The Murphy Builders Site

A BIG congrats Mike!! A huge milestone out of the way.

Wayne

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: "Rebel Builder's List" <rebel-builders@dcsol.com>
Sent: Saturday, October 07, 2006 12:43 AM
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,

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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That's easy Drew... he had 200 lbs of water softener salt in the back!

----- Original Message -----
From: "Drew Dalgleish" <drewjan@cabletv.on.ca>
To: <rebel-builders@dcsol.com>
Sent: Friday, October 06, 2006 9:46 PM
Subject: RE: [rebel-builders] N744MK First Flight

1:45 in ontario though. Waynes up late I just got home from work (yawn).
I'm confused Mike how do you get a rearward CoG Because I'm assuming you
were flying solo with not too much fuel you should be close to the forward
limit.

At 09:33 PM 10/6/2006 -0800, you wrote:

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

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Congrats Mike! Great to hear that that Chevy is in action!

Way to go - HUGE milestone!

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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Congradulations Mike It'll probably climb great once you get your prop
sorted out.

At 08:43 PM 10/6/2006 -0800, you wrote:

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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Drew



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Mike-

Congratulations!

I'm sure the issues you describe will be sorted out in short order and
result in the plane of your dreams. Thanks for sharing the details so we all learn
from them.

Enjoy LOTS more flying!

Norm Isler
Elite 702E




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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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Congrats Mike, big milestone.

Sounds like a few snags to work out but one thing at a time & it'll be perfect
in no time.

Do you suppose it won't run smoothly right now due to plug fouling?

Cheers,

Dave

Mike Kimball wrote:

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.
SNIP!

post flight check in the next few days.

Mike
044SR

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--
David A. Ricker
Fall River, Nova Scotia
Canada






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1:45 in ontario though. Waynes up late I just got home from work (yawn).
I'm confused Mike how do you get a rearward CoG Because I'm assuming you
were flying solo with not too much fuel you should be close to the forward
limit.

At 09:33 PM 10/6/2006 -0800, you wrote:

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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Drew



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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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Congratulations Mike!
Even the production certified stuff usually has a squawk sheet of
defects after the first flight. And I've heard of cases where the plane
wouldn't climb out of ground effect in full fine pitch so you did pretty
well.

FWIW how does the fuel pressure compare to what the carb is used to? Any
chance there is a vacuum operated power valve to richen the high power
mixture in your carb. That could be stuck open. Perhaps the EGT was high
due to an excessively rich mixture still burning more than normal in the
exhaust headers. The EGT on the soob runs around 1450*F and the headers
glow brightly at that temperature. I mention that temp because the EFI
tries to keep the mixture close to stoichometric on the soob and that
corresponds to max EGT. I found that things were quite different than my
preconceptions if I get outside the normal mixture range. Someone with
dyno experience might be able to tell if your EGT reading is in the ball
park just by looking at the exhaust header colour and brightness but I
suspect it is mixture related. The oem computer runs the soob about 32*
BTDC at high power. That may not mean much to your engine but I suspect
your high EGT is not caused by timing.

Ken

Mike Kimball wrote:

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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Congrats Mike!
Having serial number just before yours', I'm inspired to get mine
completed.
Tom Packard
SR043



--- http://USFamily.Net/dialup.html - $8.25/mo! -- http://www.usfamily.net/dsl.html - $19.99/mo! ---




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Congrats, Mike. That was a huge undertaking with the Chevy engine, and
enjoyed following your progress. You got my respect, that's for sure. Good
luck with the fine tuning now.

Walter

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of Mike
Kimball
Sent: October 6, 2006 9:43 PM
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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Congrats Mike !!

If it's any consolation, your first flight was way less exciting than
my 2 in the LS-6 Moose a few weeks ago ! Back to try again today ...

The C of G would certainly account for the handling ! I like to
have about 100 lb in the front of the baggage area, and half tanks ...

Sounds like the prop was way too fine to give you thrust - although
you should check the prop rpm with an optical prop speed guage to be
sure ... I got 1,300 fpm initially with the LS-6, turning only
4,080 rpm (max because of prop governor - now reset). Always use
2 notches of flap for takeoff & landing ...

I think Ken's right - your high EGT is likely from too rich mixture.
The LS-6 is injected, so can't help with a carb setup, but it does have
an auto-rich feature at wide open - I'm a bit suspicious of that -going
to be watching it today. Could your carb float be sinking ??? Sometimes
composite floats can do that with bad fuel contact !

Anyway, I'm sure you've got a big smile - and well deserved !!

Enjoy the moment !!! :-)
--
......bobp
http://bpatterson.qhealthbeauty.com
http://apatterson2.qhealthzone.com
http://apatterson2.qbeautyzone.com
-------------------------------orig.-------------------------
On Saturday 07 October 2006 01:33 am, Mike Kimball wrote:

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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Congrats Mike!!

Scott




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