Add One More Grin to the Log Book
This morning was a truly amazing day as I flew my RV-9A, N858JK for its first flight. The flight went extremely well, no squawks, and she flew straight and true, no trim required. My CHTs climbed to near 430 degrees on climb out but, by the end of about 20 minutes in a race track course at 3000 feet above the field, had settled down to around 330 degrees with excellent consistency across all four (ECI O-320, fixed pitch Sensenich wood prop). Oil temperature settled at 180 degrees, oil pressure was 80 psi.
I took off and climbed at 110 mph, flew the course at 150 mph (2400 RPM, no gear fairings) entered the pattern at 110 mph, abeam the touchdown point slowed to 90 mph, gave a four count on the flaps, slowed to 75 and held 75 mph and 1200 RPM all the way around base and final (deployed the rest of the flaps on base). The landing sight picture was exactly as I remember it in the 6A during my transition training but at 10 mph slower than in the 6A. The landing was a greaser!!!!
I attribute the total uneventfulness of the flight to 8.5 hours of superb transition training with Mike Seager in his 6A and a fair number of independent eyeballs looking over my work before first flight. Many thanks to Tom Tyndall (EAA flight advisor), Lanny Lambdin, Jeff Caplins, Jeff Frankart and Don Alexander for their help in the pounding of the rivets.
One question. Prior to my airworthiness inspection I performed a fuel flow test at the inlet to the carb with the boost pump on and measured about 25 gallons per hour. My DAR wanted to see at least 18 gallons per hour. The engine ran very well during first flight. What sort of fuel pressure readings should I be seeing with the boost pump (standard Vans electric) on and off?
Some Pictures
Ray