[rebel-builders] N744MK First Flight

[Dale Fultz]

Good to hear you got her airborne Mike,,, Mine is a low number also had I
not redesigned some of it as you have would have been in the air before
this. THanks for the inspiration.. Dale Fultz SR-033 is getting close.
----- Original Message -----




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[N.Smith]

Well done Mike

I bet it feels great

Good luck with ironing out the wrinkles :-)

Nig
745E

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com]On Behalf Of
Mike Kimball
Sent: 07 October 2006 05:43
To: Rebel Builder's List
Subject: [rebel-builders] N744MK First Flight


I got off the ground today, flew around for a little bit, and then put it
back down on the ground without breaking anything today. Thanks to everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few issues.
I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch so I went
anyway. That might have been a bad decision since minimum pitch is 30
inches which might actually be too fine. But accelleration was OK down the
runway and the tail was up early enough and airspeed climbing when I past
the decision point that I decided to continue. I had thought about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do with the
high RPM that the plane hadn't seen before. I got 5000 RPM on the takeoff
roll. 700 more RPM than static. I was in the air and was committed.
3. EGT was pegged. A power reduction got it off the peg and down to 1600
degrees which is way too hot. I believe this contributed to high oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator trim
backwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using full
power due to the high EGT but I thought I'd get a lot more climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could only get a
couple of hundred feet per minute at 80 or 90 MPH indicated and a nose high
attitude. I didn't use any flaps for takeoff. Some flaps might have helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or trying to climb
slowly, the plane flew like I was in slow flight. Cross controlled a bit in
turns, more so in left turns. Nose high or seemed so based on the look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the nose down
when adding flaps. I used 30 degrees of flaps on final. Again, it acted
like slow flight and I had to keep paying close attention to airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout the engine
quit. I believe that the throttle stop needs adjusting and I think the
engine is running way too rich when full rich. I couldn't get it restarted
on the runway and had to push it off. I then attempted a restart with the
mixture at idle cutoff and the throttle fully advanced. It started right
up. Obviously flooded. I started having flooding problems a few days ago
and couldn't identify any changes I made since the engine was starting just
fine prior. Totally unexplained at this point. Once started it seemed to
run just fine. For some reason, after this flight it won't run smoothly
anymore. Acts like it's loaded up, too rich, even with the mixture leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut and see if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at 2000 RPM,
right where it's been through all the initial testing. Attempted to advance
it a bit more to address the high EGT but couldn't get the engine to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few days.

Mike
044SR




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[Tim Saxton]

Congratulations Mike. Yours has been one of the more interesting projects to
follow so please keep us updated.

Tim SR060


----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: "Rebel Builder's List" <rebel-builders@dcsol.com>
Sent: Friday, October 06, 2006 9:43 PM
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then put it
back down on the ground without breaking anything today. Thanks to
everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few issues.
I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch so I
went
anyway. That might have been a bad decision since minimum pitch is 30
inches which might actually be too fine. But accelleration was OK down
the
runway and the tail was up early enough and airspeed climbing when I past
the decision point that I decided to continue. I had thought about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do with
the
high RPM that the plane hadn't seen before. I got 5000 RPM on the takeoff
roll. 700 more RPM than static. I was in the air and was committed.
3. EGT was pegged. A power reduction got it off the peg and down to 1600
degrees which is way too hot. I believe this contributed to high oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator trim
backwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using full
power due to the high EGT but I thought I'd get a lot more climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could only get
a
couple of hundred feet per minute at 80 or 90 MPH indicated and a nose
high
attitude. I didn't use any flaps for takeoff. Some flaps might have
helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or trying to
climb
slowly, the plane flew like I was in slow flight. Cross controlled a bit
in
turns, more so in left turns. Nose high or seemed so based on the look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the nose
down
when adding flaps. I used 30 degrees of flaps on final. Again, it acted
like slow flight and I had to keep paying close attention to airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout the
engine
quit. I believe that the throttle stop needs adjusting and I think the
engine is running way too rich when full rich. I couldn't get it
restarted
on the runway and had to push it off. I then attempted a restart with the
mixture at idle cutoff and the throttle fully advanced. It started right
up. Obviously flooded. I started having flooding problems a few days ago
and couldn't identify any changes I made since the engine was starting
just
fine prior. Totally unexplained at this point. Once started it seemed to
run just fine. For some reason, after this flight it won't run smoothly
anymore. Acts like it's loaded up, too rich, even with the mixture
leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut and see
if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at 2000
RPM,
right where it's been through all the initial testing. Attempted to
advance
it a bit more to address the high EGT but couldn't get the engine to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few days.

Mike
044SR




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[Mike Kimball]

Thanks for all the congrats emails and words of encouragement on the
problems! If anyone downloaded my weight and balance spreadsheet in the
list archives PLEASE RE-DOWNLOAD. The one in the archives now is corrected.
I'd hate to see someone fly with an aft CG like I did.

To address a couple of comments:

There is no power valve to stick in my carb. I removed it and put a plug in
it's place as part of the carb mod to give me mixture control in the
cockpit.

I don't have fuel pressure in the cockpit but I have measured it at the carb
inlet. It's a steady 5 psi from my Facet fuel pumps. I had both pumps
running on takeoff and climb out, then I turned one of them off.

You bet I'll be checking for fouled plugs. And I'll be checking the float
levels and operation.

I don't know much about prop design but I did think that it would be
possible to be too fine on the pitch. I think I'll increase the pitch a bit
for the next attempt. The prop range is 30-90 inches. I'll probably try
something about halfway between 30 and 60 inches which I can estimate by the
position of the spool that the electric motor moves to change pitch.

Flaps! I knew that I should use some flaps for takeoff. How could I have
forgotten that?

The only problem with doing all these checks and adjustments is that it's
getting COLD and I am working outside on the tarmac. I usually look forward
to winter for the snowmobiling and such. Now I wish it would go away.

Thanks again everyone! Woo-hoo!

Mike
044SR



-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Mike
Kimball
Sent: Friday, October 06, 2006 9:34 PM
To: rebel-builders@dcsol.com
Subject: RE: [rebel-builders] N744MK First Flight

It's only 9:30 PM here. I'm still up. I also just discovered what I
suspected might be part of the problem with my flight characteristics. I
was loaded much farther aft CG than I thought. There was an error in my
spreadsheet. I was flying with a CG of 19.44. That's pretty close to the
aft limit. Based on the way it flew, even inside the aft limit, I am going
to use a personal rear limit a bit farther forward. I have plenty of up
elevator so I'll probably try to stay in the forward half of the CG box.

Mike
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Jeff
McMurrer
Sent: Friday, October 06, 2006 9:19 PM
To: rebel-builders@dcsol.com
Subject: Re: [rebel-builders] N744MK First Flight

Mike,

Congrats on your First of Many flights. Even with your uneventfull troubles,
you gotta have a big grin on your face.

Wayne, are you a night owl? You have to let go, get some sleep :)

Jeff



----- Original Message -----
From: Mike Kimball <mkimball@gci.net>
Date: Friday, October 6, 2006 9:43 pm
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then
put it
back down on the ground without breaking anything today. Thanks
to everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few
issues.I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch
so I went
anyway. That might have been a bad decision since minimum pitch
is 30
inches which might actually be too fine. But accelleration was OK
down the
runway and the tail was up early enough and airspeed climbing when
I past
the decision point that I decided to continue. I had thought
about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do
with the
high RPM that the plane hadn't seen before. I got 5000 RPM on the
takeoffroll. 700 more RPM than static. I was in the air and was
committed.3. EGT was pegged. A power reduction got it off the
peg and down to 1600
degrees which is way too hot. I believe this contributed to high
oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator
trimbackwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using
fullpower due to the high EGT but I thought I'd get a lot more
climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could
only get a
couple of hundred feet per minute at 80 or 90 MPH indicated and a
nose high
attitude. I didn't use any flaps for takeoff. Some flaps might
have helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or
trying to climb
slowly, the plane flew like I was in slow flight. Cross
controlled a bit in
turns, more so in left turns. Nose high or seemed so based on the
look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the
nose down
when adding flaps. I used 30 degrees of flaps on final. Again,
it acted
like slow flight and I had to keep paying close attention to
airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout
the engine
quit. I believe that the throttle stop needs adjusting and I
think the
engine is running way too rich when full rich. I couldn't get it
restartedon the runway and had to push it off. I then attempted a
restart with the
mixture at idle cutoff and the throttle fully advanced. It
started right
up. Obviously flooded. I started having flooding problems a few
days ago
and couldn't identify any changes I made since the engine was
starting just
fine prior. Totally unexplained at this point. Once started it
seemed to
run just fine. For some reason, after this flight it won't run
smoothlyanymore. Acts like it's loaded up, too rich, even with
the mixture leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The
wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut
and see if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at
2000 RPM,
right where it's been through all the initial testing. Attempted
to advance
it a bit more to address the high EGT but couldn't get the engine
to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few
days.
Mike
044SR




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[Wayne G. O'Shea]

Mike..are your pumps in series or parallel? I've seen cases of series pumps
working as two stage with the first pumping 5 psi and the next one raising
it enough to pop the carb needle off it's seat.

Also on my UTVA's the mechanical pump and the elect boost pump are in
parallel with check valves. The boost pump use to make the GSO-480's run
rough when turned on before take off. Lowering the pressure screw adjustment
cleaned them up so they don't over rich due to a higher pressure than the
mechanical pump.

Wayne

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <rebel-builders@dcsol.com>
Sent: Saturday, October 07, 2006 3:11 PM
Subject: RE: [rebel-builders] N744MK First Flight

Thanks for all the congrats emails and words of encouragement on the
problems! If anyone downloaded my weight and balance spreadsheet in the
list archives PLEASE RE-DOWNLOAD. The one in the archives now is
corrected.
I'd hate to see someone fly with an aft CG like I did.

To address a couple of comments:

There is no power valve to stick in my carb. I removed it and put a plug
in
it's place as part of the carb mod to give me mixture control in the
cockpit.

I don't have fuel pressure in the cockpit but I have measured it at the
carb
inlet. It's a steady 5 psi from my Facet fuel pumps. I had both pumps
running on takeoff and climb out, then I turned one of them off.

You bet I'll be checking for fouled plugs. And I'll be checking the float
levels and operation.

I don't know much about prop design but I did think that it would be
possible to be too fine on the pitch. I think I'll increase the pitch a
bit
for the next attempt. The prop range is 30-90 inches. I'll probably try
something about halfway between 30 and 60 inches which I can estimate by
the
position of the spool that the electric motor moves to change pitch.

Flaps! I knew that I should use some flaps for takeoff. How could I have
forgotten that?

The only problem with doing all these checks and adjustments is that it's
getting COLD and I am working outside on the tarmac. I usually look
forward
to winter for the snowmobiling and such. Now I wish it would go away.

Thanks again everyone! Woo-hoo!

Mike
044SR



-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Mike
Kimball
Sent: Friday, October 06, 2006 9:34 PM
To: rebel-builders@dcsol.com
Subject: RE: [rebel-builders] N744MK First Flight

It's only 9:30 PM here. I'm still up. I also just discovered what I
suspected might be part of the problem with my flight characteristics. I
was loaded much farther aft CG than I thought. There was an error in my
spreadsheet. I was flying with a CG of 19.44. That's pretty close to the
aft limit. Based on the way it flew, even inside the aft limit, I am
going
to use a personal rear limit a bit farther forward. I have plenty of up
elevator so I'll probably try to stay in the forward half of the CG box.

Mike
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Jeff
McMurrer
Sent: Friday, October 06, 2006 9:19 PM
To: rebel-builders@dcsol.com
Subject: Re: [rebel-builders] N744MK First Flight

Mike,

Congrats on your First of Many flights. Even with your uneventfull
troubles,
you gotta have a big grin on your face.

Wayne, are you a night owl? You have to let go, get some sleep :)

Jeff



----- Original Message -----
From: Mike Kimball <mkimball@gci.net>
Date: Friday, October 6, 2006 9:43 pm
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then
put it
back down on the ground without breaking anything today. Thanks
to everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few
issues.I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch
so I went
anyway. That might have been a bad decision since minimum pitch
is 30
inches which might actually be too fine. But accelleration was OK
down the
runway and the tail was up early enough and airspeed climbing when
I past
the decision point that I decided to continue. I had thought
about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do
with the
high RPM that the plane hadn't seen before. I got 5000 RPM on the
takeoffroll. 700 more RPM than static. I was in the air and was
committed.3. EGT was pegged. A power reduction got it off the
peg and down to 1600
degrees which is way too hot. I believe this contributed to high
oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator
trimbackwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using
fullpower due to the high EGT but I thought I'd get a lot more
climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could
only get a
couple of hundred feet per minute at 80 or 90 MPH indicated and a
nose high
attitude. I didn't use any flaps for takeoff. Some flaps might
have helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or
trying to climb
slowly, the plane flew like I was in slow flight. Cross
controlled a bit in
turns, more so in left turns. Nose high or seemed so based on the
look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the
nose down
when adding flaps. I used 30 degrees of flaps on final. Again,
it acted
like slow flight and I had to keep paying close attention to
airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout
the engine
quit. I believe that the throttle stop needs adjusting and I
think the
engine is running way too rich when full rich. I couldn't get it
restartedon the runway and had to push it off. I then attempted a
restart with the
mixture at idle cutoff and the throttle fully advanced. It
started right
up. Obviously flooded. I started having flooding problems a few
days ago
and couldn't identify any changes I made since the engine was
starting just
fine prior. Totally unexplained at this point. Once started it
seemed to
run just fine. For some reason, after this flight it won't run
smoothlyanymore. Acts like it's loaded up, too rich, even with
the mixture leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The
wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut
and see if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at
2000 RPM,
right where it's been through all the initial testing. Attempted
to advance
it a bit more to address the high EGT but couldn't get the engine
to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few
days.
Mike
044SR




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[Mike Kimball]

They are in parallel with one way check valves. I'll check the pressure at
the carb inlet with them both running. Thanks.

Mike

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Wayne
G. O'Shea
Sent: Saturday, October 07, 2006 11:25 AM
To: rebel-builders@dcsol.com
Subject: Re: [rebel-builders] N744MK First Flight

Mike..are your pumps in series or parallel? I've seen cases of series pumps
working as two stage with the first pumping 5 psi and the next one raising
it enough to pop the carb needle off it's seat.

Also on my UTVA's the mechanical pump and the elect boost pump are in
parallel with check valves. The boost pump use to make the GSO-480's run
rough when turned on before take off. Lowering the pressure screw adjustment

cleaned them up so they don't over rich due to a higher pressure than the
mechanical pump.

Wayne

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <rebel-builders@dcsol.com>
Sent: Saturday, October 07, 2006 3:11 PM
Subject: RE: [rebel-builders] N744MK First Flight

Thanks for all the congrats emails and words of encouragement on the
problems! If anyone downloaded my weight and balance spreadsheet in the
list archives PLEASE RE-DOWNLOAD. The one in the archives now is
corrected.
I'd hate to see someone fly with an aft CG like I did.

To address a couple of comments:

There is no power valve to stick in my carb. I removed it and put a plug
in
it's place as part of the carb mod to give me mixture control in the
cockpit.

I don't have fuel pressure in the cockpit but I have measured it at the
carb
inlet. It's a steady 5 psi from my Facet fuel pumps. I had both pumps
running on takeoff and climb out, then I turned one of them off.

You bet I'll be checking for fouled plugs. And I'll be checking the float
levels and operation.

I don't know much about prop design but I did think that it would be
possible to be too fine on the pitch. I think I'll increase the pitch a
bit
for the next attempt. The prop range is 30-90 inches. I'll probably try
something about halfway between 30 and 60 inches which I can estimate by
the
position of the spool that the electric motor moves to change pitch.

Flaps! I knew that I should use some flaps for takeoff. How could I have
forgotten that?

The only problem with doing all these checks and adjustments is that it's
getting COLD and I am working outside on the tarmac. I usually look
forward
to winter for the snowmobiling and such. Now I wish it would go away.

Thanks again everyone! Woo-hoo!

Mike
044SR



-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Mike
Kimball
Sent: Friday, October 06, 2006 9:34 PM
To: rebel-builders@dcsol.com
Subject: RE: [rebel-builders] N744MK First Flight

It's only 9:30 PM here. I'm still up. I also just discovered what I
suspected might be part of the problem with my flight characteristics. I
was loaded much farther aft CG than I thought. There was an error in my
spreadsheet. I was flying with a CG of 19.44. That's pretty close to the
aft limit. Based on the way it flew, even inside the aft limit, I am
going
to use a personal rear limit a bit farther forward. I have plenty of up
elevator so I'll probably try to stay in the forward half of the CG box.

Mike
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Jeff
McMurrer
Sent: Friday, October 06, 2006 9:19 PM
To: rebel-builders@dcsol.com
Subject: Re: [rebel-builders] N744MK First Flight

Mike,

Congrats on your First of Many flights. Even with your uneventfull
troubles,
you gotta have a big grin on your face.

Wayne, are you a night owl? You have to let go, get some sleep :)

Jeff



----- Original Message -----
From: Mike Kimball <mkimball@gci.net>
Date: Friday, October 6, 2006 9:43 pm
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then
put it
back down on the ground without breaking anything today. Thanks
to everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few
issues.I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch
so I went
anyway. That might have been a bad decision since minimum pitch
is 30
inches which might actually be too fine. But accelleration was OK
down the
runway and the tail was up early enough and airspeed climbing when
I past
the decision point that I decided to continue. I had thought
about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do
with the
high RPM that the plane hadn't seen before. I got 5000 RPM on the
takeoffroll. 700 more RPM than static. I was in the air and was
committed.3. EGT was pegged. A power reduction got it off the
peg and down to 1600
degrees which is way too hot. I believe this contributed to high
oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator
trimbackwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using
fullpower due to the high EGT but I thought I'd get a lot more
climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could
only get a
couple of hundred feet per minute at 80 or 90 MPH indicated and a
nose high
attitude. I didn't use any flaps for takeoff. Some flaps might
have helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or
trying to climb
slowly, the plane flew like I was in slow flight. Cross
controlled a bit in
turns, more so in left turns. Nose high or seemed so based on the
look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the
nose down
when adding flaps. I used 30 degrees of flaps on final. Again,
it acted
like slow flight and I had to keep paying close attention to
airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout
the engine
quit. I believe that the throttle stop needs adjusting and I
think the
engine is running way too rich when full rich. I couldn't get it
restartedon the runway and had to push it off. I then attempted a
restart with the
mixture at idle cutoff and the throttle fully advanced. It
started right
up. Obviously flooded. I started having flooding problems a few
days ago
and couldn't identify any changes I made since the engine was
starting just
fine prior. Totally unexplained at this point. Once started it
seemed to
run just fine. For some reason, after this flight it won't run
smoothlyanymore. Acts like it's loaded up, too rich, even with
the mixture leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The
wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut
and see if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at
2000 RPM,
right where it's been through all the initial testing. Attempted
to advance
it a bit more to address the high EGT but couldn't get the engine
to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few
days.
Mike
044SR




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[Mike Kimball]

Pictures are available at http://mikesr.dcsol.com.

Mike
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Brian
Sent: Saturday, October 07, 2006 5:18 AM
To: rebel-builders@dcsol.com
Subject: RE: [rebel-builders] N744MK First Flight

Mike, were there any pictures of the event? Is so, please post some.

Congrats again!

Brian

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Mike
Kimball
Sent: Saturday, October 07, 2006 12:43 AM
To: Rebel Builder's List
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then put it
back down on the ground without breaking anything today. Thanks to everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few issues.
I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch so I went
anyway. That might have been a bad decision since minimum pitch is 30
inches which might actually be too fine. But accelleration was OK down the
runway and the tail was up early enough and airspeed climbing when I past
the decision point that I decided to continue. I had thought about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do with the
high RPM that the plane hadn't seen before. I got 5000 RPM on the takeoff
roll. 700 more RPM than static. I was in the air and was committed.
3. EGT was pegged. A power reduction got it off the peg and down to 1600
degrees which is way too hot. I believe this contributed to high oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator trim
backwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using full
power due to the high EGT but I thought I'd get a lot more climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could only get a
couple of hundred feet per minute at 80 or 90 MPH indicated and a nose high
attitude. I didn't use any flaps for takeoff. Some flaps might have helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or trying to climb
slowly, the plane flew like I was in slow flight. Cross controlled a bit in
turns, more so in left turns. Nose high or seemed so based on the look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the nose down
when adding flaps. I used 30 degrees of flaps on final. Again, it acted
like slow flight and I had to keep paying close attention to airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout the engine
quit. I believe that the throttle stop needs adjusting and I think the
engine is running way too rich when full rich. I couldn't get it restarted
on the runway and had to push it off. I then attempted a restart with the
mixture at idle cutoff and the throttle fully advanced. It started right
up. Obviously flooded. I started having flooding problems a few days ago
and couldn't identify any changes I made since the engine was starting just
fine prior. Totally unexplained at this point. Once started it seemed to
run just fine. For some reason, after this flight it won't run smoothly
anymore. Acts like it's loaded up, too rich, even with the mixture leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut and see if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at 2000 RPM,
right where it's been through all the initial testing. Attempted to advance
it a bit more to address the high EGT but couldn't get the engine to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few days.

Mike
044SR




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[Charlie Starr]

After reading about your first flight and possible CG problems, let me give
you some figures for N96CS for comparison. Of course my setup is much
different than yours, with a stock O-540 (250 hp)and two blade C/S prop. My
empty weight is probably higher than usual, as well, due to many "add-on's"
and mods (which all added weight).

My empty weight (with 2.3 gal. per tank of unusable fuel in 3 point
attitude) is 2041 #. My empty C/G is +10.31", with allowable published range
of +9.5" to +21.38". During solo flight (and during the test flights), I
normally carry about 50# of ballast in baggage compt. (tool box or beverage
cooler - full of ice tea, of course) so that I have a slightly more tail
heavy C/G. Handling throughout all allowable C/G ranges has been
satisfactory - with seemingly best with a slightly aft C/G in the +13" to
+16" range. I found the actual arm of components such as rear seats and rear
cargo were not those published in my manual. Be sure to measure!

As to performance - with pilot only - TO performance is terrific - with lift
off usually coming in less than 500 feet with 1/4 flaps (I have electric
flaps rather than notches in a handle). Climb is also extremely good. Of
course, nearer to max. GW, the performance decreases. 1/4 flaps still seems
to be the best TO configuration at all weights, and flaps really seem to
help at higher weights.

Landings (and approaches) have been a learning project. The Moose is a big,
heavy airplane with a lot of drag especially with full flaps. Power-on
approaches seem, to me, to give the best sink rate and flare capability.
With idle power and full flaps, sink rate is very high, and successful.
smooth flare capability (or outcome) requires not only some skill but a bit
of "luck" as well. While it would be essential to know power off glide
performance and technique if you have an engine failure, I believe power-on
constant sink rate approaches, at a stable speed (such as we use in big
airplanes - a stabilized approach) gives the best, and safest capability.
Engines seem to fail less on power on approaches, and you seem to have much
better speed and descent rate control. It also seems to make my landings
look and feel a lot better. Be aware of the need for forward stick pressure
and trim in the case of a go-around, if considerable nose up trim is used
during approach.

FWIW - Everyone has their own opinions and techniques, but this seems best
to me.

Charlie Starr SR 065

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: "Rebel Builder's List" <rebel-builders@dcsol.com>
Sent: Friday, October 06, 2006 11:43 PM
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then put it
back down on the ground without breaking anything today. Thanks to
everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few issues.
I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch so I
went
anyway. That might have been a bad decision since minimum pitch is 30
inches which might actually be too fine. But accelleration was OK down
the
runway and the tail was up early enough and airspeed climbing when I past
the decision point that I decided to continue. I had thought about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do with
the
high RPM that the plane hadn't seen before. I got 5000 RPM on the takeoff
roll. 700 more RPM than static. I was in the air and was committed.
3. EGT was pegged. A power reduction got it off the peg and down to 1600
degrees which is way too hot. I believe this contributed to high oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator trim
backwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using full
power due to the high EGT but I thought I'd get a lot more climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could only get
a
couple of hundred feet per minute at 80 or 90 MPH indicated and a nose
high
attitude. I didn't use any flaps for takeoff. Some flaps might have
helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or trying to
climb
slowly, the plane flew like I was in slow flight. Cross controlled a bit
in
turns, more so in left turns. Nose high or seemed so based on the look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the nose
down
when adding flaps. I used 30 degrees of flaps on final. Again, it acted
like slow flight and I had to keep paying close attention to airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout the
engine
quit. I believe that the throttle stop needs adjusting and I think the
engine is running way too rich when full rich. I couldn't get it
restarted
on the runway and had to push it off. I then attempted a restart with the
mixture at idle cutoff and the throttle fully advanced. It started right
up. Obviously flooded. I started having flooding problems a few days ago
and couldn't identify any changes I made since the engine was starting
just
fine prior. Totally unexplained at this point. Once started it seemed to
run just fine. For some reason, after this flight it won't run smoothly
anymore. Acts like it's loaded up, too rich, even with the mixture
leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut and see
if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at 2000
RPM,
right where it's been through all the initial testing. Attempted to
advance
it a bit more to address the high EGT but couldn't get the engine to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few days.

Mike
044SR




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--
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Checked by AVG Free Edition.
Version: 7.1.407 / Virus Database: 268.13.0/465 - Release Date: 10/6/2006

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[Mike Betti]

Sorry for the late reply, congrats on your maiden voyage. Are you going to
continue testing through the winter?
Mike Betti
771E
----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: "Rebel Builder's List" <rebel-builders@dcsol.com>
Sent: Friday, October 06, 2006 11:43 PM
Subject: [rebel-builders] N744MK First Flight

I got off the ground today, flew around for a little bit, and then put it
back down on the ground without breaking anything today. Thanks to
everyone
for the priceless tidbits that helped make that possible.

Much as I'd like to say everything went smoothly, there were a few issues.
I don't suppose you want to hear about them?

What didn't work right:
1. Prop control did not work. But the prop was at minimum pitch so I
went
anyway. That might have been a bad decision since minimum pitch is 30
inches which might actually be too fine. But accelleration was OK down
the
runway and the tail was up early enough and airspeed climbing when I past
the decision point that I decided to continue. I had thought about doing
first flight like this anyway.
2. Oil pressure was pegged. I wondered if it had something to do with
the
high RPM that the plane hadn't seen before. I got 5000 RPM on the takeoff
roll. 700 more RPM than static. I was in the air and was committed.
3. EGT was pegged. A power reduction got it off the peg and down to 1600
degrees which is way too hot. I believe this contributed to high oil temp
at 240 degrees.
4. I'm embarrassed to admit it, but I managed to get the elevator trim
backwards. Quickly figured out and adapted to.

What didn't work very well:
1. It didn't climb very well. This was probably due to not using full
power due to the high EGT but I thought I'd get a lot more climb rate even
at 4000 engine RPM, (1900 at the prop). At that setting I could only get
a
couple of hundred feet per minute at 80 or 90 MPH indicated and a nose
high
attitude. I didn't use any flaps for takeoff. Some flaps might have
helped
it climb off the runway.
2. Even with 4000 - 4500 RPM, while maintaining altitude or trying to
climb
slowly, the plane flew like I was in slow flight. Cross controlled a bit
in
turns, more so in left turns. Nose high or seemed so based on the look at
the cowl out the windshield. Hard to tell about the airplane itself.
3. A bit squirrelly on approach to landing. I liked getting the nose
down
when adding flaps. I used 30 degrees of flaps on final. Again, it acted
like slow flight and I had to keep paying close attention to airspeed and
power to maintain a good approach and stay in contol. At least the
touchdown was smooth, no bounce or floating. Then on the rollout the
engine
quit. I believe that the throttle stop needs adjusting and I think the
engine is running way too rich when full rich. I couldn't get it
restarted
on the runway and had to push it off. I then attempted a restart with the
mixture at idle cutoff and the throttle fully advanced. It started right
up. Obviously flooded. I started having flooding problems a few days ago
and couldn't identify any changes I made since the engine was starting
just
fine prior. Totally unexplained at this point. Once started it seemed to
run just fine. For some reason, after this flight it won't run smoothly
anymore. Acts like it's loaded up, too rich, even with the mixture
leaned.

After flight checks:
1. I found the nut missing on the oil pressure sender unit. The wire was
still attached but loose without the nut. I don't know how this would
result in full deflection of the gauge but I will get another nut and see
if
oil pressure acts normal again.
2. Checked ignition timing. It was set at 30 degrees advanced at 2000
RPM,
right where it's been through all the initial testing. Attempted to
advance
it a bit more to address the high EGT but couldn't get the engine to run
smoothly enough. I need to address the flooding problem first.
3. I'll get to a more thorough post flight check in the next few days.

Mike
044SR




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