Flight Test
ineffective, partly because of the not very satisfactory brake pedal arrangements. Exactly as predicted, the red coolant temperature caution light came on as I got to the hold, so I activated the cooling fan which quickly brought the temperature back in range.
Getting airborne
Checks complete, I turned to point up Gransden’s grassy slope, and unleashed the full ‘27 horses’. Acceleration was modest, clearly held back by the soggy grass, and I watched the miniature ASI with more than usual interest as we slowly accelerated up the hill. I had been told the canard wouldn’t lift until over 50kt, and until it lifts the wings won’t fly her off. Passing what felt like the runway’s half-way mark, the speed seemed to be creeping through 40kt all too slowly, and with the far hedge now looming in the windscreen, and uncertain of the brake effectiveness, I decided to abort. If in doubt – ask. After a quick conflab with Giotto, in which he confirmed that I was getting full power, and suggesting I make sure not to inadvertently ride the brakes, I had another go using a strip of shorter cropped grass up the centre of the runway. Gritting my teeth while boring past the halfway mark, this time the speed did indeed keep rising, knot by knot. It takes willpower to keep the elevator neutral, knowing that to deflect it prematurely will only cause extra drag and prolong matters further, and you feel a bit redundant just sitting there waiting for the speed to rise. Then as the speed nudged 50kt, in an instant all concerns were dismissed as the canard lifted a couple of inches – six inches – and then the main wheels unstuck and we were away. Mindful of the early reports, I was wary of finding a sensitive elevator or shopping trolley-like directional characteristics as we climbed out, but was happy to find that the e-Go felt perfectly at home now that it was in its natural element.
Inspiring handling
Climbing at 60kt and 7,000rpm, the rotary engine felt smooth, willing and not overly loud, taking us to circuit height at something over 500ft/min. Levelling out under the low overcast, the speed rose to just over 80kt at 7,300rpm, although at this speed we were being bounced around too much for comfort (the effect of that low wing loading) so we were happier (and presumably burning a lot less fuel) at a more modest 70kt at 6,500rpm. Visibility was excellent, other than the relatively small bit of real estate masked by the narrow canard – one’s conscious of the elevators in front of you, moving in unison with your stick movements. At a sensible height you can bring the speed back and back and see the canard working to keep holding the nose up, but eventually the nose will sink gently of its own accord against full back stick, speed indicating about 30kt, with no inclination for either wing to drop. Open the throttle again and she will climb with the stick kept right back – better not try that with any conventionally configured aircraft! 38 | LIGHT AVIATION | April 2020
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