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Aviation History
1992
1992 - 0418.PDF
upper space for a clear view of electri cal gauges. The rows of too- similar white rocker switches overhead re main. The landing- light switches at the top right corner are identified easily but are remote. The test in N107BJ started with a stan dard flight from Beech Field at Wic hita, Kansas, to Amar- illo, Texas, 250nm (460km) to the south west, with high-speed assessment, followed by low-speed work on the return flight. The first Pratt & Whitney Canada JT15D- 5 engine started in 20s; after a minute the generator charge rate dropped to 150A, and the second engine started in 15s. Starts were cool, peaking at 350°C. Idle figures were 30.3%N1; 340°C ITT; 52.1% N2, and fuel flow 210kg/h total. The parking lever, in a low left corner, runs forward to unlock. The angle is awkward, and it stuck towards the end of its travel, needing a heavy push. The The USAF is to buy more than 200 of the military version, the T.IA Jayhawh hydraulic brakes, fierce at first, softened in use as the nosewheel was eased into turns on the rudder pedals. The standby brakes are pneumatic, from a charged bottle. The electronic fuel control (EFC) was tested, for a drop of 5% in N2 on de selection. An EFC failure trims fuel off, reducing thrust from 60% to 40% at 80° power lever angle. Flaps were set to 10°. The lever is simple, but the gauge at the base of the centre panel is small. At 7,140kg, 180kg below maximum with 2,050kg fuel, Vt (decision speed) was 106kt (196km/h), VR (rotate speed) 114kt, and V2 (take-off safety speed) 121kt. These were set on the PFD speed tape by the simple input panel above; a climb speed of 220kt was set for maxi mum-rate climb. With temperature 23°C, the 1,610m (5,280ft) runway matched required field length. The brakes were held to 90% Nl, and target Nl was adjusted by Frequent Flyers For over fifty years, our mechanized latching and fastening systems have logged millions of trouble free miles. We are proud of our record for quality, and engineering excellence in military, commercial and general aviation. Our team of dedicated employees continue to work on innovative latching and fastening solutions for the future. So, if your next project needs an experi enced frequent flyer or a specially engineered solution for your problem, please give us a call. THE HARTWELL CORPORATION 950 S. Richfield Rd., Placentia, CA 92670 (714)993-4200 Fax:(714)777-4031 Branch Offices & Warehouses: Fort Worth, TX (817) 535-0824; Mt. Arlington, NJ (201) 770-3599 See us at: Hall D, Booth D236, Asian Aerospace '92 P Beech test pilot Roy Lawrence as we acceler ated along the runway. Following rotation, an attitude of 15° allowed speed to build rapidly; 20° was needed to hold V2+10kt. Gear and flap retraction gave little trim change. Attitude settled at 6°. Maximum operating indicated airspeed (VM0) is 264kt to 8,000ft (2,440m), increasing linearly to 320kt at 11,000ft and above. Roll control is lively at lower speeds; this is implicit in spoiler effect with a rearward centre of pressure. Rate in a 60° reversal of bank bettered 3°/s, with slight burble from the wing, and is 4°/s in general. Manual spoiler control is mixed with hydraulic speedbrake extension, but roll rate hardly reduced in this case. LOW NOISE Climb rate topped 2,000ft/min (lOm/s) up to 20,000ft; fuel flow was then 860kg/h. At 31,000ft we levelled from l,500ft/min. At 250kt indicated airspeed, free cockpit conversation was easy against a background airflow "white noise". Fast cruise yielded 466kt true air speed (TAS) at Mach 0.78 and 690kg/h fuel flow. The floor angle was 2° nose up. With the yaw damper disengaged, some fidget could be felt. When rudder was applied and released, healthy dutch roll damped to half amplitude in four cycles. Roll spoiler alone would stop it slowly, but with rudder too, the effect was immediate. Damper re-engagement stopped it dead. The damper is required above 28,000ft, mainly for comfort but also for turbulence encounters. When it was disengaged for long periods, flight remained steady enough to write notes hands-off. Climbing continued with level change selected on autopilot. The aircraft traded speed for climb smoothly, back to M0.64. The level change button, pressed succes sively, gives 220kt or 250kt climb or M0.77/M0.70 descent; one further press resets the auto-pilot's attitude hold. At 37,000ft, fuel flow was 545kg/h. Climb rate settled to 600ft/min and decayed to 400ft/min by 40,000ft in ISA+10°C condi tions. With colder air at 43,000ft, the final climb rate was still 300ft/min. The range FLIGHT INTERNATIONAL 19 - 25 February, 1992
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