We Fly Raisbeck's Latest Drag Eraser from Seattle to NBAA
James Raisbeck, company founder, CEO and chairman, crows that
his ZR Technology package for the Learjet 35 can reduce drag by
as much as 10% at high speed cruise. That's a pretty bold claim,
soShow News said "Prove It!"
Raisbeck didn't blink at the challenge. Last Saturday, we belted
into Learjet 35-0634, a development aircraft fitted with a Raisbeck
ZR drag reduction system, to fly nonstop from Seattle to Orlando
to be on static display at Site 14. Up front was Peter T. Reynolds,
Raisbeck's chief flight test pilot for the program and arguably
the most experienced Learjet experimental test pilot still on
active flying duty. Reynolds was so confident in the Raisbeck
35ZR's capabilities, he even invited Show News to fly left seat.
The equivalent still-air distance (ESAD) from Seattle to Orlando
was more than 2,200 nmi, considering last week's unseasonable
winds caused by a strong low-pressure area over the Four Corners.
Reynolds asked Jeppesen Dataplan to gin up a computerized flight
plan for a stock Learjet 35. As expected, the Dataplan computer
said "No Way! You're going to land with 400 pounds of fumes,
if you're lucky." Undaunted, Reynolds said, "Let's try
it. We can always divert to Tallahassee if need be."
As the fog started to clear at KBFI last Saturday morning, we
departed at 6:34 a.m. with a full 6,200-pound fuel load, plus
James Raisbeck, company founder, president and CEO, and Nate Lachendro,
MSAE, ZR program chief engineer, and a full complement of flight
test equipment. Our takeoff weight was 18,200 pounds, just 100
pounds below MTOW. This would be an ultra-long-range cruise mission,
one during which the ZR package would help squeeze out about 3%
more range, according to Lachendro's laptop. The ZR drag reduction
system includes a large inboard wing glove with a swept leading-edge
and supercritical "roof top" pressure distribution airfoil,
reflexed trailing-edge flaps and "bat wing" trailing-edge
horizontal winglets inboard of the tip tanks.
Traffic outbound on J90 was about as congested as I-5 during morning
rush hour, so ATC kept us down at several intermediate altitudes
before finally clearing us to climb up to FL370, taking a painfully
long 21 minutes. The aircraft's UNS-1D then predicted we would
flame out 260 miles short of Orlando. But, once we leveled off,
the ZR Technology package showed its stuff with long-range cruise
fuel flows consistently 3% to 4% below book, according to Lachendro.
Crossing over the Grand Tetons, our deficit dropped to 200 miles.
Reynolds asked ATC for a wrong way step climb to FL390 and the
2,000 foot boost again reduced the range deficit.
The forecast headwinds were supposed to abate as we entered mid-Colorado.
They didn't. Not until we neared Salina, Kansas did the winds
finally peter out. But, by then the range deficit had been erased
by the ZR Technology's drag reduction effects.
Ninety minutes into the flight, we climbed up to FL410 and the
ZR package really started making a difference. Fuel flows were
consistently 4% below book and the UNS-1D said we'd easily make
Orlando with a 45-minute reserve.
We were all smiles until we arrived 200 miles short of Orlando.
Arriving afternoon airliners below us, inbound to McCoy International,
looked like an endless string of tour buses queued up to enter
Walt Disney World. Reynolds looked at the impending traffic jam
and said, "If they want to descent us, we're going to divert."
ATC directed us to fly the Leese 1 and start descending. We still
could have made Orlando Executive at that point, but there was
no margin for unexpected delays. Reynolds, ever the safety conservative,
requested a quick divert to Ocala for a short gas stop. After
that, it was only a 16-minute sprint to Orlando Executive.
Nonetheless, we still completed a 2,200 nmi ESAD mission from
Seattle to Ocala in five hours 25 minutes and landed with IFR
reserves. Had the traffic, wind and temperature aloft conditions
been more favorable, nonstop Seattle to Orlando would have been
possible, in Show News' opinion. The Raisbeck 35ZR drag reduction
system is on display at Booth 2407.
