Transcript Slide 1

Cessna Model 162 (Skycatcher)
Spin Compliance/Safety Lessons Learned
C. Dale Bleakney (M)
Cessna Engineering Flight Test1
Introduction – What is an LSA?
 ASTM 2245-xx:
 Max gross TO weight: 1320
lbs
 Min useful load - 430 lbs
 Vs min - 45 KCAS
 Vh max - 120 KCAS
 SE, fixed gear, fixed pitch
prop
2
Cessna LSA History
Program Launch – Friday, January 13, 2006
Proof of Concept 1st Flight: Friday, October 13, 2006
Prototype 1st Flight: March 7, 2008
Wichita Built P1* 1st Flight: April 30, 2008
*P1 = Production No. 1
3
Model 162: Final Configuration
Wing Span
30 ft
Wing Chord
4 ft
Cabin Width
44.3 in
Flaps 0° Stall
44 KCAS
Flaps 40° Stall
40 KCAS
Usable Fuel
24 gal
4
Instrument Panel
5
Spin Program Overview
In 1980, the US Supreme Court concluded that "Safe" is not the equivalent of "risk-free."
LSA Spin Testing Goal: Safe, Thorough, Efficient
ASTM 4.5.9:

….(4) For the flaps-extended condition, the flaps may be retracted during
recovery.
14 CFR 23.221

….. For the flaps-extended condition, the flaps may be retracted during the
recovery but not before rotation has ceased.
The rules are technically identical, Therefore:

Spin matrix was defined using FAA Advisory Circular 23-8B:
 352 spin conditions
6
Safety Equipment/Process
•First flight
•Chute & Helmet
•Chase aircraft w/video
•Special Inspection
•First Flight Readiness Review (FFRR)
•Envelope expansion
•Chute & Helmet
•Chase aircraft
•Stalls
•Chute, Helmet, BRS (Aft cg)
•Spins
•BRS, Chute, Helmet
•Chase aircraft w/video
•Spin FFRR
7
Spin Program Weather/Test Constraints
**Before 1st Spin Event
Weather
Ceiling – MIN 10,000 feet
Surface Winds – MAX 10 knots with 5 knot gusts (chute limits)
Spins per sortie
No MAX - BUT fatigue will be watched
Crew Rest
MAX - 5 flying days per week
NO work or flights on Sunday
8
Spin Matrix and Buildup Program
Before 1st Spin Event
Spin Matrix – Buildups (¼ , ½, 1 turn)
Fwd cg, idle power
Normal - flaps - up / down
Turning - flaps - up / down
Abused - flaps up / down
Repeat with power on - Buildup to MCP
Repeat at aft cg - Idle, then buildup to MCP
9
Safety Systems Overview
Crew Entry/Egress
 Removable Door – 2 action
 Procedure practiced before 1st flight
Spin Chute (Options)
 BRS Whole Airplane Chute –CHOSEN
 Tail mounted airplane spin chute – NOT CHOSEN
10
Spin Event No. 1 – September 18, 2008


BUILDUP

Spins Successfully Completed:
 Fwd cg Idle/MCP
 Fwd cg MCP abused (ailerons with)

Event SPIN: MCP, ailerons against: 3+ turns
KEY FACTS

143 Successful spins completed
 Key spin characteristics identified:

All spins were ASTM and 23.221 compliant

Redundant safety systems and safety discipline - ALL important
11
Spin Event No. 1 - Lessons Learned
 Safety Systems
 BRS Spin Chute - Did not deploy
 Rotation rates and spin attitude contributed to improper rocket
trajectory and failure
 Changed BRS parachute installation design
 Door Jettison - Dual action door delayed bailout
 Other
 Buildups - Did not forecast event
12
Risk Mitigation/Event analysis –
Post Event No.1
Internal Review
•Flight Test
•Project / Advanced Design
Outside Assistance
•Former Cessna Test Pilots
•Retired Cessna Aero / Advanced Design
•BIHRLE
•NTPS
13
Post Spin Event No. 1
BRS Design Changes
OLD Canister Type Installation
NEW Bed Mount Installation
Parachute
Actuation
Handle




Soft Pack Design – No Canister
Parachute Bag - Oriented horizontally and near
window
Rocket aft of parachute - Close proximity to
window. No way it will catch on anything on the way
out.
Cessna designed truss
 Supports both parachute and rocket
 Built in deflectors/guides
Rocket
14
Post Event No. 1 - Door Release Changes
Removable
hinge pins
Single Emergency
Release Handle
15
Post-Event No. 1 - Bihrle Spin Tunnel testing
 Power model updated
 Predicted delayed spin recovery
 Now matched event No. 1 spin
 New vertical stabilizer w/ ventral
 Spin tunnel data - No unrecoverable spin modes
16
Safety Equipment/Process
 Spin Briefings (Before and after 1st Event)
Include standard test card items
FTE monitors air-to-air frequency
Standard debrief, data review, and characteristics review
 Missing elements (Lessons learned after 1st Event)
Telemetry
Ground crew at spin sight
Instrumentation
Control positions
Body angle of attack
Real-time pilot feedback
17
Revised Spin Matrix – Post Event No. 1
Buildup redefined (look at aft cg earlier)
 Idle – fwd cg, then aft cg
 then,
 MCP – fwd cg, then aft cg
Note: 2000 rpm to MCP (100 rpm at a time)
28 to 33% MAC (1% at a time)
18
Spin Videos – Mod 1 Configuration
 Idle, Flaps Up, Right
 Idle, Flaps 10, Left
19
Risk Mitigation – Post Event No. 1
SAME
•Chase Aircraft
•Spin Chute – BRS
•Personal safety equipment
•Brief and debrief
NEW
•Fly the spin aero simulator before each new configuration
•Go/No go as part of pre-flight brief
•Post spin discussion of characteristics-to-simulator correlation
•Detailed characteristics discussions with Flight, Aero, Safety
•NO-GO decision is okay – Proceed with caution
•Same as before but with increased emphasis
•High definition video for post-spin analysis
Detailed flight reports to the Chief Pilot, Safety to independently assess positive and
negative characteristics of each spin before we proceed.
20
Spin/Stall Progress Chart
Cessna Model 162
Stalls/Spins
1400
1366
800
1263
1207
1200
1219
700
1171
Total
stalls
Total
Spins
1087
600
1000
No. of Stalls
813
806
800
500
835
468
439
439
400
663
600
596
492
We are now
here
400
200
141
98
66 82
102
132
0
1/1/08
3/1/08
5/1/08
7/1/08
300
283
213
363
236
375
346
324
200
151
143
118
143
100
73
51
24
6
9/1/08
No. of Spins
531
920
0
11/1/08
1/1/09
3/1/09
5/1/09
7/1/09
9/1/09
21
Spin Event No. 2 - 3/19/2009

COMM antenna damaged during BRS deployment
 No communication with chase airplane

Rotation would not stop until engine shutdown

Pilot Door Jettison – Failed
 (Door opened but would not jettison)

BRS saved the Pilot – Impact still substantial

(approx. 1600 fpm)
22
Tail Change No. 2
Original
design

Original tail (Mar 08)

Rev 1 tail (Sep 08)




Rev 1
Design


Rev 2 (V4)
Design
20% larger vertical tail
10º less rudder sweep
Removed dorsal fin
Shielded rudder horn (directional
stability)
Added ventral fin (not shown)
Rev 2 tail (V4) (Mar 09)



Increased rudder span
Ventral moved further aft
Maximum UP elevator
changed from 30° to 22°
23
Spin Compliance Completion Plan
 Check Stability and Control/Stalls
 Look for max AOA change:
 Reduced max elevator travel (from 30° to 22°)
 Power-on stall checked – lower AOA/better characteristics
 Power-off stall speed checked - still ASTM compliant
 Spin Compliance
 New spin chute –Aft cg testing only (due to aft truss/chute mount)
 New spin matrix (with buildup)
 Redo critical case spins without spin chute/with BRS
24
Post Event No. 2
Safety/Flight Procedure Changes

Check Door Release, then re-attach before every spin flight

Maximum of 12 spins per sortie.

Maximum of 2 sorties per day

1 spin pilot – Pick up on subtle cues between spins

Early morning flights only – reduce pilot fatigue

Real time feedback from telemetry room on entry/recovery on every spin
25
Spin Compliance Matrix (Post No. 2)

Original Spin Matrix
 352 Total Spins
 Fwd then aft cg
 Idle then MCP Power
 Turning – over-the-top/under-the-bottom
 Abused – ailerons with/against
 Remaining untested spins (with spin chute)
 92 Total Spins
 Aft cg – Normal
 Aft cg – Turning
 Aft cg – Abused (ailerons with, ailerons against, Idle/MCP)
 Final Spins (without spin chute, with BRS)
 Aft cg – Normal (IDLE), Normal (MCP)
 MCP Abused (ailerons against) (Problem Spin)
26
Spin Video – Final
(Flaps 10, MCP, abused , Left , Ail Against)
 With spin chute
 Without spin chute
27
Spin/Stall Progress Chart
Cessna Model 162
Stalls/Spins
1400
1366
800
1263
1207
1200
1171
Total
stalls
Total
Spins
1087
1219
700
FINISHED
7/17/2009
600
1000
No. of Stalls
813
806
800
500
835
468
439
439
400
663
600
375
346
324
596
492
213
363
236
200
141
98
66 82
102
132
0
1/1/08
3/1/08
5/1/08
7/1/08
300
283
400
200
151
143
118
143
100
73
51
24
6
9/1/08
No. of Spins
531
920
0
11/1/08
1/1/09
3/1/09
5/1/09
7/1/09
9/1/09
28
Spin Event Summary

September 18, 2008 (28% MAC) (Event No. 1)


March 12, 2009 (30% MAC) (3 turn recovery)


BRS failure, Pilot bailed out
Analyzed and thought to be caused by distributed ballast
March 19, 2009 (32% MAC) (Event No. 2)


(28%, 30%, 31% MAC successfully completed with new ballast configuration)
32% MAC – recovery not seen after approx 3 turns
∙
∙
∙
∙

Pilot rode airplane to ground
∙
∙

BRS deployed
Communication antenna lost
Jettison malfunctioned
Door release malfunctioned
minor injuries to pilot
damage to airplane – most damage was after impact
July 17, 2009 (32% MAC) Spins successfully completed (with and without spin chute)


Stall and spin characteristics significantly improved
Final spin completed - 1 turn recovery. Meets ASTM and FAR 23
29
Summary of Lessons Learned
1.
Get recent spin practice in a similar airplane
2.
Spin Tests should be done last - Final aero
configuration
3.
Look for excess flight control travels and limit
them as necessary
4.
Watch for subtle clues. Stall characteristics
were a big clue.
5.
NO two airplanes and NO two spins are
identical (snowflake effect)
6.
Safety systems must be robust. (Video)
7.
TM data with experienced pilot feedback was
very helpful
8.
¼ and ½ turn spin buildup did not predict 1
turn behavior
However, it does acclimate and tune the pilot
30
162 Program - Interesting Statistics

Are you superstitious ???
 LSA Program go: Friday, Jan 13, 2006
 POC First flight: Friday, October 13, 2006
 First POC cross-country: AOPA, Palm Springs, CA
 Flight 13, 1300 NM, took 13 hours

Spins
 First Proto spin event, Spin 13, Thur, 9/18/08
 Second P1 spin event, Spin 13, Thur, 3/19/09
 Final P1 spin flight, Flight 169 (13 squared)
 No more than 12 spins a day were done with the version 2 tail.
 Don’t give the big guy a free shot – superstition or not
31
Questions?
Fun at Mach 0.162
32
Post Event No. 1
Aerodynamic Configuration Changes
Original Proto configuration
Post Event No. 1 configuration
1.
2.
3.
4.
Dorsal removed
Ventral added
Vertical stabilizer chord increased
Vertical stabilizer sweep angle decreased
33
Spin Video – MCP Abused
(Final –W/O Spin Chute)

Flaps 10, MCP, Left Spin, Ailerons Against – w/o chute
34
Post Spin Event No. 1 - BRS Design Changes
(Details on Next Slide)
OLD Canister Type Installation
NEW Soft pack Installation
35
Bihrle Testing - Post-Event No. 2
 Bihrle Test Matrix







Baseline with flaps 10
Baseline plus dorsal (Event configuration)
Three new vertical stabilizers (+20% area)
 Baseline vertical + 5-in chord extension (V1)
 New vertical with 10-deg sweep reduction (V4)
 New vertical with zero sweep (V5)
Vented elevator
Horizontal stabilizer moved aft
Additional aileron deflections
Additional down elevator deflection
 Conclusion
 Selected V4 with/without ventral for simulation (see next slide)
36
Post Event No. 1
Aerodynamic Configuration Changes
Vertical Stabilizer Changes
V1
V4
Thorough!!
Area
(ft2)
LE Sweep
(deg)
HL Sweep
(deg)
Rudder/Stabilizer
Chord Ratio
Stabilizer V1
8.7
42.9
31.6
0.50
Stabilizer V4
10.4
37.3
21.6
0.40
37
Spin Video – Normal Spin

Rev 1 Configuration: Flaps Up, Idle, Left Spin
38
Spin Video: Idle, Normal Spin
Mod 1 Configuration: Flaps Up, Left Turn (Note Entry)
39
Spin Event No. 2 - 3/19/2009
 Potential Causes
 Change in perceived AOA at stall/spin entry – Too much
elevator??
 BRS Spin Chute – Deployed but would not jettison
 Rotation rate, spin attitude, inability to jettison BRS
∙ High rotation rate caused risers to twist and increased friction in
release pin attachment
∙ Friction forces caused cable stretch – pilot unable to generate
enough force to pull the release pin
40
Stall/Spin Progress Chart
Cessna Model 162
Stalls/Spins
1400
1366
800
1263
1207
1200
1219
700
1171
Total
stalls
Total
Spins
1087
600
1000
No. of Stalls
813
806
800
500
835
Over 600 stalls completed
before the first spin
663
600
439
400
492
141
98
66 82
102
132
0
1/1/08
3/1/08
213
363
200
5/1/08
7/1/08
300
283
400
236
439
375
346
324
596
We are here
468
200
151
143
118
143
100
73
51
24
6
9/1/08
No. of Spins
531
920
0
11/1/08
1/1/09
3/1/09
5/1/09
7/1/09
9/1/09
41
Spin/Stall Progress Chart
Cessna Model 162
Stalls/Spins
1400
1366
800
1263
1207
1200
1219
700
1171
Total
stalls
Total
Spins
1087
600
1000
No. of Stalls
813
806
800
500
835
468
439
439
400
663
600
375
346
324
596
492
213
363
236
200
141
98
66 82
102
132
0
1/1/08
3/1/08
5/1/08
7/1/08
300
283
400
200
151
143
118
143
100
73
51
24
6
9/1/08
No. of Spins
531
We are920here
0
11/1/08
1/1/09
3/1/09
5/1/09
7/1/09
9/1/09
42
Spin Video: MCP – Abused Spin

Mod 1 Configuration: Flaps Up, Left, MCP Ailerons Against
43
BRS Installation (Before 1st Event)
Actuation Handle
Safe

FWD
44
Spin Program Schedule – Before 1st Spin Event
-Efficient
-Test Team (Pilot’s share spin sorties approx. 50/50)
Dale Bleakney – Project Pilot
Bob Newsome – Contract Pilot (former T-6A Test Pilot, and spin pilot)
Bob Rice – Assistance flying spins after first event
Andrew Thorson – FTE (in chase airplane)
Ahmed Mohamed – FTE (ground data analysis)
-Sortie Generation Rate
2 – 3 sorties per day
Spin Pilot/Chase Pilot alternate - Reduce fatigue
45
162 Configuration Change Summary
September 2008 Original Configuration
March 2009 Rev 1 Configuration
Post Event No. 1
1.
2.
3.
4.
Dorsal removed
Ventral fin added
Vertical stab chord increased
Vertical sweep angle decreased
June 2009 Rev 2 Configuration
Post Event No. 2
1.
2.
3.
4.
Rudder extended
Ventral fin move aft
Ailerons geared (reduce adverse yaw)
Up elevator reduced from 30° to 22°
(Significant)
46
Aileron Change – Reduced Adverse Yaw
Pre 3-19-2009 aileron configuration
20° up/ 15° down
Post 3-19-2009 aileron configuration
20° up/ 5° down (less adverse yaw)
47
Summary – Lessons Learned - 2
1.
Safety
 Spin chutes are proven technology. Design them in at the beginning
 Spin tests should be done last in a program after all aero data are gathered.
Otherwise, you may end up repeating the spin tests.
2.
Get recent spin practice in a similar airplane
3.
NO two airplanes and NO two spins are identical (snowflake effect)
 NO covenants with past programs. There may not be a correlation.
4.
Watch for subtle clues. Stall characteristics were a big clue.
 Reluctant to reduce up elevator due to stall speed impact - BIG
5.
Safety systems MUST be robust.
6.
TM data - essential.
7.
Experienced pilot feedback from TM - invaluable.
48
Model 162 Configurations
Pre-September 2008
(Original)
Post-September 2008 (Event No. 1)
Increased vertical, added ventral
Post-March 2009 (Event No. 2) (Final)
Ventral Moved Aft, Rudder Extended Elevator UP
Reduced, Aft cg limit Reduced, Ailerons re-geared
49
Compliance Spin Test Status
 Completed
 Power Off –
Fwd/aft cg wings level
Fwd/Aft cg turning
Fwd/aft cg abused controls
 Power On –
Fwd/aft cg wings level
 Incomplete Conditions
 Power On – Abused (Aft cg)
 Power On – Turning (Aft cg)
50
Ventral Variants
Small ventral
Large ventral
Large ventral installed at a
more aft location on the
airplane is a potential option
in work
51
Spin Test Status

Stability & Control, Dive, Stall, Performance Testing – Complete

Spins - 241 Conditions complete


Power Off – Complete
Fwd/aft cg wings level
Fwd/Aft cg turning
Fwd/aft cg abused controls

Power On – Complete
Fwd cg wings level
Spins Remaining – 111 Conditions

MCP – Aft cg - wings level
– Turning (Fwd and Aft cg)
– Abused (Fwd and Aft cg)
52
Flight Test Data
Spin Comparison Summary
Spin Rate (deg/s)
Spin Rate (deg/s)
CG
Power
Flaps
Rudder
Aileron
Flight
Spin
Bef Recovery Input
Aft Recovery Input
Difference From
Baseline
32
MCP
10
Left
Right
140
13
92
216
-
28
MCP
10
Left
Right
135
14
111
166
CG
31
MCP
10
Left
Right
139
13
104
154
CG
32
2200
10
Left
Right
140
12
98
196
Power
32
MCP
0
Left
Right
140
10
94
174
Flaps
32
MCP
10
Left
Neutral
132
7
97
193
Aileron
32
MCP
0
Right
Left
140
11
93
113
Right Spin
In each of the following slides, the event spin data are shown as solid
lines, and the comparison spin data are shown as dashed lines. In
each slide, one variable is changed from the event spin.
53
Flight Test Data
CG=31%, MCP, Flaps=10°, Left Rudder, Right Aileron
Solid line - Flight: 140 Spin: 13
Dashed line - Flight: 139 Spin: 13
50
[deg]
Ele. Pos.
Rud. Pos.
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
AOP
100
[deg]
3250
AOR
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
50
[deg]
ALPSL
ALPSR
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
HDG
100
[deg]
3250
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
54
Flight Test Data
CG= 32%, 2200 RPM, Flaps 10°, Left Rudder, Right Aileron
Solid line - Flight: 140 Spin: 13
Dashed line - Flight: 140 Spin: 12
50
[deg]
Ele. Pos.
Rud. Pos.
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
AOP
100
[deg]
3250
AOR
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
50
[deg]
ALPSL
ALPSR
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
HDG
100
[deg]
3250
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
55
Flight Test Data
CG=32%, MCP, Flaps=0°, Left Rudder, Right Aileron
Solid line - Flight: 140 Spin: 13
Dashed line - Flight: 140 Spin: 10
50
[deg]
Ele. Pos.
Rud. Pos.
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
AOP
100
[deg]
3250
AOR
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
50
[deg]
ALPSL
ALPSR
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
HDG
100
[deg]
3250
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
56
Flight Test Data
CG= 32%, MCP, Flaps=10°, Left Rudder, Neutral Aileron
Solid line - Flight: 140 Spin: 13
Dashed line - Flight: 132 Spin: 7
50
[deg]
Ele. Pos.
Rud. Pos.
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
AOP
100
[deg]
3250
AOR
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
50
[deg]
ALPSL
ALPSR
0
-50
3210
3215
3220
3225
3230
3235
3240
3245
HDG
100
[deg]
3250
0
-100
3210
3215
3220
3225
3230
3235
3240
3245
3250
57
Flight Test Data
CG=32%, MCP, Flaps 0°, Ailerons Against Spin
(Solid-Line=Left Spin, Dashed-Line=Right Spin)
Solid line - Flight: 140 Spin: 10
Dashed line - Flight: 140 Spin: 11
50
[deg]
Ele. Pos.
Rud. Pos.
0
-50
2870
2875
2880
2885
2890
2895
2900
2905
AOP
100
[deg]
2910
AOR
0
-100
2870
2875
2880
2885
2890
2895
2900
2905
2910
50
[deg]
ALPSL
ALPSR
0
-50
2870
2875
2880
2885
2890
2895
2900
2905
HDG
100
[deg]
2910
0
-100
2870
2875
2880
2885
2890
2895
2900
2905
2910
58
Agenda Detail
 Airplane Configuration
 Review of SkyCatcher configurations flown to date
 Comparison between SkyCatcher and Cessna 152
Geometry
 Wing geometry
 Tail volume coefficients
 Aileron to wing area ratio
 Rudder to vertical tail area ratio
 Elevator to horizontal tail area ratio
 Flap to wing area ratio
Mass properties comparison
59
Backup Slides
LSA Geometric Comparisons
Cessna
SkyCatcher
Cessna
152
Flight
Design
CTSW
Fore/Aft Length Ratio
0.42
0.41
0.40
Engine Pitch (deg)
4
0
5
Forward CG
26.0%
23.7%
32.5%
18%
20%
Aft CG
32.0%
30.2%
40.6%
31%
33%
Elevator Chord Ratio
0.40
0.41
1
0.44
1
Horizontal Tail Volume Coefficient
0.55
0.46
0.52
0.66
0.47
Rudder Chord Ratio
0.4
0.4
~.5
~.32
0.35
Vertical Tail Volume Coefficient
0.038
0.032
0.040
0.046
0.052
Aileron Chord Ratio
0.20
0.19
0.21
0.15
0.23
Aileron Flapped Area Ratio
0.32
0.50
0.31
0.43
0.40
Flap Flapped Area Ratio
0.49
0.38
0.53
0.52
0.45
Wing Loading
11.0
10.4
12.3
11.2
10.2
Remos
GX
Tecnam
P92 Eaglet
0.40
0.42
~0
60
Backup Slides
LSA Geometric Comparisons
Cessna
SkyCatcher
Cessna
152
Flight
Design
CTSW
Remos
GX
Tecnam
P92 Eaglet
Ventral Area (ft2)
1.1
0
5
2
0
VT/Rudder below Horizontal
Yes
Yes
No
No
No
MTOW (lbs)
1320
1670
1320
1320
1320
S wing (ft2)
119.9
160.0
107
118
129
48.0
59.0
46
50
55
359.8
400.0
336
366
342
1.5
1.0
1.7
22.2
28.5
18
22
21
142.9
154.0
144
173
157
10.4
12.5
10
12
15
159.1
165.0
146
168
153
total aileron area (ft2)
7.6
17.9
7
8
11
elevator area (ft2)
8.8
11.3
18
10
21
rudder area (ft2)
4.8
6.1
4
3
4
mac (in)
b wing (in)
dihedral wing (deg)
S horizontal (ft2)
horizontal tail arm (in)
S vertical (ft2)
vertical tail arm (in)
1.5
61
Model 162/152 Comparison
Geometry
Model 162
Model 152
22.15
28.52
Elevator Area (ft2)
8.80
11.30
Elevator Area Ratio
0.40
0.40
Elevator Chord Ratio
0.40
0.41
Horizontal Tail Volume
Coefficient
0.55
0.46
10.44
12.45
Rudder Area (ft2)
4.78
6.10
Rudder Area Ratio
0.46
0.49
Rudder Chord Ratio
0.40
0.40
0.039
0.032
Horizontal Stabilizer Area (ft2)
Vertical Stabilizer Area (ft2)
Vertical Tail Volume Coefficient
62
Model 162/152 Comparison
Mass Properties
152 Full Fuel,
MTOW
162 Flight
140
Weight (lb)
1670
1351
Wing Loading (lb/ft2)
10.4
11.3
Ixx* (slug*ft2)
706
599
Iyy* (slug*ft2)
703
625
Izz* (slug*ft2)
1220
1077
Ixz* (slug*ft2)
72
53
* Weights Group Calculations
63