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CZ/EN

Center of Aviation and Space research

LRI-AAST: L3 laboratory: Flying test bed

Lab Equipment Application
L3 Flying test bed The flying test bed is an aeroplane (Beechcraft King Air 350) intended for flight research or testing the aircraft concepts or on-board equipment.

pracoviste/CAAT/let01_sv_web.jpgalbum/Album_Model_Album/1358/image1.jpegCTU Flying Test Bed has been designed to develop knowledge and skills by conducting research in the area of modern turboprop aircraft engines, innovative materials and testing its research hypotheses, including flight testing, to validate technologies. Focus is set on aircraft engine performance and operability validation vs. performance requirements and cycle deck validation.

It is derived from FAR23, twin-engine Beechcraft King Air 350.

Such a proven aircraft platform satisfies the following characteristics or is capable of:

  • Flight of up to 35,000 ft with a pressurized cabin in speed range of 100 to 260 KIAS
  • Level flight with one engine inoperative at least at 20,000 feet pressure altitude on an ISA day
  • Aircraft cabin configuration for 2 research engineers plus 2 flight test engineers with access to on board Data Acquisition System output via LAN connection
  • Electrical system adapted for FADEC-type engine control
Aircraft is equipped to evaluate following test engine subsystem performance, such as:
  • Fuel management, allowing sensing of pressure, temperature and mass flow
  • Bleed air distribution, allowing sensing of air pressure, temperature and mass flow
  • Engine inlet and Oil cooler channels instrumentation to assess installation losses
  • FADEC-type engine control with interface for FADEC test system
  • Electrical system power management with power draw sensing of users on aircraft buses
  • Electric power extraction capable of absorbing of up to 29HP equivalent

Test Propulsion System Details

Basic characteristics of test engine and propeller models can be accommodated as follows: 

Category Sub-category Unit Reference value
Engine Weight Dry Lbm 445 – 775
Engine Weight Wet Lbm 460 – 870
Engine Diameter   inch 15 – 23
Engine Length (without accessories)   inch 50 – 71
Propeller flange distance from engine mount plane   inch 33 – 46
Engine C.G. Locations - installed accessories, no propeller forward from mount plane inch 2,56 – 3,61
Engine Airflow   Lbm/sec 8,1 – 11,5
Rated Horsepower   SHP 900 – 1300
Engine Thrust (with propeller and exhaust)   lbf 2250 – 7870
Max Torque   Lb.ft 1480 – 4500
Fuel Consumption Take Off Lb/h 500 – 800
Number of Propeller blades    - 3 – 5
Propeller Diameter   Inch 95 – 105
Dry, rotating prop weight   Lbs 145 – 235

Aircraft Data Acquisition System Description

Aircraft is equipped with Data Acquisition System interfacing with sensors installed within the nacelle, but not limited to, and capable of recording data from the following number of channels:

  • Low Frequency inputs:
    • 90 thermocouple inputs, with 24bit precision of the A/D converter, with a 100Hz sampling frequency
    • 110 voltage inputs (pressure transducers and strain gages), with 24bit precision of the A/D converter, with a 20 kHz sampling frequency
  • High Frequency inputs:
    • 100 voltage inputs (accelerometers and strain gages), with 24bit precision of the A/D converter, with a 200 kHz sampling frequency
    • 100 voltage inputs (ECS, flight deck, spares), with 24bit precision of the A/D converter, with a 200 kHz sampling frequency
  • 2 camera inputs, with minimum of 25 frames per second, minimum SD quality
  • Up to 3 interfaces for Scanivalve MPS 4264 Pressure Scanner  
  • The DAS records FADEC parameters communicated via ARINC 429 and RS-422 databuses
  • The DAS allows for real-time acquisition and conversion, and display, of the data into engineering units.
  • Data storage system consists of 4 removable SSD drives for easy data download

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Photogallery LRI-AAST: L3

Download the information brochure