SparrowHawk Update

[Mayfield]

I have been remiss in keeping up my reporting.

Flight testing of the SparrowHawk I is proceeding. We are still in the basic handling qualities phase of testing. I hope to start envelope expansion testing next week.

Thus far we have:

1. Flown between 40 MPH and 85 MPH

2. Begun exploring initial Vy. It appears to be about 62 MPH indicated.

3. We have only flown with about 370 pounds in the cabin so far (90 lbs fuel, 280 pounds of pilot and ballast).

4. The aircraft exhibits strong static longitudinal stability at all tested weights and airspeeds.

5. The best time to 500 feet so far (at 1260 pounds)has been just over 20 seconds.

We have much more testing to do. Anything else I say will be a subjective observations colored by my likes and dislikes and not really a test report. With that caveat:

I really like the EFIS. It is clear, responsive, and appears to be accurate.

I estimate that the maximum, inflight vibration is about .05 inches per second or so vertical and about the same lateral. It is very smooth.

The controls are well harmonized.

I will try to update everyone as hard data is collected.

I do not yet have any good pictures, but will post 1 or 2.

"Stability is not an opinion."

[Mayfield]

Afew more. Forgive the quality, we'll get better pics soon

[Mayfield]

Again

[Mayfield]

another

[ventana7]

Jim,

Thanks for the Sparrowhawk update and pics.

I am a professional photographer and filmaker and I arrive in Buckeye tuesday for 7-10 days of training with Terry. I have been traveling and do not have a good camera with me but if you can get a camera for next week I can do some shots for you.

Maybe I can ride with one of you in the RAF while someone else flys the Sparrowhawk and we can get some air to air shots.

Rob Dubin

[Chuck Irby]

Very nice looking machine and it sounds like the tests are going great thus far. Keep us posted please.

[Gaylon]

Hey Jim,


Looks great. Keep up the good work. Guys, I hate to tell you, but I got to fly it first :) even if I never left the ground, and it was still tied down, and Jim took the key out ???

L8R

Gaylon

[rotormatic]

Why is the SparrowHawk registered as a RAF 2000?

From landings.com....

N-number Database Search Result
Last Database Update: Tue Mar 9 10:24:21 2004
To print registration information, check the checkbox for each registration to be printed and click on "Retrieve Selected Entries" at the bottom of the list.

--------------------------------------------------------------------------------
Check for printing
N-number : N4132R
Aircraft Serial Number : H2-96-7-212
Aircraft Manufacturer : MAYFIELD JAMES P III
Model : RAF 2000
Engine Manufacturer : SUBARU
Model : ALL MDLS A/B
Aircraft Year : 1996
Owner Name : MAYFIELD JAMES P III
Owner Address : 10556 W AVALON DR
AVONDALE, AZ, 85323-4504
Type of Owner : Individual
Registration Date : 05-Jun-1996
Airworthiness Certificate Type : Experimental
Approved Operations : Amateur Built

[gyroblackwell]

I think I read earlier somewhere that to save registration time, groen bro. just transfered the N number that was previously being used by the RAF that they had. (maybe I dreampt it !! )

::)

Tim

[Mayfield]

Good morning Bill,

Tim is right. The first fully conforming SH was born as trusty old N4132R. After the landing accident a few months ago we decided to replace the cabin when we repaired the ship.

We logged it as a major repair in accordance with the FARs, flew off the time and made the appropriate required log entries. At one time as you know we would have had to inform the FAA ahead of time of a major repair, and if it was a certificated aircraft file the 337s. Now the regulations require that we log the repairs in detail, fly 5 hours in an uncongested area, and make the log entries that the aircraft has no adverse handling characteristics.

Having A & Ps and IAs on staff makes it easier to comply with the regulatory requirements.

We may retire the old girl later this year. I think I will hang on to her to take my grandkids for rides and just fun flying.

I hope to post pictures of the next couple of SparrowHawks in a few days.

Jim

[rotormatic]

Jim:

In another thread, you stated:

Please find attached some pictures of the first true SparrowHawk.

I have retired my original modified RAF since Bill suffered his landing accident. We legally transfered the "N" number to the new ship as it has pleasant memories for me.

Now, in your post above, you said N4132R was repaired after the hard landing, and a new cabin was installed on the aircraft during the repair.

So your prototype is still a RAF 2000, modified to a SparrowHawk configuration.

Is that correct?

Why did you state the aircraft was a new ship?

Bill

[Mayfield]

Thanks Bill.

You are entirely correct. With all sincerity I do, although we have not met, appreciate you helping answer questions that our fellow forum members might have. Your posts will help clear up any confusion.

After Bill's unfortunate landing accident the initial decision was to retire the ship. It is kind of you to call it a hard landing. The ship rolled over on it's side with the rotors at flight RPM.

After an assesment, we decided, that to save precious time and resources, that it was a candidate for "major repair" as defined by Part 43 Appendix A.

During the repair the aircraft was brought into full conformity with the SparrowHawk drawing package.

Again, you are correct. A more appropriate statement would be that N4132R is a fully conforming prototype build upon the highly modified RAF 2000. I take your constructive critisism in a positive light. As long as any RAF parts remain in the aircraft, I should have said "fully conforming prototype" and not "First true SparrowHawk." Some RAF parts remain in the aircraft.

I will make every effort to tighten up my writings and not be disingenuous in any way.

I believe that by, or near, the end of the month we will have 3 SparrowHawks, built with brand new parts, flying. At least I hope that is so. Our 10th kit should ship today. I still have a backlog of roughly thirty more to get out as soon as possible. It will probably require the remainder of this month and much of April to work through this backlog.

This has been a long and exciting year since we started this project Bill. If a year ago someone had told me that this little aircraft has almost 3500 pieces I would have looked at them as if they had three heads.

In closing, I want to reiterate that I appreciate your intelligent questions. It is imperative that a company:

1. Tell the whole truth

2. Build the best product that the technology allows

3. Own up to mistakes made

Best regards and thanks,

Jim

[Mike Jackson]

Hi Jim,

Was wondering what you think the probability that gyros will be included in the upcoming SportPilot category of aircraft? I should think this might have some impact on your future sales.

Will your production model stay within the weight and performance limitations dictated by SP?

I have a Cub I'm interested in selling and maybe replacing with your gyro if SP ever gets out of OMB, becomes public law, and includes autogyros.

Thanks,

Mike

[Mayfield]

Mike,

Having gyros included in the ELSA and SLSA categories will have a tremendous impact on the future activities of AAI. At this time I believe it is still up in the air. I feel that gyros will be included at some point.

The Sport Pilot Certificate is another matter. We will make sure that the SparrowHawk or a derivitive meets tha definition of a Light Sport Aircraft and can therefore be flown by Sport Pilots.

Jim

[Harry_S.]

*ROTORMATIC* get a life man. Your coming on here with your *cute* comments, and we don't know who or what you are. Fill in the info on your registration so we have some idea where you're coming from or who you are.

[Aussie_Paul]

It ain’t me Harry. I support AAI and realise how difficult it can be to write accurately.
It has been said that my posts are long. I agree, BUT I try and take care to avoid mis understanding, ambiguity etc. Sometimes it is difficult, isn't it Jim, to convey what is common knowledge to you, into words that convey the writers’ intent.

Of course it is usually the "anti the writer" people who seem to pick up on these things.

That is a price to be paid for being successful Jim. Keep up the good work and open company philosophy.

Aussie Paul.

[Mayfield]

Thanks Paul,

Bill made valid points and asked good questions. It is my duty to be clear and concise. I was not in this case. Beating myself up over it will not move us forward however so I will endeavor to write with clarity to preclude an appearance of doing wrong by anyone.

My job now is to move forward while making sure that I report accurately.

I do appreciate your comments and hope to meet you someday.

Jim

[Chuck Irby]

Pretty good one Harry. I saw the one about the hanger situation also. Thanx.

[Gyrobound]

Any new updates to the testing Jim since the first post. I was wondering if the 500lb max is an actual or still in testing phase. Also, is 90lbs of fuel right? Never weighed 23 gal before.
Scott

[Mayfield]

Scott,

23 gallons weigh about 138 pounds. This leaves about 360 pounds available for people.

I suspect that most folks will tailor their fuel load to the mission and the passenger weight.

I know many people fly similar aircraft at many pounds over the published gross weight. We simply do not recommend it and can not do it.

Jim

[Gyrobound]

Better start loosing some weight then if I want to get some fuel in the thing to fly more than one trip around the patern. :-

[Gyrobound]

Jim, what is the lag time between ordering the kit and actual arrival? Are you backlogged at all?
Scott

[Mayfield]

Hi Scott,

Our order lead time is 90 days. I hope to shorten this considerably when I am able to stock the long lead time items.

Right now I order blades, engines, and instrument displays when I receive the 50% order deposit. at about 80 days we contact the customer and request the remaining 50%. Kits are then shipped on or about 10 days later if the check clears promptly.

Jim

[GyroRon]

Jim, what Blades are you using? If Sportcopter, do you have some kind of deal with Jim V. to get them quicker or how does that work?

[Gyrobound]

Jim, now that you 've been to all the fly-ins in Florida, any new updates on the Sparrow Hawk on this thread?

Scott

[CLS447]

We got a guy here in my area that says he put a deposit on a Sparrowhawk! I can't wait to meet him & await delivery. I would'nt mind helping build it either!

Gyros are gonna get more popular around here if I can help it !!!!!!

[Rotornut]

Offering to help the new owner would be a Great Offer. At BD Days AAI made a Remarkable appearance. Lots of talk and lots of vistors to their area. Sunstate was very pleased that they attended BD Days. Thanks Jim.

Just not sure we are Happy with Steve McGowans move and new position.
Leaves us without a good CFI to send the new members to.
Poor Robert Martin and Hurry Back Rick Marshall will have to help take up the training. Davie Seace is always swamped at Fly-Ins for Instrutions.

Fly-Safe, Richard

[Russell]

Dont forget about Terry Eiland. He is a "good" CFI :D

[Rotornut]

Thanks your right we cannot forget about Terry Eiland, who is a Wonderful CFI. MJ :)

[CLS447]

I WANT A RIDE IN A SPRROWHAWK !!!!!! Gotta wait till Mentone I guess? Richard & MJ, do you think that you 2 will be going?

[Rotornut]

We are hoping to make it up to Mentone this year. Going to Mentone is Great Fun as we are Visitors, and only work a day or so at this fly-in. Hoping to get my ride with Terry Eiland also up there. MJ :)

[CLS447]

Is the Sparrowhawk available carbed? What carb heat/ Air filter will it use?

Ken J., I got one from RAF & I need that NAPA # for that paper filter to cross ref on the K&N website. Does anyone know it?

[Harry_S.]

Chris:

Sorry!! Try this one, for part numbers:

http://home.att.net/~raf2000owners/

[KenSandyEggo]

Chris, I'll try to remember to get you the NAPA # tomorrow from the hangar.