REFLECTOR: High speed taxi tests

[Scott Baker]

I know that this subject has come up in the past, however with new members 
joining the group - maybe it would be a good idea to highlight some 
important concerns relating to high-speed taxi testing of Velocity aircraft.
Everyone should know that in the aerodynamic design of the Velocity, the 
canard is designed to stall before the main wings.  This means, under most 
circumstances, that when the canard develops enough lift to rotate during 
take off, the main wings have been ready to fly for some time.  A sharp 
pitch UP during rotation will likely cause the aircraft to immediately lift 
off, especially if the aircraft is light.  The moral of the story here is if 
you plan to do high-speed taxi tests, be prepared for flight.  Preparations 
for high-speed taxi test should include at least 1-hour of fuel on board and 
a mindset that the aircraft might become airborne and that you have taken 
all necessary steps to deal with this possibility.  Being prepared for 
flight includes aircraft and pilot readiness.  It really is a good idea to 
get dual flight instruction in a Velocity before conducting high-speed taxi 
tests.  The Velocity handles like a 'pig' at 60 to 70 Knots and it exhibits 
a lot of adverse yaw without the proper use of rudder control during take 
off and landing.

Once upon a time the factory brokered the sale of a completed aircraft.  The 
buyer sent his CFI representative to pick up the aircraft.  The CFI made his 
unscheduled arrival at the factory on a Friday, just before the close of 
business.  The factory check out pilot had a commitment for Saturday and 
promised to meet the CFI on Sunday.  The CFI was 'put out' by the delay and 
figured he would fuel up and do some high-speed taxi tests the following 
morning.  You guessed it, the aircraft became airborne and the CFI crashed 
the aircraft in a paniced effort abort the flight at about 50' agl.  The 
nose gear struck the runway, broke away, bounced and pierced the underside 
of one of the fuel strakes and ultimately took out the propeller.  What a 
mess!  To make matters worse, the insurance was not in effect because the 
pilot had not received the required dual instruction in a Velocity.  True 
story.

As Sergeant Esterhaus says on 'Hill Street Blues', "Let's be careful out 
there".

Scott B.