Aerochia Super Legacy
N357AW
Program Report
Elliot Seguin and Justin Gillen
November 2014
Rev C
Rev C
Owner:
Austin Willis
Lancair
Legacy, Aero Chia Race 33 Clone
Engine:
Continental TSIO-550B (aftermarket turbos and wastegates)
Propeller:
Hartzell Feathering, Counter Weighted, 3 blades
Aircraft
MSN: L2K-169
Prop MSN:
B11452B
Location for
testing: Mojave Airport (MHV)
Pilot: Elliot Seguin (661)754-1555
Flight Test
Engineer/Backup Pilot: Justin Gillen (858)692-3351
Mechanical
Support: Andy Chiavetta (714)225-2937
Electrical
Support: Jon Hadlich (541)815-7381
Engine
Support: Chris Padilla and John Jackson (818)899-5200
Designated
Airworthiness Representative: Carl Gerker
Program Summary:
The test
program lasted 5 months and took 24 flights, including a one month break so
Andy and Elliot could participate at the Reno Air Races. The aircraft was delivered to Mojave from Jackie
Cochran airport in Thermal in early May.
The first engine runs were performed during the first week of June, and
first flight took place on the 29th of June. Most of the testing was done within the glide
cone of Mojave between 10-12,000 feet. A
typical flight was a full throttle (no wheel) takeoff and climb at 160 KIAS to
10,000’, testing between 10K and 15K, back up to full throttle for descent to
Mojave and pilot proficiency.
The Lancair
Legacy is a kit plane manufactured by Lancair International in Redmond OR
(541)-923-2244. It is a two seat, low wing,
aircraft with 40° displaced hinge flaps, optional spoilers, tricycle
retractable landing gear and a low cruciform tail. The continental IO-550 powers the stock
airframe. This aircraft has been
modified with a reinforced tail cone, aft opening canopy, O2 system, large
aftermarket turbo chargers and waste-gates, recessed firewall, auxiliary fuel
tanks, feathering propeller, and the standard dual sticks have been replaced
with one side stick in the center console.
The aft opening canopy is actuated by a linear pull to open T-handle
mounted low in the center of the panel, which rotates four forward facing hooks
connected by universal joints mounted in the fuselage that secure the canopy in
flight. This is the economy Super
Legacy, built barebones with no interior, light body work, and a simpler panel
than its predecessors.
Flight Characteristics
Demonstrated Envelope
This
airplane is significantly modified resulting in much greater than stock
performance. In order to validate the
Lancair published VNE we checked it using the procedure outlined in FAR 23.335
during Flt022 on 11-8-14. For this test
we started at 12,000’ MSL. For VC I set
the power to 30” and 2700 RPM (~280 HP).
I decreased the pitch angle of the aircraft 7.5 degrees using the Garmin
EFIS and cross-referencing an inclinometer I attached to the canopy rail. After reaching this pitch attitude I let the
airplane accelerate for 20 seconds.
After 20 seconds I pulled the nose through the horizon at 1.5 Gs. In this maneuver I found Vc to be
222 KIAS or 272 KTAS. The airplane
accelerated to a Vd 255 KIAS and 311 KTAS.
Based on this test the Lancair recommended Vne of 263 KIAS seems to be
adequate, for a true airspeed limit I recommend a Vne of 280 KTAS (VD x 0.9). After this test point I descended and
accelerated to 265 KIAS and did a handling check, the airplane handled fine in
all three axes with no notable changes in behavior.
On Flt022 we
also did saw-tooth climbs between 10,000 and 10,500 at 20” and 2500 RPM, we
found VY to be 125
KIAS with a climb rate of 850 FPM.
For the
first 3/4 of the program we found a step change in roll forces at 230
KIAS. During the last few flights
(Flt023-Flt025) of the program this effect seemed to get worse. Finally we found a squeak in the right
aileron hinge, which was lubed using 3in1 oil.
After this the roll forces scaled very predictably with IAS.
On Flt028,
the Mach envelope was cleared to M0.46 (282 KTAS) at 23,000 MSL, using the Continental
numbers for altitude performance of 29.5 INHG and 2500 RPM (215 HP). There was an increase in pitch axis handling
sensitivity, but there were no notable changes in behavior in all three axes. The oxygen system showed an increase in
bottle pressure at this altitude, 1500 became 2000 at altitude.
On Flt029,
the Mach envelope was cleared to M0.49 (300 KTAS) at 22,000 MSL. On this flight we ran 35 INHG and 2700 RPM
(320 HP). As seen on Flt028 the pitch
axis in particular seems to increase in sensitivity at these true
airspeeds. On descent the roll forces
had increased notably. This was very similar
to the change in roll forces we had seen on Flt023-Flt025. I assume the hinge is just very cold and is
binding from the associated CTE difference between the aluminum hinge chassis
and the steel pin, an eye should be kept on this.
Stalls
At 2750 lbs the airplane stalls at 84 KIAS
with no flaps and idle power. First
indication is light buffet in the stick, which progresses until you can feel it
in your seat, followed by a light pitch bobble, at which point the airplane
will typically drop a wing. It does not
seem to favor one wing over the other.
Engine Out Landing
For an engine out landing I like to arrive
at high key at 150 KIAS and 2500’ over the airport. By the time I get to low key I would be down
to 120 KIAS so I can extend the first 10 degrees of flaps and extend the landing gear. In this configuration the
airplane’s L/D is significantly reduced, on the order of 4/1, so I make sure I
have the airport before extending the gear.
I hold the airplane at gear speed (120 KIAS) until the pre-flare to save
kinetic energy for the round out. All
these speeds and timings are based on 2900 RPM (this airplane is only capable
of 2700 RPM) so it should be somewhat conservative.
Normal Landing
I Like to arrive abeam the numbers at 120
KIAS and 1500’ AGL with 10 degrees of flaps and 10-12” MAP. I then extend the gear and the flaps and start a circular base to final. I
use 100 KIAS at the fence. I typically
chop the power at the threshold to touchdown not less than 90 KIAS.
Weight and Balance Description
With the
added weight of the turbo charging system and the aft loading of the auxiliary
fuel tanks Austin requested the gross weight be expanded to 2750 pounds and the
aft CG to 95.1”.
The neutral
point of the airplane appears to be at about 92”, aft of which the stick
position vs Q reverses. At aft CGs the
airplane also demonstrates negative stick free longitudinal stability. That is if pulled off trim speed and the
stick released the airplane continues to pitch in that direction. The airplane was stalled to first indication
(stick buffet) at 1G at the aft CG case of 95.1” and 2750 pounds (see figure
5). This was done with flaps at 0°, 10°, and 40°, with the
gear extended and retracted, and with power off as well as a low cruise power
setting (20”/2400RPM). Flying an
airplane with CG aft of the stability and balance neutral point is dangerous and not recommended
outside of a test environment.
When operating the airplane above the
Lancair published gross weight of 2200 pounds the limit load factor should be
proportionally lowered. For instance at
2750 pounds an appropriate limit load factor is 3.5 G rather than the 4.4 G
limit published by Lancair. At these
weights the biggest concern is the gear and care should be taken not to land hard
or make abrupt taxi maneuvers.
Fuel Tanks
The aux tanks are 15 gals each but are
plumbed together to act as one tank. A
selector behind the pilot’s right elbow selects the destination wing tank for the aux fuel. This transfer pump is higher flow than has
previously been installed in a Super Legacy.
It will replenish fuel to a tank much faster than the engine will drain
that tank. Care must be taken to not
overfill the destination tank as the pump is capable of making enough pressure
in the tank to significantly damage the wing, perhaps popping the wing skin off
the airplane in flight. With the fuel
vents functioning properly the tank will not damage the tank, and was tested
for both tanks during the phase one test program. The level of both tanks is indicated by two
independent senders wired to a single head on the right side of the panel.
The main fuel tanks are indicated via
capacitance probes, but the fuel totalizer is a better way to keep track of
fuel. The capacitance probes are not to
be trusted and only seem to be accurate between ~10 and ~28 gallons.
During the test program we found a leak in
the right aux tank. This leak was on the
aft outboard bottom corner of the tank and was repaired using Proset Resin and
282 carbon applied in a contact layup.
The aux tanks were also found to be plumbed backwards which was
fixed. The main fuel selector switch can
be dangerous if the switch and face are removed, it is easy to install the
selector so that the shaft that drives the valve is not in place and then the
selector will do not move the valve.
Pneumatic Canopy Seal
The standard canopy seal configuration in a Lancair Legacy
is mounted on the aircraft side of the frame and forms one side of a lap joint
with a flange on the canopy. This seal
is pressurized by a 12V air pump which seals the gap. To save weight on this aircraft the electric
pump was replaced with a bicycle style pump mounted on the right side of the
center console in the right seater's foot well.
The check valve in the pump is the only check valve holding the pressure
in the system, and it leaked significantly.
Before Flt022 we added a second check valve in line with the bicycle
pump. This limited the leak rate to 2
pumps per minute. So for every two
pumps of the hand pump you get about a minute of canopy seal.
Spoilers
The aircraft is equipped with the optional
spoiler package. These electrically
actuated spoilers are Japanese fan style and are controlled by a switch on the
end of the throttle lever. Switch goes up
to deploy down to close. At a constant airspeed
and power setting the spoilers provide a nose up pitching moment that needs to
be countered with two pounds of stick force, and 1500 FPM of vertical
speed, which works out to about 100 HP of drag.
The spoilers were tested to 240 KIAS.
Flaps
The aircraft has electrically actuated (actuator
under the crew seats) displaced hinge flaps that extend to 40 degrees. The flaps are controlled by a single pole
three position switch behind the throttle console. The switch is centered in the off position in
flight, back (momentary) for down, and forward (toggle) for up. The flap indicator is visible on the bottom
left of the left G3X. The indicator is
only accurate to 10 degrees, after that the indicator leads the flap
itself. The flap speeds are reported
from Lancair with a max extended speed from 0°-10° of 140 KIAS, and from
10°-40° 120 KIAS. The aircraft was
tested to these speeds in these configurations on Flt001.
The first ten degrees of flaps lower the
nose 3-4 degrees, there is not a noticeable change in drag in this
configuration it does lower the stall speed a few knots (see below). The remainder of flap lower the nose another
5-8 degrees, lower the stall speed, and noticeably increase the drag on the
airplane.
Landing Gear
The aircraft
is equipped with a tricycle landing gear.
An electric hydraulic pump mounted in the tail of the airplane retracts
the gear. This pump runs one way to
extend and the opposite way to retract.
The retract and extend systems have independent pressure switches
mounted to the pump. In the event of a
loss of hydraulic pressure the mains will gravity drop, the nose would also extend without
airspeed pushing against it, so it is equipped with a gas strut to push against
the wind. The Lancair recommended VLE/VLO is 120 KIAS; the airplane was tested to that on Flt001.
We had some
problems with the gear during testing.
Those problems centered around a hydraulic pump that failed and was
replaced, the pressure setting on the retraction side, and the airspeed safety
switch. As a result we tested the
emergency extension procedure a few times and found it to be satisfactory.
When the
pump failed (Flt007) I had just finished a gear down stall test point. I was retracting the gear to change
configuration between points. Upon
selecting gear up the nose gear down light went out followed by the mains. Then there was a significant change in the
sound the pump was making, similar to grinding gears in a car. The first step was to undo what I had just
done, so I returned the switch to the down position. This changes the direction of the pump but
allows the pump to continue to run so the noise did not stop. I then reached across the panel and pulled
the breaker at which point the pump/noise stopped, it was not clear to me at
the time whether I pulled the breaker or it popped as I grabbed it. The gear position lights showed that the gear
was not down and the fact that the pump had been running made me assume they
were not up. I then opened the emergency
extension valve; the mains gave me green lights immediately the nose took a couple seconds. I used the rudder to
confirm the gear was out and landed normally.
The pump had failed by shearing the drive shaft between the electric
motor on top and the hydraulic pump assembly on the bottom. We believe the cause was unintentionally
installing a 12v pump in a 24v system.
The pump was replaced with the 24v version and has been well behaved ever
since.
On Flt012 I
thought the gear did not retract because the up side of the hydraulic loop had
become pressurized. After takeoff at 110
KIAS I selected up on the gear switch and the pump did not run, I cracked the
emergency extension valve and the gear swung.
The airplane had sat for a month while we were prepping Lynn’s airplane
for Reno. It was explained to me that
sometimes when they sit the pressure from the down side leaks across the
actuators to the up side. So when you
select up the pressure switches have effectively already shut the pump
off. Cracking the valve relieves that
pressure allowing the gear to function.
I now believe it was in fact the airspeed safety switch, but it also
happened to me in Lynn’s airplane N23LF so I believe it is worth noting.
The airspeed
safety switch was the source of the second set of test failures (Flt012 –
Flt015) it manifested as an intermittent and significant change in the switch
set pressure (airspeed), probably due to the switch sticking. Upon selecting the up position the gear would
not run even after cracking the emergency extension valve. If you accelerated the airplane, sometimes
you could reach the effective new set speed before reaching gear speed. Otherwise the gear would be stuck in the down
position. The airspeed safety switch
which was originally installed was designed for a Lancair IV, and was replaced
with a Legacy type switch.
We had two
nose wheel flat tires; both were slow leaks where you would find the tire flat
the morning after a flight. During
inspection after the second flat we decided the problem was a gash on the
inside sidewall of the tire which during cyclic loads would grab and pinch the
tube. As a fix we covered the gash with
packaging tape, this was a short term fix requested by the owner to get the airplane delivered. The tire was eventually replaced by the owner.
Engine Installation Overview:
The
TSIO-550B was built by Chris Padilla and John Jackson at Pacific Continental in
Los Angeles CA (818)-899-5200. The
crank, crankcase, cylinders, accessories, are all stock. The turbochargers are aftermarket and their
pairing with this type of engine goes back to the early days of Darryl and
Andy. The intercoolers are stock Malibu
type coolers that have been shortened to fit in the cowling, which is blistered
to accept them. With each Super Legacy type
this system has been refined but this is most noticeable in the firewall
forward installation. This particular
installation has the most extensive use of carbon induction runners and is the
second installation of the sliding oil door in the plenum top.
Wastegates
All Super
Legacy turbochargers are manually controlled using pneumatic wastegates. These wastegates are historically
manufactured custom for the Super Legacy airframes matching Darryl’s airplane
(N33XP). For radio brevity I
refer to the turbo controller knob as the “wheel”.
Wheel Technical Description
To control
power in the Super Legacy the throttle is connected to the throttle body
butterfly valve which directly controls airflow into the engine. With the throttle completely open the
manifold pressure generated by the turbo chargers is regulated by the
wastegates. The wastegates are
controlled by a pressure delta across a diaphragm that opens and closes the exhaust wastegate. The exhaust pressure pushes
the valve open reducing the manifold pressure, which is countered by the
diaphragm. In order to adjust the waste
gate setting a spring stack is added on top of the diapragm pushing the
wastegate closed to generate more boost. The pilot can add more
pressure to the diaphragm using the wheel.
The wheel is a pneumatic regulator located between the pilots legs on the bottom of the center console.
In its
current configuration the engine will make 2700 rpm and 35” MAP static at full
power and 2750’ MSL field elevation and nothing on the wheel. It takes just under one full turn of the
wheel to get a manifold pressure response.
After that first turn the wheel is very sensitive, will lag your correction,
and will overshoot. At 2750’ MSL the
wheel will take you from 35” MAP to 40” before the 1:00 position after that
first full turn. On flight 12 at 11.5K
MSL the engine made 28.5”MAP with no wheel, after one full turn at the 12:00
position it made 30.8”, at 3:00 36.0”, at 6:00 42.1”. As the airplane climbs you will need to
manually regulate the boost to keep up with the change in atmospheric pressure.
Fuel Controller
The
mechanical aneroid equipped Continental fuel controller is not designed to see
as much boost as you can generate with this setup, and the controllers’
response does not match the stoichiometry of the engine. So as you roll in the wheel the fuel
controller will richen the mixture faster than the engine needs it up to about
55” MAP. This needs to be regulated by
leaning the fuel with the mixture knob. With
the mixture full rich the controller will flood the engine around 40” MAP. At 2750 MSL the engine will not reach 40”
without the wheel, I presume that closer to sea-level it would reach 40” and
would flood the engine during take-off roll.
The
controller flood sequence is as follows; the pilot selects a new boost setting,
the boost overshoots, the engine starts making thick black exhaust smoke, the
engine loses a lot of power, which slows the turbos down and drops the boost until
the mixture is correct when the engine spools back up to the higher MAP which
repeats the sequence. The period of this
cycle is typically 1-2 seconds.
There are
two ways to regulate the fuel; EGT and FF/MAP.
EGT is the simplest way to monitor the fuel controller, the downside
being they are slow to respond. By
keeping the EGTs between 1250°F and 1400°F you can have some confidence the engine will stay running. The EGTs are limited to 1400°F, spread is on the order of 50-75
degrees typically, and as the engine gets too rich the EGTs get colder. You will not see EGTs below 1200°F; with the throttle up, the engine
will flood first. On the take-off roll
you can estimate the fuel flow for a given power setting (MAP) by comparing the
two numbers. For a quick rule of thumb,
at 2700 RPM the boost in INHG and the fuel flow in GPH typically match; 40” MAP
corresponds to roughly 40 GPH, 30” to 30 GPH, etc, (See Figure 3 for cruise
flows). At 40” it took about 49 GPH for
the engine to start to run rough. One
full turn of the mixture knob will change fuel flow by about 10%, so it would take roughly two full turns of the misxture knob to correct the 49 GPH to the correct 40 GPH.
Starting Procedure
Typical
starting procedure is as follows. Master
on, wait for the G3X to power up and press enter to get through start up
screens. Spin the wheel on the right G3X
to the right until the engine page is displayed. Fuel pump on for 4-5 seconds, fuel will leak
out of the bottom of the right cowling if you run the pump long enough, this
pressurizes the fuel rail. Confirm
mixture is full rich. Turn on the low
pressure fuel pump. Move the throttle to
between ¼ and ½ throttle. Begin
cranking. After engine starts check oil
pressure. Hot start procedure is the
same.
Propeller
The
propeller could feather if the engine is shutdown over 800 RPM. If this happens the airplane will be harder
to start because of the added aerodynamic drag of the feathered blades, but
will function normally after starting.
Avionics/Electrical Summary:
The aircraft’s
electrical system installation and layout was done by Jon Hadlich of AI Systems
(541)-815-7381 in Redmond OR. It has a
24 volt electrical system powering a Garmin dual display G3X and a GTN
750. The aircraft uses the 750 for an
audio panel and comm radio with a SL40 for a secondary comm radio. The Tru Trak Autopilot can function
independently or be driven by the Garmin.
The Mountain High EDS 2ip is mounted on the right side of the panel.
During the
first attempt to fly Flt022 we scrubbed due to an electrical anomaly. The aircraft was not starting. On the second extended cranking session the
momentary switch was unselected and the airplane continued to crank
uncommanded. At this point I switched
the Master off, which also was unresponsive.
It appears both the master and starter relays welded closed. After we recharged the battery both relays
functioned normally, but we preemptively replaced them. Jon Hadlich has since recommended a minimum
cranking voltage of 17 volts.
We have had
pitot static dropouts that have lasted as long as several minutes
(Flt018). We tried agitating the wiring
harness all over the airplane and were not able to reproduce it. On Flt025 and Flt026 the CHTs and EGTs all
dropped out together and then oscillated wildly. We were then able to reproduce some of this on the
ground and traced it to the forward side of the Thermocouple cannon plug on the
right side of the firewall. We cleaned
this connector and reconnected it and the problem has not recurred since.
Alternator
The aircraft
is equipped with redundant standby type alternators on the back of the
engine. These alternators do not make
current until 1800 RPM, and so the ammeter may show a discharge below this
engine speed.
Avionics Flight Configurations
The master switch controls the majority of the electrical
system, including the SL40. Most notably
it turns on the G3X. Unfortunately
without a backup oil pressure outside of the EFIS you need to get through the
boot-up screens on the G3X to check oil pressure after power-up. With the airspeed safety switch removed from
the landing gear buss it is common for the hydraulic pump to cycle at power up
to top off the down side of the system, especially if the aircraft has been
sitting. The avionics master only powers
the GTN 750. Because the audio panel is
built into the 750 and it takes some time to boot up I typically operate the
aircraft on Comm 2, waiting to configure the 750 until later.
During testing I typically configure the left G3X with the synthetic vision on top and HSI on the bottom. The HSI will automatically turn into a G meter at 2.5G, but you can use the menu on that G3X to have it up all the time. The right G3X is configured to the engine page during takeoff and landing for engine mixture feedback. The G3X has a great moving map that summarizes very nicely the engine parameters on the top of the screen. However the 750 moving map is better and the touch screen is so convenient for flight plan editing that there is no reason to configure the right G3X to a map, so I usually leave it on the engine, info, or fuel page.
Autopilot
The autopilot was a source of a few anomalies during the
test program. Those can be described as
hunting and runaways. The hunting is a
very slow maneuver where the airplane is near the desired altitude and slowly
over a period of 10 seconds the airplane oscillates +/- 200 feet or simply does
not get closer than 200 feet from the target altitude. The runaway is a much more dynamic and
potentially dangerous maneuver. When the
pilot selects Vs mode to capture the desired altitude the airplane adds
elevator in the opposite direction and then goes hard over in that direction. Both of these AP problems tend to happen at
aft cg and may be related to the balance being aft of the neutral stability/balance point.
Trim
The airplane
has electric flight control trim tabs in three axes. Each of these tabs is driven by a servo
mounted in the surface. The coolie hat
switch on the stick controls roll and pitch while the three position momentary
switch on the left side of the stick controls yaw trim. The yaw trim functions such that you push the
switch towards the displaced ball, so if the airplane is yawing to the right
(eyeballs left), the ball would be off center to the left, and the switch would
be displaced to the left to center the ball.
Pitch trim
is indicated on the bottom left of the left G3X. There is a white bar in the middle that is
used to indicate takeoff trim position.
During test
the roll trim was found to be intermittent on three of the flights (Flt002,
Flt003, Flt022, and Flt026). This has
not been repeatable on the ground.
Figures and Photos
Figure 3 Fuel Flow Vs MAP
Figure 4 Cruise Economy
Figure 5 W&B Envelope
Figure 7 VN Diagram @ 2150 LBS
Figure 8 Cockpit Photo
Figure 9 In Flight Photo
Stalls
at 2150 lbs. and 89.6”, cruise power 20”/2400RPM Flt007
Power
|
Flaps
|
Gear
|
Speed (KIAS)
|
Off
|
Up
|
Up
|
75
|
Off
|
10°
|
Up
|
74
|
Off
|
10°
|
Down
|
71
|
Off
|
40°
|
Down
|
61
|
Off
|
40°
|
Up
|
61
|
Cruise
|
Up
|
Up
|
68
|
Cruise
|
10°
|
Up
|
64
|
Cruise
|
10°
|
Down
|
62
|
Cruise
|
40°
|
Down
|
52
|
Cruise
|
40°
|
Up
|
54
|
Stalls
at 2750 lbs. and 95.1”, cruise power 20”/2400RPM Flt019
Power
|
Flaps
|
Gear
|
Speed (KIAS)
|
Off
|
Up
|
Up
|
84
|
Off
|
10°
|
Up
|
79
|
Off
|
10°
|
Down
|
81
|
Off
|
40°
|
Down
|
67
|
Off
|
40°
|
Up
|
69
|
Cruise
|
Up
|
Up
|
76
|
Cruise
|
10°
|
Up
|
71
|
Cruise
|
10°
|
Down
|
74
|
Cruise
|
40°
|
Down
|
63
|
Cruise
|
40°
|
Up
|
60
|
Figure 11 Stall Speeds
Stick Force/Position Vs Q
Flt005 2430
@93.8
|
Flt004 2300
@92.5
|
Flt003 2157
@89.65
|
Flt001 2157
@89.65
|
|
KIAS
|
Position
|
Position
|
Force
|
Force
|
90
|
4
|
|||
100
|
12
|
11.9375
|
4
|
|
110
|
11.75
|
11.9375
|
8
|
4
|
120
|
11.75
|
11.9375
|
8.5
|
4
|
130
|
11.625
|
11.75
|
9
|
4.5
|
140
|
11.625
|
11.75
|
10
|
4.5
|
150
|
11.625
|
10.5
|
4.5
|
|
160
|
11.5
|
11.5
|
12
|
4.5
|
170
|
11.5
|
11.5
|
13
|
4
|
180
|
11
|
11.5
|
13.5
|
4
|
190
|
11.4375
|
11.75
|
14
|
4.5
|
200
|
11.4375
|
11.75
|
15
|
|
210
|
11.375
|
11.375
|
16.5
|
|
220
|
11.375
|
17
|
||
230
|
11.375
|
|||
240
|
11.375
|
Stick Force Vs G
Flt002
|
||||
KIAS
|
1g
|
1.5g
|
2g
|
2.5g
|
100
|
||||
120
|
5
|
7
|
10
|
|
140
|
6
|
8
|
10
|
13
|
Flt001
|
29-Jun
|
1.1
|
80-200KIAS, 1-2G, Flaps, Spoilers, 20
Gallons a side
|
Flt002
|
29-Jun
|
1.8
|
First Stall, Full Fuel, 64-235KIAS,
SFvG, SFvQ
|
Flt003
|
30-Jun
|
2.2
|
255KIAS, SFvQ
|
Flt004
|
2-Jul
|
2.4
|
15 in Aux, Stalls, Autopilot
|
Flt005
|
3-Jul
|
3.8
|
Full Aux, SPvG, Best Climb, Best
Glide
|
Flt006
|
4-Jul
|
0.1
|
Engine Quit on takeoff
|
Flt007
|
8-Jul
|
0.9
|
Hydro Pump Failure
|
Flt008
|
23-Jul
|
0.7
|
First flight new hydro pump
|
Flt009
|
15-Aug
|
1
|
Power 1,2,3G
|
Flt010
|
16-Aug
|
1
|
New Springs Quit on takeoff
|
Flt011
|
17-Aug
|
2
|
New Springs
|
Flt012
|
28-Sep
|
2.1
|
New Regulator, New Map, Gear not
right
|
Flt013
|
29-Sep
|
2
|
Auto Pilot Eval, Gear not right
|
Flt014
|
2-Oct
|
1.1
|
Gear acting up
|
Flt015
|
7-Oct
|
1.4
|
Gear acting up
|
Flt016
|
8-Oct
|
1.7
|
Raised hydro pressure
|
Flt017
|
10-Oct
|
1.3
|
WJF, P/S Check and tx check, Removed
gear safety switch
|
Flt018
|
12-Oct
|
2
|
Auto Pilot Eval
|
Flt019
|
13-Oct
|
1.9
|
Auto Pilot Eval
|
Flt020
|
28-Oct
|
1.9
|
GTOW expansion to 2750
|
Flt021
|
30-Oct
|
0.8
|
Austin Demo Flight
|
Flt022
|
8-Nov
|
1.1
|
Auto Pilot Eval
|
Flt023
|
8-Nov
|
0.9
|
Mixture Eval JG
|
Flt024
|
9-Nov
|
1.8
|
Boost Eval JG
|
Flt025
|
9-Nov
|
0.8
|
CHT EGT dropout
|
Flt026
|
10-Nov
|
0.9
|
CHT EGT dropout eval JG
|
Flt027
|
12-Nov
|
0.6
|
CHT EGT fixed, deck angle vs Q
|
Flt028
|
15-Nov
|
0.9
|
Max KTAS, High Alt testing JG
|
Flt029
|
19-Nov
|
1.0
|
Max KTAS, High Alt testing
|
Figure 17 Flight Log
Aero Chia
Legacy
|
||||
N357AW
|
CG
is 87.8 to 95.1
|
|||
MAC
10%-28%
|
FS 83.784 is
0% MAC
|
|||
weight
|
mom. Arm
|
Mom-wt
|
station
|
|
nose
gear
|
545
|
49.1
|
26759.5
|
|
main
gears
|
1176
|
103.6
|
121833.6
|
|
empty
CG
|
1721
|
148593.1
|
86.34
|
|
Aircraft
|
1721
|
148593.1
|
||
Pilot
|
200
|
105.34
|
21068
|
|
10
gal. (min fuel)
|
59
|
100.45
|
5926.55
|
|
Min.
Configuration
|
1980
|
88.68
|
||
64
gal.@5.9 lbs
|
377.6
|
100.45
|
37929.92
|
|
+copilot
|
200
|
108.71
|
21742
|
90.52
|
+aux
15/side
|
177
|
141
|
24957
|
|
1 Crew,
20/side, No Aux
|
2157
|
193367.3
|
89.65
|
|
1 Crew,
Full Mains, No Aux
|
2298.6
|
207591.02
|
90.31
|
|
1 Crew,
Full Mains, Full Aux
|
2475.6
|
232548.02
|
93.94
|
|
2 Crew,
20/side, No Aux
|
2357
|
215109.3
|
91.26
|
|
2 Crew,
Full mains, No Aux fuel
|
2498.6
|
229333.02
|
91.78
|
|
2 Crew,
Full mains, Full Aux fuel
|
2734.6
|
260216.57
|
95.16
|
|
Figure 20 Engine Altitude
Performance
