Gary - Nah I disagree. Training is ALWAYS going on during test. We observe a control response and then make evaluations as to the compensation needed to correct or enhance the response to achieve the desired result. For example...in an Apache I would evaluate the the short period mode by introducing pitch doublets and notice that it is slightly overdamped. When I apply this data to a pitch pointing task for say a rocket attack I compensate for the slightly over damped response by adding just a smidge more input than I would normally think necessary. I've just trained myself to be better at pitch pointing than I was before the flight. With each follow-on test I become better at compensating to the point my evaluation may even suffer. For this reason it is always good to share the project with several pilots to prevent too much training from masking the deficiency. The training you are referring to is the type found in a course of instruction. I'm talking about the training going on when we learn something new, sometimes unexpectedly, and adjust our behavior because of it. Plus I never had any simulators for the tests I conducted at PAX. When I flew the expanded gross weight test project for the 60R by strapping on weights to increase GW to nearly 24,000lbs and then hovering at 500FT AGL and introducing a 1" down collective step input I can promise you a whole lot of training was going on in trying to figure out how to get out of the unpredicted Vortex Ring State with minimal control response! Then a whole lot more training commenced when the young engineer in the telemetry room said,"hey that was very interesting, can we see that again?" So yes, all kinds of training occurs during test - some physical, some verbal
If you read my post closely...I clearly define my limits of what I feel is a good practice for faster-than-normal taxi. I did it on my first homebuilt, did it on the six other first flights I've performed for others in their homebuilts and everyone of them was valuable to me and to them. In two cases we aborted the rest of the tests to fix a shimmy problem (nose gear).
formation aerobatics are dangerous too if the pilots can't handle flying formation. Flying an ILS to mins on a dark stormy night is pretty dangerous if the pilot doesn't have an instrument rating or if he/she isn't current. The point is...all of those events are perfectly manageable provided the pilot is skilled, disciplined and prepared. Fast Taxi is no exception. My post in no way is suggesting that everyone should just go out and do it. I'm saying if you do go out and do it, do it right (read my post) and more importantly I'm saying I AM skilled, disciplined and prepared enough to do it and will very soon (I hope) and could care less if anyone disagrees with this assertion. For those who fear risk, I say stay home and knit a sweater...wait those needles can hurt!
Let me restate it - if you go max throttle with an expectation to only fast taxi you are going flying or worse. So don't be an idiot, advance slightly, stabilize, advance again if needed, stabilize. If the nay sayers would just stop talking to themselves for 5 seconds and try it to 25mph they'll feel stupid for the suggestion it shouldn't be done. BTW The only camp I'm in on this issue is my camp cause I know I can do it right.
Now...what squadron are you in?
Spank
