| Date: 10/07/2026 | N-Number: N830EH | Airport: 7WI5 | Altimeter: 29.86 |
| Test Conductor: Evan Krueger | Observer: | ||
| Start Time: 12:12/13:31 | Off Time: 12:15/13:35 | On Time: 12:57/14:30 | End Time: 13:01/14:34 |
| Block Time: 1.9 | Flight Time: 1.7 | ||
| T/O Weight: 1,135/1086 | T/O CG: 67.9/65.2 | Takeoff Trim: 3.5 Turns | Takeoff Flaps: 0° |
| Start Fuel: 12/18 | End Fuel: 5/11 | CHT Limit: 392°F | Oil Temp Limit: 244°F |
(Two Separate Flights)
CG: Flu test twice, first at light forward and again at light aft.
Fuel: One hour minimum
Possible Emergencies: Asymmetric flaps, jammed flaps, trim failure, loss of pitch control during simulated go-around. Be aware of max flap extension speed and DO NOT EXCEED this speed with flaps deployed. If speed is exceeded, reduce speed to normal limits immediately. Stop testing if any of these conditions occur, and do a controllability check before landing.
Procedures:
- Normal start and takeoff
- Climb to planned safe altitude.
- Set desired speed, flap position, and trim as appropriate so the aircraft is stable and ready to initiate the test.
- Extend or retract flaps to test position
- Record data and comments
- Climb to start altitude; return to starting configuration
- Test next flap increment
Results:
Performed test card in two separate flights; first flight was at an aft CG with weight in baggage compartment, smoke oil jugs in the passenger seat, and minimizing fuel. Second flight was with an empty passenger seat and baggage compartment with full fuel up front. Did normal takeoff and climb up to 5,500 feet to perform stability tests. Overall, aircraft performed as expected during full-power simulated go-arounds with trim fully nose up. If anything, dial-a-trim system is less effective than trim tab system but did not notice lack of trim authority in any configuration. Simulated go-arounds at both forward and aft CG conditions with both flaps up and down. Utilized flight following from KMSN for the first time with no issues with communication or position reporting. Applying tape to outside 3 fins of oil cooler opening seemed to help with keeping oil temps up; will try blocking an additional fin on both sides in future flight test to see if temps can be brought up another 10 degrees or so. Returned for a normal full flaps landing after each flight. Noticed RPMs dropped out at low idle after landing so might need to bump idle up slightly.
Stabilized Engine Readings Before Takeoff
| #1 | #2 | #3 | #4 | #5 | #6 | |||
| CHT | 210°F | 244°F | 198°F | 255°F | 214°F | 214°F | ||
| EGT | 946°F | 1078°F | 925°F | 1085°F | 1040°F | 1098°F | ||
| Oil Pressure: 40 psi Oil Temp: 106°F Fuel Pressure: N/A | Volts: 13.2V Amps: 0.6A Fuel Flow: 5.1 GPH | |||||||
Forward CG Longitudinal Control Checks
| Configuration | Pitch, Roll, and Yaw Controllability and Force | Comments |
| Flaps 10° – Slow from VFE to Approach | Pass – Fingertip force | Even with full nose up trim, go around very manageable with minimal force required to counteract trim forces. |
| Flaps 30° – Slow from VFE to Approach | Pass – Fingertip force | |
| Flaps 10° – Simulated full-power go-around | Pass – Fingertip force | |
| Flaps 30° – Simulated full-power go-around | Pass – Fingertip force |
Aft CG Longitudinal Control Checks
| Configuration | Pitch, Roll, and Yaw Controllability and Force | Comments |
| Flaps 10° – Slow from VFE to Approach | Pass – Fingertip force | Even with full nose up trim, go around very manageable with minimal force required to counteract trim forces. Slightly higher force required to establish proper climb angle compared to forward CG tests. |
| Flaps 30° – Slow from VFE to Approach | Pass – Fingertip force | |
| Flaps 10° – Simulated full-power go-around | Pass – Fingertip force | |
| Flaps 30° – Simulated full-power go-around | Pass – Fingertip force |
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