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psm(at)att.net
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 Posted: Sat Jul 23, 2011 4:32 pm Post subject: Summary: 5 hours of phase I flight test. |
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I completed the first 5 hours of flight test yesterday and flew another
hour today. The weather is finally cooperating.
I now have all the instruments and avionics working properly. Most of
it worked from the beginning, but there were a few hold-outs. I had the
squelch set wrong on my Garmin SL-30 so I wasn't hearing many radio
calls. Also the intercom function wasn't working on the SL-30 because I
had not grounded the required pin on the rear connector to enable it.
The LRI worked fine when I finally got the air tubes hooked up correctly
(they were reversed). I fixed a problem with the Dynon tachometer input
by adding a 27K resistor in series with the input line - as recommended
when I called Dynon. It was working at low and high RPMs but went crazy
at mid-power settings.
The airframe has performed remarkably well. I discovered today that the
elevator trim runs out before lowering any flaps on approach for
landing. I plan to add a fixed trim tab on the other side of the
elevator to fix this problem. Perhaps I will adjust the horizontal
stabilizer rigging some time in the future, but I am reluctant to mess
with that. My plane has no tendency to lower the left wing as many have
reported. This is probably because I canted the engine to the right as
suggested in Bingellis' book. I have found the "Nicest" takeoffs happen
with 1/2 flaps and landings work best with full flaps. I'm confident
the landings will be even better when I don't have to hold the nose up
against the pitch trim.
The engine has performed without any noticeable flaws. It is a new
Jabiru 3300A with hydraulic lifters. I have had issues with cooling
that show up mostly in cylinder head temperature on #3, but also have
seen some high oil heat in extended climbs. These have been solved by
reducing power until cooling works satisfactorily. I use full power on
takeoff, but extended climb and cruise are done at around 2700 RPM (red
line is 3300) and 90 KIAS. I will probably try to get the engine to run
harder after cleaning up the trim problem. Perhaps extra lip on the
lower cowl will be the first step. Eventually I hope to find the energy
to install "Internal pressure recovery" air intake ports for the cooling
ports and maybe for the oil cooler intake port as well. These fancy
ports have an expanding cross section as the air moves in from the front
so the airspeed is reduced and pressure increased. You see them on most
new high performance cowls (they have small round intake holes in the
cowl instead of the larger square-ish ones).
One oddity with the engine has to do with "Air Starts". I stalled the
engine while idling it for an approach and discovered it just wouldn't
start again by adding throttle. One twist of the starter key got it
going again. I was prepared for this by the documents that suggested
you just can't get this engine started without the starter - even with a
turning propeller.
The biggest problems have been "Pilot shortcomings". I really would
have benefited from a good checkout. Unfortunately, with much of the
fleet still grounded and none in commercial service I was unable to do
that. For anyone in the future who can get a good checkout before
entering flight test my advice is to go ahead and get the training first.
Paul
Camas, WA
N773PM in flight test.
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vk3eka(at)bigpond.net.au
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| Posted: Sat Jul 23, 2011 8:27 pm Post subject: Summary: 5 hours of phase I flight test. |
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Paul,
Nice to see things are progressing.
I too run out of elevator trim with full flaps, especially when flying solo.
I added a sheet of ally to the existing elevator trim tab increasing its
area a bit and that made a lot of difference. I used a piece of scrap sheet
and double sided tape to try it out. Its still there.
After a few hours, I added the aileron trim tab. I fly with and without
passengers and always seem to be trying to trim with the fuel selector,
using fuel out of the heavy side first etc. The trim tab made for much more
relaxed flying!
I have an O-200 with the Zenith supplied engine mount, check out the off
set:- http://zodiac.cpc-world.com/pages/IMG_1163_JPG.htm
I had a check out with our local agent in Bendigo's 601 before my first
flight. It was definitely worth the time and effort. Allan's 601 has a Rotax
and is a bit different in W&B that my O-200. Still better that flying
"green" though.
Have fun
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
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psm(at)att.net
Guest
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| Posted: Sat Jul 23, 2011 10:43 pm Post subject: Summary: 5 hours of phase I flight test. |
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Hi Peter,
Your offset looks a lot like mine. I started trying to set 3 degrees to
the right, but after running the engine it settled in at perhaps half
that amount.
I installed aileron trim in my original build. It does seem to help.
Today I played with it a bit and found it is more of a hint at
controlling the roll than a direct order. The large dihedral angle
probably makes shifting the roll position of the plane a bit difficult.
I'll keep your idea in mind about extending the elevator trim. I
thought about a fixed trim tab because I always seem to trim in the up
direction and never in the down direction. It is "Up" trim that I need
more of for flying with flaps.
Best regards,
Paul
On 7/23/2011 9:22 PM, Peter W Johnson wrote:
[quote]
Paul,
Nice to see things are progressing.
I too run out of elevator trim with full flaps, especially when flying solo.
I added a sheet of ally to the existing elevator trim tab increasing its
area a bit and that made a lot of difference. I used a piece of scrap sheet
and double sided tape to try it out. Its still there.
After a few hours, I added the aileron trim tab. I fly with and without
passengers and always seem to be trying to trim with the fuel selector,
using fuel out of the heavy side first etc. The trim tab made for much more
relaxed flying!
I have an O-200 with the Zenith supplied engine mount, check out the off
set:- http://zodiac.cpc-world.com/pages/IMG_1163_JPG.htm
I had a check out with our local agent in Bendigo's 601 before my first
flight. It was definitely worth the time and effort. Allan's 601 has a Rotax
and is a bit different in W&B that my O-200. Still better that flying
"green" though.
Have fun
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
--
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daveaustin2(at)primus.ca
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| Posted: Sun Jul 24, 2011 2:56 am Post subject: Summary: 5 hours of phase I flight test. |
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Paul,
Great to hear things are coming together well.
Re the elevator trim, I adjusted the elevator position quickly when I found the same problem as you
have. Reasoning being that I found I was having to put in el. trim at cruise which was causing
un-necessary drag. I elongated the hole in the rear elevator mounts so that I had an adjustment
capability and by trial and error got it set for no drag at cruise (neutral trim). Then added a
small piece to the trim tab to give me the authority needed. Not forgetting to do a full trim both
ways test to be sure that I could overcome the trim effect with the stick at approach speeds in case
of trim runaway (which has happened!) No more problems for with that 13 years!
Dave Austin 601HDS 912U
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psm(at)att.net
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| Posted: Sun Jul 24, 2011 3:49 am Post subject: Summary: 5 hours of phase I flight test. |
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Thanks Dave,
I guess I am getting the message that adding some area to the trim tab
is a better solution than putting a fixed trim tab on the other side of
the elevator. It does make sense now that I think about it. The extra
trim tab would add drag while the extension to the existing tab only
adds drag when it is actually needed.
I like your idea of adjusting the stab. rigging. Still, I want to hold
off on that effort until I am further along in my testing.
Right now my biggest goal is to get the plane and pilot (me) flying well
enough to make nice landings. Takeoffs have been worked out pretty
well, but the landings are not yet a thing of beauty.
I really appreciate the advice I have been getting on this list. It has
helped me move along quickly and also to avoid "Fixes" that are not the
best solution to the problem at hand.
Paul
On 7/24/2011 3:51 AM, Dave Austin wrote:
| Quote: |
<daveaustin2(at)primus.ca>
Paul,
Great to hear things are coming together well.
Re the elevator trim, I adjusted the elevator position quickly when I
found the same problem as you have. Reasoning being that I found I
was having to put in el. trim at cruise which was causing un-necessary
drag. I elongated the hole in the rear elevator mounts so that I had
an adjustment capability and by trial and error got it set for no drag
at cruise (neutral trim). Then added a small piece to the trim tab to
give me the authority needed. Not forgetting to do a full trim both
ways test to be sure that I could overcome the trim effect with the
stick at approach speeds in case of trim runaway (which has
happened!) No more problems for with that 13 years!
Dave Austin 601HDS 912U
|
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mhubel
Joined: 05 Sep 2009
Posts: 141
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| Posted: Sun Jul 24, 2011 5:20 am Post subject: Summary: 5 hours of phase I flight test. |
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Paul,
One other option on the elivator trim. I also ran out of trim with
full flaps and zenith did not have any good ideas. I moved the
Stabilizer to the the center of its allowed range, it was a bit off in
the wrong direction) and then added a spring on the elevator cable to
nutrilize the weight of the elevator. I figured one did not need to have
aerodynamic fources lifting this static weight. This made the trim just
make it with full flaps, no further trim tabs needed. If you are
interested, there is a picture of this on photo.hubbles.com (which is
being fixed at the moment, it should be back up in a bit).
On 07/24/2011 7:44 AM, Paul Mulwitz wrote:
| Quote: |
Thanks Dave,
I guess I am getting the message that adding some area to the trim tab
is a better solution than putting a fixed trim tab on the other side
of the elevator. It does make sense now that I think about it. The
extra trim tab would add drag while the extension to the existing tab
only adds drag when it is actually needed.
I like your idea of adjusting the stab. rigging. Still, I want to
hold off on that effort until I am further along in my testing.
Right now my biggest goal is to get the plane and pilot (me) flying
well enough to make nice landings. Takeoffs have been worked out
pretty well, but the landings are not yet a thing of beauty.
I really appreciate the advice I have been getting on this list. It
has helped me move along quickly and also to avoid "Fixes" that are
not the best solution to the problem at hand.
Paul
On 7/24/2011 3:51 AM, Dave Austin wrote:
>
> <daveaustin2(at)primus.ca>
>
> Paul,
> Great to hear things are coming together well.
> Re the elevator trim, I adjusted the elevator position quickly when I
> found the same problem as you have. Reasoning being that I found I
> was having to put in el. trim at cruise which was causing
> un-necessary drag. I elongated the hole in the rear elevator mounts
> so that I had an adjustment capability and by trial and error got it
> set for no drag at cruise (neutral trim). Then added a small piece
> to the trim tab to give me the authority needed. Not forgetting to
> do a full trim both ways test to be sure that I could overcome the
> trim effect with the stick at approach speeds in case of trim runaway
> (which has happened!) No more problems for with that 13 years!
> Dave Austin 601HDS 912U
|
--
Mark Hubelbank
NorthEast Monitoring
2 Clock Tower Place
Suite 555
Maynard, MA, 01754 - USA
mhubel(at)nemon.com
978-443-3955
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_________________
Mark Hubelbank
N708HU
CH601XL
Jabiru 3300
Rotec TBI 40-3 carb
Sensenich ground adj prop.
240 hr TAF
Pictures at photo.hubbles.com |
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psm(at)att.net
Guest
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| Posted: Sun Jul 24, 2011 7:14 am Post subject: Summary: 5 hours of phase I flight test. |
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Hi Mark,
Thanks for the idea. In fact, I was already thinking about some sort of
spring "Trim" to assist the motorized tab. That is the way it is done
on the Whitman Buttercup I am currently building in my shop. The spring
approach has a big advantage in that it doesn't present any additional
drag. I'm not sure if it has any disadvantage other than complexity
that would be a problem for factory guys who want to save every penny.
Many years ago I did a lot of flying in C-172XP. This plane has a
bungee rudder trim arrangement with a lever that fits into many notches
controlling the amount of trim. Unfortunately for Cessna, the lever
always jumped out of its notch when there was even a little turbulence.
This made it worse than not having any rudder trim at all.
I guess any spring based trim arrangement must be carefully designed so
it does its job under all expected conditions.
I think for now I will try adding a fixed tab to the motorized one. My
only big decision left to make is whether to rivet it on or use duct
tape to attach it. This is a hard decision because I have drilled out
so many rivets in the last year that removing a riveted tab is a no-brainer.
Paul
On 7/24/2011 6:15 AM, Mark Hubelbank wrote:
| Quote: |
Paul,
One other option on the elivator trim. I also ran out of trim with
full flaps and zenith did not have any good ideas. I moved the
Stabilizer to the the center of its allowed range, it was a bit off in
the wrong direction) and then added a spring on the elevator cable to
nutrilize the weight of the elevator. I figured one did not need to
have aerodynamic fources lifting this static weight. This made the
trim just make it with full flaps, no further trim tabs needed. If you
are interested, there is a picture of this on photo.hubbles.com (which
is being fixed at the moment, it should be back up in a bit).
On 07/24/2011 7:44 AM, Paul Mulwitz wrote:
>
>
> Thanks Dave,
>
> I guess I am getting the message that adding some area to the trim
> tab is a better solution than putting a fixed trim tab on the other
> side of the elevator. It does make sense now that I think about it.
> The extra trim tab would add drag while the extension to the existing
> tab only adds drag when it is actually needed.
>
> I like your idea of adjusting the stab. rigging. Still, I want to
> hold off on that effort until I am further along in my testing.
>
> Right now my biggest goal is to get the plane and pilot (me) flying
> well enough to make nice landings. Takeoffs have been worked out
> pretty well, but the landings are not yet a thing of beauty.
>
> I really appreciate the advice I have been getting on this list. It
> has helped me move along quickly and also to avoid "Fixes" that are
> not the best solution to the problem at hand.
>
> Paul
> On 7/24/2011 3:51 AM, Dave Austin wrote:
>>
>> <daveaustin2(at)primus.ca>
>>
>> Paul,
>> Great to hear things are coming together well.
>> Re the elevator trim, I adjusted the elevator position quickly when
>> I found the same problem as you have. Reasoning being that I found
>> I was having to put in el. trim at cruise which was causing
>> un-necessary drag. I elongated the hole in the rear elevator mounts
>> so that I had an adjustment capability and by trial and error got it
>> set for no drag at cruise (neutral trim). Then added a small piece
>> to the trim tab to give me the authority needed. Not forgetting to
>> do a full trim both ways test to be sure that I could overcome the
>> trim effect with the stick at approach speeds in case of trim
>> runaway (which has happened!) No more problems for with that 13 years!
>> Dave Austin 601HDS 912U
>>
>>
>>
>>
>>
>>
>>
>>
>
|
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