THIRD PART GROUND TESTS FLIGHT TESTS1 Ground tests 1.1 Generalizations The Amateur who has built his own plane knows already, most of the time, how to proceed by himself to ground tests of his machine. This seems justifiable as long as the builder is also a trained pilot. However, it nay be that this Amateur feels less apt as a pilot than as a builder, even temporarily, especially if his training and top physical condtion have suffered a bit during construction. Lf this is the case, if the builder is not sure of himself, it is in his interest to entrust this task to a competent pilot having, one would hope, already flown this type of machine. There is nothing dishonorable in this action which,moreover, French regulations permit. 1.2. Preliminary adjustments controls. Check their free operation, tightening, friction, artificial stress, stops, deflection, and especially direction of-deflection. (Cf. ch. 7 11 Controls) Check at the same time the symmetry of the twisting of the flight surface as well as the correct and even value of the flap gaps at 30° deflection (see drawing 100). = Weight. The weight can be determined with 3 household scales placed under thé wheels of the airplane. Check ahead of time the proper calibration of this type of scales, and place them on a flat surface; a support which is out of line can indeed affect the indicated weight. Shim the forward scale so that the fuselage is horizontal. Proceed with this operation in the three situations indicated on the "weight- Adjustment" sheet included with the administrative papers: equipped enpty, same with pilot and same with pilot and fuel. The mass equipped empty should be around 72-75 kg. The mass fully loaded, mentioned on the sheet intended for the Veritas Inspector, should not exceed 170 kg. (maximum calculated and certified weight of MC 12). ‘This operation should be performed, it is evident, protected from wind. Conter of gravity. Parameter unfortunately too often overlooked and nevertheless very important. A center too far to the rear reduces the depth effort, the longitudinal stability, and can lead to a situation where the plane is impossible to control. A center too far forward produces the opposite effects and can lead to difficulties in getting the front wheel up, in rounding on landing and to a trim impossibility.1.2 the pre-determined center range in flight for the NC 12 (24% to40%) prevents these problems. Beforehand however, check the proper position of the empty plane center of gravity. An MC 12 which conforms to the plans should have an empty center around 11%. You can accept a variation of + 5% due to variables in equiping the plane. Beyond that, something is wrong. Look for the causes and correct them. The centers of gravity should be determined with the above mentioned weights, using the sheet "weight-center of gravity" and the formulas provided. Later on, you can check, using the table in the Flight Manual, that the center is still in the indicated range, whatever be the load conditions. - Engine operation. You should check that the engines, operating at the same time, work together perfectly: idling, reving, full throttle, temperature. Idling speed, at first, should be set a bit "fast" (1900 to 2000 rpm). It can be reduced later to its normal value of 1600 to 1800 rpm. Make sure before the first flight, that the engines can maintain together a full throttle position for 5 minutes without any problem. - Instruments. Check one last time the condition and the proper assembly of the anemometric circuit, as well as its seal. Make sure especially of the proper operation of the speed indicator because your safety will depend on it from the first flight on. (Proper positioning of the static intakes and the flatness of the surrounding surfaces). The calibration of the latter will, of course, have already been taken care of. Adjust the centering of the bearing, wings perfectly horizontal. Later, adjust the compass, away from any metal structure. Note that the operation of the engines will not cause any deviation; this operation can consequently be done when the engines are stopped. Cabin sessions ‘These do not apply to the builder who knows his airplane "by heart" and who has certainly spent hours on board relaxing or dreaming. . On the other hand, they can be useful to the new pilot. Get used to the attitude, or to the attitudes, (assistant pushing on the tail assembly) on the ground, to the location of the various controls, of the instruments and, in particular, to that of the anemometer. The pilot, strapped in, must have access to all the controls and moreover im a most automatic manner. During the.first flight of the plane, the attention of the pilot is taken up primarily by new impressions and it is indispensable that his reflexes be, as much as possible, conditioned in advance. 1.4 Taxing Taxing sessions will follow the above sessions. Taxi1.3 At increasing speed, flaps not deflected. Get used to the visibility, to the breaking, to the reactions of the rudder bar and the engines- Do not get too close to take off speed (70 kn/hr maximum). Tf possible, use these taxiings to check the accuracy of the anemometer. At an average weight of 150-160 kg., the full throttle acceleration is Seout 10 km. /hr. per second on a “hard horizontal surface at sea level at standard conditions. Dont't give in to a tendency to rush through these steps. Don't risk ruining, through haste, several hundred hours of work. Stop, relax, think, and be in top form, If necessary, Gait a day. After a good night's rest, your impressions will straighten themselves out and become clear. a2a 2 Flight Tests Before starting any flight, whatever sort it might be, the pilot aust absolutely be thoroughly acquainted with the instructions in the FLight Manual. 2.1 Flea skip The flea skip is a controversial operation because it is very delicate. ‘This operation, in fact, during which the plane is constantly in a changeover condition and requiring careful attention, is the cause of a certain number of disappointments. ‘And, although experiments have shown that the MC 12 behaves pretty smoothly near ground level, this operation is to be avoided if possible. ‘The best solution seems to be to make perfectly sure of all adjustments (CE. Ch. 1.2) and then move directly on to the first flight. This flight should be made by a trained pilot and, if possible, one accustomed to this machine. If, however, the pilot insists on making a few flea skips, have him use a runway at least 1.500 km, long. That should keep him from making any precipitous manoeuvers in case the flight starts to get too high or too fast. Above all never touch the flaps during a flight near ground level. Everything is perfectly ready for the flight. The smallest problems have been taken care of. The pilot should be free from any extraneous worries, his mind clear. Wait for favorable weather conditions before making this first flight: clear and calm. Get away from curiosity seekers and make use of only a minimum number of helpers. - Take-off. According to the conditions below: NC 12 conforming to all specifications. Mass: about 160 kg. Yard, flat surface. Altitude 0 No wind Standard temperature.2.2 The cake-off parameters should be the following: - Flaps: 12° = Engines: Full throttle = acceleration time: 8 to 10 seconds. = Inaicated speed at take-off: 90 km./h. = stick: slightly back T Nose elevated about 20 centimeters (Top of cylinders on the horizon). Lf take-off does not result under these conditions, stop, look for possible ceuses (propeller traction, anemometry, kinematic depth, center of gravity etc. . -) and adjust. In case of different conditions (wind, altitude, heat, grassy surface etc.) only the acceleration time changes. The other parameters stay the Same. Don't worry about the depth stiffness. It is the result of the artificial stress. — ascent. Under the same conditions as those listed for take-off, the ascent should continue with the following parameters: - Flaps at 12° = Engines full throttle. N - Indicated speed 120 km./h. ~ Stick slightly back. - Top of engine fairings on the horizon. ~ Vz = about 4.5 m./sec. 6000-6200 rpm. speed of best Vz. under different conditions (wight, altitude, engine operation, temperature) only the attitude and the Vz will change. The other parameters stay the same. Wait until you are up sufficiently high to bring the flaps back for the first time (150 to 200m.) and, in any case, do it before reaching Vi = 130 km/h. ‘The normal ascent will continue with flaps in normal position, at the same Vi, The attitude is then just a bit steeper and the Vz slightly improved. Note the position of the trim. Take advantage of the end of the ascent to try a few turns at a low angle. Notethe reactions at this speed. ~ Level flight, Flaps in cruising position, full throttle, accelerate Upto 160-180 km./h. Slow down a bit to stabilize the speed. | “Engine speed about 6500 rpm. Trim. Note the position of the trim and that of the stick. If everything seems right, try a few turns to left and right at a low angle. pay attention to the depth stress. It is going to become less and Less as the speed increases (artificial stress). - Descent. Reduced speed, decelerate then: at Vi = 130 km/h. put out the flaps to 12° at Vi = 120 km./h. put out the flaps to 27°2.3 Warning, During the first approaches, as long as the Vi's of de-energization ave not been checked in the different configurations, the speed to maintain is the larger of the two following speeds: ~ Vi = 120 km/h. - Vi = take-off speed + 20 kn. /h. Later, when the anemometry has been checked and is correct, the approach speed can be brought down to 110 km./h. On the approach, flaps at 27°, a "softening" of stability can be a signal of too much speed. take advantage of this first descent to note the attitude and the response of the airplane to different actions on the controls. Then, go back to level flight, flaps in cruising position, and continue the course. sufficiently early in the basic program start the descent again, flaps fat 27°, always with the same precautions. Maintain slope and speed by adjusting the engines. Warning, This first descent is by design a bit rapid. Rounding will be pretty long. Be aware of this. ~ Landing. Let the plane approach the ground and lose speed, very low. ‘The exceptional visibility and the low height of the seat make this operation easy. Don't try to stall and set it down very slightly reared (front wheel about 10 cm.). It will not bounce back. It is a tricycle. Contact with the ground is without difficulty. It will respond and keep moving straight on. Only the heaviness at depth may surprise you. This sensation, due to the artificial stress, is normal. 2.3 Following flights Before taking off again, examine carefully all the information and sensations gained. If necessary make changes in the depth adjustment (CE. Ch. 7.1.13 II "Depth") and artificial stresses. Correct anything which doesn't seem perfectly normal. ‘Then, when the pilot starts to become accustomed to the plane and its reactions, he can start exploring the flight possibilities in different configurations. ~ Stalling, The first stalls should be made by 4 well trained pilot. An MC 12 correctly adjusted stalls in a classic fashion, more or less symmetrically. Nevertheless, the dissymmetry of twisting, of the flap slit or of engine operation can cause a roll to start abruptly. “She first stall should be made pretty high up, at an altitude of at least 1000 n. hote that stall speeds correspond to the three cases of flap deflection, engines slowed. If these speeds are too far from those indicated in the flight manual, check the anemometry. If not, set your approach speed as a function: V approach = 1.4 V stall._ Tight turns. Beyond an angle of 60° ( 2 "g") the plane should be “quipped with an accelerometer. The "g" forces on this plane vary a2 the inverse of the square of the speed. The pilot should consequently know that the "g" force he will feel at 240 or 250 km./h. will be abou half that at 180 km./h. Se aware of this particularity caused by artificial stresses and approach these load factors only with care and an eye always on the accelerometer. Never go past 4.5 "g". -Single engine flight. It would also be useful to practice = simulated brea down of one engine. Despite the absence of violent reactions, ce is still wise to keep a certain reserve altitude. (Same for stalling.) Yegin at highest speeds. feduce une engine progressively, then more and more rapidly. Same tests then with the other engine. Note the reactions and the most critical engine. progressively reduce the speed. engines always at full throttle, until you arrive at ascent conditions. Same tests. Same precautions. ingle engine landing, Although the norm does not provide for the caze cra Tailed landing with one engine not working, (two problems) Se would still be useful to try, at an adequate altitude, as an exercise, to start an engine in an approach condition. In this case certainly the wind from the péopeller, deflected by the contour of the bubble, fs deflected by the flaps and reaches the drift less totally. The compensation in yaw torque which usually results is reduced and the yaw reaction is more pronounced. If a landing with one engine not functioning really had to take place, the later starting up of the other motor should be done only very progressively. In this case, the flap deflection should be Limited to 12%. 2,4 Air frame adjustments Properly adjusted, in cruising configuration and operation, the plane should fly perfectly straight, all controls being released. = Depth. While cruising, the trim should be in about @ vertical position. You should be able to trim the plane at Vmax level flight, at V ascent and V approach flaps at 27°, the lever moving in an area equally divided by the vertical. Adjust the length of the depth. = Yay. Bearing in the middle, release the rudder bar without moving Tie ttick (this is very difficult and somewhat subjective. You should Glanp the stick to a string temporarily stretched across the cabin) - tg the plane starts off, adjust the tension of the rudder bar rubber springs. = Roll. Bearing in the middle, release the stick without moiving your feet. If the plane dips, adjust the lateral trim. Te goes without saying that these operations should be performed in very calm weather.