Elliot Seguin | So Many Tufts - Stall Tests @ First Flap Deployment - Flt 6 - Hakan's Modified Lancair 320 @utopiasnow | Uploaded 3 years ago | Updated 2 hours ago
Warning this is a long video. After so much build-up we finally deployed the new custom flaps on Hakan's modified Lancair 320. The results are surprising. See you in the comment section.
Thank you for coming along with Wasabi Flight Test.
Website: www.wasabiaero.com
Patreon: www.patreon.com/ElliotSeguin
Tshirts and More preferredaltitude.com/collections/wasabi-air-racing
Instagram: www.instagram.com/edseguin
Facebook: www.facebook.com/WasabiAirRacing/notifications
Sponsors:
Method Seven Eyewear: methodseven.com
Butler Parachute: butlerparachutes.com
Timestamps:
01:08 Program Recap
02:10 Hakan's program description
04:22 Flap Inspection
06:07 Aileron Trim
06:36 Three biggest risks
10:16 Flap Indication
11:14 MX Performed
15:04 Preflight Beifing
25:45 Pushout
26:09 Camera placement tufts overview
27:25 Flt 6 first attempt
28:35 Propeller diagnostic
31:57 Flt 6
35:34 Flaps 10
40:49 Flap up stall check
42:24 Flaps 10 2nd check
43:34 Flaps 15
45:30 Flaps 20
46:48 Flaps 25
51:59 Flaps 30
53:50 Flaps 35
57:17 Post Flight Debrief
---Flt 006 Flight Report---
Summary
Flt Date 10/23/2020
Engine Start: 2:34 LCL
Engine Shutdown: 3:28 LCL
Flt Time: 0.9 HRS
Landings: 1
Fuel State Takeoff: Full Tanks
Total Time After Flight: 3.6 Hrs
Chase: None
Data:
First attempt to fly was stopped by a jammed propeller governor lever. We decided the problem was a drop of gasket seal that fell on the shaft of the lever. During the inspection the seatback was removed to make more clearance for the parachute. This was a much better cockpit configuration.
For the actual flight the engine started well and sounded healthy, we believe this was the induction work that Hakan performed. The engined reved to the new governor setting of 2800 on takeoff and the acceleration difference was noted on the ground and in the cockpit.
The data portion of the flight was flown between 9-10,000' MSL. The pattern was: at 90 KIAS change flap position, note trim change, accelerate to VFE (100 KIAS) handling check, trim change check. Slow deceleration to a handling/trim check just above stall speed. Alternate static check found no change in altimeter reading with valve actuation.
The flaps were checked at 10°, 0°, 10°, 15°, 20°, 25°, 25°, 30°, 35°. There was a small pitch trim change with the extension of the flaps, the trim was at the up stop, but the stick position change was very small. Wind up in the flap deployment mechanism was noticeable and it would take some time for the flaps to settle after being deployed.
The stall speed did not appreciably change in the range of flap configurations checked. While the bleed rate was not 100% repeatable between stalls this was not expected. It appears that the stall is driven by a loss of control power (large separation on elevator) rather than a stall of the wing, but there is a large separation forming on the wing at this same time. The flap does not appear to separate during any of the stalls. We knocked off at 35° to check the tail video for risk of tail stall.
Power Settings:
Take Off WOT/2700
Climb WOT/2500
Cruise WOT/2500
Limits/Speeds:
CHT Limit - 440°F Climb
420°F Cruise Oil Temp - 215°F
VS0 - 57 KIAS (52 KCAS)
VS - 77 KIAS (70 KCAS)
Vrot - 83 KIAS (75 KCAS)
VFE - 110 KIAS (100 KCAS)
VLE - 134 KIAS (122 KCAS)
VA - 157 KIAS (143 KCAS)
VNE - 259 KIAS (235 KCAS)
LLF - +3.8g/-1.52g (flaps up)
+2.0g (Flaps Down)
Bailout altitude: Out of control below 5,000
50% of control remaining RTB
If we can't fly at or below 150 KIAS at 1.5 G with more than 10% of control remaining, bail out.
Maintenance Before Flight
#1 inlet runner cleanup (gasket, mating face)
Replaced prop cable
Increased elevator trim tab up throw
Adjusted prop governor to 2800
New neoprene socks for the inlet
Transponder antenna service
External heat barrier on the belly
Ignition CHT probe moved from #3 to #2
Filled fuel
Flap indication added
Ailerons trimmed for flap clearance
Planned Flight Profile
Engine Start
Take Off
Initial climb 100 KIAS
First Power Reduction WOT/2500
Climb to '10K MSL
Check alternate static
Flaps 10° at 90 KIAS
Handling/Trim check Accel to VFE, 100 KIAS
Flaps 15° at 90 KIAS Handling/Trim check
Accel to VFE, 100 KIAS
Flaps 20° at 90 KIAS Handling/Trim check
Accel to VFE, 100 KIAS
Flaps 25° at 90 KIAS
Handling/Trim check
Accel to VFE, 100 KIAS
RTB
Normal approach
Flaps up landing (110 KIAS)
Squawks:
Recommend different engine monitor with more display area
Recommend different airspeed indicator w/ only knots
Mode C inop
2800 RPM prop governor setting
Min speed not changing with flap deployment
Next Steps: Continued flap testing to 45°. Expand slow side of the envelope.
---End of report---
Warning this is a long video. After so much build-up we finally deployed the new custom flaps on Hakan's modified Lancair 320. The results are surprising. See you in the comment section.
Thank you for coming along with Wasabi Flight Test.
Website: www.wasabiaero.com
Patreon: www.patreon.com/ElliotSeguin
Tshirts and More preferredaltitude.com/collections/wasabi-air-racing
Instagram: www.instagram.com/edseguin
Facebook: www.facebook.com/WasabiAirRacing/notifications
Sponsors:
Method Seven Eyewear: methodseven.com
Butler Parachute: butlerparachutes.com
Timestamps:
01:08 Program Recap
02:10 Hakan's program description
04:22 Flap Inspection
06:07 Aileron Trim
06:36 Three biggest risks
10:16 Flap Indication
11:14 MX Performed
15:04 Preflight Beifing
25:45 Pushout
26:09 Camera placement tufts overview
27:25 Flt 6 first attempt
28:35 Propeller diagnostic
31:57 Flt 6
35:34 Flaps 10
40:49 Flap up stall check
42:24 Flaps 10 2nd check
43:34 Flaps 15
45:30 Flaps 20
46:48 Flaps 25
51:59 Flaps 30
53:50 Flaps 35
57:17 Post Flight Debrief
---Flt 006 Flight Report---
Summary
Flt Date 10/23/2020
Engine Start: 2:34 LCL
Engine Shutdown: 3:28 LCL
Flt Time: 0.9 HRS
Landings: 1
Fuel State Takeoff: Full Tanks
Total Time After Flight: 3.6 Hrs
Chase: None
Data:
First attempt to fly was stopped by a jammed propeller governor lever. We decided the problem was a drop of gasket seal that fell on the shaft of the lever. During the inspection the seatback was removed to make more clearance for the parachute. This was a much better cockpit configuration.
For the actual flight the engine started well and sounded healthy, we believe this was the induction work that Hakan performed. The engined reved to the new governor setting of 2800 on takeoff and the acceleration difference was noted on the ground and in the cockpit.
The data portion of the flight was flown between 9-10,000' MSL. The pattern was: at 90 KIAS change flap position, note trim change, accelerate to VFE (100 KIAS) handling check, trim change check. Slow deceleration to a handling/trim check just above stall speed. Alternate static check found no change in altimeter reading with valve actuation.
The flaps were checked at 10°, 0°, 10°, 15°, 20°, 25°, 25°, 30°, 35°. There was a small pitch trim change with the extension of the flaps, the trim was at the up stop, but the stick position change was very small. Wind up in the flap deployment mechanism was noticeable and it would take some time for the flaps to settle after being deployed.
The stall speed did not appreciably change in the range of flap configurations checked. While the bleed rate was not 100% repeatable between stalls this was not expected. It appears that the stall is driven by a loss of control power (large separation on elevator) rather than a stall of the wing, but there is a large separation forming on the wing at this same time. The flap does not appear to separate during any of the stalls. We knocked off at 35° to check the tail video for risk of tail stall.
Power Settings:
Take Off WOT/2700
Climb WOT/2500
Cruise WOT/2500
Limits/Speeds:
CHT Limit - 440°F Climb
420°F Cruise Oil Temp - 215°F
VS0 - 57 KIAS (52 KCAS)
VS - 77 KIAS (70 KCAS)
Vrot - 83 KIAS (75 KCAS)
VFE - 110 KIAS (100 KCAS)
VLE - 134 KIAS (122 KCAS)
VA - 157 KIAS (143 KCAS)
VNE - 259 KIAS (235 KCAS)
LLF - +3.8g/-1.52g (flaps up)
+2.0g (Flaps Down)
Bailout altitude: Out of control below 5,000
50% of control remaining RTB
If we can't fly at or below 150 KIAS at 1.5 G with more than 10% of control remaining, bail out.
Maintenance Before Flight
#1 inlet runner cleanup (gasket, mating face)
Replaced prop cable
Increased elevator trim tab up throw
Adjusted prop governor to 2800
New neoprene socks for the inlet
Transponder antenna service
External heat barrier on the belly
Ignition CHT probe moved from #3 to #2
Filled fuel
Flap indication added
Ailerons trimmed for flap clearance
Planned Flight Profile
Engine Start
Take Off
Initial climb 100 KIAS
First Power Reduction WOT/2500
Climb to '10K MSL
Check alternate static
Flaps 10° at 90 KIAS
Handling/Trim check Accel to VFE, 100 KIAS
Flaps 15° at 90 KIAS Handling/Trim check
Accel to VFE, 100 KIAS
Flaps 20° at 90 KIAS Handling/Trim check
Accel to VFE, 100 KIAS
Flaps 25° at 90 KIAS
Handling/Trim check
Accel to VFE, 100 KIAS
RTB
Normal approach
Flaps up landing (110 KIAS)
Squawks:
Recommend different engine monitor with more display area
Recommend different airspeed indicator w/ only knots
Mode C inop
2800 RPM prop governor setting
Min speed not changing with flap deployment
Next Steps: Continued flap testing to 45°. Expand slow side of the envelope.
---End of report---
