Building a Panther

[Jim Hann]

Congrats to Dan and his crew! Tony, she looks nice and the fact that he put his hands up during the first flight shows he's got the basics right. I don't think it will quite be an RV-3/4 but it looks good! Good luck with your build!

I did notice one thing that Dan may want to check/revise, the distance between the should harness attach points. I remember that there is an optimum max distance they should be apart, his appear to be farther apart or it might be due to the camera being so close to them. Just wouldn't want him to slip through if he does have a sudden stop.

[Tony Spicer]

Hi Jim,

Thanks for the tip on the shoulder harness, and thanks for commenting.

I have to agree with your observation that it will never quite be an RV-3/4. My guess is that it will outshine both of those in the handling department I hope to be able to fly the prototype later this summer, and with 450 hours of RV-3 time and 200 of RV-4 time, I'll be in a good position to comment. Bob Wolley, the chase pilot and Panther beta builder, also has considerable RV-4 experience. He's the real pilot of the bunch. When he talks, listen.

Tony

[Tony Spicer]

I'm a real dummy! Totally forgot that Dan Weseman's last airplane was an RV-4. We'll see what Dan and Bob have to say about comparisons when they get deeper into the test program.

Tony

[Tony Spicer]

Ron 'Smokey' Schreck stopped by the Panther booth to try it on for size.



Ron's a member of Team AeroDynamics and was rumored to be trying to work a deal for twelve airplanes!

Tony

[Tony Spicer]

The Panther was a big hit at Sun n Fun. Even Van the Man stopped by to chat with Dan.



And not every member of Team AeroDynamix stopped by, but 4 out of 12 wasn't bad.



Phase 1 test flying will start in earnest this week. With two highly-skilled pilots sharing the load, hopefully the program will be completed in the next 5-6 weeks. Then it will head for the paint shop. For all the latest, don't forget to tune in here.

Tony

[Tony Spicer]

If you read Rachel Weseman's blog, then most likely you've already seen Dan's flight report. If not, here it is:

With 8 flights and over 5 hours flight time in N515XP I guess I’m the worlds hi time pilot for Panther LS sport aircraft, and it is time to give my impressions.
These are only impressions and Flight testing will continue over the next 4-5 weeks (if all goes well). The airspeeds given are plus or minus and are corrected for the errors we have already found.
Take off is fairly short even on our grass strip, which is often a little long and many times damp. Climb angle at 70 mph is great and it inspires confidence. The corvair pulls well, but with a 2500 static rpm and 2650 rpm in slow climbs it is not making typical corvair power. My Cleanex had a 54x58 sensenich prop and pulled 2850 static and 3150 at 100mph in climb and 3400 WOT. The 62x48 prop on the 3.0L is holding RPM and power down, but I’m still impressed with the thrust and it very quiet. 200 more RPM will make a big difference in takeoff and climb, as well as top speed performance (a new prop will be on order ASAP). On the 6^th flight with a DA of 2900ft Climb at 110 mph was around 1200 ft. per minute and at 95 it’s closer to 1500. I’ve been crusing at about 21 inch manifold and around 2800 rpm. This gives me a solid 135 indicated and under 5 gal per hr. fuel burn. WOT at 5000 ft DA was about 158 indicated and 3100 rpm. This is low rpm for a corvair, it should be up around 3400. We will soon start documenting performance and post information as we gather data and have reliable info we are confident in.
Basic handling is excellent. It has quick, light positive handling in all axis, without be twitchy or prone to PIO. Much of this is owed to the long stick with ample travel and text book tail volumes. The yaw and pitch rates per unit force are perfect in my opinion. The ailerons are also powerful and in 45 to 45 reversals it feels great. Roll rates build up and fall off after 50% travel, and overall roll rate is around 140 degrees per second. I’m still pouring through flight data recording from the MGL but should get actual rates soon. I would like to see roll rate higher though, so after testing will likely do some experimenting. I’ve been warned already that most yank and bank pilots will likely find the roll rate exciting, so I will get more feedback before making permanent changes. It is positively stable in pitch and trims well in climb, cruise and pattern speeds. It stalls honestly with ball centered and if a little sloppy on rudder tends to drop left wing a bit. Stall speed at this point seems to easily meet the LSA 51 MPH clean requirements at about 48 mph true, corrected for sea level.
OK now the fun stuff, what the Panther is made for: On the 7th flight all instruments and indications were perfect gripes. Fixed and verified , so I carefully tested from stall to 180 MPH TAS (vne 200) and 3.5 Gs. I did a few aileron rolls, barrel rolls, and lazy 8s. (and a few radical as my uncle Bob calls them) . After a complete airframe and engine inspection, I launched for the local fuel stop 20 miles away. I flew wing on Bob Woolley’s rv-4 and it was a joy to do some formation work in her after spending a long 10 months of building! We fueled and headed home. Near our home airport Bob signaled to go in trail and we proceeded to gently and freely trade airspeed and altitude for about 10 minutes in smooth rolling and looping maneuvers. I realized after that I hadn’t put the GO Pro in. Darn; it’s likely the last time I will have that RV in front of me. But we will see soon enough. As I flew along looping and rolling I was caught with emotion. This airplane was just electronic dots on a screen a year ago. Now I was in it as I had imagined 1000 times. The world slowly moved around and I truly realized how well the Panther flies. It was designed for this, and to help share this type of flight with others. The Panther performs and handles as good as I hoped (and planned, and planned for).
I want to take a moment to thank my friends and family and customers for their support, tolerance and assistance on this project. My friends at and around Haller were always here to help or lend a bolt or rivet. I thank my God for the opportunity and blessing to accomplish this, and the courage to dream even bigger!
I thank my best friend, business partner and wife, Rachel for everything she’s done to realize this dream of ours. Many guys have supportive wives, but I have one who makes me feel like this is her dream as much or more than mine. The best part of this project has been working side by side with her. (She is so cute with pro-seal on her nose). Thank You Rachel !
Stay tuned for more flight test info and videos.
- Dan Weseman

And here's the link to a twelve minute flight test video.

Tony

[Tony Spicer]

Two test flight reports in one day! Whooppee! Bob Woolley, a Panther beta builder and retired USAF pilot wrung the Panther out and wrote an outstanding report. Too long to post, so you'll have to go here to read it. Bob had the Gopro camera fired up and got some great footage. Read the report first, and you'll have an idea of what he's doing in the air.

All this Panther stuff is being posted to give folks an opportunity to ask questions. So far, looks like not many.

Tony

[Tony Spicer]

Bob Woolley did his test pilot thing again on Saturday. Report follows:

The following is a brief summary of my second flight in the Panther.
It occurred on 4/27/2013 at Haller airpark. Departure time was 1325 and lasted for 45 minutes. Winds were estimated to be a right crosswind at 14 mph and temperature in the high 70′s. Fuel load was 20 gallons.
Departure was made with the first notch of flaps with an estimated 20% reduction in takeoff distance. The aircraft lifted off at a noticeable lower speed with little, or no forward stick. Rudder control was strong and positive during the takeoff.
A 90 MPH climb was established and a 10% power reduction was made at 500 feet AGL. A climb over the airport was complete to 6500 feet ranging in airspeed from 110 to 90 MPH. The climb took 10 minutes to reach 6500 feet. The majority of the sortie was accomplished at or above 5000 AGL to explore the low speed envelope.
Multiple series of stalls, accelerated stalls and spins were completed. Deep aft stick stalls were entered and held for up to 30 seconds. With full back stick the aircraft could be sustained in semi level flight with large deflections of aileron and rudder. Sink rate was around 1600 feet per minute with no tendency to have excessive wing drop. Recovery was fast with only a slight release of back pressure.
A series of high G turns were completed to test the accelerated stall characteristics. An entry airspeed of 130 MPH with a 70+ degree bank was initiated with a steed increase of back pressure to 2.7 Gs. The aircraft had very little indication of buffet onset with a rumbling in the aft section of the fuselage. The stall occurred with a significant fuselage rumble and a top wing drop of about 40 degrees. This indication was seen for both right and left turns with acceleration forces up to 3 Gs. The recovery roll rate could be stopped with rudder and the recovery was quick and smooth with a slight release in back pressure. Nose high and low attitudes saw the same general results.
A series of spins were completed with starting attitudes of nose level to 40-50 degrees nose high. Both left and right entries with power on and off. The nose high entry did see a slight increase in the tendency for the aircraft to enter a spin and generally the spin developed with one to 1 1/2 turns. The aircraft resisted spin entry especially from a lower pitch angle. Spins to the right saw a marked tendency for the aircraft to resist spin entry. It was slow to develop and generally took more than one turn to develop. Spins to the right and left for up to 3 turns were completed. In all case the spin could be broken with opposite rudder and forward stick. The recovery occurred within a half turn and was positive with a significant nose low attitude. Recovery with a control release method was accomplished and in every instant the recovery was positive and only slightly slower than the positive control method. Spinning attitude was generally 50-60 degrees nose low.
Spins to the left saw the same results except that the entry and spin development was less resistant and developed faster. The spin attitude was very steep and it was difficult to hold the aircraft into a spin. If full aft stick and rudder was not maintained the aircraft would recover. Any relaxing of aft stick causes the aircraft to recover. After one turn the spin was fully developed and after 3 turns the spin was almost a vertical aileron roll and would recover with any relaxing of back stick. In all case the aircraft recovered with positive spin prevention of just releasing the controls.
Overall the aircraft does resist spins but once in a spin or approaching a spin releasing or using positive anti spin inputs will result in recovery promptly. It was predictable and consistence during all phases of stalls and spins.
A normal landing was completed with maximum slips on final. At 70-80 MPH the rudder was very strong and slips with sink rates up to 1800 FPM were observed. Touchdown was in a wheel landing attitude at 60 MPH and the landing roll out was well controlled. During the transition to the three point attitude the rudder appeared to lose a small amount of authority, but this could have been a result to the right crosswind. Further examination will made during my next sortie.
Overall the airplane is a well-mannered craft with predictable results for control inputs. Its harmony of controls, easy breakout forces make it light and responsive. Overall a fun airplane to fly.

- Bob Woolley
Panther Sport Beta Builder

[Tony Spicer]

The Panther has been wired for sound. Want to take a ride?

http://flypanther.net/2013/05/08/wha...-a-panther-ls/

Tony

[ccsmith51]

I flew formation again today on the Panther, Bob Woolley at the Panther controls. What a beautiful and fantastic airplane! The worst part of the flight?? Looking for the Panther for the initial join-up and Woolley radioing "I'm on your six!!" The best part? Seeing the Panther doing what it was designed to do... FLY!!!