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1. 07:15 AM - Lightning handling (EAFerguson@aol.com)
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| Subject: | Lightning handling |
Well, it's my turn to chime in on Lightning performance.
Background: I just completed my Light Sport Lightning,, N17EF. Nick put 4+
hours on it and I started flying it last week. Through Wed it has a total of
19+ hours. Mine is the first with the new, lighter fuselage. Empty weight came
in at 806#. I haven't put the vortex generators on so far, and hope I don't
have to. So, I have about 15 hours in my Lightning. Not many, but this is the
first LS with the lighter fuselage, and this is the first dataset for those
Light Sports which will follow.
Other facts: Jaburu 6 cylinder. Ground adjustable prop, set to give 120KTAS
at 2850 RPM. Limited instrumentation, My EFIS had not arrived yet. My Mag
compass is defective and will have to be replaced (it sticks). And no slip
indicator. With such limited instrumentation, any performance data is very
limited, but stability can be explored. After the compass problem developed, Buz
loaned me his hand held GPS which helped a lot.
I have some background in aircraft performance. I'm retired Navy pilot with
around 3500 hours and a Masters Degree in Aerospace Engineering with major
interest in dynamics and controls. However, I left the aerospace industry many
years ago. It was (and is) too unstable. I am a practicing engineer with
considerable test experience. Enough of that, but I do know something about
aircraft stability..
Flights in N17EF so far have been to break in the engine and get used to the
handling. In a nutshell, it is a great flying airplane. Very light controls,
very responsive. The pitch sensitivity from the Hybrid, (which I have also
flown) is gone. I don't want Model C or P handling, 172's are like driving
trucks. Before this I had a Grumman AA5 Traveler.
Regarding stability. All flights have been at weights in the range 1000 to
1100 lbs. Handling will change at higher weights, but that's not tested yet.
Stability also tends to change with speed. Since I'm breaking the engine in, I
haven't been full throttle. At 3100 the oil temp climbs, so I have no data
above 3050 Rs. I have flown from 40K up to 160K IAS(in a descent). Straight
and level to about 147KTAS. Stability is relatively constant in the normal
cruise range (110-140K). Slightly positive in pitch and roll. It will trim hands
off until a disturbance comes along (Pilot moves, rough air are examples)
then it will pitch or roll and you have to correct. . That's about neutral,
maybe slightly positive stability. I think it's more stable at the high end of
the speed range, but I don't have much time above 2950 Rs.
At low speeds, 10 to 20K above stall (no flaps), the responses are still
good, but the controls become mushy. Stability is still about netural. The A/S
indicator reads down to 40K, and the errors at the low end are unknown for
now. Next week with the EFIS in, that will be different.
For those concerned about IFR stability and cross-country flying, it handles
very well in rough air- but you have to fly it. Frankly, I was expecting a
rougher ride than I've had so far. Since I don't have an FAA Medical and am
flying under the Light Sport Rules, I can't fly IFR, but I would not hesitate to
do so in this bird. With luck, AOPA says I can get my med back in another
year. I'm prepared, have VOR, ILS w/GS installed.
E-mail me if you want to see an inflght pix.
Life is short, build and fly fast.
Earl Ferguson
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