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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