N25SR Update
Posted: Mon Feb 26, 2018 5:53 pm
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
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