My thanks too for demonstrating that the 3300 Jab is a viable candidate
for the Rebel. You have added one further real option to my list for 735R.
Bill
Ron Shannon wrote:
[Ed.: This is long, so get something cold and some popcorn. And it's all
true -- especially the ecstasy.]
254R made her maiden flight(s) today, and performed extremely well, better
than the pilot, though he is now basking in the glow of it all, including
the last heavy slip landing on our 24 X 1600 paved strip at Rake's Glen
(WA59). My wife Miggles, daughter Erica, good friends Lynn and Greg, with
ex-UA Captain, CFI, builder & ace pilot neighbor John handling ground COM.
We had to wait until 1130 for low fog to burn off, then it was time to go.
I was loaded with 9 gal. left tank, 13 gal. right, and perhaps 10 lb. right
seat, yielding a rather forward 12.8 CG (more on that later) and pretty
light. With 10 deg. flaps, liftoff was at about 600 ft., though I was
probably holding it on a bit too much. Takeoff thrust was more than
adequately awesome. Maybe not *quite* like John's IO-540 powered Harmon
Rocket, but you wouldn't know it by me! <g>
EGT's at initial full throttle were briefly high enough to set the EFIS
squawking at me (probably a normal phenomenon, and I had the alarm set too
low, intentionally, but needlessly) but at 500 ft. I lowered the climb angle
(still over 600 FPM) and throttled back a little, and the EGT's went right
down in 5-10 seconds. (In fact, the only time *any* temps were ever out of
the green throughout all the flights and maneuvers reported here was during
the first 15-20 seconds of each takeoff, and then only the EGT's -- around
1400 F indicated, which is about redline for the Jabiru. I turned left for
Sequim Valley Airport (W28), 2M SW, as planned because it has a 46 ft. wide
strip -- where I would do the first landings before returning to our skinny
one. At the initial climb angle, some light right rudder was required, but
hardly any was needed after lowering the deck and throttling back 150 RPM
(+/-) to 600 FPM climb.
Not being very familiar with the attitude visuals, I was surprised to
realize that, in what seemed like no time, I was well over 1500 ft. and
still climbing steadily at 400+ FPM, 80 MPH or so. Oh, oh, past time to pull
the flaps up -- resulting in a good surge forward. It was a glorious clear
day, I could already see W28 ahead, so as planned I just kept climbing at
about 400 FPM through 3000, on up to 5300 -- I wanted at least a mile, after
all. :) By that time I had already tried some rudder wags, which showed
the plane to be dynamically stable in yaw after 2-3 oscillations. At the
3000 level, circling wide over the airport, I got a little more adventurous
with roll exercises. In turns, say left -- the ball goes a little right --
and it took me a little while to realize I would have to unlearn my muscle
memory which always adds a little rudder into the turn. Bottom line is this
plane doesn't need rudder in turns! By the time I got to 5000, I was doing
45 deg. banks. When the plane rolls, I have pull the stick back to center a
bit to stop the roll... nothing unusual there.
At 5000 ft., I tried an approach to power off stall, no flaps, which began
to get squirrelly at 50 MPH indicated -- didn't get to a buffet or break --
so I pushed over and carried on. (I just wanted to confirm a reasonable
approach speed.) Surprisingly, the AOA, which hasn't even been calibrated
yet, started squawking on cue ("Angle, angle, push, angle, angle, push) at
about 54 MPH. Fine! :) Awhile later, I tried the same maneuver with 10
deg. flaps, and handling got a little loosey (rudder steering in play) at
about 45 MPH. No surprises in any of that. With flaps, slow flight at 50 MPH
would be easy. The plane flies "heavier" and with less responsive controls
than the light planes I fly most often, but it wasn't hard to get used to...
by the third landing, when I got around to some more active dancing on the
pedals. All that means is the plane is just wonderfully stable. My panic
about control friction two months ago was easily forgotten. Not a problem at
all.
I then set up for cruise and I have to say, as Buddha is my witness, this
plane flies SUPER! Easily trimmed without much input, it flew hands off for
at least 30 seconds, and would have probably done longer except that was
about the time I decided it was good enough <g> and wanted to do something
else. Straight and level at ~2800 RPM -- Jabiru cruise setting -- I was
getting 108-110 MPH indicated (!) -- and am happy as a clam with that! Fact
is, I completely forgot to try reflex the whole first flight -- more on that
later. Truth is, I was having so much fun, I didn't want to come down.
Really, really didn't want to come down.
But first landings must be made, so down I came. The first landing was high
(and my story is that was on purpose, and I'm stickin' to it) and I touched
down about half way down the 3500 ft. runway. The video, which will be
posted anon, shows a pretty small bounce, a lot less bounce than it felt
like! Ha. I did notice a distinct lack of elevator authority deep in the
flare -- in every landing. I taxiid off and shut down, beamed and screamed,
and managed to keep back the misty eyes of joyful relief for a whole 2-3
minutes. Don't know how. Deep hugs. I have an awesome mate and daughter...
they've put up with a lot, as you all know from your own lives. What a
fantastic moment -- to be able to fly the airplane you've slaved over for
years, to land it, on a gorgeous day, with those closest to you clapping and
beaming almost as much as I was... it doesn't get any better. Total time
first flight = 0.9 hr.
We found a little oil at the rear cowl outlet... which was rather quickly
traced to a too loose spin-on oil filter, which was left from an early oil
change at 1.7 TTE. I had test run it with no leaks, but not with significant
pressure. All the hoses, etc., were fine. Found a strap wrench and tightened
it down, no further problems. Had lunch under the wing. Wow. Took off for
three (or was it four?) more circuits. The plane climbs (lightly loaded, 144
ft. field elev., of course) over 1200 FPM without even trying! Who knows
what it will do when I try for V(x), or learn how to fly it, eh? As Eric
says, the wings are filled with helium.
Landings were, uh, a little variable. The second one was worst. I got on the
brakes too early and too hard and went swinging, but got it under control.
The next couple of landings (all at ~15 deg. flap) were pretty good,
although I did not have enough elevator authority late in the flare. That
was partly from the forward CG, no doubt, but I will have to look at my
deflection (currently ~22 deg. up) again. The other landings were pretty
good. In short, the plane landed as well as I could fly it. Now for some not
so good, and then some awesomely good stuff.
On the down side, the right window popped open on two takeoffs at W28. When
the window falls, the plane yaws to the right (can I get some beginning
multi-engine time credit here?) and the fuse starts oil-canning, making
quite a racket. The first time I landed, went to the ramp, shutdown, and
closed it. Not good enough. The second time, I shut down, and tightened the
pivot bolt of my turning-lever-style window latch, which had just been too
loose. No further problem. After the last flight, I found I'd developed a
small fuel leak at some fitting inside the left root fairing and will have
to track that down. The engine puts a lot of suction on the AeroCarb
throttle body carb, and if you let go of the friction throttle control
before locking it up, the engine falls to idle rather abruptly, which can be
unnerving the first couple of times, even when you know what's happening.
Gotta be very careful of that. I should, and will, have a vernier rather
than friction control soon. Other than those items and the elevator
authority issue, all of which will probably be rather easily solved, the
plane, engine & prop behaved flawlessly. How good?
OK, what you've all been waiting for, I'm told. (Wake up Garry.) On the
final flight, back to the tiny home strip, I climbed to 2000 and decided it
was time to finally stretch the Jabiru out, finally using some ~ 5 deg.
reflex flap (lunges forward with that) and find out how the 68x38 prop
spinning so smoothly on the Jabiru would really perform. Straight and level,
118-119 MPH indicated @ 3120 RPM !!! I am not lying. If I'd held it longer,
trimmed a bit more, etc., I would have undoubtedly gotten over 120. Wow, and
I don't even know how to fly the thing yet, or exactly what reflex I'm
getting, or what's best for this plane, or... Not to mention that there are
no strut fairings, no push-pull fairings, no gap seal between the flaperon
halves yet! With those things in place, and the prop not close to the 3300
RPM redline yet, I should easily see 125 MPH when it's cleaned up. When the
static RPM test gave a perfect 2820 RPM, I knew the climb would be fine, but
didn't know if I would suffer in cruise. Fortunately, it's definitely not
over-revving, and won't. No I haven't calibrated the ASI (but it should be
pretty close), yes it was light, relatively low altitude, starting at sea
level -- and I forgot to even look at ground speed (*ever, in all the day's
flights -- what's with that?*) -- but I must say I am totally stoked with
those numbers! With super climb, and those speed numbers, I wouldn't change
the prop -- or the engine -- a bit.
I think I can also, already, definitively claim that all the debate, all the
nay-saying about the high-revving Jabiru engine being inappropriate for a
small bush plane -- at least this one, on wheels -- is hogwash.
I still had to land on our little strip, where I've come in sitting right
seat with the neighbors many times, but have never landed anything here
before. (Renters are prohibited from landing such small strips.) Wind was
excellent (say hallelujah!), about 5-6 KTS, only about 10 deg. off RWY 25.
Approaching from the east, one has to skim over some 80+ ft. trees along the
river, with sink before them and lift after -- even in 4-5 KTS -- and then
get down very quickly to the numbers -- while initially still in the lift
effect of rising wind over the trees, etc.) So I did the first, routine
required (local procedure) fly over at 500 to feel for the trees. I did a
second pass, reaching down to about 100 ft. over the trees, and then down to
about 150 ft., intending all along to go around, and did. The third time I
came about 50 ft. over the trees, then threw it into a pretty heavy slip
(yet another first in plane and location) and landed uneventfully about 1/3
down the runway. Total flight time for the day = 2.2 hrs.
There are so many to thank. Five years ago I joined this list. About 8 mos.
later, my decision to get a Rebel kit was at least 1/3 based on the
wonderful support, and friendships, that were, and still are apparent on
this list. Everything that's happened here since has more than validated
that reasoning, and I am extremely grateful to *all* of you for your help,
your encouragement, and your patience with my "Duh" queries and long winded
jabbering. Many other airplane lists have too many people, with no small
amount of bad advice, and some lists are too small to get any advice, much
less good advice, when you need it at all. This group is a good size, the
help comes fast and the advice is great. It's very special.
There are so many to thank, including dozens on this list. I'm reluctant to
single out people, for fear of leaving out so many others, but I have to
mention two. First, Garry Wright, who took me along in C-FOKM's right seat
for the '07 Ramble. I already had the kit but no Rebel time, and that
experience, both with the plane and with Garry, provided priceless learning
and motivation, and Garry has become a great and lasting friend. Who could
be so lucky again?
Second, but not second place, thanks to Jim LePard, who started building
254R 14 years ago, and has been more help than anyone since I began to
continue the work on "our" airplane 4-1/2 years ago. Jim did excellent work
on this plane when he had it, and I couldn't have asked for better
workmanship from a first builder. Much more importantly, Jim (A&P/IA) has
remained very interested in the project and provided me tons of advice,
mentoring and support, whenever I asked for it (way too often) without fail,
and with endless patience. (We have shared well over 1K emails in the last
4.5 years... really.) He's taught me 2/3 or more of what I've learned about
building airplanes, and more, and has become a wonderful friend. I could not
have done this without his generous help. No one could wish for a better
seller-buyer relationship. Thanks, Jim, for what you've given me, and for
who you are.
So here are the numbers in one place:
Flight test GW = ~1252 lbs.
CG = 12.8
Takeoff climb = 2900 RPM, at least 1200 FPM (nothing definitive there --
testing for V(x) etc. to come)
Easy cruise = 108-110 MPH @ 2800 RPM (+/-)
Flat out, 5 deg. reflex = 119 MPH @ 3120 RPM, no fairings, no tune, sloppy
trim, rookie pilot
Highest oil temp = ~170 F
CHT's never even in yellow
Fuel flow = ~ 5 GPH, as expected.
Photos and videos (including live A/V from the cockpit) will be up on
http://n254mr.com, but probably not until tomorrow. Well no, I won't be able
to sleep tonight so... before dawn. :-) BTW, one video shows the plane
taxiing out of the driveway, from a camera about 30 ft. away. The engine is
so quiet, you can easily hear an excited little dog barking about 350 ft.
away from the camera -- *beyond the airplane on the other side of the
runway!*
Folks, this is an awesome airplane, and the Jabiru 3300 with 68x38 Sensenich
is great! This pilot has a lot to learn, but couldn't be happier with the
plane or its performance. Keep building guys. All that delayed
gratification? It will not be lost. It's ecstasy in the bank. It will all
come back and more... in a flood when you get to fly your dream. At least,
that's what happened to me today.
Ron
254R
PS - When replying to this, as I know many will do, please give others a
break, and delete my long story from underneath your reply, so people won't
have to scroll all the way through it over and over. Thanks.
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