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Block column (3750 - 3250 = IN JUNE WE STARTED DISCUSSING 500). We entered the altitude engine-out glide performance block as a negative number to by explaining the forces that show it was a descent. act on an airplane during a Descent performance data reduction Determine the average deglide and illustrating how scent rate through the altitude these forces are identical to block by dividing the altitude ED KOLANO those that affect an airplane in block height by the time it a steady climb (with the obvitook to descend through it. ous exception of the power deDuring the flight I recorded the Our block height is in feet, and our livered by the engine/propeller). We explained the flight test technique flight test data on kneeboard cards elapsed time is in seconds, so we'll that provides the data to determine and transcribed them to a worksheet have to multiply by 60 to have the your airplane's maximum range for the data reduction. The work- answer in feet per minute. glide speed and showed how this op- sheet has a single matrix of flight -500 ———— x 60 = -833 timum condition occurs when the test data that's easier to work with 36 plane is flown at its maximum lift- than a bunch of test cards and sepaConverting the average rate of rate worksheets. Figure 1 is the workto-drag ratio (L/D). descent to feet per minute can also This month we'll use data gath- sheet with the raw test data (yellow provide a data check. Had we noted ered during the descent performance columns) and the numbers we calcuthe descent rate on the vertical flight test in the EAA Young Eagles' lated in the data reduction (blue speed indicator (VSI) during the RV-6A to show how to turn the flight columns). We'll use the 100-mph test data into a couple of the most data in the first row of our work- test, we could compare it to our calimportant airspeeds you'll ever need sheet as an example during our data culated value. A significant difference could help identify a wayward reduction explanation. to know about your airplane. data point caused by a timing error We performed our test by timing or even a faulty VSI. Enter the calcudescents through a 500-foot altitude Numbers block from 3,750 to 3,250 feet pres- Here's the basic idea for data reduc- lated descent rate in the Avg ROD sure altitude. The mid-block pressure tion. If we know the descent rate (average rate of descent) column of altitude was 3,500 feet, which is and airspeed during the test, we can the worksheet. We now know how fast we came where we recorded the outside air determine the flight path angle, and temperature during each run. Aver- the shallower the flight path angle, down and how fast we flew along the flight path while we were timing age airplane weight during the test the farther the airplane can glide. was 1,435 pounds, or 215 pounds Let's start with some easy math. the descent. We'll have to take a litbelow maximum. Our center of grav- Subtract the End Pressure Altitude tle detour here because our average ity was right in the middle of the al- from the Start Pressure Altitude and descent rate is a true airspeed, and record the difference in the Altitude our forward speed along the flight lowable range. Observec Test Airspeed Order
(mph)
1
100
2
80 110 70 120
3 4 5 6 7 8
65 130 140
Start Press Alt (ffi
End MidAlt Press Block Time Block Alt Art (sec) (ft) (ft) (ft)
cards brimming with numbers, it's time to transform them ... FPA Flight path angle. Figure 1 block is simply ... A persoiiali/ed membership card and EAA decals;.
... forces or an overly sensitive feel, which means small. 102 JUNE 2000 .... As you perform all these sug- gested evaluations individually, remember that this is ...
why we discarded it. This month "Test Pilot" will use the same raw data to determine the. RV-6A's maximum climb angle and the associated airspeedâVx. Figure ...
... below 10,000 feet pressure altitude up to 200 knots. 102 MARCH 2001 ..... Send your comments and sug- gestions to Test Pilot, EAA Publica- tions, P.O. Box ...
Test Pilot. Climb. Performance. The best rate depends on power, and ... Visa/M.C., call (804) 353-1713. ... Contact us for more details, including prices, at.
Repeat the test using different air- speeds. From the data you gather, you can determine which airspeed produces the best climb rate and what that rate is for ...
Repeat this process for the range of air- speeds your plane is capa- ble of flying, and you can create a table or plot of cal- ibrated versus observed air- speed.
Repeat this until you map the airspeeds faster than the trim speed. Remember, you're not expanding your airplane's flight envelope dur- ing this test. Do not ...
2. P. Vc = 0.369 x VG x. OAT + 273.15. 2026.12. Vc = 0.369 x 121.78 x. = 120.21 ... aircraft, like LANCAIR, GLASAIR, CIRRUS, EXPRESS, QUESTAIR, VAN's, VELOCITY, etc. 2-, 3-, 4-, 5- ... but you find yourself stabilized at 126 knots as you ap-.
Test Pilot. JANUARY'S "Ttsi PILOT" uis- cussed an airplane's vari- ... which is what we pilots read on the ..... data you call out over the intercom. A second crew ...
Repeat this process for the range of airspeeds your plane is ca- pable of flying, and you can create a table or plot of calibrated versus ob- served airspeed.
The sine of one angle of a right triangle is the ratio of the ... airplane's maximum climb angle depends on its Thrust, Drag, and ..... Major credit cards accepted.
This position is the forward end of the freeplay band. The freeplay band is the difference between the aft and forward ends. 6. Repeat the test for left, then right ...
pletely accurate. FAA airworthiness ... To do its job accurately, the static port must be ... efficient engine operation; giving you maximum time in the air. And ...
manometer, which applies air pres- sure to the airspeed indicator. The applied pressures correspond to ap- propriate airspeed readings, and the technician ...
static port. Because your airspeed indicator compares the pressure from the pitot .... If all these different airspeed cor- rections sound intimidating, take heart.
Jun 1, 2003 - 10,000 feet and more than 470 mph at 20,000 feet. Of course, if the quoted airspeed for this pressurized airplane is true airspeed at a pressure.
neuvers near your airplane's limit load factor can ... the repeated climbs and descents ... and VY airspeeds is one of the test's primary chores, and this means you ..... You'll know whether you ... In reality you can ignore this in most homebuilts.
accurate time hack by noting when your shadow passes the .... airplane's first test flight. Preview the course ... Give yourself plenty of room to turn around for the ...
structure, giving it an ultimate load factor of 5.7g. ... This is the ultimate load fac- tor line. ... plane at 1 1 7 knots or less ensures that it will .... loading to the left of the original stall line .... through Cirrus For DynCorp DUATS Windows
You repeat this until you've covered the entire range of possible climb airspeeds. If your airplane had a smoke system, the repeated climbs and descents.
Mar 8, 2003 - feet above the water, you'll have to climb. No matter how .... House & Air Show ... ly, it depends on T-D, which is called excess thrust. The ratio ...
Maneuvering. Diagram. Flying safely inside the V-n boundaries. ED KOLANO knots calibrated airspeed, and stalls, wings-level, at 60 knots. It's a home- built, but ...
