Lancair Legacy - CAFE Foundation

AIRCRAFT PERFORMANCE REPORTSponsored and Funded by the Experimental Aircraft AssociationLancair LegacyBY BRIEN SEELEY, C.J. STEPHENS AND THE CAFE BOARDLARRYFORD“Here are the keys, please bring it backto us in two weeks”, is what they toldCAFE Foundation Chief Test Pilot, C.J.Stephens after his 15 minute checkride in theLancair Legacy factory prototype, N199L. Suchis the confidence inspired by C.J.’s pilotingskills as well as Lancair’s faith in their newdesign. C.J. has flown over 100 different typesof aircraft, including many military jets, and iswell known as an instructor for race pilots at theReno Air Races. He is not easily impressed byany aircraft. But the Legacy got his attentionright away when he flew it from Lancair’sRedmond, Oregon plant to Santa Rosa alongsidethe Glasair III that he built with partner JimReinemer. The Legacy required only 17 inchesof manifold pressure to stay abreast of theGlasair III running at about 22 inches M.P..Legacy N199Lis one of roughly ten that havebeen completed out of about 100 kits thatLancair has sold since the kit was introduced inOctober 2000. It should be emphasized that,though the Legacy’s performance impressed allof us at the CAFE Foundation, even moreremarkable was the nifty elegance evident inevery feature of its design. No aircraft evertested by CAFE has scored such high marks inall areas. The name Legacy is appropriate foran aircraft that so clearly incorporates the bestin current available technology for light aircraft.From its excellent new Continental engine andnew design prop to its highly efficient airfoil andflap system and the structural efficiency of itsThe CAFE Foundation, Inc.--Comparative Aircraft Flight Efficiency, a non-profit, tax-exempt, all-volunteer educational organization:PRESIDENTBrien SeeleyVICE PRESIDENTLarry FordTREASURERJohanna DempseySECRETARYCris HawkinsCHIEF TEST PILOTC.J. StephensTEST PILOTOtis HoltDIRECTORSStephen WilliamsEd VetterJack NorrisScott NevinBill BournsDarrel Harris

over its useable airspeed range. This wasdone to determine the propensity of the airplaneto return to trimspeed. The push or pullstick force measurements in pounds wererecorded at both forward Cg and, on subsequentflights, Aft Cg. See graph. for details.Maneuvering StabilityWith the airplane trimmed for Va (150 KIAS) aturn was initiated and stick forces were measuredat various 'g' forces as the turn rate wasincreased. (see graph.)Spiral StabilityEven at maximum allowed gross weight the airplanestarts rolling quickly with minimum powerapplication. The toe brakes work well andsteering, even with cross winds, is very easy tomaster.The nose gear design is superb. It is an internallydamped strut with no external scissors.This small package fits nicely into the smallgear well. It tracks very well using only lightbrake application, and showed no tendency toshimmy.Takeoff And ClimbThe pre-takeoff checks are all of the normalitems for an airplane of this type. The flaps areset to a 15 degree down position visually bylooking at their trailing edge.As wide open throttle is applied to theContinental IO-550-N engine, the exhilarationof 310 HP coupled to a lightweight and aerodynamicallyclean airframe first becomes apparent.Takeoff roll is brisk with lift-off occurring at76 KIAS. The electric/hydraulic landing gearsystem raises the landing gear quickly makinga smooth transition to the climb schedule. Fullpower climbs are phenomenal and 25" X 2500RPM climbs are impressive. Climbs routinelyseem to show well over 2,000 fpm. See climbperformance data in other part of this report forgreater detail.The view over the nose, especially duringclimb, is improved with proper sitting height.This should be checked prior to engine start byclosing the canopy and adding seat cushions toadjust the height. There are literally no visualobstructions in the cockpit and by climbing atan indicated airspeed of 160 KIAS adequateforward visibility is obtained.Pull(-)-6-4-20246810Push(+) 12Legacy, fwdc.g., 150 kts.Legacy, aft c.g.,150 kts.RV-8A, fwdc.g., 140 mphWittman W10@ 18% MACCessna 152With the airplane trimmed for 150 KIAS, a 15degrees bank was established and all controlswere released to observe if the airplane wouldover bank or roll out of the turn. Turns in eachdirection continued at the same bank angle forin excess of 30 seconds. The aircraft thusexhibited neutral spiral stability.Dynamic StabilityAfter establishing stable level flight at 190, 150,or 120 KIAS, I introduced a 2g pitch input doubletand released the control stick, recordingthe resulting aircraft response. In all cases the3530252015105Legacy@12.4% MAC,150KIASRV-8A, fwdc.g., 140 IASW10 Tailwind@ 18% MACCessna 152Static Longitudinal StabilityWith the airplane properly trimmed at itsmaneuvering speed ( Va ) of 150 kts, the stickforce was measured as the airspeed wasincreased or decreased in 10 KIAS intervalsInstrument panel IAS, mphStatic longitudinal stabilityTrimmed to zero pounds withstick- free and flaps up at Va.01 1.5 2 2.5 3 3.5Load in G'sManeuvering stability at Va.

The double taperedleading edge andsheared wingtip.Removable glareshield gave goodaccess to instruments.slightly slower roll rate thanthe steady state rolling ratethat the airplane is capable ofsustaining. The roll rates inboth directions at Va ( 150KIAS ) calculated to 80degrees per second, whichcertainly seemed brisk.Trim AdequacyWith the airspeed at 150KIAS roll trim had the capacityof producing 2.6 lbs offorce to the left and 0.9 lbs offorce to the right. T h i samount of trimming force seemed sufficient fornormal flight.StallsFull landing geardoors cover theoleo gear and tires.results were deadbeat and showed no residualpitching. Rapid roll inputs were similarly introducedand the airplane stopped instantly whenthe control was released (deadbeat).Dihedral normally causes an airplane to roll atsome rate with the input of rudder, especiallyas the angle of attack is increased. Wi n gsweep will also cause this dihedral effect.The Legacy only has 3.7 degrees of dihedralso one would expect it to have a low roll-dueto-yawresponse. Before testing this airplane Iexpected it to have a strong tendency to rollwith yaw since it has such an interesting doubleleading edge sweepback; however, to mysurprise, it had nearly zero roll-due-to yaw atany of the airspeeds tested.The aircraft’s nose showed minimal overshootof the zero yaw position upon releasing therudder from a full ball-width displacement yawinput.Roll RatesStalls were explored at 9,000 ft using 8" MP toestablish an approximately a 1 knot per secondrate of deceleration. The clean configurationstalls occurred crisply after mild aft stick forcebuild-up and with little advanced warning. A tthe moment of stall the right wing droppedapproximately 30 degrees but this becamecontrollable using both rudder and aileron asthe angle-of-attach was reduced. The resultingnose drop would cause only about 150 feet ofaltitude loss provided that the stall recoveryinput was commenced immediately.Stalls with full flaps were explored with resultssimilar to those obtained in the clean configuration.The deceleration was quicker due to thedrag of the flaps and the nose attitude waslower prior to the stall. The wings maintained amore level attitude during the stall and recoverythan they had during the clean configurationstalls. The stall was equally crisp and warningwas very brief (less than one knot). A l t i t u d eloss during recovery was 400 feet due to thenose-low attitude obtained during the post-stallphase of controlling angle of attack.Accelerated stalls and high angle-of-attackmaneuvering were sampled at airspeeds ashigh as 130 KIAS. Mild buffet occurs just priorto accelerated stalls and the stick position iswell aft giving the pilot an excellent cue as tothe wing’s aerodynamic condition.Stalls in both configurations were comfortableand controllable throughout. Stick force buildup and stick movement were mild but adequateduring stalls.Field of ViewLARRYFORDFABULOUS. Steep banked lazy eights wereperformed with several different flight engineerson board. All persons that experienced thehighly banked pivot at the top of this maneuveragreed that the view was just fabulous. T h etotally unobstructed in the upward direction issimilar to the view that a sky diver must experiencewhen first jumping from an airplane, onlyin the Legacy there is no strong wind in yourface.DescentsThe Legacy has a very wide range operatingairspeeds. This helps give it the capability todescend very quickly to any desired altitudeonce the power is reduced and the nose is lowered.N199L did not have a speed brakeinstalled nor do I feel that one is called for inthis design.Traffic PatternsEntering the traffic pattern is very satifying dueto the sense of an excellent view of traffic. TheDisplaced flaphinges increaseboth chord andcamber.The roll rate was evaluated by timing, with astop watch, the time to change from a 60degree bank in one direction to a 60 degreebank in the other direction while using maximumdeflection of the aileron and coordinatingrudder. The resulting time includes the time toaccelerate the roll and therefore reflects afwd c.g. at variousM.P. and RPM'sWing Baro #3**panel read 57 ktsFlight/Date Mode MP/RPM Weight,lb#2--2/23/02#2--2/23/02#2--2/23/02cleanfull flapsfull flaps8.5/18219.7/202710.2/1842221822172128CAS,kt/mph72.4/83.459.2/68.256.9/65.6 **

cockpit workload is minimal and is easilyunderstood with very little training. A d v a n c e dplanning is required so as to be able to reduceairspeed to the landing gear extension airspeedof 122 KIAS. This instrument panel wasarranged so that the landing gear handle andindication were at eye level just below theglareshield, making them easy to operate andm o n i t o r. On downwind at gear speed the forwardview is adequate and improves as theflaps are extended. The extra drag with gearand flaps down requires only modest additionalpower to maintain level flight. Yet the availablesurplus of drag is sufficient to steepen a theglide slope to well beyond the norm. To me, itfelt like an ideal combination of available dragand power to comfortably manage any traff i cpattern.LandingThe Legacy has a surprisingly slow landingspeed for its wing loading. It achieves thismainly by virtue of its highly effective and welldesigned displaced-hinge slotted flap.Several factors go into what makes some airplaneseasier to learn to land than otherdesigns. These factors include its approachspeed, rate of deceleration, field of view, sittingheight on the ground (due to gear length), controlfeel and sensitivity. Because the Legacybalances all of these factors so as to readilyput pilots in the comfort zone, it will undoubtedlygain a reputation as an airplane with nicelanding characteristics.CAFE MEASURED PERFORMANCE, N199LVmax, TAS, 8493’ dens.alt., 2205 lb, 23.5”, 2550 rpm, 15.7 gph253.7/292.31 kt/mphStall speed, 2128 lb, 10.2” ., 1842 M.P RPM, dirty , CAS56.9 kt/65.6 mphMaximum rate of climb, 2158 lb, 2690 RPM, ., 27” 28.1 M.Pgph2632 fpm@ 155 mph CAST.O. distance., 0 mph wind, , 52°F 125 ft MSL, 2150 lb, 87.1” c.g. 1018 ftLiftof speed, by Barograph, 2182 lb, CAS73.8/85 kt/mphTouchdown speed, Barograph, 2046 lb, CAS79/91 kt/mphMin. sink rate, 2217 lb, 96 mph CAS, 10 mph 1 TAS, flat pitch, 5.9” 1038 fpmGlide ratio, idle, 158 CAS, TAS, 168 coarse pitch, 980 RPM, 9.6”, 2127 lb 13.3 to 1Noise levels, ambient//full power climb/75% cruise39/101/100 dBAPeak oil temp. in climb, 155 mph CAS, full , power 13,000’ density196° FCowl exit air temp, max., 140 mph CAS, 55°F T OA177° FCooling system ram recovery , %, climb/cruise117% in climb, 60% in cruisePropeller max. static RPM2662 RPMEmpty weight, per CAFE scales1493.95 lbThe Legacy was leveledand weighed onthe CAFE scales beforeeach flight.SummaryThe Legacy is one of the next generation of‘fast glass’ designs that take advantage ofknowledge gained from those that have gonebefore them. It has superior performance andhandling qualities. Although it is not the planefor a beginner, I am confident that pilots withmodest experience and adequate training willbe able to fly it safely. During the 14 hours thatI flew this airplane, I did not find a single thingthat I didn’t like about it. It was with great reluctancethat I delivered this airplane back to thefactory when our testing was complete.ROLL RATE, deg./second, includes input timeLegacy N199LLancair IVP N114LVa80 Rt./ 80 Lt.^^79 Rt./ 90 Lt.1.3 Vsona70 Rt./ 56 Lt.Fixed, non-adjustablecowl exits give 38 sqin of total outlet area.RV-8A N58VACessna 152RANS S-7CGlaStar**full flaps, 80 mph^^ 150 KIAS109 Rt./102 Lt.4761 Rt./63 Lt.52 Rt./50 Lt.78 Rt./80 Lt.**3450 Rt./53 Lt.47 Rt./43 Lt.

Darrel Harris, left, and C.J.Stephens crewed the flight testing.Legacy N199L, Feb. 2002Flight/DateStart timePresalt.,ft.Densalt rangeWeight,lbCAS,mphTAS,mphRate ofclimb, fpmcommentAll data "wing cuffs on".Climbsfull power, 2665 RPM, 27", 27.8 gph, full rich#2-2/23/0217:15:3820302014.3-2521.621721521582337130K panelfull power, 2678 RPM, 27.7", 27.8 gph, full rich#2-2/23/0217:18:0920152053.7-2555.721671641692392140K panelfull power, 2692 RPM, 28.1", 28.0 gph, full rich#2-2/23/0217:20:4220302087.1-262021631781842350150K panelfull power, 2690 RPM, 27", 28.1 gph, full rich#2-2/23/0217:23:2920482039.6-2516.421581551612632135K panelfull power, 2690 RPM, 26", 26.0 gph Triaviathon#2-2/23/0217:31:0124832510.5-3532.621431581652299137K panelfull power, 2700 RPM, 27.5", 28.0 gph, full rich#3-2/24/0207:41:59905505.6-1525.122021561602546135K panelfull power, 2698 RPM, 26", 25.0 gph Triaviathon#3-2/24/0207:42:4225042677-3800.822001601682455135K panelfull power, 2677 RPM, 22", 20.7 gph, 200° rich#3-2/24/0207:45:0469508006.4-8518.921951591801618135K panelfull power, 2662 RPM, 19.1", 17.7 gph, 175° rich#3-2/24/0207:47:251032411517.8-12509.721901581901488135K panelGR = glide ratioDescentsStart timePresalt.,ft.Densalt rangeWeight,lbCAS,mphTAS,mphRate of sink,fpmcommentclosed throttle, flat pitch, 1970 RPM, 3.2", 2.4 gph#2-2/23/0216:14:2086799200-820622321381571316120K panel, GR: 10.45closed throttle, flat pitch, 1700 RPM, 4.2", 2.2 gph#2-2/23/0216:15:3671937515.4-664.222311261401253110K panelclosed throttle, flat pitch, 1720 RPM, 3.9", 2.2 gph#2-2/23/0216:21:23992910508.9-982822251211411216105K panel, GR: 10.15closed throttle, flat pitch, 1588 RPM, 4.4", 2.1 gph#2-2/23/0216:22:1589649420.3-8939.822241151321156100K panel, GR: 9.27closed throttle, flat pitch, 1450 RPM, 5.2", 2.0 gph#2-2/23/0216:23:0280918427.8-7980.52224109123135895K panelclosed throttle, flat pitch, 1345 RPM, 5.9", 1.9 gph#2-2/23/0216:23:4273177590.2-7136.12224103115108590K panel, Vx ??closed throttle, flat pitch, 1260 RPM, 5.9", 1.9 gph#2-2/23/0216:31:2289149227.9-8997.8221796110103883.5K panel, Vx ??closed throttle, flat pitch, 1180 RPM, 6.7", 1.8 gph#2-2/23/0216:31:5583228534.8-8090.1221692105108380K panelclosed throttle, flat pitch, 2074 RPM, 3.6", 2.6 gph#2-2/23/0216:33:0563546637.1-6108.722161501651599130K panel, GR: 9.0closed throttle, steep pitch, 980 RPM, 9.6", 1.9 gph#2-2/23/0217:41:2246764803.3-3912.721271581681112135K panel, GR: 13.3FLIGHT TEST DETAILS11 flights including 4 data collectionflights were made during February2002, all during day VFR conditions.A Flowscan 201A fuel flow transdu c e r was used for the gphdeterminations and was calibrated bymeasuring the weight of fuel burned oneach flight. A PropTach digital tachomete r was mounted on the top of theinstrument panel. Performance dataflights were conducted with pilot andflight engineer aboard. Flying qualitiesw e re evaluated using an analog G meterand Brooklyn Tool & Machine Co., Inc.NJ hand-held stick force gauge.Cruise flight data were obtained withthe wingtip CAFE Barograph (#3)mounted on a wing cuff with a dummyb a rograph and cuff mounted on the oppositewing. These were correlated withthe panel airpseed indicator to pro d u c ethe airspeed correction table shownherein.Cowl exit temp (C.X.T.) is a functionof the OAT & CHT and serves as a keyn u m b e r f o r calculating the cooling systemperformance.Cooling ram re c o v e ry was measure din both climb and cruise.The Legacy flaps are very eff e c t i v e .They reduce the stall speed from 83.4smph clean at 2218 lb to 65.6 smph withfull flaps and gear up at 2128 lb. Computationshows this to re p resent anastounding increase in CLmax due toflap deployment from 1.51 clean to 2.54

CAFEHONORARY ALUMNISteve Barnard--RV-6AJim Clement--Wittman TailwindJim Lewis--Mustang IIKen Brock--Thorp T-18Larry Black--Falco F.8LChuck Hautamaki--Glasair IIIJeff Ackland--LegendJerry Sjostrand--ExpressRandy Schlitter--RANS S-7CStoddard Hamilton Aircraft, Inc.--GlaStarFred Baron--Lancair 320Mark Beduhn--Cozy Mark IVDick VanGrunsven--RV-8ADerek Hine--Lancair IVPKim Prout--EuropaNeal Roach--Glasair Super IIS FTLancair, Inc.--Legacy 2000Stock Legacy N199L ASI was pessimistic at high speeds.Legacy N199LASI calibrationFeb 23, 2002Wing Baro #3weight ~~2300 lb.Wing Baro #3 usesa calibrated, certifiedgimbaled pitot/staticKIAS panel230.0220.0210.0200.0190.0180.0170.0160.0150.0140.0130.0120.0110.0100.090.085.0120.0110.0100.090.085.080.075.070.065.061.0KIASBarograph239.5228.0216.2198.6185.6178.6170.6162.0152.9141.3130.7120.7109.097.787.782.0118.0108.698.187.282.176.771.567.664.360.3CAS, Baro,smph275.9262.6249.1228.8213.8205.7196.5186.6176.1162.8150.6139.0125.6112.5101.094.5135.9125.1113.0100.494.688.482.477.974.169.5Config.Flaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFlaps up, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upFull flaps, gear upLARRYFORDFully enclosedlanding gear andlarge flap hinges.

Contact for CAFE:4370 Raymonde WaySanta Rosa, CA. 95404.FAX 707.544.2734Aircraft Test Facility, Santa Rosa Airport707.545.CAFE (hangar, message)cafefoundation.org email:cafe400@sonic.netKIT SUPPLIERNeico Aviation Inc.2244 Airport Way, Redmond, OR 97756541-923-2244 voiceFAX 541-923-2255www.lancair.comDESIGNER’S INFORMATIONOWNER/BUILDER N199LLancair Factory PrototypeENGINE MANUFACTURERTeledyne Continental MotorsPO Box 90, Mobile, AL. 36601.1-251-438-3411Cost of kit, no engine, prop, avionics, paintIMPORTANT NOTICEKits sold to date of 310 BHP version (10/2000)Number completedEvery effort has been made to obtain the Estimated hours to build, fastbuild kitsmost accurate information possible. T h e Prototype first flew, datedata are presented as measured and - are Normal sub empty weight, with 310 BHP engineDesign gross weight, with 310 BHP engineject to errors from a variety of sources. AnyRecommended engine(s)reproduction, sale, republication, or other useof the whole or any part of this report - without the consent of the Experimental Aircraft Advice to builders: 3-4 months to kit delivery,multiple fastbuild options, visit website.Association and the CAFE Foundation isstrictly prohibited. Reprints of this reportmay be obtained by writing to: SportAviation, EAA Aviation Center, 3000Poberezny Road, Oshkosh, WI. 54903-3086.WingspanWing chord, root/tip,Wing area,AC K N OW L E D G E M E SN TWing loadingPower loadingSpan loadingThe CAFE Foundation gratefully acknowledgesthe assistance of the several very - help Airfoil, main wing, CLmaxWetted area fuselage/wing/hor./vert./totalful people at Lancair, Anne Seeley, EAAChapter 124, and the Sonoma County AirportFAAControl Tower Staf f.SPONSORSExperimental Aircraft AssociationEngineered Software “PowerCadd” WildTools andBourns & Son SignsDreeseCode Software at .dreesecode.comww$44,900 fastbuild, $48,900 w/bldr asst.1018-10700 hr. , no body workJune 1999 w/ Lyc. 3601450 lb2200 lb6 cyl. Continental IO-550-N 310 BHP or6 cyl. Lycoming IO-540-V4A5 260 BHPLyc. IO-360-C1D6, 200BHPPerform your own careful weight and balanceupon completing your aircraftCAFE FOUNDATION DATA, N199LAirfoil, design lift coefficientAirfoil, thickness to chord ratio, max thick @Aspect ratio, span 2 / sq ft wing areaWing incidenceThrust line incidence, crankshaftWing dihedralWing taper ratio, root to tipWing twist or washoutWing sweepSteeringLanding gearHorizontal stab: span/area/sectionHorizontal stabilator chord, root/tip/incidencElevator: total span/areaElevator chord: root/tipVertical stabilizer: section/area incl. rudderVertical stabilizer chord: averageRudder: areaRudder chord: bottom/ topAilerons: span/chord at root/tip, eachFlaps: span/chord at root/tip, eachFlaps: max deflection angle, up/downTail incidenceTotal lengthHeight, static with full fuelMinimum turning circleMain gear trackWheelbase, nosewheel to main gearAcceleration Limits25 ft 4.875 in47.5 in/26.125 in at aileron tip82.5 sq ft26.66 lb/sq ft7.096 lb/hp86.6 lb/ft160/165/31.8/23/379.8 sq ft(by Greg Cole) GC 10/ GC11 at root,/tip, 2.2“low”18% root, 15% tip, 45% of chord7.95+ 1.2 °0.75 ° down, 0.5 ° right7.4°, ( 3.7° per side)na0 ° but has aerodynamic twistna °differntial brakingretractable oleopneumatic tricycle, hydraulic act.99.75 in/16.16 sq ft/ NACA6401228 in/18.08 in/ -0.5 °101 in/ 6.49 sq ft11.25 in/ 7.25 inNACA64009 of 13.9 sq ft34 in3.6 sq ft14 in/ 7 in46.7 in/ 6.9 in root/ 4.45 in tip67 in/ 11.5 in root/ 10 in tip0° / 40°-0.5 °22 ft 4 in92.25 inna109.25 in53.31 in+4.4 and -2.2 “g” at gross weightAIRSPEEDS PER OWNER’S P.O.H., IASNever exceed, V neManeuvering, V a , by weightBest rate of climb, V yBest angle of climb, V x, CAFE est.Stall, clean, 2200 lb GW, V sStall, dirty, 2200 lb, GW, V soFlap extension speed, V fGear operation/extended, V ge274/ 316 kt/ mph158 kt @ 1900 lb, 170 kt @ 2200 lb135/ 156 kt/ mph100/ 115 kt/ mph68/ 78 kt/ mph56/ 65 kt/ mph111/ 128 kt/ mph140/ 161 kt/ mph

Empty weight/gross wt.,,Payload, full fuelUseful loadENGINE:Engine make, modelEngine horsepower, weightEngine TBO/compression ratioEngine RPM, maximumMan. Pressure, maximumCyl head temp., maximumOil pressure rangeOil temp., operating, max./ minFuel pressure range, pump inletInduction systemInduction inlet areaExhaust systemave. header/collector lengthsOil capacity, typeIgnition systemCooling systemCooling inlet areaCooling outlet areaPROPELLER:MakeMaterialDiameterProp extension, lengthProp ground clearance, empty of fuelSpinner diameter/lengthElectrical systemFuel systemFuel typeFuel capacity, by CAFE scalesFuel unusableBraking systemFlight control systemHydraulic systemTire size, main/noseCABIN DIMENSIONS:SeatsCabin entryWidth at hipsWidth at elbowsWidth at shouldersHeight, seat pan to canopy, torso axisLegroom, rudder pedal to seatback*Baggage dimen. to height of seatbackBaggage weight limitLiftover height to baggage areaStep-up height to wing T.E.*adjustableDemonstrated maneuvers:Equipment list:Oil cooler: Niagara P/N 10281AGovernor: McCauley CZ90D 3M/T45Starter: Teledyne energizer 646238Vacuum pump: Airborne 216CWEngine instruments: VisionMicroStrobes: WhelenShoulder harnesses: Am-SafeOAT/Voltmeter: DavtronRadios: Garmin GMA340 mixer panelGarmin GNS 430 GPS, Garmin GNC 250XL,Garmin GTX 320 txp., Insight Strike Finder,Artex ELT, Alpine CDA7873 CD deck/receiver,Bose AHX-04 headsets, avionics mastersw.Legacy N199L Specifications:1493.95/2200 lb304.8 lb706.05 lb6 cyl. Continental IO-550-N310 BHP, normally aspirated, 412 lb dry2000 hr/ 8.5 to one2700 RPM29.6 in Hg460˚ F30-60 psi, 100 psi on startup/ 10 psi170-200°/ 240° Fnaunfiltered inlet, pitot nostrilsoff of cold air cooling plenumss, 1.75 in O.D. 3 into 1 to 2.75” tailPx211 in/ 27 in8qt., 50W detergentDual magneto, Teledyne S6RSC-25, 2 ea.dual pitot inlets, downdraft50 sq. in. pitot inlets, downdraft~~38 sq in, fixed, no cowl flapHartzell BHC-J2YF-1BF, F7694-4Tx bladesAluminum69 in, 2 blades3.0 in nominal, 7.25 in crank to blade axis6.0 in14.0/ 17.25 in12V , ALX-9524 alternatorone tank in each wing w/Andair selector L/R/off100 LL66.875 galapproximately 1 gallon per sideCleveland discs, hydraulicall push-pull tubes except distal rudder (cable)Electrohydraulic pump5.00-5 (6 ply)/ 11-4.00 Cheng-Shen (8 P.R.)2one piece 1/4” thick canopy, fwd hinged18.25 in per seat41.75 in40.75 in40.5 in40 in26Lx 35W x 21H in50 lbbehind rear seatback32.5 inChandell, Lazy eight, Aileron rolls, Barrel rollsSplit-SPTT, electric trim, and A/P disconnect on stick, fwdcabin fresh air ball vents, heated pitot, gyro panel,circuit breaker panel, cabin heat, fuel selector, electricflaps, fixed cowl flap exit size, 12 battery, shearedwingtips, Flextone paint, flush wingtip nav antennae.ALWAYS CRUISE AT “VBC”This report introduces a new termthat the CAFE Foundation believes isvery useful for pilots in selecting theirc ross-country power settings. Theterm “V bC “ can be used much like theother “V’s” with which pilots arefamiliar, such as Vne and Vy.What V bC defines is the “velocity forbest CAFE” or best Co m p a r a t i v eAi rcraft Flight Eff i c i e n c y. This is thevelocity that was the quest of all theCAFE 400 air racers in the 1980’s. Itoccurs at the particular mixture settingthat delivers the best CAFE score for agiven RPM, altitude and throttle position.Each aircraft has a theoretical singleabsolute best power, mixture, RPM settingfor achieving V bC at a given altitude.This special power settingdepends on the drag curve of the aircraft,the torque and fuel economycharacteristics of its engine, the propellerefficiency, etc. More practical isto find the V b C that pertains to anRPM setting and altitude that seemreasonable to the pilot on a given mission.Those are what are depicted inthe several cruise performance graphsthat follow in this report.Finding V bC is not difficult if a pilotrecords the whole range of level cruiseairspeeds that occur as the mixture isleaned from rich settings to very leansettings. The CAFE score for eachsuch speed is simply determined bycalculating the velocity to the 1.3power and then multiplying it timesthe MPG that occurs at that velocity.Why the 1.3 power exponent?Consider 3 mathematical expre s s i o n s :V 1 /gph V 2 /gph and V 3 /gphTheir exponents for velocity are either1, 2 or 3 and this determines where onthe speed range of the aircraft thesee x p ressions optimize or reach theirpeak. V 1 /gph is the same as MPG andthis peaks at around V y , which is tooslow for cruise. Likewise, V 2 /gph is Vtimes MPG, which peaks at at Carsonspeed or 32% above Vy, still too slowfor cruise. V 3 /gph corresponds to theflat plate drag and peaks at maxp o w e r, too fast for cruise. V 1 . 3 t i m e sMPG turns out to be just right, peakingat cruise power settings of about55-65% power.

Darrel Harris, left, and Bill Bourns installedthe test equipment on Legacy N199L.Legacy N199L, Sample c.g.Legacy N199L center of gravity Weight, lb Arm* Momentc.g.The following level flight cruise data graphs show V bCas a green oval. This is the speed for best CAFEscore meaning the speed that gives the highest numberwhen MPG is multiplied times speed to-the-1.3-p o w e r. It will be a regular feature of CAFE performancereports and should become as familiar to pilotsas are V x and V y . The mathematical reasoningbehind this basically comes down to having V bC serveas a succinct way to choosing the bestl economycruise speed. See sidebar.170016501600155015001450ALegacy N199L: EGT and CHT spreads at 12,500', 2550 RPMA⊕EGT #1EGT #2⊕A⊕AEGT #3⊕ EGT #5⊕A1400⊕⊕240VâbC = 266.4 smph @ 12.0 gph1350 ââ220ââ1300â200ââ1250â 18017511 11.5 12 12.5 13 13.5 14 14.5 15 15.5Fuel flow, gallons per hour (gph)Legacy N199L; wide open throttle, CAFE data 2/23/02. CHT for 100 °F day.Cont. IO-550-N engine, 310 HP. V = speed at best CAFE fuel flow.bC⊕AA⊕CHT #1CHT #2CHT #3A⊕Main gear, emptyNosewheel, emptyPilotPassengerFuel, 61 gallonsOil, included 6.5 qt.Baggage, aft limitTOTALSDatum = tip of spinnerc.g. this sample:c.g. range, inchesc.g. range, % MACc.g., % aft of fwd limitGross weight, lbGross weight, landing, lbEmpty weight, lbUseful load, lbPayload, lb, full fuelFuel capacity, gallons*Empty weight c.g., inchesc.g. range*as determined by CAFEAâA400380360340320300280260CHT #5TASMPG x10985.4508.6170.0170.0366.00.00.02200.088.36.0210-25%74%2200.01900.01494.0706.1304.866.8781.1083.86-89.8899.2545.94108.61108.6199.020.00125.43977962336418464184643624112.5K/2550: This graph depicts theimpressive ability of the Legacy to deliverover 270 smph while achieving over 20mpg. Because these values occur at a fuelflow of 13.3 gph and this causes the EGTvalues to be at or near their peak, it is moredesirable to operate at a leaner setting. Ifthe mixture is set for 12.0 gph, the TA Sdrops to 266 smph and the mpg increasesto 22.2. Note also that, at this mixture setting,the range increases by 10% over thatobtained at 13.3 gph. Likewise, the CHTvalues are reduced by from 10-30 °F, andthe exhaust gas temperature falls by somewherebetween 50-70 °F.The Legacy Cont. IO-550-N engine continuedto run smoothly at just 11.1 gph,where a further reduction in temperaturesand increase in range occur.The spread of these temperature valuesis greater than that for ideal efficiency. Thehottest of the EGTs, likely being the leanestcylinders, also tend to have the highestCHTs. Cylinder #2’s CHT appears to runsignificantly hotter than the rest. This suggeststhat both the cooling airflow to thatarea of the engine should be examined.Similarly, the CHT/EGT values for cylinder#3 suggest that it is running leaner than theothers, peaking earliest and giving the lowestCHT at every mixture setting. Its lowC H T may reflect locally better cooling airflowor a relative lack of induction volume.The fact that the hottest cylinder’s CHT, even for a100 °F day, ran at all times nearly 60 degreesbelow redline suggests a surplus of cooling which,if remedied, would increase airspeed.The green oval, , points to the speed whosefuel mixture setting delivers the best CAFE score, ascore computed as the speed to the 1.3 power timesMPG.See VBCIsidebar.0019432988.33

12.5K/2300: This graph shows severalnoteworthy trends. First is the fact the theCHT and EGT of cylinder #3 are far coolerthan all others tested. This suggests thateither cylinder #3 is not getting as muchinducted charge air as the others or that #3is getting a relative surplus of cooling airflow,has diminished compression from anynumber of causes or that the #3 temperatureprobe is in error. This latter is doubtfulbecause the CAFE test probes were carefullycalibrated in a test oven prior to use.The second noteworthy trend is the otherwiseclose clustering of the both the CHTand EGT values of cylinders 1, 2 and 5 atthe lean fuel flows (lean of peak EGT).This condition generally favors high fuelefficiency and smooth running of the engineand is a tribute to the Teledyne Continentalengine design team. A particular “sweetspot” is evident at 10.4 gph where theLegacy achieves 248.3 smph at nearly 24mpg. Thus, the Legacy achieves a VFRrange of 1478 statute miles with anendurance of 5.95 hours at this setting!!Here, the EGT spread is only 14° F whilethe CHT spread is just 17 °F for these 3cylinders. It is worth noting that, at this10.4 gph setting, the hottest cylinder’s CHT,corrected for a 100° day, is nevertheless140 °F cooler than the ‘redline’ C H T l i m i t .A closable cowl flap at such settings couldsignificantly increase engine effiiciency andairspeed.The highest CHTs shown in this graphoccur at 13.2 gph where EGT values areabout 100 °F rich of peak EGT, a settingthat conventional wisdom calls the point of‘best power’. Note that at this setting, theLegacy range is 250 miles less and itsC H Ts are about 70 °F hotter that at the10.4 gph ‘sweet spot’.17001650160015501500145014001350130012501230Legacy N199L: EGT and CHT spreads at 12,500', 2300 RPM⊕⊕AA A A A A⊕A A AâAA⊕⊕A ââ⊕ââ⊕⊕ââ ⊕â ⊕ââ ⊕ââ⊕9 10 11 12 13 14 15Fuel flow, gallons per hour (gph)EGT #1EGT #2EGT #3⊕ EGT #5V bC=262.3 @ 11.6 gphLegacy N199L; wide open throttle, CAFE data 2/23/02. CHT for 100 °F day.Cont. IO-550-N engine, 310 HP. V bC= speed at best CAFE fuel flow.CHT #1CHT #2CHT #3Aâ380370360350340330320310300290280270260250240230220210200190180170CHT #5TASMPG x10

16501600155015001450140013501300Legacy N199L: EGT and CHT spreads at 8,500', 2300 RPMA⊕â⊕⊕⊕⊕A A A A A A⊕V bC⊕= 262 smph @ 12.6 gphâââ11 12 13 14 15 16Fuel flow, gallons per hour (gph)EGT #1EGT #2EGT #3⊕ EGT #5âââA⊕âCHT #1CHT #2CHT #3A⊕âAâA⊕â400390380370360350340330320310300290280270260250240230220210200190180170Legacy N199L; wide open throttle, CAFE data 2/23/02. CHT for 100 °F day.Cont. IO-550-N engine, 310 HP. V bC= speed at best CAFE fuel flow.160CHT #5TASMPG x108.5K/2300: The striking result evident inthis graph is the very flat curve of TAS (trueairspeed in smph) across a wide range ofmixture settings--with very little speedpenalty in running lean mixtures. Becausethe MPG values steadily increase and boththe CHT and EGT steadily decrease as thefuel flow is reduced, it is sensible to fly theLegacy using just 12 gph with wide openthrottle and 2300 RPM and 8,500 feet.Cylinder #3 again shows itself to be thecoolest in CHT and EGT. EGT spreads areabout 50 °F at all fuel flows, somewhat betterthan is typical of fuel injected horizontallyopposed aircraft engines.All of the CHT values, which as shownare corrected for a 100 °F day, are wellbelow the 460 °F redline for CHT. It isinteresting that the CHTs of cylinders #1and #5 are so very similar at all fuel flows,while their EGT values differ markedly.Cylinder #2 is consistently runs hottest atall the power settings tested.The Legacy engine continued to runsmoothly at all of the fuel flow settings presentedhere.That the Legacy can loaf along at just12.0 gph and still deliver 260 smph is veryimpressive. However, its V bC at this RPMand altitude is 262 smph and this occurs at12.6 gph, as shown. The V b C s e t t i n go ffers the best compromise betweenspeed, fuel economy and engine heatstresses. It is a function of many interactingfactors including throttle position, RPM,propeller eff i c i e n c y, altitude and the speedversus drag of the aircraft as a whole.

165016001550150014501400Legacy N199L: EGT and CHT spreads at 8,500', 2550 RPMA⊕A⊕A⊕â200ââ190â1350â 18017514 14.5 15 15.5 16 16.5Fuel flow, gallons per hour (gph)Legacy N199L; wide open throttle, CAFE data 2/23/02. CHT for 100 °F day.Cont. IO-550-N engine, 310 HP. V = speed at best CAFE fuel flow.bCEGT #1EGT #2V bCEGT #3⊕ EGT #5= 282.4 smph @ 14.2 gphA⊕CHT #1CHT #2CHT #3AâA⊕CHT #5TAS390380370360350340330320310300290280270260250240230220210MPG x108.5K/2550: This graph depicts the veryhigh cruise speeds that the Legacy canachieve at 8,500’ density altitude. Due toconcerns about leaning the mixture at relativelyhigh power settings, the range of fuelflows examined here is more limited.Nevertheless, it is evident that the tests didexplore lean of peak mixture settings whichyielded some reduction in CHT in all cylinders.The engine ran smoothly at all settingspresented here.The CHT values here show that theLegacy cooling system is more than adequateat the high cruise speeds at which itnormally operates. The high level of ramair pressure available at such speedsaffords such fast aircraft a substantial coolingadvantage. However, an ineff i i c i e n tcooling system at such high pressures cancause large speed penalties that go unnoticedunless the system is critically examined.The Legacy’s cooling system was testedin both climb and cruise mode to determineits ram recovery. We define ram recoveryas that percentage of freestream total pressurethat is ‘captured’in the cold air coolingplenum inside the cowling. The measurementwas made using a pair of probesinside the cold air plenum. One probe wasa piccolo tube that sampled average staticpressure in the plenum. The other probewas a forward facing pitot tube placed justabove cylinder #3’s cooling fins inside thecowl.The test results showed that the Legacyachieves 60% ram recovery in cruise at240 KCAS but 117% ram recovery in climbat 138 KCAS . The readings of the piccoloand pitot were essentially identical incruise. In climb, the piccolo read 12.4 inchesof water versus 14.2 on the pitot probe.14 MONTH 2002