Message-Id: <5.1.0.14.2.20020823011756.048ee7e0@olsusa.com>
Date: Fri, 23 Aug 2002 01:20:44 -0400
To: lml@lancaironline.net
From: CHBAviation@aol.com (by way of marv@lancaironline.net)
Subject: Fwd: Flight test proposal
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Many thanks to all who have sent me emails regarding interest in the ES 
numbers booklet.  I will keep you posted.

Chuck Brenner
CHB Aviation LLC

From: "David Allen" <daveandjj@hotmail.com>
To: CHBaviation@aol.com
Subject:  Flight test proposal
Date: Wed, 21 Aug 2002 14:32:48 -0400

 >Flight Test Proposal for Lancair ES
 >
 >August 2002
 >
 >   As a highly experienced pilot I am offering my services to fly off the
 >flight test period on the Lancair ES aircraft. As you know I have over 1500
 >hours of time in experimental aircraft. Most of this is in Glasairs. This
 >is in addition to 2500 other hours, which includes fighter time in USAF
 >F-16 and F-4 aircraft and much other taildragger time. I have done flight
 >tests on Lancairs, Glasairs, RV's and Sonerais. I strongly feel that the
 >safest procedure for your aircraft would be for me to fly off the complete
 >40-hour test period and then give the owner and his instructor a complete
 >checkout in the aircraft.
 >   The flight test period would be in compliance with the Lancair test 
flight
 >recommendationsand FAA Advisory Circular 90-89A. From a benign first flight
 >to a complete flight envelope exploration. This would include: airspeed
 >calibration, stalls and spins to the left and right at both CG limits, red
 >line exploration, flutter tests, complete CG exploration, complete flight
 >data at max gross weight including min T/O roll, max climb, max speed,
 >cruise speed at various altitudes and power settings, glide performance and
 >landing distances as well as maximum crosswind components and max g loading
 >would also be demonstrated.  Also, all directional (longitudinal and
 >lateral) stability will be determined and documented. All installed systems
 >will also be verified. A night flight would be performed to evaluate
 >lighting.
 >   I will supply all my flight safety equipment for the flight test 
period. I
 >would also arrange for the fire crews to be standing by for the first
 >flight.
 >         I will provide a written report on the flight test period. This
 >will include a summary flying qualities report, narrative of each flight,
 >and performance charts for T.O. and landing, climb, cruise, glide, Vx, Vy,
 >Vne, ECT. This will be handsomely bound and become part of the aircraft
 >records.
 >         I will also supply the waivers and agreements for each of us.
 >         Each experimental aircraft should have its complete envelope
 >explored prior to taking loved ones up for rides. The statistics are clear.
 >The flight test period is not something to be taken lightly. Approximately
 >40% of airplanes experience either full or partial power loss in the first
 >20 hours. In reviewing most of the experimental aircraft test period
 >documentation and logbook entries I have found the vast majority of them to
 >be pathetic. Typically an owner takes it up and flies straight and level
 >for a few hours and logs the test period complete. Your peace of mind
 >gained knowing that the airplane has been tested completely, and that you
 >have been checked out in it before going out on your own is hard to
 >quantify.
 >Thank you for your consideration,
 >Dave Allen
 >843 907 3602
 >daveandjj@hotmail.com
 >
 >Attached is the flight summary sheets for my most recent flight test of an
 >extremely well built RV-8. The owner/builder is Col. Ray Grahm (Ret.) and
 >he can be reached as a reference at Rayw4rg@aol.com.
 >
 >In addition the the below text there are performance charts:
 >
 >
 >Flight Test Report on RV-8 N663DX
 >Test Pilot: David Allen
 >Builder: Ray Graham
 >
 >First Flight
 >26 April 02 10 am local @ Sumter, SC.
 >   Conditions = CAVU 75F Winds light favoring Runway 05
 >
 >Objectives: 1. Safe First Flight IAW FAA AC 90-89A
 >2. Check all installed systems.
 >3. Check all Radios except ILS
 >4. Run engine at 65% or greater for 1 hour.
 >
 >Flight Narrative:
 >   Took off tailwheel low. Lifted off at 55 mph IAS after approximately
 >400-ft run as predicted. Joined up with RV-4 chase plane for external
 >inspection. No leaks noted. Checked airspeed and altitude against chase
 >plane, AOK. Flew between 6500 and 10,500 ft checking systems. Max speed 190
 >mph IAS. Min speed 55 mph IAS (buffet onset). Return for landing, flew
 >final at 85 mph IAS and perform a no flap, wheel landing. At 6500 ft, 24
 >squared: Oil temp 185, CHT 330, Oil Pressure 82psi, Fuel Pressure 3.5,
 >Voltmeter 15. The following systems operated normally: VOR, Com radio, trim
 >system, fuel system on both tanks, carb heat, mixture, prop control,
 >throttle. Discrepancies noted in the following systems: GPS intermittent,
 >mode C erroneous, flap linkage disconnected on second deployment to full at
 >90 mph IAS. Flaps retracted for remainder of flight.
 >
 >Post flight actions:
 >1. Repair flap linkage.
 >2. Tighten Loose GPS ant. Connector.
 >3. Complete post flight inspection.
 >
 >
 >Flight #2
 >28 April 02, 10 am Local at Sumter SC. 78F winds 220 at 10-15.
 >
 >Objectives:
 >1. Safe flight.
 >2. Check flap actuation minimum of 5 times.
 >3. Full stalls power on/off, flaps up/down/partial.
 >4. ILS check.
 >5. Airspeed Calibration.
 >6. Operate engine at least 65% power for 95% of flight.
 >7. Airspeed 220 mph indicated.
 >8. Pull +3 and 0 G's.
 >
 >Flight narrative:
 >   Took off in 2 point attitude, rotated at 65 mph indicated. Climbed to 
6500
 >feet and stabilized at 24 sq.(Oil temp. 185, press. 82 psi, CHT 330, Fuel
 >press. 3.5, Volts 15dc). GPS is now normal.  Slow to 100 mph indicated and
 >raise and lower flaps 5 times. Completed stall series and noted the
 >following results. Power off flaps up stall occurred at 55 mph indicated.
 >Power off flaps down stall occurred at 52 mph. Power on flaps up = 52 mph
 >IAS. Power on flaps down stall occurred at 48 mph IAS. All flaps up stalls
 >were preceded by a 3-4 mph warning buffet and a quick break (usually left)
 >which was controllable with rudder. All flaps down stalls were preceded by
 >a 3-4 mph buffet followed by a sharp left wing drop, which couldn't be
 >corrected with rudder. Recommend a rigging change for a more balanced flaps
 >down stall. Accelerate to 220 IAS, no problems noted. Attempt to pull +3
 >G's and 0 G's and note that the G-meter is inop. Estimate G loadings.
 >Perform timed runs to Calibrate airspeed indicator. Take vectors to ILS at
 >Shaw AFB. ILS indicates normally in both Glideslope and Localiser. Return
 >to Sumter and perform 3 pt landing.
 >
 >Post-flight Actions:
 >1. Uncage G-meter.
 >2. Recommend rigging adjustment to avoid left wing drop full flap stalls.
 >
 >
 >
 >Flight #3
 >28 April 02, 1 pm Local at Sumter SC. 86F winds 220 at 20-25mph.
 >Flight Objectives:
 >1. Flight at 230 mph IAS.
 >2. +5 to -1 G's.
 >3. Loop.
 >4. Rolls left and right.
 >5. Hammerhead stalls.
 >6. Spins left and right (1 turn).
 >7. Demonstrate Max Crosswind landing.
 >Flight narrative:
 >   Practiced min take off roll. Tail low lifted off in approximately 300 ft.
 >Climbed to 8500 ft and level off. Perform 230 mph tests. All controls
 >perform normally with one exception. When the right rudder is deflected at
 >any speed above 225 there is a high frequency metallic "hum" noise. G-meter
 >performing normally. Loop, roll, spins left and right, and hammerheads left
 >and right all as expected. The ailerons have a aerodynamic "ratchet" when
 >deflected past 50%. This is common to all RV's. Estimated maximum roll rate
 >is in excess of 120 degrees per second. This engine is particularly
 >resistant to stalling from negative-g fuel starvation, even though it's not
 >equipped with an inverted fuel system. Return to pattern for touch and
 >go's. Perform 2 pt landing with 25 mph direct crosswind on runway 32
 >(grass) for maximum demonstrated crosswind component.
 >
 >Post flight actions:
 >1. Rudder: Determined that the rudder hum when deflected right at speeds
 >225 mph indicated and above is most probably due to an area of skin on the
 >left side of rudder that is "oil-canning". Recommend reducing redline to
 >220mph until repaired/replaced.
 >2. Adjust flap rigging to alleviate left wing drop during flaps down stall.
 >3. While performing the rigging adjustment, it was noticed that both
 >aileron rod end bolts were slightly bent. Since we are unable to determine
 >exactly when they were last straight we have replaced and will closely
 >monitor for duration of flight test period.
 >
 >
 >
 >Flight #4
 >2 May 2002 11am @ Sumter SC. 82 degrees/winds 230@15.
 >
 >Flight Objectives:
 >1. Increase TO weight to 1700 lbs.
 >2. Move C.G. aft of center.
 >3. Check Stalls after rerigging flaps.
 >4. Check ILS.
 >5. Fly 2 hours.
 >6. Pull 3g's to check aileron bolts.
 >7. Check fuel consumption.
 >
 >Flight Narrative:
 >     Took off and climbed to a block of 6500 - 8500'. Remained within 5NM
 >of Sumter. Performed full stall series. The stall characteristics are now
 >much better. The plane still tends to drop the left wing with the flaps
 >down, but it is now controllable with the rudder/aileron. All radios except
 >mode C are working correctly. Pulled +3 g's and reached 220IAS.
 >
 >Post Flight Recommendations:
 >1. Install armrests and leg supports/padding to ease fatigue on longer
 >flights.
 >2. Install padding on edge of glareshield above panel for safety.
 >
 >
 >
 >Flight #5
 >8 May 2002, Sumter SC. Temp 75, wind 230@5.
 >
 >Objectives:
 >1. Max gross weight tests.
 >2. Min TO and Landing rolls.
 >3. Climb tests at 70, 90, and 120 IAS.
 >4. Speed runs at 75% power.
 >5. Stall and Spin series.
 >
 >Flight narrative:
 >     After coordination with ground crew to measure distances down side of
 >runway performed minimum T.O. and landing runs. Max power while on brakes.
 >Release brakes and hold tailwheel down. With no flaps lifted off in 530'
 >with 30% flaps lifted on in 475'. Landed with full flaps in a 3 point
 >attitude. Used 60mph IAS and max braking without tire slippage and stopped
 >in 485' from threshold. Climbed to 12,000' at 70mph, 90mph and 120mph IAS.
 >Terminated the 70mph test at 9000' due to high engine temps. Performed 75%
 >power true airspeed tests at 3500'(168ktas), 6500'(166ktas), and
 >9500'(161ktas). I expect that the gear leg pants and wheel pants will
 >increase these speeds approximately 10mph.
 >
 >Post flight recommendations:
 >1. Install gear fairings for more precise flight test data.
 >
 >
 >Flight #6
 >8 May 2002 @ Sumter SC. Temp 85 light winds.
 >
 >Flight Objectives:
 >1. Evaluate Aft CG limit flight characteristics.
 >2.  Stalls/spins.
 >3. Various Landing configurations.
 >
 >Flight narrative:
 >     T. O. normal, climb to 6500' @ 120mph IAS. Monitor all systems in
 >green. A/C feels less stable in pitch. At speeds above 120mph IAS the plane
 >is only slightly positively stable. It is almost neutral. As I slow down
 >the plane becomes negatively stable in pitch. At any speed below 100 mph
 >IAS when you pitch the nose up and let go of the stick it continues to
 >pitch up at approximately 5 degrees per second until stall. Upon stalling,
 >the nose pitched down normally. This was consistent at all flap settings.
 >Performed stalls and 1 turn spins both left and right. Stalls and spins
 >would both recover, but seemed to require a significant push on the stick
 >rather than the usual "release" of back stick pressure. Spin entries were
 >also unusual. The entry was "normal" up to approximately 1/2 a turn. From
 >1/2 to 3/4 of a turn the aircraft seemed to try to recover itself. Bank
 >angle, pitch, and rotation all lessened dramatically. Then after
 >approximately 2 seconds and just as dramatically the aircraft would "snap"
 >into the spin again. The "second" entry was faster and steeper than the
 >first. Recovery was initiated at this point and required a stick push.
 >These characteristics were more pronounced to the left than the right. I
 >cut short the stall spin testing at this point. Returned to Sumter and had
 >a normal wheel landing.
 >
 >Post Flight Recommendations:
 >After consulting with the owner and builder of this aircraft and calling
 >Van's chief engineer, Ken Kruger, it was determined that the C.G. was
 >actually farther aft than was calculated preflight. The actual C.G. was 2
 >inches aft of the aft limit. We calculated the C.G. preflight by using the
 >Van's supplied numbers for the moment arm for the rear seat passenger. We
 >used bags of cement mix strapped into the rear seat for the weight. When we
 >got out the tape measure post flight, it appeared that the Van's supplied
 >numbers for the rear seat passenger were much farther forward than our
 >ballast. When I asked Ken Kruger at Van's aircraft how they determine the
 >rear passenger moment arm I learned that they did it by having a passenger
 >get into the back seat of a RV-8 which was on scales. They then calculated
 >the passenger's actual C.G. moment. While this is correct for a person in
 >the back seat seated on seat cushions and having their legs extending
 >forward to the main wing spar, it is not correct for bags of ballast
 >sitting on the rear seat. Our ballast has no legs and was not sitting on
 >the cushions so it's moment arm was about 5 inches farther aft than the
 >factory supplied rear seat passenger moment arm.
 >
 >
 >
 >Flight 7 & 8
 >
 >May 2002, 80 degs. 1300lbs CG Middle.
 >
 >Flight Objectives:
 >1. Obtain fuel flow numbers for climb and cruise.
 >2. Fly to local airport for Mode C check.
 >3. Obtain accurate time to climb numbers from 70 - 100mph
 >4. Fly 2.5 hours.
 >5. Perform all previous acro.
 >
 >Flight Narrative:
 >     Took off from Sumter on with full fuel on left tank and performed a
 >cruise climb at 25 squared to 3500ft using 1.2 gallons. Switched tanks to
 >right and cruised at 25 squared for one hour at 3500ft using 10.3 gallons.
 >Performed several stabilized climbs and determined L/D max to be 85mph.
 >Landed at nearby airport and had Mode C transponder worked on. Took off and
 >cruised climbed at 25 squared to 9500' using 2.5 gallons. Switched tanks
 >and cruised at 2500 RPM and full throttle and leaned out for 1.5 hours
 >using 11.8 gallons (8 gph). Performed numerous rolls and loops. Everything
 >performed normally except for Mode C which was determined to need replaced.
 >Post flight inspection revealed that both aileron bolts were bent again
 >even though we hadn't stressed the airplane beyond 4 G's.
 >
 >Post flight recommendations:
 >1. Replace mode C.
 >2. After consulting with Van's Aircraft again on the bent aileron bolts the
 >following actions were taken, first, the aileron stops were installed.
 >Second, larger diameter bushings were obtained locally and installed.
 >
 >Flight #9
 >
 >June 2002, Sumter SC 85 deg winds 230@15.
 >
 >Flight objectives:
 >1. Test aileron bolt modification by performing all approved acro
 >combinations.
 >2. Pull +5 G's and -1 G.
 >3. Perform 5 turn spins both left and right.
 >4. Fly until 25 hours are on hobbs.
 >
 >Flight Narrative:
 >    Took off normally and climbed to block altitude 6500' to 9500'.
 >Performed Loop, Aileron Rolls left and right, 4 point rolls left and right,
 >Snap Rolls left and right, Immelman, Split S, Cuban 8, Reverse Cuban,
 >Cloverleaf, Vertical rolls, Hammerheads left and right, and level +5 G turn
 >(sustained for 5 seconds). Spun aircraft 5 turns left and right. Returned
 >for several patterns and full stop landing. Post flight inspection revealed
 >no bending of aileron bolts.
 >
 >No recommendations.
 >
 >__________________________________________________
 >
 >Flight Test numbers for N663DX
 >(Max gross weight at sea level with a proficient pilot)
 >
 >Stall speeds: 55mph IAS Flaps up Power off
 >52 mph flaps up power on
 >VSO = 50 mph flaps down and power off
 >48 mph flaps down power on
 >
 >VX = 70 mph IAS
 >VY = 85 mph IAS
 >
 >Glide Speed = 90 mph IAS
 >
 >VNE = 220 mph IAS
 >
 >Normal Approach = 75-80 MPH
 >
 >Short Field Approach = 60 MPH
 >
 >Cruise climb = 120 MPH
 >
 >Minimum T/O Distance = 475 ft.
 >Minimum Landing = 485 ft.
 >
 >Max Demonstrated crosswind = 25 kts.
 >
 >Maximum level flight speed = 180 KTAS
 >
 >75% Cruise = 170 KTAS @ 3000' 10gph
 >165 KTAS @ 9000' 8gph