First Test Flight: 15 August 2006
Aprox. Flight Time : 50 minutes
The first tests were made as a series of crow hops. The wind was ouf of the east at around 10 mph and clear skies. Each of the 11 flights were flown down the first 1/2 of our 1900 FT grass strip at about ten feet above the ground. The take off run distance was right around 275 to 300 feet. Airspeed indicated about 25 mph at liftoff in ground effect. The airspeed after that was not noted due to all of my attention being focused on trying to keep the aircraft over the runway and making sure I would not fly too far down and have plenty of runway to land safely . All inputs from the control stick felt very positive and with out the need to add any unusual forces to keep the aircraft from wandering from side to side. The rudder is very powerful and has plenty of authority to keep the nose pointed in the proper direction. All in all the control pressures felt pretty well balanced for the short time each flight lasted. The tail wheel steering on the ground is very positive and effective but due to the design is unable to free swivel like cubs or champs. After the last flight, I looked at every weld, fitting, connection, cable and the likes with a fine tooth comb. Finding nothing out of place I blessed LEU 02-27 with a successful and uneventful first test flight.
Note: Oil coming from the porp hub seal is a problem that will need to be addressed if it does not clear up.
Second Test Flight: 22 August 2006
Aprox. Flight Time: 20 minutes
The second test flight was once again on a clear day with the winds out of the east at around 5 mph. The initial take off run was once again around 275 feet and liftoff at around 25 mph idicated. As the wheels left the ground I let the airspeed build up to around 45 mph. Climb rate seemed adaquate and with out feeling mushy. There are some tall trees at the east end of the 1900 Ft. strip and it seems the best practice is to make a 45 degree turn towards the south to avoid them. This is without a doubt the best thing to do in the event the engine should fail. There are several fields to set down in. As I turned downwind the altimeter showed 1500 feet ( 700' AGL) at mid down field. The rpm is a little on the low side at around 3200 in climb but once in level flight it came up to 3400 plus. I'm told that the rpm will come up a little more as the engine breaks in. The oil pressure seems to vary quite a bit. From about 45 to 30 psi. In level flight with the rpm at 3180 to 3200 the aircraft flies level at around 55 mph without the need for trim but, needs a little left rudder. Remember the engine turns in the opposite direction. The aileron control feels balanced and light pressures are only required. With the diehedral that is built in, the aircraft seems to stay it's course. In turns the aircraft needs a little more power and back pressure like all airplanes to maintain altitude. Rudder input is also required to keep the turns coordinated.
The flight consisted of three circuts around the airport at 700 ft. AGL. The oil leak that was present before I took off seemed to be getting worse and was starting to lay a film on the windshield. The flight was cut short for this reason and headed back for a landing. I used 2200 rpm for the initial descent which at 45 mph indicated airspeed seemed to give a normal rate of descent. As I started my flair I pulled the rpm back to around 1000 and did a little dance trying to find the runway. A little over controling on my part but the out come was a pretty good landing and without a bounce.
Note : The oil leak is unacceptable and must be fixed before the next flight.
Third Test Flight: 31 August 2006
Flight Time: Aprox. 25 minutes
The prop hub oil leak has been fixed and the third test flight begins. Once again the winds were out of the east . Liftoff was as stated as in the previous flights. All was going well and was in a climb up to altitude to do some various airspeed timed climbs to determine the best rate of climb. After about the third pass the oil pressure was starting to fall. As it creeped below 30 psi I headed back to the field and made an uneventful landing. It was sure nice to have a dry windshield but now the falling oil pressure issue needs to be addressed. Was the oil temp too high and causing the loss of pressure or something else? After talking with Scott Casler from Hummel Engines, his suggestion was to pull the oil pressure regulator spring and piston and verify that the piston moved freely in the oil passage bore. It wasn't. The problem has now been resolved.
Fourth Test Flight: 06 September 2006
Flight Time: Aprox. 20 minutes
This was a flight just to see if the oil pressure problem has actually been fixed.The takeoff was made to the east as all other flights, this time climbing up to 1500 ft.. The oil pressure seemed to behave and settled around 40 psi even as the engine warmed up. The sun was running low on the horizon so I headed back for a couple of takeoffs and landings. The airplane feels very stable on approach at 45 mph. This speed can probably be reduced once I am more in tune with the machine. As I continue the flight testing in the near future and become more relaxed in the feeling that the engine will perform without any unwanted problems, I'll post more specific information on climb rates/descent speeds, landing distances etc.