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| Time for Take off After being cleared I rolled onto Runway 15. We had a slight cross wind but well within limits. I added full power and the plane briskly picked up speed. At forty knots increased more back pressure and the airplane firmly left the runway. The plane did not need much correction with the pitch control. At two hundred feet I retracted flaps. This was the first time I could notice how much drag the flaps have due to the increase in speed after the flap retraction. The 60kt climb I feel was a little steep for forward visibility so i lowered the nose and reduced power to 5000 RPM. We were climbing at 700 feet per minute and the plane was close to maximum take off weight. |
| Cruise After lowering the nose the airspeed picked up quickly. The noise in the cabin was very low compared to some of the other airplanes in it's class. It was now time to try the controls. The ailerons were firm and responsive. After applying right stick the plane rolled,turned and then went into a spiral dive. The rudder also had the desired effects that you would want in any airplane. Applying the power made the nose start to rise followed by a roll to the left. Rudder and aileron are needed when the plane is climbing to counter p-factor. Now it was time to see how the plane performed in steep turns. |
| Steep Turns Steep turns were very easy in this plane. The controls are light but when you do get some G on the plane you can feel it through the stick. Heavier stick feeling is a good indication to a pilot that he needs to start paying attention. The steep turns do require the use of the rudder pedals,but the pedals and the stick are very well harmonised and it doesn't take much practice before all the turns are nice and co-ordinated. Stalls Now it was time to practice some stalls in the plane. I reduced the power to let the airspeed bleed off. Once I was in flap setting operation limits I lowered the flaps. I found the flap handle release button a little awkward but I am sure it would improve as I got used to it. When lowering the flaps the airplanes speed starts to drop off quickly. I pulled back on the stick and got a sink of about four hundred feet a minute followed by the aerodynamic buffet and the nose then dropped. There was no wing drop and recovery was very quick after applying full power and then pulling out of the stall. We had a minimal loss of height. Around 150 feet. It was now time to go back to the airport and practice a few landings. Now this is the part of the flight you can impress your passengers with. |
| Landing After returning to the airport I entered a down wind base. The wind had now picked up and there was a lot of turbulence and wind sheer on approach. On my first landing I flew with full flaps down. This created a lot of drag and a steep nose pitching angle. Ideal for a steep approach. We it some wind sheer that caused erratic changes in the airspeed. This is maybe the only negative thing to say about the whole flight. The max operating speed for the flaps is very low and you could exceed these minimums in unstable air. Flapless landing On my second approach I elected to go without the flaps in order to avoid busting the max flap settings. I also decided to go a little higher on the approach to allow for sink on final caused by the beach and ocean. After a safe height and runway made i reduced the power and put the plane into a forward slip. I flew the plane at a faster approach speed to allow for wind factor. As I rounded out I held the nose off and let the airspeed bleed of. The touchdown was so smooth you could not hear or feel it. In my conclusion this plane has to be in the top five airplanes that I have flown in. |
| This flight was conducted by a pilot who is not associated to the sales and business of Evector and the report is only about his experience in flying the airplane. Airplanes can be different depending on weight,temp and other factors which includes pilot skills |
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