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  #1  
Old 04-26-2016, 02:12 PM
YellowJacket RV9 YellowJacket RV9 is offline
 
Join Date: Oct 2012
Location: Clearwater, FL KCLW
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Default N313GT Phase 1 Update

I have enjoyed and found other threads on Phase 1 experiences useful, and thought I would add my own. Right now I am at slightly over 10 hours, and have mainly been running high power settings to break in my new ECI cylinders. Have not yet experimented with higher altitudes or a great deal of slow flight.

-I have a small oil leak from somewhere on the front portion of the engine. The oil lands on the lower cowl right above and forward of the air intake. I slightly snugged up on case bolt there, but have not been able to stop or track down the source yet. Maybe 4-5 drops per flight.

-As noted in another thread, my electric Facet boost pump had stopped pumping, although fuel flowed through it fine. Removing from airplane and shaking it seemed to fix it. I think a spec of dirt got in it, and have ordered an inline filter to install before it and the Flo-Scan.

-Right side CHT's were slightly high. I have since moved the upper inlet ramp forward a few inches and re-glassed. This brought #1 way down. #3 is still slightly hotter, and hovers around 406* at 75% power at 70* OAT. I have done a lot of work baffle sealing, so will probably not stress over it too much until the cylinders have had time to break in. I know some people have had to re-jet, but this carb has been flying fine for 760 hours, and all my other temps are okay (well under 400). I am pretty sure further break-in will help even more, as well gear leg fairings and wheel pants.

-My oil temp is on the low side, and I have taped over the upper portion of the oil cooler inlet, which has helped.

-Oil consumption is reasonable considering break in, I think. I have added 1 qt in 10 hours.

-When I installed my fuel level senders, I forgot to add the bend that keeps them from pivoting. Neither of them were reading correctly. I have since removed and fixed the right sender, and will do the left next time I get the fuel level low enough to drain out. I still need to calibrate them as well. In the meantime, I keep the tanks fairly full, and find that my flo-scan has been fairly accurate.

-My passenger side step is already showing a crack at the typical location.

As for flying, she flies beautifully and hands-off. I had second-guessed the manual elevator trim, but I find it very intuitive and in a natural location where my right had falls anyways.

Full flap stall is 40 knots, straight ahead.

My first few landings were probably my best, as I used 60 knots on final. Letting that slide up to 65 knots gave me a lot more float and time to botch the perfect landing. I think I have let the airspeed creep up as the difference in sink rate between 60 and 65 knots is pretty noticeable, but I have to remind myself that even at 60 knots there is plenty of speed left to arrest the descent. I am renewing my focus on nailing that 60 knot airspeed over the fence. If I find myself a bit high, a quick slip works really well for getting down without speeding up. Either way the plane is very forgiving and stable once in ground-effect, and none of my landings have been hard or bounced. I have landed in up to 8 knots crosswind without much issue at all. Plenty of rudder authority.

The airplane loves to climb, and if I don't pay attention, it will. I have to get used to the slightly nose-down attitude of level flight. It will easily climb in a steep turn if I'm not careful, as well. Much more pitch sensitive than I am used to. I had to get used to planning my descents and slowing down farther in advance. But it isn't really that hard. My plane is proof that 150hp and a fixed pitch prop will, in fact, fly, and slow down.

Have not done much speed testing. I have no gear fairings or wheel pants. At about 3000' DA and 75% power I am showing about 136 KTAS. This is a 150HP and Sensenich fixed pitch prop. I don't really know how this compares to others or what to expect at higher altitudes. It's a plane that I built in my garage and goes over 150 mph. I'm happy. I can tinker later.

I have been making an effort to fly with increasingly different CG profiles, but have not yet worked up to anything near max weight.

Hoping to get a few more hours in this week and do some power-on stalls and work on some short-field landing technique, as well as some more crosswind practice.

Chris
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  #2  
Old 04-26-2016, 03:44 PM
rightrudder rightrudder is offline
 
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Great stuff, Chris. It's wondeful for everyone to build up an archive of these Phase 1 experiences. Sorry about the cracked step...that truly sucks to have it happen that early.

Your oil consumption is nice and low. Lots of folks have fully broken-in engines that consume more than that. I consider mine fully broken in at 45 hours, with consumption at about 1 quart per 12-13 hours. Keep those power settings high!

Like you, I find the low-60s KIAS over-the-fence speed to be ideal (at solo weight), and maybe 65-67 for medium crosswinds or gusts. I haven't really experimented with slips, but I need to.

I think you'll be pleasantly surprised with the speed once all fairings/pants are in place and you're at full power at 8000' DA. It's fun to run it flat out a few times to see what the number is, but what's really nice is when you find the sweet spot of reasonable economy and decent speed in "performance cruise."

Keep the reports coming!
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Last edited by rightrudder : 04-26-2016 at 07:28 PM.
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  #3  
Old 04-26-2016, 04:10 PM
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Vlad Vlad is offline
 
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Nice report Chris. Deeper into Phase 1 after all glitches are gone try to bring her on final at 55 knots. It's a bit challenging but with a little breeze on the nose you could stop on the numbers.
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  #4  
Old 04-26-2016, 04:35 PM
alpinelakespilot2000 alpinelakespilot2000 is offline
 
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Quote:
Originally Posted by YellowJacket RV9 View Post
Full flap stall is 40 knots, straight ahead.

My first few landings were probably my best, as I used 60 knots on final. Letting that slide up to 65 knots gave me a lot more float and time to botch the perfect landing. I think I have let the airspeed creep up as the difference in sink rate between 60 and 65 knots is pretty noticeable, but I have to remind myself that even at 60 knots there is plenty of speed left to arrest the descent. I am renewing my focus on nailing that 60 knot airspeed over the fence.
Quote:
Originally Posted by rightrudder View Post
Like you, I find the low-60s KIAS over-the-fence speed to be ideal (at solo weight), and maybe 65-67 for medium crosswinds or gusts. I haven't really experimented with slips, but I need to.
Nice reports. Congrats on the progress!

Like Vlad suggests, if you're having any trouble with the landings--and after you've had time to incrementally work down later in Phase 1--you might see if you can get down between 1.3 and 1.4 Vso. For me that's between 52-56 KIAS at solo weight. I aim for 55 and accept anything down to 52 if relatively gust free. Slowing down from the original 60-65 remarkably improved my landings. Yes, the power off sink at that speed is noticeably higher, but there's still plenty of elevator authority to arrest the descent.

Good luck on the continued Phase 1.
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Last edited by alpinelakespilot2000 : 04-26-2016 at 04:42 PM.
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  #5  
Old 04-26-2016, 05:17 PM
vic syracuse vic syracuse is offline
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Default Nice airplane

Nice writeup and approach to the test period, Chris. I have flown a number of 9's, including Phase I's and 52-55 is the sweet spot for landings in that airplane. I know it seems slow, but it's a real pussy cat, probably the best of the RV's Van's team has designed.
My opinion is that if if were certified it would be the next generation's C-150 and do the same for aviation.

Vic
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  #6  
Old 04-26-2016, 06:11 PM
YellowJacket RV9 YellowJacket RV9 is offline
 
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Thank you guys. I will try working my way down on the landing speeds. I have the luxury of a long runway here and I am going to start setting goals about landing distances. I want to be able to comfortably fly into Cedar Key with the wife after Phase 1!

This thing is a blast to fly, especially in smooth air in the mornings. I still have to pinch myself.

Chris
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  #7  
Old 04-26-2016, 07:22 PM
rightrudder rightrudder is offline
 
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OK, you guys have talked me into it! I'll try high 50s and work my way down bit by bit. Still lots of cushion with a Vso of 39, but it does seem slooooooowww, like walking speed slow, after tearing 160 kt holes in the sky.

That must be how Vlad manages to land on tiny sand bars in the Yukon, or wherever.
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Last edited by rightrudder : 04-26-2016 at 07:29 PM.
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  #8  
Old 04-26-2016, 07:49 PM
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Vlad Vlad is offline
 
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Quote:
Originally Posted by rightrudder View Post
OK, you guys have talked me into it! I'll try high 50s and work my way down bit by bit. Still lots of cushion with a Vso of 39, but it does seem slooooooowww, like walking speed slow, after tearing 160 kt holes in the sky.

That must be how Vlad manages to land on tiny sand bars in the Yukon, or wherever.
Don't overdo it Doug. Remember you won't see much over the nose. The runway may raise and slap you
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  #9  
Old 04-26-2016, 10:52 PM
rightrudder rightrudder is offline
 
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Quote:
Originally Posted by Vlad View Post
Don't overdo it Doug. Remember you won't see much over the nose. The runway may raise and slap you
Don't worry. The self-preservation gene in this one is strong, Padowan.
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  #10  
Old 04-27-2016, 07:29 AM
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MarkW MarkW is offline
 
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Good job Chris. Seems like you are doing a good job of working through the small things.
I know landing wasn't the major point of the post but one thing you probably already know is that the float is very exaggerated by idle speed. Once you are comfortable with the cylinders being broke in make sure to keep the idle low. Even so low it almost stalls while on the ground. While flying and with the prop windmilling it will be a much higher idle speed. I have seen high idle RV-9's that can hardly land in 3000'
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