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FLIGHT TESTING THE BUSHCADDY
L164
By Roger Ricard
When you look for a rugged, short take off and landing,
comfortable four seats and cargo, non certified, less than 1000kg maximum of
take off weight due to airworthiness regulations in Europe, you even do not
have the opportunity to short list: you go directly to the winner, the L164
BushCaddy from CLASS Inc.
So we decided, my wife and I to visit Quebec
and Montreal for a couple of weeks and flight-test the winner. We got in touch
with Sean and Marlene from CLASS to organize the visit. We flew from Bordeaux
in France via Paris and New York and finally landed at Montreal. We rented a
car to drive to St Fereol and to the gorgeous Willow Place Inn alongside the
lake. During the weekend we visited the area under a splendid sun with only few
degrees below zero, quite exceptional in early March…we were told. This was so
enjoyable that I could keep on writing about the landscapes, Quebec city, St
Patrick’s day in Montreal, fishing through the ice surface of the lake with a
local expert, but we were there to fly and the lovely weather did not last very
long until we had heavy snow falls and freezing winds.
CLASS Facility
Early morning on the following Monday we were
eager to be with our new friends from CLASS and learn as much as possible about
building the plane, while patiently waiting for a break in the clouds.
CLASS Inc. has a very nice facility at the
entrance of Les Cedres airfield. We can watch the workshop activity from
outside (weather permitting) thanks to glass walls on three sides. Two L164s
were under assembly including our quick built kit due to be delivered within 3
months. Yes I confirm that we ordered the kit after a comprehensive exchange of
information by mail and phone before flight-testing! Purchasing without seeing
the real thing apart from pictures and video is not usual, but with a little
bit of experience you can imagine the behavior of such a plane, - we were looking for a big ‘’small
transport aircraft’’. The only thing that can happen is that it is even better
than what you thought! It did happen!
Inside the shop, it is very active with nice
and professional people. The shop is well organized and equipped with the
necessary and convenient toolings of two types: the industrial one for the
manufacture of the kit parts, and the one catering to the builder assist for the
assembly of aircraft up to the fast built kits. Sean is often in the shop to
advise, take decisions and control the work. The engineering office is quite
active and expert. Marlene will do everything to make you feel comfortable,
answer all your questions promptly no matter if it is commercial or technical,
and make you feel home.
A few days later and we woke up with a sunny
sky! Sean decides to go to the pad and prepare the R120 and the L164. My wife
will fly first as she has to catch up to me to reach my 5000 hours of flight!
It also gives me the opportunity to take pictures and see her big smile when
she comes back quite happy to have easily landed on her own on the first
attempt. This is a good sign!
It is now time for me to go. First it has a
nice look when I walk to the parking place (A nice plane flies well as our most
famous French jet aircraft manufacturer used to say). We have a detailed
inspection of the L164 plane which is, in my opinion sized for a man!.. It is
designed for American people who are generally taller and stronger than we are
in Europe (but we keep growing!) and the result is always attractive for the
cabin space, width at shoulders, etc,... From the outside we can judge the
strength of the construction when touching the metal skin, looking at the
landing gear and tail wheel built for rough field landing. I tend to like
strong planes because I have experienced quite a good number of all kinds of
off airport landings, sometimes forced (engine failure, many fuel problems,
propeller breaking,..) or on purpose as well as for duty. Stabilisers and
controls are generously dimensioned and promise to be efficient. I like the
eyebolt attachment system which will take small distortions without
progressively loosening like the bolt system.
Happy with the inspection we then ‘’climb’’
into the plane. I do not know if the word is explicit enough by comparison with
‘’getting’’ into the plane. The step on the landing gear is quite convenient and
the access to the rear and to the front are easy. When putting on the straps
and adjusting the seats and looking outside, the feeling reminded me the Max
Holste Broussard I had been flying before. The ergonomic of the cockpit appears
good for the instrumentation, the controls are fully satisfactory, the trim
wheels are handy for both pilots, the flap control is well located and
mechanically quick to respond but from the left seat side only (for flight
education with an instructor I believe it should be modified), rudder and
brakes are OK. The central stick, with two handles each with a radio push
button , reminded me of when I was flying F16s: throttle on the left, stick on
the right! This is very convenient for accessibility in and out.
We start up the IO 360 Lyc 180HP and warm up to
taxi with a fairly satisfactory visibility for a tail dragger. Steering wheel
and brakes are what we would expect for aircraft with which we like to turn and
park pivoting around one wheel with some power to impress colleagues.
Line up on the runway and take off gives you
very little time the check the roll length (we were only two on board and
partial fuel) before you are airborne with an impressive steep climb to 1500
feet altitude at about the end of the runway! Reminds me somehow taking off
with a Mirage for aerobatic display apart from the speed and attitude!
Flying level is flying level, I mean the
aircraft is stable and we watch the marvelous landscape under a thick layer of
immaculate snow, the visibility is good around more than 270° and we forget
about struts when the eyes are focused. I already know that I will ask Sean to
make hinged windows for the numerous photographic flights I conduct and
skylights for a better upwards visibility for some manoeuvres like the line
astern formation flights that I do for displays where I am close to the tail
wheel of the other aircraft.
Of course as a former test pilot, I have to
show that I know how to do stabilisations, flight quality and find out that the
aircraft handles as we would expect in certification flights. Maybe this
specific plane could have a little bit less of elasticity on the control in
pitch which is quite acceptable and adjustable.
But shaking down the plane is more fun and
educative. We started with stalls in the different flaps configurations. A
light buffet will warn you when approaching the stall that occurs with gentle
lowering of the nose and little banking if any. The low stall speed leads to a
wide range for the angle of attack which, associated to a wide range of take
off weights, will give me a good reason to fit an angle of attack probe and
indicator on mine. I have been used to flying fighter and transport aircraft
with this indication which is preferable in my opinion than the air speed indicator
for manoeuvring, landing and optimum cruise as well.
Manoeuvring the L164 BushCaddy is more pleasant
than I was expecting and therefore I was happy! I did tight turns with as much
pull on the stick as I could, rolling as fast as possible to revert turns,
doing lazy eights. Very satisfactory responses to ensure safety when flying in
a more conventional way. Such good response will tell you that in adverse
conditions you can fight with your plane and win a safe flight. Naturally, the
pilot who is not in command will grab the front V struts in the front of
cockpit when banking hard. Finally they are very useful apart for floats
reinforcement, and I shall keep them.
I am not saying that the aircraft is good for
aerobatics!! It reminds me a pregnant Jaguar fighter plane (fitted with full
ordnance) when you loose energy and you buffet under high load factors.
A good glide factor allows us to return to the
airfield for landing very shortly as indicated in the specs brochures. The
visibility is good for feeling the ground and for executing a smooth flare.
I was more than happy with the ride, aircraft
performance and handling and eager to get my own plane under final assembly.
The French version of the BushCaddy L164 is
named ‘’Megan’’ as a 1000kg maximum weight version with an empty weight of
500kg which is a technical requirement for a four seat all metal bush plane. We
are nearing completion with some retard due to a busy summertime and a decision
to study the installation of a diesel engine in replacement of the aviation
gasoline initially decided. There is a very simple explanation for this change.
I was not aware, until very recently, that reliable and affordable engines were
so advanced in terms of certification and installation. Also jet fuel is not
available yet on many of our small general aviation airfields in France. But
considering that with 180 litres of fuel (which can be brought up to 240 litres
with larger tanks) we have close to 10 hours of autonomy and therefore plenty
of time and opportunity to refuel on one of the many nearby airfields
distributing jet fuel. The feasibility study is positive and we expect similar
operational performance compared to an 180 HP aviation gasoline engine. The
engine manufacturer promises better performance for take off but I do not care
too much with an aircraft demonstrating 200 feet of take off run at maximum
take off weight of 2500lbs! In France we expect to reduce the fuel consumption
cost by 70-80%!!! Worth retarding the first flight.
Roger Ricard*
* The writer has always been in aeronautic
activities since 16 years old, Was fighter pilot in several air forces (FAF,
RAF, PAF). Production test pilot for the French Ministry of Defence. Flight
Safety Officer and display pilot on jet, vintage and GA aerobatic aircraft.
Captain on all types of aircraft from four engines transport down to gliders
and Ultra Lights. High technology weapon systems engineer and Special Project
Manager in the aeronautic industry. He
has set up his own company AMA to develop international business and re-engine
light aircraft.