A Columbia 300, N190LC, was tested to establish baseline performance in cruise and climb. This basic performance evaluation also included a measurement of stall speed with a swivel head pilot static boom.
The Lam Aero System permitted a new wing for the same N190LC Columbia that was tested in an analogous fashion after modification. Each test point was repeated using the same methods and instruments as was done on the stock aircraft.
A very interesting alternative to focusing on a cruise speed increase is to compare fuel flows at equal speeds for various altitudes:
KIAS corrected for position error (~ minus 2 knots) for KCAS used for calculating KTAS
The tabulated data above shows that the cruise speed has increased by as much as 16 KTAS for the given altitude, MAP, RPM, and GPH points.
The above figure gives a graphical representation of the rate of climb increase demonstrated by the Lam wing as compared to the stock wing. In addition to this, the aircraft feels much more solid and climbs much better at high altitudes. The stock aircraft is quite good at reaching 17,000 FT, but the modified aircraft is much better in all ways at this altitude.
The Lam Aero System fitted to this aircraft has improved lateral control power in the landing configuration. The ailerons are lighter at high speeds as compared to the stock aircraft. The feel of the lateral control system is quite “conventional.”
The aircraft is much more longitudinally stable. The Columbia 300 could benefit from a more aft CG range or a reduction in horizontal stabilizer size. A smaller horizontal stabilizer would allow for a further weight and drag reduction and resulting performance increase.
One area that has not been investigated is spinning behavior. It is believed that simultaneous deployment of the Lam flaps and ailerons will destroy the wing’s autorotation in a spin. This ability points towards a possible auto spin recovery feature.