Pre-First Flight Research

[FredMagare]

I am very close to my first engine start and flight.

I'm reading through EAA's test cards and wondering if anyone has experienced any control anomalies on initial flight testing? (Specifically - RV-9A but pertinent thoughts from any model would be appreciated).

I have built and assembled flight and control surfaces to plan and do not anticipate any problems but am seeking to ferret out any problems that I am unaware of....

Thank you for any time and thoughts you can provide.

[wcalvert]

Fred ... assuming your control surfaces are rigged properly (prescribed deflection, smooth movement, no loose objects near the linkages), the elevator trim tab moves in the proper direction, and CG is in the envelope, it should fly like every other RV. Mine has had Zero adjustments since the first flight and has soldiered on just fine.

Those test cards seemed to be more applicable to later flights when you're looking for proper stability and control response, probably something more important in an unknown experimental. By the time you finish your first flight you'll know if it's right. The RV is so well balanced and proven there's not much new to discover.

Having said all that, you should be super vigilant during initial phases to anything that doesn't seem the least bit "right". Thorough pre and post flights looking for moving/loose fasteners etc. (you did torque check all your nuts on the control surfaces, right?!) or binding/looseness of any surfaces.

And in the end the only likely adjustment you'll find necessary is the addition of a rudder trim tab ... IF you need one.

Just my 2 cents, Go up and enjoy!

[rockwoodrv9]

The two things that I would check and double check are the trim and canopy. If you have glass, there are a couple places where you could have things reversed and I have heard real bad results for reversed or runaway trim. The canopy- if it opens, pay no attention to it and fly the plane.

Have a great first flight and many more.

[Radioflyer]

Hi Fred,
Congrats on getting to this stage. You deserve to be proud. Good luck on your first flight. Simply concentrate on takeoff, hovering directly over airport for not too long and land. Depressurize. Enjoy the day.

[FredMagare]

Thank you for the responses. I think everything will be fine just trying to alleviate any unknowns.

More to come after first flight....

[MikeyDale]

I had three issues with my first flight.... When I throttled up, beginning the takeoff roll, the extra noise broke the squelch in my headset. That made me fumble around trying to find the squelch knob, when I returned my focus on the plane, it had already lifted off! (Constant Speed Prop, small amount of fuel, and a 15kt headwind).....As I climbed to gain altitude as quickly as possible, my CHT's hit 400 degrees and that rattled me! I flattened out and reduced power a little and thankfully they came down a little....When I had assembled the plane after the Airworthiness inspection a few days earlier, I had inadvertently caught the rudder cable on the flap arm so when I tried my flaps at altitude, I had severe left yaw. I then had to make my first landing without flaps!....All said and done, it was a wonderful experience and I will never forget it!..Good luck on your Maiden Voyage!

[Flying Canuck]

Originally Posted by MikeyDale

As I climbed to gain altitude as quickly as possible, my CHT's hit 400 degrees and that rattled me! I flattened out and reduced power a little and thankfully they came down a little....

For a new engine, isn't the conventional wisdom that you want CHTs at 400F or higher as much as possible to break in the engine? That along with limiting time where you are running cooler than that such as long ground runs or taxi tests. That's certainly what I did with my IO-320 at the insistence of my engine builder and corroborated by others here and elsewhere. I'm no engine expert, but I think this is to promote the rings seating and should be the practice until oil consumption stabilizes. It might be different with different engines.

[Ironflight]

Hey Fred,

Congratulations on getting close! Its the culmination of a lot of work for anyone to finish an airplane, and asking good questions is the right thing - and what you;re doing.

I’d suggest, however, that you might take a look at the EAA Flight Advisor program- it is designed specifically to help you address your readiness for Phase 1, and to answer questions like yours. There doesn’t even have to be someone close by - I do as many FA sessions on Zoom, email, and phone as I do in person. The program is free, and has a lot of very experienced, very high quality people involved. There are a lot fewer FA’s than Tech Counselors, but what we lack in quantity, we make up for in Quality! (And yes, there is a lot of cross-ver between FA’s and TC’s - we want top help folks out!)

Don’t fly until you’re happy that you can do so with your questions answered - you’l be much more relaxed when you do.

Paul

[jrs14855]

The statement in post #7 of 400 degrees or higher for break in is exactly the opposite of established procedure. While slight momentary excursions above 400 will probably not glaze cylinders, it is good to stay below 400 by reducing power and increasing airspeed.
Please locate and carefully study the Mahlon Russel procedures for ground runs and proper break in.

[rocketman1988]

Follow your engine builders recommendations for break-in, lest you VOID the warranty...