Posted
6/5/00
Updated 6/30/00
N962JA
is complete. She flew for the first time on June 24, 2000 after 3 and
a half years, or 1056 hrs of construction. Probably one of the longest
Mini-Max constructions on record for a completed Max (too much time
scratching my head). I can't say enough about her docile manners, yet
high performance for this type of aircraft. Certainly, not like your
father's C-172. My performance numbers appear to be as advertised. I
actually have a lower stall speed of 30 mph and a climb of 1200 FPM.
There is nothing like an open cockpit airplane for enjoying the real
feel of flying. I hope I continue to say that this winter.
The
FAA inspector out of the Richmond FSDO blessed my bird Friday. Saturday,
at 0900 she took me to the sky like a cat being chased by a vacuum cleaner.
I know you have heard reports like this before, but the awe and the
thrill was wild. I think thrill overcame terror before I lifted off.
From that point, basic stick and rudder instincts took over (and trying
to get my eyes back in their sockets). ISON MiniMAX 1500R N962JA is
a beautiful ride.
Here
is a little summary of the weekend's testing:
- Conducted
1st Flight. Had to maintain forward pressure on the stick during climb,
slight forward pressure at 55 - 70 mph (straight and level), slight
back pressure during descent (elevator tab needs to be bent up). Power
on stall results in lots of buffeting at 30 mph, but no break - aircraft
continues to climb at 100-200 FPM!! Power off stall results in a mush
at 30 mph -- no distinct break. Entering a power off stall with higher
AOA results in a gentle break at 30 mph with instant recovery accomplished
by releasing back pressure on the stick. Power on landing was conducted
at 55 mph... Brake cable under axle was snagged by grass. Corrected
brake cable with extra tie wraps on axle near landing gear legs. Engine
running lean in m id-range. Lifted needle jet to third notch. Tach drifting
- switched tach leads. Bent elevator trim tab to neutral.
- 2nd
and 3rd flights & engine test. Trim appears correct. Ailerons and rudder
are perfect, elevator perfect for cruise. CHTs/EGTs much better - no
hesitation in mid range. Calibrated altimeter. Tach better, but hour
meter questionable.
- Fourth
flight. Landing Practice. Conducted power on and power off landings.
Power off landings were accomplished at 60 mph with steep descent. Aircraft
has a tendency to float, with very gentle landing characteristics.
- Fifth
flight. More landing practice and IAS checks. Speeds at low to mid power
settings appear correct. Cruise speeds at 5000-6000 RPM appear 10 MPH
fast (65 - 80 mph - I don't think so!). Could not verify with GPS well
due to high traffic, clouds, and turbulence.
Summary:
Without a doubt, the Mini-Max is not your father's C-172. It takes off
almost immediately with application of power, climbs like a rocket,
has perfect control harmony, and lands like -- well you would have to
try hard to make a bad landing in this plane. This was the best weekend
I've had in a long, long time. I need to examine my IASs. Vs, Vx, Vy
appear to be pretty much by the book accept at the top end. I used the
static source position advertised in the flight manual. I have a hard
time believing an 80 mph cruise at 6000 with a 60 x 36 climb prop. Maybe
I'll have less weather and traffic next weekend so I can get some decent
GPS runs.
Another
thing I found strange was the ease of doing dead stick landings at 50
mph. I started at 60 and did a few and floated forever. After a few
of these I went to 55 and tried a bunch. I still had plenty of elevator
and float. At 50 the approach and flare really felt right for a short
and soft landing. This continues to confound my IAS doubts. If I was
reading high at these IAS readings, an indicated 50 mph dead stick approach
would leave splinters across the runway. Maybe it is just at the upper
extreme of the envelop where I have an error. My CG is right in the
middle of the optimum range and my take off weight is 502. Any ideas?
I can't
thank you all enough for all that your design, product support, and
friendliness have done for me over the past 3 and a half years. It is
one thing to have your own an airplane that you constructed with your
own hands, but to fly one with the performance of a Mini-Max defies
my wildest dreams. I have flown quite a few "Span Cans" over the years
and I was beginning to tire from the weekly business trips to Washington
in a friends PA-32. I mean it is flying and that is better than not
flying, but you drive a Cherokee Six, you fly a Mini-Max. You have really
brought the joy of flying back to me.
Thanks
again,
John
Andre
