 |
 |
 |
 Current
News
Video
Testimonials-Publications
Models
Photo Gallery
History
Contact Us
|
||
  www.cobham.com 
"We were off the ground in less than 3 seconds even before I could advance the power level to full thrust." - Bob Tripp See full test flight report in Testimonials 
It came as no surprise that hundreds of excited 2010 show attendants swarmed Sherpa's display throughout the entire show. Viewers were continually amazed with the off airport performance capabilities for such a big aircraft that can cruise more than 200 MPH and still land under 40 MPH. (See video: Oshkosh 2010). Interests varied as viewers considered the many tasks the new turbine Sherpa was capable of performing. Of particular notice was the amount of interest expressed from the different law enforcement groups, missionary organizations, life flight emergency services and mining operators. Representatives from New Zealand, Australia, Brazil, Argentina, Switzerland, Germany, Russia and more expressed amazement that such an aircraft exists. 
  The following is an update on the December 3rd 2009 news. Test flights were flown on February 9, 2010 to better define the airspeed study necessary because of the new flap design installation. The tests were performed at two altitudes. 4° & 3° centigrade, zero wind, 1601 lbs useful load. This test run can be viewed in detail on the latest Video. 
 When Sherpa’s design team set out to address some of the "small tweaks" as described by well known Alaskan bush pilot Paul Claus, they had no idea the final results would be so rewarding. Sherpa’s flight test team had already pin pointed several flight characteristics that could use improvement, one which was accomplished when the turbine engine’s propeller cam was changed to a single engine version that allowed a more linear application of power. This issue was particularly important because spot landings depend on the ability to make instant power adjustments. Principal aerodynamicist, Gary Robinson of Leap Engineering, reviewed the airframe design and flight characteristics and advised the team that the existing design with the wing set with a 5 degree deck angle and monster size fowler flaps was producing excessive amounts of unwanted drag. His study concluded a need to change the flap air foil shape and nest it in a negative position when not deployed. This change would substantially reduce overall drag and make a major reduction of the disturbed air that was reaching the tail surfaces. His analysis also indicated that the cruise speed would increase and stall speeds would go even lower. Preliminary results with the new flaps follow: 
  
| |||||
|
Home Current News Video Testimonials-Publications Models Photo Gallery History Contact Us | |||||
