FIT-S&C LAB-PAXRIVER-SSHAW

STABILITY AND CONTROL FLIGHT TEST COURSE – MAE5702

FLORIDA INSTITUDE OF TECHNOLOGY
PATUXENT RIVER, MARYLAND
JUNE 13-24, 2016

REPORT OF TEST RESULTS

STABILITY AND CONTROL FLIGHT TESTING
OF A PIPER CHEROKEE SIX (PA-32-260)

PREPARED BY:

SETH SHAW

_______________________
SUBMITTED: JULY 8, 2016
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ABSTRACT

A 10 day short course in the flight testing of stability and control of fixed-wing aircraft was

offered by Florida Institute of Technology (FIT) through its Patuxent River extended campus and

held at the St. Mary’s Higher Education Center (SMHEC) and St. Mary’s Regional Airport

(2W6) from June 13th to 24th of 2016. Along with class room instruction, each student

participated in seven flight tests and one familiarization flight totaling approximately four hours

of time flown in a Piper Cherokee Six (PA-32-260) to measure and evaluate the stability and

control characteristics of the aircraft for comparison to the 14 CFR Part 23 Airworthiness

Standards for Normal, Utility, Acrobatic, and Commuter Category Airplanes. Analysis of the

data gathered during the flight testing validates satisfactory compliance with the aircraft

airworthiness standards that it was certified against except the stick fixed maneuver point, which

was unable to be determined with the data recorded.

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TABLE OF CONTENTS
ABSTRACT .................................................................................................................................................................... 1
TABLE OF CONTENTS .................................................................................................................................................. 2
INTRODUCTION .......................................................................................................................................................... 1
BACKGROUND .............................................................................................................................................................. 1
PURPOSE......................................................................................................................................................................... 1
DESCRIPTION OF TEST AIRCRAFT AND/OR EQUIPMENT .................................................................................... 1
TEST AIRCAFT............................................................................................................................................................ 1
FLIGHT TEST INSTRUMENTATION ......................................................................................................................... 2
TEST LOCATION ........................................................................................................................................................ 3
SCOPE OF TEST ............................................................................................................................................................. 4
LIMITATIONS TO SCOPE .......................................................................................................................................... 4
METHOD OF TEST ......................................................................................................................................................... 5
PREFLIGHT ................................................................................................................................................................ 5
FLIGHT TESTING ....................................................................................................................................................... 5
POST FLIGHT ............................................................................................................................................................. 5
RESULTS AND EVALUATION ................................................................................................................................... 6
LONGITUDINAL STATIC STABILITY ........................................................................................................................ 6
NEUTRAL POINTS ...................................................................................................................................................... 6
LONGITUDINAL DYNAMIC STABILITY ................................................................................................................... 6
LONG PERIOD (PHUGOID) ...................................................................................................................................... 6
LONGITUDINAL MANEUVERING STABILITY......................................................................................................... 7
LONGITUDINAL CONTROL AND TRIM..................................................................................................................... 7
LATERAL – DIRECTIONAL STATIC STABILITY ...................................................................................................... 8
LATERAL – DIRECTIONAL DYNAMIC STABILITY ................................................................................................. 8
STALL CHARACTERISTICS ......................................................................................................................................... 8
CONCLUSIONS ........................................................................................................................................................... 10

SUPPORTING DATA .................................................................................................................................................. 11

STICK FIXED STATIC LONGITUDINAL STABILITY ............................................................................................. 11
STICK FREE STATIC LONGITUDINAL STABILITY ............................................................................................... 14
LONGITUDINAL DYNAMIC STABILITY ................................................................................................................ 18
STICK FIXED LONGITUDINAL MANUEVERING STABILITY .............................................................................. 20
STICK FREE LONGITUDINAL MANUEVERING STABILITY ................................................................................ 21
LONGITUDINAL CONTROL AND TRIM................................................................................................................... 22
LATERAL-DIRECTIONAL STABILITY ..................................................................................................................... 25
REFERENCES ............................................................................................................................................................. 33

APPENDIX A: TEST CONDITIONS AND AIRCRAFT CONFIGURATION ...................................................... 34

APPENDIX B: DATA SHEETS .................................................................................................................................. 36

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INTRODUCTION

BACKGROUND

MAE 5702: Stability and Control Flight Testing was offered for the first time as a two week
short course at the Patuxent River, Maryland extended campus by Florida Institute of
Technology. The course was held at the St. Mary’s Higher Education Center (SMHEC) with
flight testing flown out of St. Mary’s Regional Airport (2W6) from June 13th to 24th of 2016.
During the course seven flight tests labs were flown using a Piper Cherokee Six (PA-32-260) to
provide students real world experience planning, executing, analyzing the gathered data and
reporting on the flight testing of a general aviation (GA) fixed wing propeller aircraft.

PURPOSE

The stated purpose of MAE 5702: Stability and Control Flight Testing is “...to train graduate
students in the procedures, techniques, and data reduction involved with flight testing fixed wing
aircraft. The flight labs performed during this course involve static & dynamic longitudinal
stability, longitudinal maneuvering stability, longitudinal control & trim, static & dynamic
lateral-directional stability, and stall characteristics...”.

The purpose of this report of test results is to comprise the testing performed for the five different
flight test labs conducted during the course and use the data gathered for analysis, conclusions,
and provide a comparison of the results to the Part 23 Airworthiness Standards.

DESCRIPTION OF TEST AIRCRAFT AND/OR EQUIPMENT

TEST AIRCAFT

Piper Cherokee Six (PA-32-260)

The test aircraft for this course and testing was a Piper Cherokee Six (PA-32-26) aircraft, Tail
Number N3736W. The Cherokee Six is a six-seat, low wing, all metal, fixed tricycle
arrangement landing gear, general aviation fixed wing aircraft powered by a single 260
horsepower (Hp) Lycoming O-540 piston engine with a three blade constant speed propeller built
in 1966 by Piper Aircraft Company and provided by FIT from their Melbourne, Florida main
campus for the duration of the course and shown in Figure 1 below.

The test aircraft was flown by a FIT flight test pilot on all flights with between two and five of
the students and ballast made from 25 lb. lead shot bags in either the forward or aft baggage
compartment to get a spread of forward and aft aircraft center of gravities.

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Figure 1: Piper Cherokee Six Test Aircraft

FLIGHT TEST INSTRUMENTATION

Production Instrumentation Used

 Airspeed Indicator (Mph)
 Altimeter (Feet)
 Magnetic Heading Indicator (Degrees)
 Engine Tachometer (Rpm)
 Manifold Pressure Gauge (Inches)
 Fuel Quantity Indicator (Gallons)
 Outside Air Temperature Probe (Degrees C)
 Normal Load Gauge (G)

Installed Flight Test Instrumentation Used

 Second and third row Altimeter (Feet)
 Second and third row Airspeed Indicator (mph)
 Yarn sideslip angle for each wing (degrees)
Figure 2:
 Yarn (tufts) for each wing to airflow
(Above) Orange box containing the ADS
(Below) 2nd Row Airspeed and Altimeter
Automatic Data Recording System (ADS) at 4 Hz
 Aircraft pitch, roll and yaw (Degrees)
 Aircraft pitch, roll, yaw rates (Degrees/Second)
 Elevator, Aileron and Rudder Deflection (Degrees)
 X, Y, Z axis accelerations Nx, Ny, Nz (Ft/Sec2)
 North, East and Vertical Airspeed (mph) and Height MSL (Feet)

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TEST LOCATION

St. Mary’s County Regional Airport (2W6) and Local Area

All flight tests originated from St. Mary’s County Regional Airport (K2W6) and testing was
performed over the Chesapeake Bay between Calvert Cliffs Nuclear Power Plant and the
Choptank River and east of the Washington DC Special Flight Rules Area (SFRA) as shown in
Figure 2. The local weather conditions, also known as METARs, for each flight were recorded
from the automated weather observation system (AWOS-3) at St. Mary’s Airport at the time of
each flight and are logged in Appendix A.

Figure 3: St. Mary’s Co Regional Airport and Local Area

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SCOPE OF TEST

Seven flight test labs designed to be introductory for the flight test methods of evaluating a fixed-
wing aircraft’s stability and control were completed, each consisting of 1-3 flights to gather data
at various forward, mid and aft aircraft center of gravities (CG) over a 8 day period from June
14th to June 21st, 2016. Each flight test was completed in the local area around St. Mary’s
Regional Airport as shown in Figure 3 and with a duration of approximately 30 minutes,
including transit to and from the flight test area. Flights tests were conducted between 2000 and
4000 ft. pressure altitude with ambient air temperatures measured between 13 and 24°C. The test
aircraft configuration, test pilot and flight crew, and weight and balance for each flight test are
documented in Appendix A. All flights were conducted within the limits stated in the aircraft’s
pilot’s operation handbook and the results of the analysis from the data gathered are evaluated
against the 14 CFR, Part 23 Airworthiness Standards.

LIMITATIONS TO SCOPE

All testing conducted was designed to be introductory and instructive in nature for the course
taught by FIT, not to be used for any certification efforts and was therefore a limited evaluation
of the test aircraft. The aircraft and flight crew were arranged to provide an effective variation in
the aircraft CG, achieving close to the maximum aft CG for several of the flight labs, however
the maximum forward CG was not achieved due to the minimum number of flight crew required
on each flight and therefore all references to “forward CG” are relative, not absolute, in nature.

Data collected by the test pilot and flight crew was primarily manually observed and recorded
during the flight with the ADS data only used for when manual data recording was not available
or insufficient, such as the Spiral Mode testing. Data recording by the flight crew also relied on
readings from the tablet displaying ADS data in real-time, which could be difficult to read in
certain lighting and had no pause or screenshot feature to allow for precise data capture of values
when small variations or delays in reading and recording data could greatly affect the data
collected.

Rudder forces were

estimated by the test pilot,
and not measured from a
calibrated instrument.
Sideslip on each wing was
measured from a piece of
yarn attached to the wing
and from angles marked
out by the flight crew prior
to the flight, as shown in
Figure 4, and estimated in-
flight by the flight crew.

Figure 4: Sideslip indicator (yarn)

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METHOD OF TEST

PREFLIGHT

For each flight a flight crew (students), test pilot, and fuel and ballast configuration would first
be identified, to provide a certain aircraft weight and center of gravity (CG) and a weight and
balance (W&B) for the flight would be hand calculated by the flight crew to confirm the weight
and CG were within the Piper Cherokee Six flight envelope. All flight crew and test pilot
configurations and the W&B information for each flight test are recorded in Appendix A. Once
the flight configuration was confirmed, the flight briefed and test run cards prepared the flight
crew and test pilot would travel to the airport and depart for the flight test.

FLIGHT TESTING

During each flight test data collection was both manually recorded from aircraft production and
installed FTI instruments, and from the hand-held computer tablet that displayed the ADS data in
real-time. Data was recorded in flight on kneeboard test run cards and also automatically
recorded by the ADS when turned on by the flight crew. Additional qualitative data collection
was also gathered on some of the flight tests through photos and videos taken by the flight crew
using personal smartphones from various manufactures. Manually recorded data was measured
from the production aircraft instruments and installed flight test instrumentation, hand held force
gauge, test pilot observations, and ADS data displayed on a hand held tablet. Data recording
responsibilities were spilt amongst the flight crew based primarily on personnel location and
available instrumentation for each location and to ensure both equal division of labor and
probability of gathering possible data for each test performed.

POST FLIGHT

Following each flight the manually recorded data was compiled and processed using Microsoft
Excel in accordance with direction provided in references 1 and 2.

Procedures for each individual flight test lab can be found in the MAE 5702 Lab Manual (Ref 1).

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RESULTS AND EVALUATION

LONGITUDINAL STATIC STABILITY

Longitudinal static stability was found to be satisfactory for Part 23.173 requirements, and is
shown by Graphs 1-4 and Graphs 9-12 which show the stick-fixed and stick-free longitudinal
stability for the climb and power approach configurations, with the detailed test aircraft and test
conditions are documented in Appendix A.

NEUTRAL POINTS

Minimum neutral points were found for both stick-fixed and stick-free from Graphs 7 & 8 and
15&16 for the climb and power approach configurations and are presented in Table 1 below.
Neutral points from the graphs were in inches aft of the data for CG and have been converted
into %MAC through the formula below.

%MAC = CG (in) - MACLE (in) x 100

MAC (in)

With MAC (in) = 63.84 in. and MACLE (in) = 77.6 in. from reference 1.

Table 1: Neutral Points

Configuration Stick-Fixed Neutral Point Stick-Free Neutral Point
(% MAC) (% MAC)
Climb 38.2 40.0
Power Approach 36.7 46.0

These neutral Points are well past the maximum aft CG limit for the aircraft of 30% MAC, found
using the same equation and the value for maximum aft CG from reference 1. This indicates
there is satisfactory static margin even for the worst case of stick-fixed stability in the power
approach configuration.

LONGITUDINAL DYNAMIC STABILITY

LONG PERIOD (PHUGOID)

The long period dynamic was sufficiently damped for both the climb and power approach
configuration and therefore is satisfactory for Part 23.181 requirements, and is shown in Graphs
17 & 18. The damped frequency, ratio and natural frequency for each configuration are shown in
Table 2.

The period for each cycle is listed on the graphs, damping ratio was determined from Figure 23.2
in reference 2 and damped frequency and natural frequency were calculated using the following
equations.

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Damped Frequency = ___2π__

Period

Natural Frequency = _Damped Frequency____

(1 – Damping Factor^2) ^ .5

Table 2: Long Period (Phugoid) Characteristics

Period Damping Damped Frequency Natural Frequency
Configuration
(s) Factor (rad/s) (rad/s)
Climb 28 .125 .224 .226
Power Approach 26 .225 .242 .248

LONGITUDINAL MANEUVERING STABILITY

Stick fixed maneuvering point could not be determined based on the data gathered due to the aft
CG test conditions having a greater slop than the forward CG test conditions which lead the trend
lines for the slope compared to CG position to diverge, instead of converging to determine the
maneuver point as shown in Graphs 19-21. Stick-fixed maneuver stability was positive as shown
in Graphs 19 with the decreasing elevator position (TED) for a decreasing load factor.

Stick free maneuvering point was determined and shown from Graphs 22 & 23 and found to be
well aft of the stick free neutral point at around 143 in. aft of the datum or about 100% MAC. As
the stick free maneuver point is typically ahead of the stick fixed maneuvering point,

Stick force per Nz or G was nearly linear for the conditions evaluated and shown on Graph 20
with an average gradient of around 50 lbs/g and is satisfactory for Part 23.155 requirements.

LONGITUDINAL CONTROL AND TRIM

For takeoff and landing characteristics, elevator control power was assested at a forward, but not
the most forward CG, with the CG and test conditions documented in Appendix A. During
takeoff the nosewheel lifted at 38 mph or 54% of Vs1.

Some of the Climb and Glide flight characteristics at both a forward and aft CG are summarized
in Figure 5 & 6 with all control forces less than 50 lbs and additional elevator trim was still
available at 90% Vno even at the maximum aft CG.

Within the limited scope of the testing performed, such as not testing the maximum forward CG,
the results of these tests meets the requirements of Part 23.145.

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LATERAL – DIRECTIONAL STATIC STABILITY

Steady-heading sideslips were performed in the climb, cruise and power approach configuration
and the characteristics are shown in Graphs 24-38 with specific test conditions documented in
Appendix A. These characteristics were positive as indicated by the increasing right rudder
position, left aileron position right bank angles for right sideslip angles and shown in the graphs
and are satisfactory for the Part 23.177 within the scope of the testing performed.

LATERAL – DIRECTIONAL DYNAMIC STABILITY

Spiral mode testing performed by using the rudder to set a bank angle and the allow the aircraft
to return to trim was well damped with only one cycle to damp out to half the amplitude and
almost completely damped by two cycles as shown in Graph 39.

Dutch roll tendencies were evaluated using rudder doublets and found to be heavily damped for
both the cruise and power approach with only 2-3 cycles to damp out to less than 1/10th
amplitude. The period was determined to be approximately 3 seconds, giving a damped natural
frequency of 2.1 rad/s and an un-damped natural frequency of 2.3 rad/s using the formulas shown
in the longitudinal dynamic stability.

Within the scope of the testing performed these results meet Part 23 requirements.

STALL CHARACTERISTICS

Stall characteristics were evaluated in the following configurations: clean-power off, clean-power
on, power approach-power off, and power approach-power on and found to be acceptable with a
maximum of 5 degrees bank angle during the stall achieved in the clean configuration and 6
degrees for the power approach configuration. The stall warning light illuminated at a minimum
of 81 mph or about 1.15Vs0 in the clean configuration and at 66 mph or 1.05Vs1 in the power
approach configuration. Normal acceleration required to recover from the stall was less than
1.5g for all stalls performed. Altitude loss was greater than 100 ft. for all stalls due to the
duration the stall was held and testing would need to be repeated to find the minimum altitude
loss during the stall for comparison to Part 23 requirements. Overall stall characteristics were
well behaved without a tendency to enter uncontrolled flight and other than the altitude loss are
satisfactory to meet Part 23 requirements.

AIRFLOW SEPERATION OVER THE WING

Airflow separation over the wing during the stall was qualitatively evaluated by adding yard at
various points along the wing (also known as tufting) as shown in figure 5 below and used to
display laminar and turbulent flow locations on the wing as shown in figure 6 and 7 below. The
airflow separated (stalled) from the trailing edge at the root first as is desired to provide airflow
over the ailerons for roll control during the stall.

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Figure 6: Left Tufted Wing

Figure 5: Stall - Clean Figure 7: Stall – Power Apprach

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CONCLUSIONS

The stability and control of the Piper Cherokee Six were demonstrated through the flight test labs
to be satisfactory for Part 23 requirements within the scope of the testing performed and the
useful recorded data, as is expected with a popular general aviation aircraft that was in
production in various forms for over 40 years.

The flight labs used to for this course were well coordinated with the classroom instruction,
though they could benefit from an more formal flight briefing, use of test run cards for the entire
flight crew and changes to the tablet display of the ARS real-time data. Good local weather
conditions contributed to the successful completion of all the flight tests ahead of schedule and
with useful data gathered on each flight, though future courses may not be so fortunate.

Some of the data recorded and collected was unusable or inconsistent due to the amount of
variation possible in some of the data collected over a very short period of time, and with the
additional difficulty of several different flight crew attempting to record data all at the exact
moment noted. The ARS system data logs were of some use but could be improved by an
automatic script tool to display data for the post-flight briefings and analysis.

Expectations for the lab report due at the end of the course could be greatly improved from the
single sheet generic requirements given in the lab manual (Ref 1) and may need to be adjusted for
the short course format due to the limited amount of time inherent in that style of a course. The
lack of local instructor support and variation of the sample reports given may contribute to an
equally wide variation in both quality and content of the reports turned in for the course.

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SUPPORTING DATA

STICK FIXED STATIC LONGITUDINAL STABILITY

Elevator Position (δe) against calibrated airspeed (Vc) for each CG position tested.

Graph 1: δe vs Vc - Climb

Graph 2: δe vs Vc - PA

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Elevator Position (δe) against the coefficient of lift (CL) for each CG position tested.

Graph 4: δe vs CL - Climb

Graph 3: δe vs CL - PA

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dδe /dCL against CG position to determine neutral points.

Graph 5: dδe /dCL - Climb

Graph 6: dδe /dCL - PA

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CG position compared to CL to show neutral points and trim CL.

Graph 7: Neutral Points vs CL - Climb

Graph 8: Neutral Points vs CL - PA

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STICK FREE STATIC LONGITUDINAL STABILITY

Elevator Control Force (Fs) vs Calibrated Airspeed (Vc) for each CG position tested.

Graph 9: Fs vs Vc - Climb

Graph 10: Fs vs Vc - PA
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Elevator Control Force (Fs)/Q vs Coefficient of Lift (CL) for each CG position tested.

Graph 11: Fs/q vs CL - Climb

Graph 12: Fs/q vs CL - PA

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dFs/q/dCL against CG position to determine control force neutral points.

Graph 13: d(Fs/q) / dCL - Climb

Graph 14: d(Fs/q) / dCL - PA

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CG position compared to Coefficient of Lift (CL) to show neutral points and trim CL.

Graph 15: Nuetral Points vs CL - Climb

Graph 16: Nuetral Points vs CL - PA

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LONGITUDINAL DYNAMIC STABILITY

Vc against time to calculate the damping ratio.

Graph 17: Vc vs Time - Climb

Graph 18: Vc vs Time - PA

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STICK FIXED LONGITUDINAL MANUEVERING STABILITY

Elevator Position (δe) against normal load factor (Nz) for each CG tested.

Graph 19: δe vs Nz - Clean

Graph 20: δs vs Nz - Clean

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Slopes of dδe / dNz for each CG tested.

Graph 21: dδe / dNz vs CG - Clean

STICK FREE LONGITUDINAL MANUEVERING STABILITY

Stick Force (Fs) against normal load factor (Nz) for each CG tested.

Graph 22: Fs vs Nz - Clean

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Graph 23: dFs / dNz vs CG - Clean

LONGITUDINAL CONTROL AND TRIM

Takeoff Flight Characteristics

For the Forward CG flight test the nose wheel lifted off at 38 mph indicated using 7 degrees of
elevator tail down deflection with the following aircraft configuration: Field Elevation of 80 ft.
with 29.92 set, 24°C OAT, 2700 RPM & 29 MAP and flaps set to 10°.

Level Flight Characteristics

For the Aft CG flight test there was still excess trim available at 155 mpg indicated with the
following aircraft configuration: 2000 ft. Press. Altitude, 19°C OAT, 2700 RPM & 27 in MAP.

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Climb and Glide Flight Characteristics

Forward CG
Information Does it require in the trim control or the exertion
of more control force than can be readily applied
Configuration Observed Data Trim Speed with one hand for a short period to…
Extend the flaps as rapidly as possible to landing
A. Glide position (40°) while maintaining approximately
- Throttle Closed 3000 Ft. 113 IAS (mph) 40% above the instantaneous stall speed?
- Gear Extended 16 °C 110 CAS (mph) Yes
- Flaps Retracted 2400 RPM 71 Vs1 (mph) Fs = 24 lbs (push)
B. Glide Retract the flaps as rapidly as possible while
- Throttle Closed Ft. IAS maintaining approximately 40% above the
- Gear Extended °C CAS * Not completed *
- Landing Flaps (40°) RPM Vs0
C. Climb Retract the flaps as rapidly as possible while
- M.C. Power 3100 Ft. 98 IAS (mph) maintaining approximately 40% above the
- Gear Extended 16 °C 95 CAS (mph) Yes
- Flaps Retracted 2700 RPM 63 Vs0 (mph) Fs = 43 lbs (pull)
D. Glide Apply takeoff power quickly while maintaining the
- Throttle Closed Ft. IAS same speed?
- Gear Extended °C CAS * Not completed *
- Flaps Retracted RPM Vs1
E. Glide Apply takeoff power quickly while maintaining the
- Throttle Closed 3100 Ft. 98 IAS (mph) same speed?
- Gear Extended 16 °C 95 CAS (mph) Yes
- Landing Flaps (40°) 2700 RPM 63 Vs0 (mph) Fs = 4 lbs (pull)
F. Glide
- Throttle Closed 3100 Ft. 74 IAS (mph) Obtain and maintain speed at 1.1Vs 1?
- Gear Extended 16 °C 70 CAS (mph) Yes
- Landing Flaps (40°) 2000 RPM 63 Vs0 (mph) Fs = 28 lbs (pull)
G. Glide Obtain and maintain speed at the lower of 1.7Vs 1
- Throttle Closed Ft. IAS or Vr?
- Gear Extended °C CAS * Not completed *
- Landing Flaps (40°) RPM Vs0
Figure 7: Flight Characteristics – FWD CG

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Aft CG
Information Does it require in the trim control or the exertion
Configuration Observed Data Trim Speed of more control force than can be readily applied
A. Glide Extend the flaps as rapidly as possible to landing
- Throttle Closed 2800 Ft. 107 IAS (mph) position (40°) while maintaining approximately
- Gear Extended 19 °C 105 CAS (mph) Yes
- Flaps Retracted 2400 RPM 71 Vs1 (mph) Fs = 32 lbs (push)
B. Glide Retract the flaps as rapidly as possible while
- Throttle Closed Ft. IAS maintaining approximately 40% above the
- Gear Extended °C CAS * Not completed *
- Landing Flaps (40°) RPM Vs0
C. Climb Retract the flaps as rapidly as possible while
- M.C. Power 3300 Ft. 100 IAS (mph) maintaining approximately 40% above the
- Gear Extended 18 °C 98 CAS (mph) Yes
- Flaps Retracted 2700 RPM 63 Vs0 (mph) Fs = 47 lbs (pull)
D. Glide Apply takeoff power quickly while maintaining the
- Throttle Closed 3000 Ft. 95 IAS same speed?
- Gear Extended 18 °C 92 CAS Yes
- Flaps Retracted 2700 RPM 63 Vs1 Fs =7 lbs (push)
E. Glide Apply takeoff power quickly while maintaining the
- Throttle Closed Ft. IAS (mph) same speed?
- Gear Extended °C CAS (mph) * Not completed *
- Landing Flaps (40°) RPM Vs0 (mph)
F. Glide
- Throttle Closed 3800 Ft. 70 IAS (mph) Obtain and maintain speed at 1.1Vs 1?
- Gear Extended 13 °C 68 CAS (mph) Yes
- Landing Flaps (40°) 2400 RPM 63 Vs0 (mph) Fs =34 lbs (pull)
G. Glide Obtain and maintain speed at the lower of 1.7Vs 1
- Throttle Closed Ft. IAS or Vr?
- Gear Extended °C CAS * Not completed *
- Landing Flaps (40°) RPM Vs0
Figure 8: Flight Characteristics – AFT CG

Landing Flight Characteristics

For the Forward CG flight test the main wheels touched down at 75 mph indicated using
4 degrees of elevator tail down deflection with the following aircraft configuration: Field
Elevation of 80 ft. with 29.92 set, 22°C OAT, 1000 RPM & 14 MAP and full flaps set to 40°.

For the Aft CG flight test the main wheels touched down at 75 mph indicated using 1 degree
of elevator tail down deflection with the following aircraft configuration: Field Elevation of
100 ft. with 29.92 set, 23°C OAT, 1700 RPM & 10 MAP and full flaps set to 40°.

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LATERAL-DIRECTIONAL STABILITY

Steady-Heading Sideslips (AFT CG) in the Climb Configuration.

Graph 24: AoB vs Beta - Climb

Graph 25: δr vs Beta - Climb

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Graph 26: Fr vs Beta - Climb

Graph 27: δa vs Beta - Climb

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Graph 28: Fa vs Beta - Climb

Steady-Heading Sideslips (AFT CG) in the Cruise Configuration.

Graph 29: AoB vs Beta - Cruise

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Graph 30: δr vs Beta - Cruise

Graph 31: Fs vs Beta - Cruise

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Graph 32: δa vs Beta - Cruise

Graph 33: Fa vs Beta - Cruise

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Steady-Heading Sideslips (AFT CG) in the Power Approach Configuration.

Graph 34: AoB vs Beta - PA

Graph 35: δr vs Beta - PA

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Graph 36: Fr vs Beta - PA

Graph 37: : δa vs Beta - PA

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Graph 38: Fa vs Beta - PA

Spiral Mode plot of Bank Angle against Time from the data recorder.

Graph 39: Spiral Mode

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REFERENCES

1. Kimberlin, Ralph D. and Kish, Bria A., “MAE 5702 Stability & Control Flight Testing
Laboratory Manual”, Florida Institute of Technology, 2016.

2. Kimberlin, Ralph D., Flight Testing of Fixed-Wing Aircraft, AIAA, 2003

3. Code of Federal Regulation, Title 14, Part 23Airworthiness Standards for Normal, Utility,
Acrobatic and Commuter Category Airplanes. E-CFR current as of July 6, 2016
http://www.ecfr.gov/cgi-bin/text-idx?tpl=/ecfrbrowse/Title14/14cfr23_main_02.tpl

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APPENDIX A: TEST CONDITIONS AND AIRCRAFT CONFIGURATION

Flight Number : 1a Crew Layout and W&B

Date: 6/14/2016 From Seats: Tommi G. Jacob R.
Takeoff Time: 1415L 1915Z Middle Seats: - Seth S.
Land Time: 1445L 1945Z Rear Seats: - -
Flight Time: 0.5 Ballast (FWD / AFT) 75 lbs -
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated Weight: 2980 lbs
Location: St. Mary's (2W6) Calculated C.G. 84.3 in.
Purpose: Flight Lab #1: Nuetral Point Long. Stability Calcaulted Fuel Used: 48 lbs
METAR: K2W6 141925Z AUTO 00000KT 10SM SCT048 23/11 A3000 RMK AO1

Flight Number : 1b Crew Layout and W&B

Date: 6/14/2016 From Seats: Tommi G. Jacob R.
Takeoff Time: 1415L 1915Z Middle Seats: - Seth S.
Land Time: 1445L 1945Z Rear Seats: - -
Flight Time: 0.5 Ballast (FWD / AFT) 75 lbs -
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated Weight: 2980 lbs
Location: St. Mary's (2W6) Calculated C.G. 84.3 in.
Purpose: Flight Lab #1: Nuetral Point Long. Stability Calcaulted Fuel Used: 48 lbs
METAR: K2W6 141925Z AUTO 00000KT 10SM SCT048 23/11 A3000 RMK AO1

Flight Number : 2 Crew Layout and W&B

Date: 6/15/2001 From Seats: Tommi G. Jason K.
Takeoff Time: 0840L 1340Z Middle Seats: Phil M. Jacob R.
Land Time: 0905L 1405Z Rear Seats: Courtney T. Seth S.
Flight Time: 0.4 Ballast (FWD / AFT) - -
Locations: St. Mary's (2W6) Calculated Weight: 3386 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 95 in.
Purpose: Flight Lab #2: Phugoid /Short Period Calcaulted Fuel Used: 89 lbs
METAR: K2W6 151347Z AUTO 12003KT 10SM BKN090 22/15 A3001 RMK AO1

Flight Number : 3a Crew Layout and W&B

Date: 6/16/2016 From Seats: Ralph K. Courtney T.
Takeoff Time: 1340L 1840Z Middle Seats: Seth S. Jason K.
Land Time: 1410L 1910Z Rear Seats: Philip M. Eric T.
Flight Time: 0.5 Ballast (FWD / AFT) - -
Locations: St. Mary's (2W6) Calculated Weight: 3322 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 95.7 in.
Purpose: Flight Lab #3: Long. Stability Manuevering Calcaulted Fuel Used: - lbs
METAR: K2W6 161850Z AUTO 04005KT 10SM CLR 25/20 A2975 RMK AO1

Flight Number : 3b Crew Layout and W&B

Date: 6/16/2016 From Seats: Tommi G. Jacob R.
Takeoff Time: 1421L 1921Z Middle Seats: Gary G. Rachel H.
Land Time: 1458L 1958Z Rear Seats: - -
Flight Time: 0.6 Ballast (FWD / AFT) 75 lbs -
Locations: St. Mary's (2W6) Calculated Weight: 3082 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 86.3 in.
Purpose: Flight Lab #3: Long. Stability Manuevering Calcaulted Fuel Used: 55 lbs
METAR: K2W6 151927Z AUTO 14006KT 10SM SCT034 BKN120 26/16 A2992 RMK AO1

34 APPENDIX A
FIT-S&C LAB-PAXRIVER-SSHAW

Flight Number : 4a Crew Layout and W&B

Date: 6/17/2016 From Seats: Ralph K. Courtney T.
Takeoff Time: 1400L 1900Z Middle Seats: Seth S. Jason K.
Land Time: 1430L 1930Z Rear Seats: Philip M. Eric T.
Flight Time: 0.5 Ballast (FWD / AFT) - -
Locations: St. Mary's (2W6) Calculated Weight: 3322 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 95.7 in.
Purpose: Flight Lab #4: Long. Control & Trim Calcaulted Fuel Used: 55 lbs
METAR: K2W6 171913Z AUTO 07008KT 030V120 10SM CLR 24/14 A2996 RMK AO1

Flight Number : 4b Crew Layout and W&B

Date: 6/17/2016 From Seats: Tommi G. Gary G.
Takeoff Time: 1440L 1940Z Middle Seats: Jacob R. -
Land Time: 1508L 2008Z Rear Seats: - -
Flight Time: 0.5 Ballast (FWD / AFT) 75 lbs -
Locations: St. Mary's (2W6) Calculated Weight: 2947 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 85.1 in.
Purpose: Flight Lab #4: Long. Control & Trim Calcaulted Fuel Used: 46 lbs
METAR: K2W6 191938Z AUTO 24006KT 10SM CLR 29/11 A3031 RMK AO1

Flight Number : 5 Crew Layout and W&B

Date: 6/20/2016 From Seats: Tommi G. Seth S.
Takeoff Time: 1000L 1500Z Middle Seats: Jason K. Philip M.
Land Time: 1035L 1535Z Rear Seats: Jacob R. Courtney T.
Flight Time: 0.6 Ballast (FWD / AFT) 50 lbs -
Locations: St. Mary's (2W6) Calculated Weight: 3377 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 94.8 in.
Purpose: Flight Lab #5: Lat&Dir Stability Calcaulted Fuel Used: 66 lbs
METAR: K2W6 201501Z AUTO 25005KT 10SM CLR 28/12 A3023 RMK AO1

Flight Number : 6 Crew Layout and W&B

Date: 6/20/2016 From Seats: Tommi G. Philip M.
Takeoff Time: 1300L 1800Z Middle Seats: Seth S. Jacob R.
Land Time: 1330L 1830Z Rear Seats: Jason K. Courtney T.
Flight Time: 0.5 Ballast (FWD / AFT) - -
Locations: St. Mary's (2W6) Calculated Weight: 3327 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 94.65 in.
Purpose: Flight Lab #6: Spiral & Dutch Roll Calcaulted Fuel Used: 52 lbs
METAR: K2W6 201801Z AUTO 25007KT 10SM CLR 30/10 A3015 RMK AO1

Flight Number : 7 Crew Layout and W&B

Date: 6/21/2016 From Seats: Ralph K. Jason K.
Takeoff Time: 0835L 1335Z Middle Seats: Phil M. Jacob R.
Land Time: 0905L 1405Z Rear Seats: Seth S. Courtney T.
Flight Time: 0.5 Ballast (FWD / AFT) - -
Locations: St. Mary's (2W6) Calculated Weight: 3387 lbs
Aircraft: N3736W - PA32-260 (Cherokee Six) Calculated C.G. 98.9 in.
Purpose: Flight Lab #7: Stalls Calcaulted Fuel Used: 100 lbs
METAR: K2W6 211343Z AUTO 25008KT 10SM CLR 25/18 A2994 RMK AO1

35 APPENDIX B
FIT-S&C LAB-PAXRIVER-SSHAW

APPENDIX B: DATA SHEETS

36 APPENDIX B