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08-12-2016, 11:44 PM
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Join Date: Nov 2014
Location: Hinckley, Ohio
Posts: 2,066
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Quote:
Originally Posted by RVTrumpet
Considering the ground speed is in MPH in Piper J3's photo, could the IAS and TAS be in MPH too? That'd make sense regarding colors of speed ranges.
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Correct, I have EFIS set for MPH. Range markings are Van's RV-12 software for the D-180.
__________________
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Jim Stricker
EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 622 
LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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08-13-2016, 06:54 AM
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Join Date: Jan 2016
Location: santa rosa CA
Posts: 90
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Flew yesterday for the first time in a month and a half!
I still remember how to fly, that's a good thing.
Static runup got me around 4950-5000, and performance was great. In the air, firewalled, I got 122 true air speed knots, 120 at 3/4 throttle, so I pretty much nailed it! YES!!!
The best part is the plane runs smoother than butter now. Such a huge difference I really couldn't believe it, especially at idle and low rpm's. High rpm's it was silky smooth as well. HUGE improvement.
I plan to put checking my prop pitch on my post-flight checklist, at least after one flight nothing has moved.
I'll admit I torqued the outer (blade) bolts to 21lbs/sq ft instead of 20, and I hope the blades stay put.
I do NOT want to have to take my plane back to a mechanic. So far, after my annual, I've found 2 dents, and one big giant scratch across my windscreen, and greasy finger and palm prints all over both inside and outside the plane. It's a total mess that's going to take a few hours for me to clean and get back to the clean, pristine point it was when I took it in.
My plane also needed the doublers added to the bottom of the wing spar root rivets as they were showing signs of movement. Apparently this is a known issue, because Van's knew about it, and sells a double kit that's easy to install that addresses the issue. My A&P said it would take him an extra 3 hours to install, but my friend and I had to remove, and reinstall the wings for the mechanic as he's never done this on any 12.
My engine number also fell under the service bulletin of NEEDING the carb floats changed, even though they were checked last year and found to be good per my log book, so that was another extra cost to my annual.
My ELT battery was dead, and so replaced, another extra cost.
Anticipating the bill, I have no idea what it will be, hoping it will be reasonable.
Regardless, I am so happy to be back taking my lessons, every Monday and Friday.
Hoping to find time to finish my ground school as well. I'm 2/3 through my course, but stumped on the sectional charts and maps part without some tutoring and/or reading of some books.
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08-13-2016, 09:10 AM
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Join Date: Jan 2005
Location: Kentucky Lakes area in KY
Posts: 947
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Quote:
Originally Posted by Chrysopelea
Flew yesterday for the first time in a month and a half!
I still remember how to fly, that's a good thing.
Static runup got me around 4950-5000, and performance was great. In the air, firewalled, I got 122 true air speed knots, 120 at 3/4 throttle, so I pretty much nailed it! YES!!!
The best part is the plane runs smoother than butter now. Such a huge difference I really couldn't believe it, especially at idle and low rpm's. High rpm's it was silky smooth as well. HUGE improvement.
I plan to put checking my prop pitch on my post-flight checklist, at least after one flight nothing has moved.
I'll admit I torqued the outer (blade) bolts to 21lbs/sq ft instead of 20, and I hope the blades stay put.
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Glad to hear about your performance and vibration improvement. You missed one important statistic that would be most helpful to the rest of us. What was your WOT (wide open throttle) RPM?? That will be great information. Enjoy the fruits of your effort..........Tom
__________________
2013- RV12, Kit #119. N123M First flight Nov21. It's a keeper!
1998- RV-9 tail kit, built and sold
1989- RV-6 tail kit, built and sold
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08-13-2016, 05:18 PM
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Join Date: Jan 2016
Location: santa rosa CA
Posts: 90
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I will report back on Monday with my WOT RPM's.
They were right in the ballpark from what I've read here, I just forget the actual number.
I did a quick runup on the ground, just enough to know it wasn't way out of whack. Static R's were around 4950-5000.
Climbing out was lower than I thought it should be, (around 4800 I think if i remember correctly) but it was hot, we were full of fuel, two guys, climbing at 75.
Monday I'll take the time to write the data down.
This last flight was more of a shakedown flight. Just got it back from the annual, adjusted the prop, wanted to just make sure it was all still in the ballpark.
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08-13-2016, 07:50 PM
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Join Date: Jan 2016
Location: santa rosa CA
Posts: 90
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If I remember correctly, those are the RPM's I got at WOT flying flat and level, 5500 or 5600. True airspeed was 120-125, right around there.
Usually the RPM's are at or around 5000-5100 for normal cruising at cruise throttle settings.
I'm still taking lessons, and from what I've read, the engine actually prefers higher RPM's. I know I'd like to fly a little faster, but for my lessons my instructor likes it around 5 to 51.
Tomorrow I'll note my RPM's and report.
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08-13-2016, 08:20 PM
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Join Date: Apr 2008
Location: Riley TWP MI
Posts: 3,070
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4800 RPM climbing at full throttle is hard on the engine. I looked in the POH but could not find the minimum full throttle climb RPM, but believe it should be between 5100 and 5200 RPM at 75 knots. Scott?
__________________
Joe Gores
RV-12 Flying
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08-13-2016, 11:36 PM
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Join Date: Jan 2011
Location: Clearwater, Florida
Posts: 398
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Ideally, at wide open throttle setting, during straight and level flight, you should be indicating 5600-5650 RPM, at your typical cruise altitude.
That provides the best "balance" for climb and cruise.
An exception for that may be for high altitude airport operators.
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08-13-2016, 11:47 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Mich48041
4800 RPM climbing at full throttle is hard on the engine. I looked in the POH but could not find the minimum full throttle climb RPM, but believe it should be between 5100 and 5200 RPM at 75 knots. Scott?
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Rotax's recommended Climb RPM is = or > 5200 RPM. That can probably be possible on a lower speed / higher drag airplane, but with the RV-12, the prop setting that most owners typically end up with that just isn't possible.
4800 would be excessively slow though. If actually climbing at Vy (75 kts), the typical prop pitch setting will result in an RPM in the 5050-5100 range.
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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08-13-2016, 11:52 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Driftdown
Ideally, at wide open throttle setting, during straight and level flight, you should be indicating 5600-5650 RPM, at your typical cruise altitude.
That provides the best "balance" for climb and cruise.
An exception for that may be for high altitude airport operators.
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And the other exception is density altitude.
This time of year the density altitude can easily be 3000-4000 ft higher than pressure altitude. Something to keep in mind as it will have an influence on engine power and propeller thrust.
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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08-15-2016, 05:23 PM
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Join Date: Jan 2016
Location: santa rosa CA
Posts: 90
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OK, I took another lesson today, and took notes of my RPM's, and then forgot to bring the data home.
I have an excuse though, I found a coolant leak, and so for the next hour and a half we were removing the cowling and finding and fixing the leak (basically, an ill-placed clamp, placed on the bend of the metal tube portion instead of directly behind the bulge in the metal tube) which really didn't take anything, just moving a clamp and twisting the tubing a little.
BUT, I remember I think.
4960 static on the ground, and I think 5640 flying WOT at 127 knots True Airspeed are the numbers I believe.
Again, smooth as silk, and no pitch movement after the lesson.
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