N25SR Update

[Jerry Folkerts]

Finally, after a trip to Colorado and a couple weeks of really crappy weather, today, we had beautiful weather, about a 60 degree crosswind at 8-10 mph or so. This morning, the air was smooth but this afternoon, it turned really bumpy due to thermals and the moisture in the ground, even up to 6K. I flew 1.8 this morning and 1.0 this afternoon. The airplane performed magnificently, although this afternoon, it was tough being in the yellow arc with the turbulence – so I called it quits early.

For the most part, I was at 6K, 23/23.5 square, and 150 mph. Anything over 2300/2350 and I couldn’t stay out of the yellow arc. On my A model O540, that put me at 65 to 68 % power. CHTs stabilized out at 390 or a bit less. Oil pressure hung around 70 psi all day, and my oil temp stayed low at 160. I’ll probably need to block the oil cooler to get it up. The hottest cylinder was consistently the #2, possibly due to the effect of blocking by the prop governor. In between flights, I removed the upper cowling and put some speed tape on a couple of areas where the plenum may have been leaking a bit of air around the #2 cylinder (left front on the O-540).

Hopefully, in the next flight or two, I should see CHT’s start to come down a bit indicating the chrome cylinders are broken in and the rings seated correctly. I didn’t notice any oil burn after today’s flights.

Today’s observations: It’s really a big airplane! Primarily, I played with avionics, as I’m still burning holes in the sky at high power settings. That said, I noticed my left wing filling up with fuel from the right wing, so after climb out I turned the fuel off on the right wing. I turned it back on for landing. I’m really amazed at how fast it accelerates and gets off the ground – not much time to think about it, and then you’re trying to get the flaps up. I’m generally at 120 mph half way down the runway. Then, it’s a matter of pulling the nose up. Today, I reduced the prop to 2350 for the climb out to help manage the speed and temps. The highest CHT was 430 on a sustained climb to 6K on the first flight. OK during break-in. On my second flight, I took off without flaps. Wow – that’s quite a difference. It broke ground quickly but didn’t want to climb very well. The flaps really do make quite a difference. Did I say it’s a really big airplane! I do have to hold a bit of right rudder when I’m solo, but very little. I’ll give it a bit before I consider putting a tab on the rudder.

Both landings were non events, although I’m surprised at the amount of control movement on short final when getting tossed around by the thermals and wind over some obstructions at my airport. There’s a max security prison next to the runway and it’s amazing how the wind swirls around the towers, the fences, etc.

I’m still fighting trim a little bit, but finally getting it down. I have the rocker switch on the panel above the throttle. My LED light is currently not working, so I have one more thing to trouble shoot. I did get my radios working, found the ground in the pilots grip, where a screw was crimping a wire. I also fixed the leaking valve cover gasket. The new silicone gasket stopped the leak.

So now, it’s still a get acquainted thing. Learning the “BIG” airplane and how it behaves. I’m anxious to see how it behaves at less than full power. Next good weather day, maybe Friday.

Best,
Jerry

[mikeh]

It's all sounding pretty good Jerry. Thanks for keeping us in the loop.
Cheers
Mike

[Jerry Folkerts]

Today, I learned a good lesson. If you turn off the fuel, the engine does quit. Thankfully, I was at 5000 ft and had time to work it through. It reminded me the importance of memorizing your emergency procedures and actually working through them. It also reminded me of the importance of verifying everything before you do it -- especially with engine and fuel controls.

The airplane is flying really good. My #2 and #3 CHT are still high. I understand the #2, I have a plenum and at high angles of attack the air goes completely over the cylinder or above the plenum. I need to make and install eyebrows when I change the oil in a week or so. The #3 I don’t really understand. 1 and 5 are cool and the 4” duct comes off #5 for the oil cooler. It may just be a break in issue. All CHT’s at least 50 degrees less than #2 and 3. I still have to be really careful on takeoff – have to level off in climb to keep #2 under 435 or so.

Takeoffs and landings are really good. This thing really accelerates on TO. I generally only have the throttle in 50 percent when the tail comes up and within a second I’m at 80 mph and airborne. I’ve found a 500 fpm rate of descent on final coupled with a slight pull back on the stick at 15-20 ft agl sets me down really nice. I haven’t really bounced it yet. I’ve found that taxiing with a wind is a bit difficult, as the wind really pushes the tail around. Takes more brake than I’m used to keep it straight at times. I have a bit of slack in my chains, may consider tightening them up a bit. That said, one more link and I’m under a bit of compression.

So far, no real oil consumption to speak about. That’s probably a good sign.

Jerry Folkerts

[Jerry Folkerts]

I did a little work on the airplane this week, changed the oil and modified the baffles a bit to allow more air flow to the #2 and 5 cylinder heads. Today, I flew in a gusty crosswind, and after an hour, 22 squared, 3500 ft, 150 mph, full rich, my CHTs were as follows: 1 – 312; 2 – 360; 3 – 366; 4 – 343; 5 – 329; 6 – 282. My oil cooler comes off #5. I’m thinking I may have 3 & 5 crosswired. #5 should be hotter than #3. When I get a chance, I’ll check that. Not sure whether or not the chrome cylinders are broken in yet.

For the first time, I leaned the mixture out, as I’ve been working to break the cylinders in. WoW! It brought fuel flow down a lot – 4-5 gph!

All went well, but I re-learned a lesson on a 15mph direct crosswind landing, when I let the upwind wing get up. Dicey, but recovered nicely.

AT the 10 hour mark.

[c120pilot]

Wow! It's pretty fast. Glad to hear your getting it broken in and the bugs worked out. Are you still grinning? :<)

[Jerry Folkerts]

Phase I complete. Phase II of my life begins tomorrow, when I fly the SR from H19 in NE Missouri to Pagosa Springs, CO. I've been watching the weather and I have the right window. Tomorrow early to Manhattan, KS and stay with my sister, then Friday on to Pagosa Springs with a stop in Lamar, CO. It will be interesting to see how it performs going over the continental divide. I've been that high in my testing, but looking down at mountains with associated winds is always different. Thankfully, the wx is pretty calm. So, I'll post a new picture from the new home. That is, when I get it built. Done with the airplane, now to build a house.
Homeless Jerry and Ruth

[GaryK]

Jerry, Nice to hear details on your Phase 1 and 2 fly-offs. How high have you had your Super Rebel? I am interested since building my Yukon and am based in Colorado. I am only planning on a IO-390 with 210hp but the Yukon has longer wings. So I don't expect the speed you are seeing but want the extra lift since Mountain Flying around the Continental Divide is what I do the most.
Thanks for the logs and updates and hope to meet ya in Oshkosh.

[snowyriver]

Well, Jerry, at least you and your wife have your priorities down right. You can sleep in a plane but you can’t fly a house!

Gary, are you saying the Yukon’s wings are longer than the Super Rebel?

[Jerry Folkerts]

Well, I made it. I flew on Thursday, April 26th, from my home base, Bowling Green, MO (H19) to Manhattan, KS. The flight was uneventful except for a short stop in Wamego KS to let the unexpected fog burn off over Manhattan. After spending the night with one of my sisters, I left early the next morning for Lamar, CO. I refueled and relaxed a bit before heading for La Veta Pass. While in Lamar, I met a young lady piloting a C-180 for the State of Colorado Parks and Wildlife. She was tracking Prairie Chickens. She told me to be very careful going over La Veta Pass this time of year. In fact, she used the word “Gnarly”. After takeoff, I diverted into La Junta to check an access panel. My CHTs were running hotter than before and I wanted to make sure I didn’t leave the oil access panel on my plenum open. I found nothing wrong, and then took off again for the pass. I climbed to 10K ft and began to listen for AWOS over the pass. It was reporting 20 gusting to 28 and after I saw the small clouds developing and began to get knocked around, I decided not today and went to Trinidad, CO. I believe the threatening word “Gnarly” probably had something to do with my subconscious. I refueled, relaxed a bit more, and decided to try the route around Sante Fe. After getting the stuffings knocked out of me going south for approximately 100 miles, I found the winds at Las Vegas NM to be 30 gusting to 40. I had no desire to land in those winds and I turned around and went to Raton, NM. I found Raton to have a great FBO, with very friendly and helpful people. They gave me a courtesy car and I headed for the Best Western in town. I hadn’t eaten all day and found a good meal in the hotel restaurant. The next morning, I arrived at the airport early and it was so cold the airplane didn’t want to start. So, I pushed it solo uphill to the FBO and plugged it in for an hour. I got it started, but then had some type of electrical spike. My EMS went blank. I swapped fuses and it was ok, but my ADI listed 45 degrees to the side. I didn’t bother to check the fuse on the ADI and pressed on knowing the forecast was VFR. I found the winds dead calm going across La Veta pass at 11K. I descended to 10K for the ride across the San Luis Valley, and then climbed up to 12.3K for Wolf Creek Pass. Again, calm except one really good slap on the top. Anyone that says they’re not apprehensive going over a narrow winding pass like Wolf Creek is not being honest. It’s a bit spooky the first time. All was well on the back side until I got in the pattern at Pagosa Springs – again, really bumpy. Perfect landing setup and then realized the runway had a slight downslope, so – I bounced. Ugh! The only other issue was my O2 levels. I had a pulse oximeter and found them dipping into the 80s. Normal for a flatlander, but found that by taking deep breaths I could get them back in the 90s. Time to get my O2 bottle filled! The SR is tucked in FBO hangar at more cost than necessary. But, until something comes available, it’s my only option. There are a couple hangars for sale, but the owners want fortunes. I found my CHTs high at the higher elevations – the worst cylinder reading 415. I need to do some more work on my baffles and then see how they perform. The only other squawk was my transponder. It worked very well as I transited across country, but only some were able to pick up my Mode C altitude. So, it’s something else to work on in addition to the electrical spike.
This week, we broke ground for our new home. That will likely keep me occupied more than I would like and the SR may sit still for a bit.

Clearing La Veta Pass

Approaching the Continental Divide (Wolf Creek Pass)

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