hp? If so, what were your numbers>> and flight characteristics?>>>> Thanks.......>>>> Mike>> Dallas>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> Mike King THE COMEDY WIRE Dallas, Tx.>> ring: 214.905.9299 fax: 214.905-1438>>>> zap: mikek(at)intex.net>> web site: http://www.comedy-wire.com>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>>>-->>>David B.Schober, CPE>Instructor, Aviation Maintenance>Fairmont State College>National Aerospace Education Center>Rt. 3 Box 13>Bridgeport, WV 26330-9503>(304) 842-8300>>-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-* ring: 214.905.9299 fax: 214.905-1438 zap: mikek(at)intex.net web site: http://www.comedy-wire.com________________________________________________________________________________
Pietenpol-List: Re: GN-1 STALL SERIES
Original Posted By: mikek(at)intex.net (Michael King)
Mike,Any time someone does a flight test program for their airplane the ideais to establish the flight characteristics for the individual aircraft.Since homebuilts are individual aircraft and the manufacturingtechniques and systems vary from one to another the characteristics,while similar, won't be identical.As for the "numbers", sharing airspeed indications is useless unless youare working from an even playing field. I doubt anyone with a Pietenpolor GN-1 has gone to the trouble and expense of calibrating theirairspeed indicators. For the speed ranges that we fly it's hardlyworthwhile. The variations in the pitot static systems (look at thecomments about pitot tube placement and static sources over the past fewdays) will result in significant variations of indications. If you haveto "fly by the numbers" you may need to work on your airmanship.Michael King wrote:> Has anyone done a full stall series in a GN-1> with a Cont. 80 hp? If so, what were your numbers> and flight characteristics?>> Thanks.......>> Mike> Dallas> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> Mike King THE COMEDY WIRE Dallas, Tx.> ring: 214.905.9299 fax: 214.905-1438>> zap: mikek(at)intex.net> web site: http://www.comedy-wire.com> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*--David B.Schober, CPEInstructor, Aviation MaintenanceFairmont State CollegeNational Aerospace Education CenterRt. 3 Box 13Bridgeport, WV 26330-9503(304) 842-8300________________________________________________________________________________
Mike,Any time someone does a flight test program for their airplane the ideais to establish the flight characteristics for the individual aircraft.Since homebuilts are individual aircraft and the manufacturingtechniques and systems vary from one to another the characteristics,while similar, won't be identical.As for the "numbers", sharing airspeed indications is useless unless youare working from an even playing field. I doubt anyone with a Pietenpolor GN-1 has gone to the trouble and expense of calibrating theirairspeed indicators. For the speed ranges that we fly it's hardlyworthwhile. The variations in the pitot static systems (look at thecomments about pitot tube placement and static sources over the past fewdays) will result in significant variations of indications. If you haveto "fly by the numbers" you may need to work on your airmanship.Michael King wrote:> Has anyone done a full stall series in a GN-1> with a Cont. 80 hp? If so, what were your numbers> and flight characteristics?>> Thanks.......>> Mike> Dallas> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> Mike King THE COMEDY WIRE Dallas, Tx.> ring: 214.905.9299 fax: 214.905-1438>> zap: mikek(at)intex.net> web site: http://www.comedy-wire.com> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*--David B.Schober, CPEInstructor, Aviation MaintenanceFairmont State CollegeNational Aerospace Education CenterRt. 3 Box 13Bridgeport, WV 26330-9503(304) 842-8300________________________________________________________________________________
Pietenpol-List: Re: GN-1 STALL SERIES
Original Posted By: Michael King
Pietenpols and their cousin GN-1's are easy airplanes to fly. That doesn't meansomeone with minimal tailwheel time should just jump in. If you can get time inaChamp or Cub it will go a long way to developing your skills.As far as speeds, don't worry about them. Fly the airplane by attitude. Spend timein the airplane on the ground before you even start the engine. Look around andimprint the attitude of the airplane in your mind. This is your landing attitude.If you have someone available to lift the tail, ask them to lift it about a foot.This is the takeoff and climb attitude. Lift it so the airplane just shy of level,that should be your cruise. Don't lift it beyond level on the ground for risk ofnosing over.Once you are comfortable with those attitudes, then you can consider flying theairplane. Again find the attitudes that work in that airplane. Climb to areasonable altitude and practice both power off and power on descents and notetheattitude of the airplane for each maneuver. If you set an attitude with a constantpower setting you will get a constant airspeed and climb/descent/level flight.Thekey is to be able to set a consistent attitude that will give the performance thatyou are looking for.A note on landings. If you have been flying airplanes with a training wheel onthefront, and your visual cues have been out the front, go directly to jail and don'tcollect $200. In these airplanes the visual cues come from the side. In a landingconfiguration you can't see straight ahead. Get some practice from the back seatof a J3.Another note. Start on the grass it's MUCH easier. Learn to do your TO and LNDGSin grass. When they are consistent and comfortable on grass then you can ventureout onto the pavement.Michael King wrote:> David,>> Thanks for the comments. Your points are well> received and noted. I just purchased a GN-1> and have not flown the plane. The person I bought> it from is a CFI but has a back problem and is> overweight. He does not think he would be much> help and I will have to fly it my first time solo.>> I was just interested what to expect. But understanding> each homebuilt is different and the location of its static> ports vary, I will have to learn these numbers on my own.>> I have been flying for nearly 30 years and have a commerical> rating, but little tailwheel time. I am looking forward to> flying the GN-1 and enjoy a different type of flying.>> Thanks again David for your time and info.>> Mike King> Dallas>> >Mike,> >Any time someone does a flight test program for their airplane the idea> >is to establish the flight characteristics for the individual aircraft.> >Since homebuilts are individual aircraft and the manufacturing> >techniques and systems vary from one to another the characteristics,> >while similar, won't be identical.> >> >As for the "numbers", sharing airspeed indications is useless unless you> >are working from an even playing field. I doubt anyone with a Pietenpol> >or GN-1 has gone to the trouble and expense of calibrating their> >airspeed indicators. For the speed ranges that we fly it's hardly> >worthwhile. The variations in the pitot static systems (look at the> >comments about pitot tube placement and static sources over the past few> >days) will result in significant variations of indications. If you have> >to "fly by the numbers" you may need to work on your airmanship.> >> >Michael King wrote:> >> >> Has anyone done a full stall series in a GN-1> >> with a Cont. 80 hp? If so, what were your numbers> >> and flight characteristics?> >>> >> Thanks.......> >>> >> Mike> >> Dallas> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> >> Mike King THE COMEDY WIRE Dallas, Tx.> >> ring: 214.905.9299 fax: 214.905-1438> >>> >> zap: mikek(at)intex.net> >> web site: http://www.comedy-wire.com> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> >> >> >> >--> >> >> >David B.Schober, CPE> >Instructor, Aviation Maintenance> >Fairmont State College> >National Aerospace Education Center> >Rt. 3 Box 13> >Bridgeport, WV 26330-9503> >(304) 842-8300> >> >> >> >> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> Mike King THE COMEDY WIRE Dallas, Tx.> ring: 214.905.9299 fax: 214.905-1438>> zap: mikek(at)intex.net> web site: http://www.comedy-wire.com> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*--David B.Schober, CPEInstructor, Aviation MaintenanceFairmont State CollegeNational Aerospace Education CenterRt. 3 Box 13Bridgeport, WV 26330-9503(304) 842-8300________________________________________________________________________________
Pietenpols and their cousin GN-1's are easy airplanes to fly. That doesn't meansomeone with minimal tailwheel time should just jump in. If you can get time inaChamp or Cub it will go a long way to developing your skills.As far as speeds, don't worry about them. Fly the airplane by attitude. Spend timein the airplane on the ground before you even start the engine. Look around andimprint the attitude of the airplane in your mind. This is your landing attitude.If you have someone available to lift the tail, ask them to lift it about a foot.This is the takeoff and climb attitude. Lift it so the airplane just shy of level,that should be your cruise. Don't lift it beyond level on the ground for risk ofnosing over.Once you are comfortable with those attitudes, then you can consider flying theairplane. Again find the attitudes that work in that airplane. Climb to areasonable altitude and practice both power off and power on descents and notetheattitude of the airplane for each maneuver. If you set an attitude with a constantpower setting you will get a constant airspeed and climb/descent/level flight.Thekey is to be able to set a consistent attitude that will give the performance thatyou are looking for.A note on landings. If you have been flying airplanes with a training wheel onthefront, and your visual cues have been out the front, go directly to jail and don'tcollect $200. In these airplanes the visual cues come from the side. In a landingconfiguration you can't see straight ahead. Get some practice from the back seatof a J3.Another note. Start on the grass it's MUCH easier. Learn to do your TO and LNDGSin grass. When they are consistent and comfortable on grass then you can ventureout onto the pavement.Michael King wrote:> David,>> Thanks for the comments. Your points are well> received and noted. I just purchased a GN-1> and have not flown the plane. The person I bought> it from is a CFI but has a back problem and is> overweight. He does not think he would be much> help and I will have to fly it my first time solo.>> I was just interested what to expect. But understanding> each homebuilt is different and the location of its static> ports vary, I will have to learn these numbers on my own.>> I have been flying for nearly 30 years and have a commerical> rating, but little tailwheel time. I am looking forward to> flying the GN-1 and enjoy a different type of flying.>> Thanks again David for your time and info.>> Mike King> Dallas>> >Mike,> >Any time someone does a flight test program for their airplane the idea> >is to establish the flight characteristics for the individual aircraft.> >Since homebuilts are individual aircraft and the manufacturing> >techniques and systems vary from one to another the characteristics,> >while similar, won't be identical.> >> >As for the "numbers", sharing airspeed indications is useless unless you> >are working from an even playing field. I doubt anyone with a Pietenpol> >or GN-1 has gone to the trouble and expense of calibrating their> >airspeed indicators. For the speed ranges that we fly it's hardly> >worthwhile. The variations in the pitot static systems (look at the> >comments about pitot tube placement and static sources over the past few> >days) will result in significant variations of indications. If you have> >to "fly by the numbers" you may need to work on your airmanship.> >> >Michael King wrote:> >> >> Has anyone done a full stall series in a GN-1> >> with a Cont. 80 hp? If so, what were your numbers> >> and flight characteristics?> >>> >> Thanks.......> >>> >> Mike> >> Dallas> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> >> Mike King THE COMEDY WIRE Dallas, Tx.> >> ring: 214.905.9299 fax: 214.905-1438> >>> >> zap: mikek(at)intex.net> >> web site: http://www.comedy-wire.com> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> >> >> >> >--> >> >> >David B.Schober, CPE> >Instructor, Aviation Maintenance> >Fairmont State College> >National Aerospace Education Center> >Rt. 3 Box 13> >Bridgeport, WV 26330-9503> >(304) 842-8300> >> >> >> >> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*> Mike King THE COMEDY WIRE Dallas, Tx.> ring: 214.905.9299 fax: 214.905-1438>> zap: mikek(at)intex.net> web site: http://www.comedy-wire.com> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*--David B.Schober, CPEInstructor, Aviation MaintenanceFairmont State CollegeNational Aerospace Education CenterRt. 3 Box 13Bridgeport, WV 26330-9503(304) 842-8300________________________________________________________________________________
Pietenpol-List: Re: GN-1 STALL SERIES
Original Posted By: TLC62770
Again, David very good advise. I will print your responseand take it with me to South Texas. As anxious as I amto fly the GN-1, I want it to be a safe and enjoyable experience.Many thanks again David. I will let you know how it goes.Warmest regards,>Pietenpols and their cousin GN-1's are easy airplanes to fly. That doesn'tmean>someone with minimal tailwheel time should just jump in. If you can gettime in a>Champ or Cub it will go a long way to developing your skills.>>As far as speeds, don't worry about them. Fly the airplane by attitude.Spend time>in the airplane on the ground before you even start the engine. Lookaround and>imprint the attitude of the airplane in your mind. This is your landingattitude.>If you have someone available to lift the tail, ask them to lift it abouta foot.>This is the takeoff and climb attitude. Lift it so the airplane just shyof level,>that should be your cruise. Don't lift it beyond level on the ground forrisk of>nosing over.>>Once you are comfortable with those attitudes, then you can considerflying the>airplane. Again find the attitudes that work in that airplane. Climb to a>reasonable altitude and practice both power off and power on descents andnote the>attitude of the airplane for each maneuver. If you set an attitude with aconstant>power setting you will get a constant airspeed and climb/descent/levelflight. The>key is to be able to set a consistent attitude that will give theperformance that>you are looking for.>>A note on landings. If you have been flying airplanes with a trainingwheel on the>front, and your visual cues have been out the front, go directly to jailand don't>collect $200. In these airplanes the visual cues come from the side. In alanding>configuration you can't see straight ahead. Get some practice from theback seat>of a J3.>>Another note. Start on the grass it's MUCH easier. Learn to do your TO andLNDGS>in grass. When they are consistent and comfortable on grass then you canventure>out onto the pavement.>>Michael King wrote:>>> David,>>>> Thanks for the comments. Your points are well>> received and noted. I just purchased a GN-1>> and have not flown the plane. The person I bought>> it from is a CFI but has a back problem and is>> overweight. He does not think he would be much>> help and I will have to fly it my first time solo.>>>> I was just interested what to expect. But understanding>> each homebuilt is different and the location of its static>> ports vary, I will have to learn these numbers on my own.>>>> I have been flying for nearly 30 years and have a commerical>> rating, but little tailwheel time. I am looking forward to>> flying the GN-1 and enjoy a different type of flying.>>>> Thanks again David for your time and info.>>>> Mike King>> Dallas>>>> >Mike,>> >Any time someone does a flight test program for their airplane the idea>> >is to establish the flight characteristics for the individual aircraft.>> >Since homebuilts are individual aircraft and the manufacturing>> >techniques and systems vary from one to another the characteristics,>> >while similar, won't be identical.>> >>> >As for the "numbers", sharing airspeed indications is useless unless you>> >are working from an even playing field. I doubt anyone with a Pietenpol>> >or GN-1 has gone to the trouble and expense of calibrating their>> >airspeed indicators. For the speed ranges that we fly it's hardly>> >worthwhile. The variations in the pitot static systems (look at the>> >comments about pitot tube placement and static sources over the past few>> >days) will result in significant variations of indications. If you have>> >to "fly by the numbers" you may need to work on your airmanship.>> >>> >Michael King wrote:>> >>> >> Has anyone done a full stall series in a GN-1>> >> with a Cont. 80 hp? If so, what were your numbers>> >> and flight characteristics?>> >>>> >> Thanks.......>> >>>> >> Mike>> >> Dallas>> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> >> Mike King THE COMEDY WIRE Dallas, Tx.>> >> ring: 214.905.9299 fax: 214.905-1438>> >>>> >> zap: mikek(at)intex.net>> >> web site: http://www.comedy-wire.com>> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> >>> >>> >>> >-->> >>>>> >>> >David B.Schober, CPE>> >Instructor, Aviation Maintenance>> >Fairmont State College>> >National Aerospace Education Center>> >Rt. 3 Box 13>> >Bridgeport, WV 26330-9503>> >(304) 842-8300>> >>> >>> >>> >>> >>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> Mike King THE COMEDY WIRE Dallas, Tx.>> ring: 214.905.9299 fax: 214.905-1438>>>> zap: mikek(at)intex.net>> web site: http://www.comedy-wire.com>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>>>-->>David B.Schober, CPE>Instructor, Aviation Maintenance>Fairmont State College>National Aerospace Education Center>Rt. 3 Box 13>Bridgeport, WV 26330-9503>(304) 842-8300>>Michael KingThe Comedy WireDallas, Texashttp://www.comedy-wire.com214-905-9299 Phone214-905-1438 Fax________________________________________________________________________________
Again, David very good advise. I will print your responseand take it with me to South Texas. As anxious as I amto fly the GN-1, I want it to be a safe and enjoyable experience.Many thanks again David. I will let you know how it goes.Warmest regards,>Pietenpols and their cousin GN-1's are easy airplanes to fly. That doesn'tmean>someone with minimal tailwheel time should just jump in. If you can gettime in a>Champ or Cub it will go a long way to developing your skills.>>As far as speeds, don't worry about them. Fly the airplane by attitude.Spend time>in the airplane on the ground before you even start the engine. Lookaround and>imprint the attitude of the airplane in your mind. This is your landingattitude.>If you have someone available to lift the tail, ask them to lift it abouta foot.>This is the takeoff and climb attitude. Lift it so the airplane just shyof level,>that should be your cruise. Don't lift it beyond level on the ground forrisk of>nosing over.>>Once you are comfortable with those attitudes, then you can considerflying the>airplane. Again find the attitudes that work in that airplane. Climb to a>reasonable altitude and practice both power off and power on descents andnote the>attitude of the airplane for each maneuver. If you set an attitude with aconstant>power setting you will get a constant airspeed and climb/descent/levelflight. The>key is to be able to set a consistent attitude that will give theperformance that>you are looking for.>>A note on landings. If you have been flying airplanes with a trainingwheel on the>front, and your visual cues have been out the front, go directly to jailand don't>collect $200. In these airplanes the visual cues come from the side. In alanding>configuration you can't see straight ahead. Get some practice from theback seat>of a J3.>>Another note. Start on the grass it's MUCH easier. Learn to do your TO andLNDGS>in grass. When they are consistent and comfortable on grass then you canventure>out onto the pavement.>>Michael King wrote:>>> David,>>>> Thanks for the comments. Your points are well>> received and noted. I just purchased a GN-1>> and have not flown the plane. The person I bought>> it from is a CFI but has a back problem and is>> overweight. He does not think he would be much>> help and I will have to fly it my first time solo.>>>> I was just interested what to expect. But understanding>> each homebuilt is different and the location of its static>> ports vary, I will have to learn these numbers on my own.>>>> I have been flying for nearly 30 years and have a commerical>> rating, but little tailwheel time. I am looking forward to>> flying the GN-1 and enjoy a different type of flying.>>>> Thanks again David for your time and info.>>>> Mike King>> Dallas>>>> >Mike,>> >Any time someone does a flight test program for their airplane the idea>> >is to establish the flight characteristics for the individual aircraft.>> >Since homebuilts are individual aircraft and the manufacturing>> >techniques and systems vary from one to another the characteristics,>> >while similar, won't be identical.>> >>> >As for the "numbers", sharing airspeed indications is useless unless you>> >are working from an even playing field. I doubt anyone with a Pietenpol>> >or GN-1 has gone to the trouble and expense of calibrating their>> >airspeed indicators. For the speed ranges that we fly it's hardly>> >worthwhile. The variations in the pitot static systems (look at the>> >comments about pitot tube placement and static sources over the past few>> >days) will result in significant variations of indications. If you have>> >to "fly by the numbers" you may need to work on your airmanship.>> >>> >Michael King wrote:>> >>> >> Has anyone done a full stall series in a GN-1>> >> with a Cont. 80 hp? If so, what were your numbers>> >> and flight characteristics?>> >>>> >> Thanks.......>> >>>> >> Mike>> >> Dallas>> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> >> Mike King THE COMEDY WIRE Dallas, Tx.>> >> ring: 214.905.9299 fax: 214.905-1438>> >>>> >> zap: mikek(at)intex.net>> >> web site: http://www.comedy-wire.com>> >> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> >>> >>> >>> >-->> >>>>> >>> >David B.Schober, CPE>> >Instructor, Aviation Maintenance>> >Fairmont State College>> >National Aerospace Education Center>> >Rt. 3 Box 13>> >Bridgeport, WV 26330-9503>> >(304) 842-8300>> >>> >>> >>> >>> >>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>> Mike King THE COMEDY WIRE Dallas, Tx.>> ring: 214.905.9299 fax: 214.905-1438>>>> zap: mikek(at)intex.net>> web site: http://www.comedy-wire.com>> -*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*>>>-->>David B.Schober, CPE>Instructor, Aviation Maintenance>Fairmont State College>National Aerospace Education Center>Rt. 3 Box 13>Bridgeport, WV 26330-9503>(304) 842-8300>>Michael KingThe Comedy WireDallas, Texashttp://www.comedy-wire.com214-905-9299 Phone214-905-1438 Fax________________________________________________________________________________