I did not want to say it but will in regard to item 1. The pilot was
short and fat and also pulled the seat way forward. So I had tested it
for me, but not him. LOL However, I will readjust the cables to
make sure that that does not happen again with a short pilot. I do not
expect to have to push the stick forward unless I want to act like a
Pelican. The elevator has 27 degrees up deflection as I had read it
a prior email I received from you.
For the prop, I will have to get more accurate RPM readings and once I
figure I am off from 2700 RPM, I will have the prop repitched. I want
to be able to use max power. I am now working on landing gear fairings
and other drag areas (ala Steve Sloan) which will also affect the
prop slightly. We have a very good prop shop in West Palm Beach so
getting it repitched is no problem. To what is the question.
The fun has begun along with a host of new questions and problems. I
have to learn how to use the GRT EFIS and EIS along with getting used
to the Rebel. Should be fun. No more rivets and mashed fingers.
Yahoo!
-----Original Message-----
From:
mike.davis@dcsol.com [mailto:
mike.davis@dcsol.com] On Behalf Of Bob
Patterson
Sent: Saturday, October 17, 2009 2:32 PM
To:
rebel-builders@dcsol.com
Subject: Re: [rebel-builders] N52GG First Flight
Congratulations Gary !!
Look forward to some in-flight pictures. Approach shots are
good ...
The prop IS too coarse - the recommended pitches are:
54" - climb, 56" - general purpose, and 58" - high cruise
The indicated speed sounds right for that prop/engine.
Mine, with a 74 x 56", cruises about 118 mph at 2,450 -
a good cruise rpm. 2,350 is good for mooching around, and
saves 1 gallon/hour, for about 3 - 5 mph. !
Fortunately, you can just take that prop in for re-pitching.
If it hasn't been twisted before, you can go down 4" in pitch,
for a cost of about $100.
1. Stick travel - should always be tested BEFORE FLIGHT !!
Also - CORRECT movement of control surfaces !
(Several have had ailerons reversed !)
Elevator should have at least 27 degrees of UP deflection.
Don't worry if full forward stick touches the panel -
it will never be necessary in flight.....
2. It will get better with use. Be sure chains have slack.
3. Might actually be correct ! With that prop, you will have a hard
time getting anywhere near the 2,550 - 2,600 or so you want for climb.
It should ideally just turn 2,700 (peak power) in level flight.
Enjoy !! Now the real fun begins !!! :-)
--
......bobp
bobp@prosumers.ca
http://bpatterson.qhealthbeauty.com
http://apatterson2.ordermygift.com
Any views expressed in this message are those of the individual sender
and do not necessarily reflect the views of any other entities or persons.
Any action taken as a result of the contents of this email is totally the
responsibility of the reader.
-------------------------------orig.-------------------------
On Saturday 17 October 2009 16:57, Gary Gustafson wrote:
N52GG had its first test flight yesterday, Friday, October 16, 2009. I
have uploaded before and after pictures of that flight
Test pilot report was that the plane flies and handles very well. It is an
easy plane to fly (that's what I want) and appears to meet or exceed the
manufacturer's specifications, which is rare. During stalls it falls ever
so slightly to the left, which might be due to the weight of the pilot.
Slow flight at altitude with full flaps was about 40 mph and 44 mph with
no flaps. With full flaps it has a high sink rate, but I was warned about
a high sink rate from the Murphy Rebel builders site. The conclusion of
the test pilot was that he would not change a thing. However, Murphy
recommends a prop of 74" x 56" for climb and a prop of 74" x 58" for
cruise. My prop is 744" x 61" a former Piper Tripacer prop and may be over
pitched. The Tripacer has the same engine, about the same speed, and is
300 pounds heavier with same wingspan. When I told the test pilot my
reasoning, he laughed and asked "Do you know what the take-off distance of
a Tripacer is?" (Answer - 1600 feet at a yesterday's temperature) Further
testing will tell. All in all it went well for a first time flight.
Some minor adjustments were identified to be fixed before the next flight.
They are:
1. Down elevator authority - insufficient back range as stick is
limited by ones crotch and can not be pulled back to the point required
for full down elevator authority. Minor adjustment of the cables are
called for.
2. Tail wheel does not break away in left hand turns. Correct so that
left and right hand can be executed easily.
3. RPM indicator reads at 2/3 of the actual RPM. I have an electronic
tachometer and I may have set it inadvertently to a 3 blade prop. Action
is to check all settings on EIS (Engine Monitoring System).
Plane topped 120 mph at about 65% power, but we are not sure due to
tachometer problem.
There is still a lot of testing and mapping out flight characteristics yet
to be done, but the first flight went very well after a loose wire
attached to the ignition switch was tightened.
Thanks to Chris Conn, Bernie Kerr, George Fritschle, Rob Kermanj, Joe
Baker, and others who have helped me through the years, both with their
labor and knowledge. This project would not have been possible without
their help. BWTW Chris Conn is now 23 and a college student who has been
helping me for the past 2 1/2 years. The test pilot is an A&E (with a
bunch of other letters for additional mechanic qualifications) has
endorsed Chris for an airplane mechanics program. Chris is extremely
excited and happy to be pursuing a career as an airplane mechanic. I was
lucky to have him and I know he will do well.
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