I'm glad to see the discussion on manuvering speed, flutter, etc. as it is VERY important.
I think it is equally important to discuss the other end of the spectrum, particularly when we are talking about test flying a new replica.
A couple of things that got drilled into my head by several different instructors come to mind... and they both relate to energy management.
To begin with, in cruise flight... pitch controls altitude, throttle controls airspeed. Ok, that makes sense.
But when we are talking about approach to landing... those functions are reversed. Pitch controls airspeed, throttle controls altitude.
My first instructor taught me the "conventional" approach to landing... pull power to specified RPM, bleed off speed, lower flaps, turn crosswind, next flap setting, turn final, etc... all the while trying to judge how much power you need to put the airplane where you want it. That's all well and good as long as you have power.
What happens if you have an engine "issue" while that is going on?
My last instructor taught me a different approach... power to idle abeam the numbers, bleed off speed, make your turns to place the airplane where you know you can make the runway. Too high? Slip it. Too low? Ok, dummy, you screwed up. Add power, let's try that again... get it right this time.
Now it REALLY irks me to see spam can pilots fly a 2 mile final with power. It is their life they are risking, not mine... but they're also making my pattern more difficult, because once I pull power I have every intention of being able to land the aircraft without applying any throttle... so I have to adjust accordingly.
So that brings us to WWI replicas. Most of them have a VERY steep glide due to light weight and lots of drag. I suspect that many of them, if you pull the power to idle abeam the numbers you would have just enough energy for a constant curving "short approach" pattern... remember you have to maintain enough airspeed for a flare.
It may even be of benefit to have some "ultralight" instruction since the energy curve (so to speak) is probably pretty similar. Just a thought.
As for how this relates to flight testing... well... a new aircraft is more likely to have a power failure than an existing one that has been flying for a while, simply because of the "dummy factor." I'd rather plan ahead for my own stupidity than take risks.
