Pilot DAR
20th Dec 2020, 19:38
https://youtu.be/VpYI0PU6P-g
I flew about 40 stalls, and all configurations, in a modified Cessna 208B Grand Caravan Friday. Here's a video made by the Engineer who was right seat to me. It was a really bright day, so some instrument face reflections. But, you can see on each of the instruments what's happening.
The requirement was to demonstrate the airplane with the modifications was "spin resistant" (equivalent level of safety). So (in accordance with an approved flight test plan and on a flight permit) I approached this stall configured with full flaps, 75% power, brought the plane to the stall, and as the nose dropped, applied full nose up control, and held it against the stop for at least three seconds. After that, I lowered the nose (Indeed, full nose down for a moment), and the bank angle had to be controllable within 60 degrees, which it was. The slowest speed I saw during this stall was 41 KIAS (Cessna's correction chart does not go that low, so KCAS not known). The airplane passed all of the stalls during the testing, though this was one of the more demanding.
As we were lighter weight, and a more aft C of G, a few of the stalls required full nose down control to be applied and held to initiate recovery. Other stalls I was required to demonstrate were with 30 bank, slipped one ball out, 75% power, which the plane handled similarly well.
I flew about 40 stalls, and all configurations, in a modified Cessna 208B Grand Caravan Friday. Here's a video made by the Engineer who was right seat to me. It was a really bright day, so some instrument face reflections. But, you can see on each of the instruments what's happening.
The requirement was to demonstrate the airplane with the modifications was "spin resistant" (equivalent level of safety). So (in accordance with an approved flight test plan and on a flight permit) I approached this stall configured with full flaps, 75% power, brought the plane to the stall, and as the nose dropped, applied full nose up control, and held it against the stop for at least three seconds. After that, I lowered the nose (Indeed, full nose down for a moment), and the bank angle had to be controllable within 60 degrees, which it was. The slowest speed I saw during this stall was 41 KIAS (Cessna's correction chart does not go that low, so KCAS not known). The airplane passed all of the stalls during the testing, though this was one of the more demanding.
As we were lighter weight, and a more aft C of G, a few of the stalls required full nose down control to be applied and held to initiate recovery. Other stalls I was required to demonstrate were with 30 bank, slipped one ball out, 75% power, which the plane handled similarly well.