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