Robertson STOL

Re: Robertson STOL

Yes I have done departure stalls with full flaps, it has been a while, so I will go out and do some more to refresh my memory. In any case there was no adverse effect as I recall. Full power, positive rate of climb, and bleed the flaps out. This was done at 3500 ft AGL, of course, in a practice area.

I have a question. Has anyone with the full Robertson system had VG's intalled? If so did the softness of the aerlion controll at full flaps and low airspeed go away, or at least become crisper. I suspect it would, but before I invest in it I would like to have some confirmation. Thanks, Rich.

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Re: Robertson STOL

Gee, Rich, we heard you the first time. :-)

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Re: Robertson STOL

Rich,
Try this - If the screen freezes after hitting the post button, hit the refresh button. Do not hit the post again.

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Re: Robertson STOL

Ok that didn't work. But,the screen froze after I hit the post, I hit "Go To Top" and that did work.

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Re: Robertson STOL

Ernie,
Thanks for the data. My logbook was updated with all the different useful load, CG, and stall speed data by Robertson after the conversion.  I hate to "beat an old mule to death" but in the begining of your response you referred to your ailerons being some how connected to the elevators ?? Did you mean ailerons ?.  On my bird, when you activate the flaps the ailerons will droop contionously as the flaps extend downward untill about 25 degrees At that point should the flaps continue on downward towards towards the full flap position, the ailerons will actually retract back up about 5 -10 degrees or so untill the flaps are fully extended.  When the flaps are fully retracted the ailerons have about a 2-4 degree upward or negitive position.  It was my understanding that this helps counter act some the drag generated by the leading edge modifications (ie increases cruse speed.)  Mine will indicate 115 knots all day at 2350 RPM with the trusty old 0320 E2D (150 HP)  I agree with you these are great kits, I don't know why we don't see more of them.  I always figured that "going inverted thing" at full power was due to literally "ZERO" air speed at stal,l vs the prop "P" factor.   Thanks,

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Re: Robertson STOL

Ernie,
Thanks for the data. My logbook was updated with all the different useful load, CG, and stall speed data by Robertson after the conversion.  I hate to "beat an old mule to death" but in the begining of your response you referred to your ailerons being some how connected to the elevators ?? Did you mean ailerons ?.  On my bird, when you activate the flaps the ailerons will droop contionously as the flaps extend downward untill about 25 degrees. At that point should the flaps continue on downward towards the full flap position, the ailerons will actually retract back up about 5 -10 degrees or so untill the flaps are fully extended.  When the flaps are fully retracted the ailerons have about a 2-4 degree upward or negitive position.  It was my understanding that this helps counter act some the drag generated by the leading edge modifications (ie increases cruse speed.)  Mine will indicate 115 knots all day at 2350 RPM with the trusty old 0320 E2D (150 HP)  I agree with you these are great kits, I don't know why we don't see more of them.  I always figured that "going inverted thing" at full power was due to literally "ZERO" air speed at stall vs the prop "P" factor.  PS Just got back from fun-n-sun.  Thanks

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Re: Robertson STOL

Ernie,
Thanks for the data. My logbook was updated with all the different useful load, CG, and stall speed data by Robertson after the conversion.  I hate to "beat an old mule to death" but in the begining of your response you referred to your ailerons being some how connected to the elevators ?? Did you mean ailerons ?.  On my bird, when you activate the flaps the ailerons will droop contionously as the flaps extend downward untill about 25 degrees. At that point should the flaps continue on downward towards the full flap position, the ailerons will actually retract back up about 5 -10 degrees or so untill the flaps are fully extended.  When the flaps are fully retracted the ailerons have about a 2-4 degree upward or negitive position.  It was my understanding that this helps counter act some the drag generated by the leading edge modifications (ie increases cruse speed.)  Mine will indicate 115 knots all day at 2350 RPM with the trusty old 0320 E2D (150 HP)  I agree with you these are great kits, I don't know why we don't see more of them.  I always figured that "going inverted thing" at full power was due to literally "ZERO" air speed at stall vs the prop "P" factor.  PS Just got back from fun-n-sun.  Thanks

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Re: Robertson STOL

Ernie,
Thanks for the data. My logbook was updated with all the different useful load, CG, and stall speed data by Robertson after the conversion.  I hate to "beat an old mule to death" but in the begining of your response you referred to your ailerons being some how connected to the elevators ?? Did you mean ailerons ?.  On my bird, when you activate the flaps the ailerons will droop contionously as the flaps extend downward untill about 25 degrees. At that point should the flaps continue on downward towards the full flap position, the ailerons will actually retract back up about 5 -10 degrees or so untill the flaps are fully extended.  When the flaps are fully retracted the ailerons have about a 2-4 degree upward or negitive position.  It was my understanding that this helps counter act some the drag generated by the leading edge modifications (ie increases cruse speed.)  Mine will indicate 115 knots all day at 2350 RPM with the trusty old 0320 E2D (150 HP)  I agree with you these are great kits, I don't know why we don't see more of them.  I always figured that "going inverted thing" at full power was due to literally "ZERO" air speed at stall vs the prop "P" factor.  PS Just got back from fun-n-sun.  Thanks

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Re: Robertson STOL

<HTML>Larry--there is a trim system installed that adjusts the elevator when I drop the flaps--prevents the nose from coming up. It is tied into the whole system and works automatically with the flap/ailerons. The system was in place when I got the plane, perhaps the trim system is a futher refinement of the Robertson system. I must say though that it is a great feature.</HTML>

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Re: Robertson STOL

<HTML>I contacted Sierra Industries shortly after I got my plane and talked with Pete Conrad., who is a member of the sales force. Pete is the son and name sake of the astronaut. I met the astronaut after his return from his lunar expedition aboard the Hornet where I was the CCA officer. Pete senior,you may recal. was killed in a motorcycle accident near Ojai, Ca. The son was going to send me some additional info--but don't recall ever receiving it,</HTML>

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Re: Robertson STOL

Ernie,
That does sound like a great idea (elevator connection) I am fairly sure mine does not have that addition, but I'am going to check and see if I ever get her back from the paint shop.  I wish I could tell you something about the VGs. I know a guy that put them on his C-150 that had no STOL installation.  He was pleased with what it accomplished. But I must say that I don't think the effects would be as obvious on your bird.  I would expect that if you want to fly any slower, you might want to look at getting a rotor wing machine (Ha- Ha)  I'am going to post my bird in the gallery should I ever get her back home, you will know her by the yellow tail. I would like your opinon on the custom paint job, and tell the truth, the guy painting her said he though it was ugly and would effect the re-sale value (not a factory design).  I told him that will be a problem for my kids (adults now) and not for me, I have had her for 15 years and don't expect to ever sell her anyway. She has already out lasted two wifes and numerous girl friends and I hope she outlast me too..
Larry

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Re: Robertson STOL

<HTML>The Robertson STOL is the very best out there, and well it should be at over 10k initial cost and added maintenance requirements. That's also why you don't see a lot of Robertson equiped planes.</HTML>

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Re: Robertson STOL

Hello I have a 1956 172 with a full robertson stall kit, what questions did you have?

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Re: Robertson STOL


Does anyone have any information on the stol kit for the cessna 340.

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Re: Robertson STOL

REQUIRING INFORMATION AND COSTS AND AVALIABILITY FOR A KIT CONVERSION
FOR MY SKY mASTER 336 xb saa serial number 0078

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Re: Robertson STOL

I worked for Robertson STOL Mid-South Division in New Orleans shortly before the Owner of this division died and closed within 6 months of his untimely death. I am a Licinsed A & P MECHANIC and installed Kits on cessna 172's, 182's, 206's, 210's, and PIPER Twin Commanche. i notice that the "TAKE OFF"and "LANDINGS" SPEEDS Were cut approximately in """HALF""" after these kits were installed. I personally witnessed the incrediable operation and i have always thought that this is a wonderful Safety Item for anyone to have on their Aircraft.

Errol J. Terrio

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Re: Robertson STOL

I am currently looking at a 1974 172m with the Robertson STOL and the Air Plains 180hp conversion. What is a good rotate speed/climb out? The seller says that it does not have the useful load increase, but that it could if the flaps are restricted to 30 degrees. Would doing this defeat some of the added STOL performance? How Much? Value loss?   Thanks

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Re: Robertson STOL

That 172 in Mississippi looks like it would be a rocket. I used to rent a 172L w/full Robertson STOL and it flew at amazingly slow speeds. Add to that 30 hp and a climb prop and it should get out of any short field it can get into.  But the higher fuel burn necessitating more fuel load may be a deal breaker.  The ad claims 6 1/2 hr endurance with aux tank. If you loaded all that extra fuel, what's the useful left? Would you have to fly alone to fly that far? And with a climb prop, you'll probably cruise in the low 130's (that's mph, not knots). 

But if short fields are your thing, and you fly light, you've got a plane you can show off in.  Me, I'll keep my Robinson R-22 helicopter!!

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Re: Robertson STOL

I own a R182 with full Robertson STOL. Recently I installed a Bendix radar and the first change I noticed was a speed loss of 5 knots when cruising. No problem, better the radar than 5 knots.

But on approches and at low speed,and flaps down 2 positions, the plane beacame very mushy; and with crosswind it is really difficult to manouver.

Has anyone had a similiar situation?

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Re: Robertson STOL

Is the Robertson STOL kit available for the Cessna 150, and if so does anyone have a price for it?
Tom Ingle (British, FAA and Canadian private licences - Canada)

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