CAFE Flight Evaluation Results Summary
Sport Aviation Issue
Test Arcft. Age
Vs1 (clean stall)
Mustang II (7/95)
O-320 160 hp
O-360 180 hp
Tailwind W-10 (6/94)
O-320 160 hp
Test Pilots Comments:
- "Having flown a variety of other similar airplanes and
previously submitted reports on the RV-6A and the Tailwind, it
is my opinion that the Mustang II has one of the best stick force
gradients for all-around flying"
- "The Mustang II gives the feel of lightness on the controls,
yet is not an airplane that you have to watch constantly
to keep it under control in bank. The airplane tends to stay
in the existing attitude unless control inputs cause it to change."
- "In flaps up configuration, the stall occurred abruptly
with virtually no aerodynamic buffeting or warning. The nose
just crisply and abruptly pitched down with mild left wing drop.
The recovery was instantaneous with the release of stick back
pressure. The aircraft did not have wing leading edge stall strips
which are often used to produce stick shake or buffeting as a
- "The stick force gradient is rather shallow with much
more push force required during an acceleration of 50 mph than
pull force during a deceleration of 50 mph. This is probably
influenced by power effects. However, the pilot must pay attention
to airspeed when decelerating because he will get little notice
from the change in the stick force."
- "All stalls exhibited a crisp break with mild left wing
drop. The only buffet occurred 1-2 mph above the stall. Recovery
was instantaneous in all cases upon reposition of the stick.
The aircraft was not equipped with leading edge stall strips,
however, this is a possibility that could be explored to improve
the minimal natural stall warning, and improve the overall characteristics."
- "The results show a change of only 1.45 lb stick force
over the entire speed range. This amount of stick force is considered
extremely light. An inexperienced pilot may find it difficult
to fly with so little feedback. A temporary lack of attention,
even by a more experienced pilot, could result in a dangerous
loss of airspeed control."
- "There was a very pleasant and mild aerodynamic buffet
with onset 4-5 mph above stall, and it increased to the point
of stall. All stalls broke straight ahead with neither wing wanting
to stall ahead of the other. Recovery occurred with the slightest
bit of power or relaxation of stick backpressure."