Stick & Rudder

Test Pilot

IN FEBRUARY WE EXPLORED
your airplane's V-n dia-
gram, which depicts the
Sawtooth Climbs a particular airspeed, and
then you immediately de-
scend and repeat the climb
relationship between air- Stepping up to vertical performance through the same altitude
speed and load factor. We block at a different airspeed.
showed how maneuvering ED KOLANO You repeat this until you've
speed (V A ) depends on covered the entire range of
your plane's weight and possible climb airspeeds. If
configuration, and how rolling ma- The sawtooth climb technique your airplane had a smoke system,
neuvers near your airplane's limit gives the same results, but the flight the repeated climbs and descents
load factor can be risky, even at VA. test technique and data reduction would scribe a sawtooth pattern in
Our discussion culminated by dis- are different. Sawtooth climbs re- the sky, hence the technique's name.
pelling a few myths about maneu- quire you to time how long it takes One advantage to the sawtooth
vering speed. to climb through an altitude block at climb technique is that you're flying
This month we begin our look at through the "same air" as you map
climb performance. We addressed One advantage to the the range of climb airspeeds. Because
this topic in the September through each run occurs immediately after
November 2000 issues, but this time sawtooth climb tech- the previous run, atmospheric con-
we'll take a different route to achieve ditions like temperature, wind, visi-
the same results. nique is that you're bility, and calm air shouldn't change
In 2000 we used the modified throughout your test.
check-climb flight test technique to flying through the Another advantage is that you
determine your airplane's climb per- can gather test data on days when
formance. That method calls for a
"same air" as you map the weather is less than perfect. If
series of climbs from the lowest safe
altitude to the upper altitude you
the range of climb there's a 5,000-foot overcast, you
could still gather good climb test
wanted your performance charts to airspeeds. data below the ceiling. You couldn't
cover. During each climb you meas- do this using the modified check-
ure climb performance by timing climb technique because it requires a
how long it takes to fly through sev- Figure 1 continuous climb to your airplane's
eral altitude maximum test
blocks, and you fly V0 PA± PA2 Time OAT Remarks altitude.
each climb at a dif- To get the
ferent airspeed. most accurate
You combine the climb perform-
data to produce ance data you
plots that depict need to per-
your airplane's form sawtooth
best climb rate and climbs through
its airspeed (V Y ), several altitude
steepest climb an- blocks, with ac-
gle and its airspeed curacy increas-
(V x ), and the ing with the
climb perform- number of dif-
ance you could ex- V0 Observed airspeed Time Elapsed time through block ferent altitude
pect when you fly PA-L Bottom of pressure altitude block OAT Outside air temp at block blocks. If you
any other climb PA2 Top of pressure altitude block midpoint don't plan to
airspeed. fly above
96 MARCH 2002
 10,000 feet, you might choose blocks
centered around 2,000, 5,000, 8,000,
and 11,000 feet. Which blocks you
choose isn't important because your
final climb performance information
will be depicted as plots that will
show your plane's climb perform-
ance at any altitude—even between
the test blocks.
Determining your airplane's Vx
and VY airspeeds is one of the test's
primary chores, and this means you
should fly a bunch of different air-
speeds that are slower than Vx and
faster than VY, and the more differ-
ent airspeeds you fly—the more ac-
curate your plots. For safety, your
feet above reasonably flat and ob-
struction-free terrain. You don't
need to start your tests by flying the
sawtooth climbs in your lowest alti-
tude block. For safety reasons it's
smarter to start with a higher block.
Save the lower altitude tests for later,
when you'll feel more comfortable
with the test technique.
In level flight a couple of hundred
feet below your altitude block estab-
lish your test climb airspeed. For
your first test choose an airspeed
close to the predicted VY airspeed.
Eventually you'll fly a range of air-
speeds, but prudent test pilots start
in the middle of the flight enve-
lope—the climb speed envelope in
this case. After you've stabilized your
airplane in this level-flight condi-
TftMK L81
A* «?.

slowest speed should be sufficiently

faster than stall speed and provide
the controllability needed to main-
tain a precise airspeed. Your fastest
speed should be only as fast as you
intend to fly while climbing. When
deciding on your test airspeeds, re-
member to include your intended
cruise-climb speed, the speed you'll
fly to change from one cruise alti-
tude to another.

Sawtooth lest Procedure

Load the airplane (weight and center
of gravity) in the way you'll typically
fly it. This may be maximum gross
weight, half fuel with just you
aboard, or whatever loading you
find useful. Record this information.
Take off and, when ready to begin .., c& <%M you vteed"
the test, set the altimeter to 29.92, so
you can use the altimeter to record 'The most advanced Engine Management
the pressure altitude during the test,
which you'll use with the outside air
and Cautionary System on the market.1'
temperature (OAT) to compute the VM1000: The Engine Monitoring System with both easy-
density altitude. To make them us- to-reud sweep graphics and digital readout. Consolidated in
able anytime the finished climb one area.
charts are based on density altitude,
which you can easily find. Not using EC100: Electronic Checklist and Cautionary System
density altitude means your charts may be combined with the VM1000 to provide you with true
are only good on days that match state-of-the-art instrumentation.
the test day barometric pressure and
temperature. VISION MICROSYSTEMS INC.
Fly a couple of hundred feet be- ADVANCED ELECTRONIC INSTRUMENTATION
low the bottom of the test altitude 4255 Mitchell Way
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lowest block should be at least 1,000 Phone: (360) 7I4-X203 Kix: (36(1) 714-8253
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Sport Aviation 97
Test Pilot

tion, advance the throttle while rais-
ing the nose to maintain the test air-
speed until you're stabilized in a
climb at full power (or climb power
or maximum continuous power if
appropriate) at the test airspeed.
Trim the airplane.
Data accuracy depends on being
established in a stabilized climb be-
fore you record any data. This means
the engine has stabilized at the se-
lected setting and the pitch attitude
has stabilized to hold the test air-
speed. Trimming the airplane for the
test airspeed isn't an essential re-
quirement, but it makes flying the
profile easier, and that, too, im-
proves data accuracy.
If you're not stabilized when you
climb through the bottom of the
first altitude block, reduce power,
descend, and set up again. If you
need more time to set up and stabi-
lize, start from a lower safe altitude.
With the plane stabilized, note
the time or start a stopwatch when
you climb into the bottom of the
test block. Hold the airspeed con-
stant through the test block, and
note the time or stop the stopwatch
as you pass the top of the block.
Record the time, altitude block, and
any other data you think useful.
Figure 1 is a sample data grid, and
your test cards should include other
information you'll need for thor-
ough documentation like airplane
weight or fuel remaining, center of
gravity, configuration, etc. Cus-
tomize your data cards to suit you.
When you've completed your
first test climb, select idle power,
turn 180 degrees, descend to your
set-up altitude, and get ready for the
next climb at a different airspeed.
Descending at idle power minimizes
the weight change between test runs
due to fuel burned. (If you really
want to be efficient, you can per-
form a sawtooth descent through
the same altitude block for your de-
scent performance charts.)
If you're uncomfortable with this
full-power-climb, idle-power descent
because of shock cooling and engine
wear considerations, descend at a
power setting you're comfortable
with and accept the weight change
inaccuracies for now. When you've
finished the entire process you can
check your climb performance
charts and make adjustments for
weight-related inaccuracies if neces-
sary. You may find the weight
change is not significant anyway.
On the way down through the
test block, note the OAT, which
you'll need to compute density alti-
tude, at the midpoint of the block.
The midpoint OAT should remain
the same throughout your testing
for each block. If the OAT changes
during subsequent test runs, move
your block as a whole up or down so
the midpoint OAT (and resulting

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98 MARCH 2002
density altitude) is the same as the Every time you move a flight con- in a small airplane. Avoid flying
other test runs. If this is starting to trol surface you change the air- near rapidly changing terrain that
sound complicated, don't worry. plane's drag. The bigger and faster may produce thermals or up/down
Usually you can complete the entire the surface movement, the greater drafts. You shouldn't be anywhere
sawtooth series quickly enough to the drag. Small adjustments are ex- near clouds.
avoid changing OATs. pected, and it's okay to make them Wind. A dead-calm day is best,
Stabilize your plane for the next within the test altitude block, but but not very realistic. Fly your climbs
climb test run at a different airspeed, make them smoothly. perpendicular to the wind to avoid
and repeat the sawtooth procedure Turbulence. To avoid turbulence any shear effects or transient air-
until you've completed the climb perform the test early in the morn- speed indications.
test for every test airspeed. ing or just before dusk. It only takes Pitch attitude reference. As good
one bump to invalidate your air- as some artificial horizons are, their
By the Numbers speed or control deflection tolerance indications are generally too coarse
1. Load your airplane for the
climb test weight and balance.
2. Take off and set the altimeter to
29.92.
Aircraft Spruce & Specialty,
3. Establish the climb test condi-
tion before climbing through the EAA & Sun 'n Fun
bottom of the test altitude block.
Engine, pitch attitude, airspeed, and present the 20th Annual
trim should be stabilized.
4. Record the time it takes to
climb through the altitude block.
5. Descend at idle power below
the bottom of the test block, record-
ing OAT at the block midpoint.
6. Repeat Steps 3 through 5 for all
planned test airspeeds.
7. Reset your altimeter and land.
Review your data for reasonableness,
reload your airplane, and repeat the
sawtooth climb test profile for the
next test altitude block.

Data Quality
Good results from your sawtooth
climb tests require solid preparation,
precise flying, and good observa- SUN 100/SUN 60 AIR RACES
tions. The more diligent you are
During the 2002 Sun 'n Fun EAA Fly-In
with these, the better your results
will be. Here are a few guidelines.
Airspeed control. Some of these Monday, April 8,9:00 a.m. Sun 100 Race for Experimentals
results are sensitive to airspeed varia-
tions. Traditional flight test parame-
Wednesday, April 10,9:00 a.m. Sun 60 Race for Factory Builts
ters limit airspeed excursions to a
maximum of 1 knot. This may
sound unrealistic, but any pilot can
achieve it with a little practice and a
diligent trim effort. EAAS
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Sport Aviation 99
Introducing... Test Pilot

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• Competition Aerobatics Straight climb. Perform each test on a constant head-
ing. Turns while timing your climb will affect your climb
"Air Racing performance data.
Knock it off early. If you find you're almost set up as
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For more information, visit SPORT AVIATION on the Web at www.eaa.org 100 MARCH 2002
 SAE
limits with airspeed going from 1-knot fast to 1-knot
GENERAL AVIATION
TECHNOLOGY
slow four times during the block, constantly searching i Conference & Exhibition
for the exact pitch attitude, etc. Making such a note on 2002
your data card can help explain a wayward data point April 16-18,2002
Century II Convention Center
later. You should also be alert for changes in climb rate 1 Wichita, Kansas, USA
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pated weights, and interpolate for intermediate GAMA
weights. Or you may include an intermediate weight E-mail
FAA DER Seminar meetings@sae.org
in your testing. FAA General Aviation
In theory the center of gravity location can affect Forecast Meeting
climb performance because it affects the airplane's trim
drag. In reality you can ignore this in most homebuilts www.sae.org/gatc
because its influence is generally minimal. 01-2028
Open canopies, cowl flaps, and cooling vent scoops
affect the airplane's drag. While you can test every con-
ceivable combination, you probably want to spend your
flying time differently. Perhaps testing the worst-case
combination of weight, center of gravity, and external
configuration might be good enough, figuring you'll re-
alize better performance for all other cases. At least this
way your planning will be conservative.
Safety is the final and most important point. The tests
described require a diligent instrument scan and poten-
tially prolonged nose-high pitch attitudes. Both affect
your see-and-avoid capability.
Be careful. Don't perform these tests on a gorgeous
Saturday morning near a busy airport. Use your descents
between test runs to look around, and why not incorpo- Our safe, high quality
rate a clearing turn into each test setup. Keep an eye on ultralight and experi-
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We described the sawtooth climb test technique this
month. Next month we'll use the results from the saw-
tooth climb tests flown in EAA's Young Eagle's RV-6A to
explain data reduction. Then we'll determine the air-
plane's VY, Vx, their respective climb rates and flight
path angles, and produce plots that will tell us the RV- We also manufacture
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Thanks for your comments and suggestions. Keep Flyer, and Slingshot
them coming to Test Pilot, EAA Publications, P.O. Box
3086, Oshkosh, WI 54903-3086 or editorial@eaa.org with London, KY 606 • 862 • 9692
www.tnkolbaircraft.com
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Sport Aviation 101 For more information, visit SPORT AVIATION on the Web at www.eaa.org