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  • Flight test.

    Hi Just a quick one to say all tests are now complete and the trike is on the trailer waiting to be taken to flight test on Saturday.
    Cheers Paul.

  • #2
    Flight test.

    I'm sure flight test will be no problem Paul.

    I the weather plays ball next Saturday, mine should take to the air for the first time also so keep your fingers crossed for me.

    Best regards



    • #3
      Flight test.

      What a race to the finish line!!!!

      Well done mate, if you need any advice on the trike give me a ring on 01138153880. I still have the test pilots comments and notes from his flights. I wish we where in the same country it would be great to have them both test flown side by side! What a photo that would make.
      Let me know how you get on.
      Cheers Paul.


      • #4
        Flight test.

        Good luck for both flight test.
        I hope to flight test my 2 seater BB trike with Trya wing by middle June.

        Don´t thing I´ll use the Trya wing as a 2 seater wing. It´s only that I want to use my trike with both type of wings, single and 2 seater type.


        • #5
          Flight test.

          Hi Fran, How you getting on, where in spain you flying from, I am at Cerval in Portugal. Cheers Paul


          • #6
            Flight test.

            Hello Paul. My airfield is in Gurrea de Gállego (Huesca)""
            Next July I´ll be in Salamanca. If I have oportunity I´ll visit You in Cerval.


            • #7
              Flight test.

              Hi All
              test flight yesterday, how ever didn't get much data as a left turn in the wing kept me busy. Ran out of day light to correct it so will have to go again.
              Cheers Paul.


              • #8
                Flight test.

                Hi Fran,
                Give me a shout when you go and I will make sure I am there to meet you.
                Cheers Paul.


                • #9
                  Flight test.

                  Hi All

                  My aircraft is quite a different craft from Paul's. We both decided to use Carbon Fibre tubing on the trike and I'm well pleased with the decision. Some photos can be seen on the Glassonby Airfield Facebook page.

                  First flights on Saturday were fine despite not ideal wind conditions and my rather "rusty" flying skills. Alan Taylor has put up a video on you tube. See the link below


                  Attached files


                  • #10
                    Flight test.

                    Hi Les

                    Congratulations on a successful day Saturday, I've looked at the pics and watched the video and I couldn't help noticing your fuel tank, is this one from the boating world by any chance... I am looking for a lighter easily removable alternative to the standard steel barrel I have and was hoping you could point me in the right direction and offer some advice to fitment, fuel pickup etc... Although looking at your video again it appears you have a different keel arrangement to mine, as my keel curves around a constant radius so square edged tanks aren't really an option... I wonder though whether a plastic tank could be reshaped with the application of some heat

                    Did you notice the Trya's light bar back pitch I mentioned, the video seems to support this?

                    Happy landings



                    • #11
                      Flight test.

                      Sorry for the delay in replying Brian.

                      The fuel tank is indeed a marine tank. I used it because I like the built in fuel gauge and the quick release fitting for the fuel connector. This particular one holds 30 litres but you will find a huge selection if you search ebay for "Fuel Tank"

                      As regards trying to reshape a plastic tank, I think it might be possible to do this. If I was trying it I would fill the bottom of the tank with really hot water and gently heat around the area that needs adjustment with a hot air gun and try and press against the tube to impress the shape.

                      It's got to be worth a try!

                      I wonder if you might not find some other suitable containers by having a good look around on ebay?

                      You are certainly correct about the light pitch control. I didn't feel all that happy with the directional stability at lower speeds, but that might have been down to my rusty skills.



                      • #12
                        Flight test.


                        I have to confess to being a little rusty myself but I too have had some slow speed issues, I find it requires flying all the way down whereas I found my previous british wings (xl's Q Q2 etc not flown the modern quick stuff) allowed for a little more laziness. The lack of keel fin is also evident in the turns but I have found that it handles x-wind landings reasonably well... All in all nothing serious just need to 'keep your eye on the ball' but I expect some reasonable performance from it once I try the forward hang point. I would be interested in the findings of the test pilot who flew the Trya test flights for Paul...




                        • #13
                          Flight test.

                          Here it is for any one interested. Please note that this shows as draft due to not completing the section S submission so was not submitted for sign off.

                          POST FLIGHT REPORT
                          BB TRYA UK MAAN 2088 ISSUE A
                          CREW: COUPLAND (TP2)
                          EXPERIENCE: 1200+ HOURS W/S NIL ON TYPE
                          DATE: 17 September, 2007
                          START UP: 1300L
                          LANDING: 1330L
                          DURATION: 0:30
                          MAAN: DRAFT MAAN 2088 ISSUE A
                          FLIGHT CONDITIONS: Take off weight 230kg, mid hang position, initial fuel
                          load 20L of 90 octane unleaded, mixed with 2 stroke
                          WEATHER: CAVOK, surface wind 330 at 10knt, QFE 1010, QNH
                          1012, turbulence very light, OAT +12 °C.
                          RUNWAY: Rufforth 06, Asphalt LDA 1969
                          INTRODUCTION: The Trya is a
                          conventional single-seat weight shift microlight
                          aeroplane, the kit being manufactured by BB Trikes,
                          Baja, Hungary. The aircraft consists of a BB Trya UK
                          single seat 'trike' unit with a BB 11 M wing.
                          The trike accommodates a single occupant, fuel,
                          powerplant, flight/engine controls and
                          instrumentation. The trike is of a conventional
                          configuration having a standard keel tube,
                          monopole, front strut arrangement fabricated from
                          aluminum alloy tubes. A standard tricycle landing
                          gear arrangement is employed with a steerable
                          nosewheel. Braking is achieved via hub brakes on
                          both rear wheels.
                          The wing is of conventional layout, employing a
                          standard structure in aluminium alloy tubes for the
                          keel, leading edges and cross tubes. The structure is
                          covered in a 100% double-surface polyester-based
                          rip-stop fabric, with aerodynamic profile being
                          maintained by regularly spaced battens.
                          .Dale Coupland Page 1 of 7 21/09/2007
                          This first UK Example is designated a "Trya
                          503(1)" and has the following configuration. The
                          powerplant consists of a Rotax 503 SCSI 2-stroke
                          air-cooled engine, in an upright installation, with a
                          Rotax B-type 2.58:1 gearbox and 66" diameter
                          Powerfin 2-blade 'FR266P' composite ground
                          adjustable propeller. The intake is a K&N filter
                          feeding Bing type 54 carburettor. The exhaust is a
                          standard Rotax side mounted exhaust with after-
                          muffler. The engine is mounted on 'Fibnet' anti-
                          vibration mounts onto a steel space-frame at the rear
                          of the trike unit.
                          The following instrumentation is fitted to the aircraft all
                          of which are in a logical order and easily visible.
                          ASI, mph, 0-100
                          Altimeter, ft, 0-20,000
                          RPM, 0-8,000
                          Twin EGT, °C, 0-900
                          Twin CHT, °C, 0-400
                          Fuel Pressure, bar, 0-1
                          VSI, fpm, ±2,000
                          Inspection of the Aircraft found it to be built to a good
                          standard, with no defects preventing further flight
                          AW010B TEST # 1: The flight controls are of conventional weightshift
                          control, and are easily moved through the full range in
                          both pitch and roll, the aircraft is not fitted with an in-
                          flight trim control. Engine starting is achieved by a
                          pull start going to a pulley on the trike upright, with the
                          choke lever being directly on the carburettor. Although
                          it is possible to do from the seated position, it is best
                          completed from the outside of the aircraft. The trike
                          unit has a standard foot throttle on the right foot, with a
                          hand throttle mounted centrally on the left hand seat
                          frame as per standard flexwing layout. On the left foot
                          is a brake utilizing Bowden cables to rear drum brakes,
                          within the cable system there is an excellent parking
                          brake attached to the forward keel tube employing a
                          geometric, over-centering lock ensuring the brake can
                          be easily applied and will remain on without being
                          accidentally disengaged. All controls were smooth and
                          full and free throughout the range.
                          .Dale Coupland Page 2 of 7 21/09/2007
                          AW010B TEST #2: The aircraft has the instruments fitted as requested by
                          the MAAN and listed above, plus a compass which has
                          been attached to the front strut. The layout is logical
                          and clear, with all the engine instruments marked up
                          with their respective limits.
                          AW010B TEST #3: The engine started easily and ran smoothly throughout
                          the range to 6400 rpm on the ground. The parking
                          brake held the aircraft until 5000 rpm after that it
                          started to creep forward, all instruments read as
                          expected with the CHT going to a max temp of 200°C
                          and max EGT of 580°C at full power.
                          FAST TAXI: Fast taxi runs where carried out to explore the pitch
                          stability characteristics at angles of negative lift angles,
                          throughout these runs at varying angle a positive
                          forward pitching moment was felt through the control
                          frame, with no noticeable rolling of wings.
                          SHAKEDOWN: This first flight went smoothly, the aircraft was unstuck
                          at 30mph IAS, with a slight crosswind component, the
                          climb out was normal with a good positive back
                          pressure required to achieve a 50mph IAS climb speed.
                          Once 2000ft agl was reached, the control forces were
                          relaxed until the aircraft settled to its natural trim
                          position, which settled to 42mph IAS. Gentle roll
                          manoeuvres were carried out both left and right, light
                          but positive forces were required to achieve this in both
                          directions, however the wing has a slight left turn. It
                          felt positive in pitch both for and aft. The luff lines
                          were also adjusted / shortened during this flight to
                          ensure their lengths are correct. The adjustment was
                          carried out by a cable going up to the kingpost then
                          coming back to the luff lines not dissimilar to the
                          Quantum trim system. This has been set on the ground
                          to have had the entire backlash removed; in flight a
                          small adjustment caused a small pitch upwards
                          movement and a reduction in airspeed. I conclude from
                          this the luff lines are effective and require no further
                          .Dale Coupland Page 3 of 7 21/09/2007
                          POST FLIGHT REPORT
                          BB TRYA UK MAAN 2088 ISSUE A
                          CREW: COUPLAND (TP2)
                          EXPERIENCE: 1200+ HOURS W/S NIL ON TYPE
                          DATE: 17 September, 2007
                          START UP: 16:30L
                          LANDING: 17:20L
                          DURATION: 0:50
                          MAAN: DRAFT MAAN 2088 ISSUE A
                          FLIGHT CONDITIONS: Take off weight 240kg, Fwd hang position, initial fuel
                          load 35L of 90 octane unleaded, mixed with 2 stroke
                          WEATHER: CAVOK, surface wind 340 at 12knt, QFE 1009, QNH
                          1011, turbulence very light, OAT +12 °C.
                          RUNWAY: Rufforth 06, Asphalt LDA 1969
                          ASI CALIBRATION: The ASI Calibration was completed during this flight,
                          the results of which are attached AW/043.
                          AW010B TEST # 12: Three stalls were carried out with the power set at idle
                          using l knt / s deceleration, all three tests were
                          completed at 2500ft on a pressure setting of 1013mb,
                          and produced consistent results. At 31mph CAS a
                          strong rearward pressure can be felt approx. 40-50lbs and
                          a small amount of buffet giving a good indication of a
                          stall, the bar is almost touching the front strut before the
                          aircraft stalls 28-29 CAS. On stalling the aircraft
                          pitches down approximately 20° with no tendency to
                          drop a wing and the stall recovery can easily be effected
                          by use of the standard stall recovery as described in the
                          BMAA instructors handbook with a height loss of
                          30ft. The characteristics all satisfy the requirements as
                          described in BCAR section S S201 and S207.
                          .Dale Coupland Page 4 of 7 21/09/2007
                          POST FLIGHT REPORT
                          BB TRYA UK MAAN 2088 ISSUE A
                          CREW: COUPLAND (TP2)
                          EXPERIENCE: 1200+ HOURS W/S NIL ON TYPE
                          DATE: 18 September, 2007
                          START UP: 09:05L
                          LANDING: 10:10L
                          DURATION: 0:55
                          MAAN: DRAFT MAAN 2088 ISSUE A
                          FLIGHT CONDITIONS: Take off weight 240kg, Fwd hang position, initial fuel
                          load 35L of 90 octane unleaded, mixed with 2 stroke
                          WEATHER: CAVOK, surface wind 340 at 12knt, QFE 1009, QNH
                          1011, turbulence very light, OAT +12 °C.
                          RUNWAY: Rufforth 06, Asphalt LDA 1969
                          AW010B TEST #13: Stalling for this exercise was carried out at 2500ft on
                          1013mb, with three stalls completed to the left and three
                          to the right with 30° of bank used on all occasions.
                          They were all completed at flight idle. The aircraft
                          exhibited consistent results through all six stalls, the
                          marked reduction in wind noise was accompanied by an
                          increased bar pressure of approximately 20-30lbs, with
                          no indication of buffet and a small increase in attitude
                          of the trike unit from the glide, the stall break occurred
                          at the forward limit of movement between the control
                          frame with the front strut at 33-34mph IAS (31-32mph
                          CAS). The break was gentle with a downward pitching
                          moment of 10-15 degrees from its previous glide
                          attitude and could be recovered easily using the
                          standard stall recovery as described in the instructor’s
                          .Dale Coupland Page 5 of 7 21/09/2007
                          AW010B TEST #14: The aircraft stalls with a clean break pitching down to an
                          approximate 20° nose down attitude, the break occurs as
                          the bar movement is about 1-2 cm off the forward limit at
                          CAS of 27 mph. There is no tendency for a wing drop
                          and recovery can be effected easily by using the standard
                          stall recovery as described in the BMAA instructor
                          manual with a height loss of 30ft.
                          AW010B TEST #15: Aircraft speed was increased from 48mph IAS to 76
                          mph IAS and observed for buffet, vibration, SPO and
                          any tendency to Dutch Roll. The control force increased
                          with speed, there was no tendency for airframe buffet,
                          Dutch Roll or SPO, the level of vibration was low and
                          the engine RPM didn’t exceed an indicated RPM of
                          6800. This complies with BCAR Section S S251.
                          AW010B TEST #17: Roll Doublets were performed at 48mph IAS by rapidly
                          rolling the a/c left and then right to excite Dutch Roll.
                          The test was repeated at 65mph IAS and once again no
                          Dutch Roll could be excited.
                          AW010B TEST #18: Rapid pitch movements were carried out to excite SPO
                          at a trim speed of 48mph IAS in level flight. The control
                          bar was moved to the front strut and back to the pilots
                          chest in a 1 second period and held at the trim position.
                          Although the trike unit moved forward and rearward
                          under the wing through approx. 20° the aircraft returned
                          to level flight immediately after the control inputs were
                          held, no short period oscillation occurred. The process
                          was repeated this time releasing the controls once
                          returned to the trim position, the aircraft moved through
                          3 decreasing oscillations in 3 seconds. The process
                          fixed and free was repeated in the climb and descent in
                          the climb with the controls fixed once at trim the
                          aircraft damped straight away with no tendency to
                          oscillate, with the controls free the oscillations damped
                          rapidly in 2 oscillations in 2 seconds. Finally in the
                          descent with the controls fixed 1 oscillation in 1 second
                          and with the controls free 2 oscillations in 2 seconds.
                          These attributes do not exhibit any tendency to SPO and
                          is acceptable for this aircraft type.
                          .Dale Coupland Page 6 of 7 21/09/2007
                          AW010B TEST #19 The LPO was evaluated at 3300ft AMSL, with power
                          for level flight the aircraft was trimmed at 48mph IAS
                          and decelerated to 38mph IAS the following results
                          were obtained.


                          • #14
                            Flight test.

                            Thanks Paul very informative, I must calibrate my asi as I'm getting 46mph indicated on middle hang point and looking forward to trying the front point, if engine flight tests go well this weekend I will move it.... When are you next flying yours, funny thing is I have a left turn too but am advised by Janos to try some engine off flying before adjusting the wing.



                            • #15
                              Flight test.

                              Probably wont be for a couple of weeks as busy on another project too.