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My Patrol's first flight

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  • EricP
    replied
    Congrats on getting to the flying stage!

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  • davzLSA
    replied
    Awesome Rollie congrats, a well deserved successful first flight, im green with envy

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  • Rollie
    commented on 's reply
    Thanks, I hadn't thought of that. I think I'll try that before I mess with the pitot.

  • Bdflies
    replied
    Rollie, I read your comments about low end airspeed with great interest. My experience is just about opposite. I was showing slightly low airspeeds, at the bottom end. I have a G3X which displays winds. I noticed that I was encountering headwinds, no matter which direction I flew... I figured my issue was static source pressure. I have static sources on each side, aft of the baggage area. I placed small pieces of 'double stick' tape (about 1/16" thick) just ahead of the static ports, to reduce static pressure. Seems to have worked.
    If shimming the pitot doesn't fix your issue, you might consider your static source.

    Bill

    Leave a comment:


  • Rollie
    replied
    I've got just over 8 hours on my Parol now. The weather hasn't been very cooperative. Seems like every time I come home from work for a couple days we have freezing rain or something just as unpleasant. Today was nice though, I flew just over two hours and tried some slow flight and stalls along with checking out cruise performance at 7500 and 8500 feet. And a few wheel landings.

    I also recently checked my tach with one of those optical tach checking tools. The tach is right on. I'm only getting 2590 rpm wide open, flat pitch so I'm going to adjust that to get 2700 and see if I get off the ground even quicker.

    My slow flight and stalls were interesting, mostly because it wouldn't go very slow. I think my airspeed isn't very accurate at low speeds. Full flap power off stall occurred at 45 knots indicated, I was expecting closer to 30 KIAS. Power on I could only get it down to about 40-41 KIAS. Then I noticed on short final that whit an airspeed of 65 kts, my groundspeed was 45kts. The windsock was only halfway up, so should have been about 7-8 knots of wind. That made start thinking that at low speed my airspeed might be off by about 13 kts. I'll shim my pitot to lower the AOA of the pitot and see if that helps.

    The other day I did a 3 point landing and got a tail wheel shimmy. I pushed forward on the stick to unload the TW and it stopped. The easiest way I know to avoid TW shimmy is just do wheel landings and as nicely as this plane lands on the mains, I'm not sure why I ever three point it. but today when I was pushing the plane out to go fly, I noticed that when the tailwheel turns one way, it leans to the side a bit. it only does it one way, not the other. I'm thinking I probably drilled it not quite perfectly way back when I was mounting it the first time. that probably led to the shimmy. I'll have to figure out what I can do to fix that.

    I also tested out my cowl flap, it works. I closed it and the CHT's rose 20 degrees per cylinder and I opened it back up and they cooled off 20 degrees. Running lean of peak in cruise the CHT's come down to around 350 with the cowl flap open so I guess I will be about to cruise with it closed and keep good tamps.

    I won't bother with performance numbers yet until I verify that my airspeed is accurate.

    Leave a comment:


  • Bcone1381
    commented on 's reply
    Thanks Rollie

  • Rollie
    commented on 's reply
    Hey Brooks, thanks for the nice comments about my plane. The seat belts are Hooker and the front seat does have an inertial reel, the back doesn't. I thought it would be a hassle to loosen it up to reach the flap lever and I figured I'd forget to tighten it back up before landing, plus I like to be able to move the flaps just after touchdown so I figured the reel was necessary. For the back, that seat is usually empty and when its not, its not that important to be able to reach the floor so I saved a little money there. It is the rotary buckle.

    That isn't actually a window in the boot cowl, its an access panel that was a simple mod and really makes it easy to get to the back of the panel and to the brake reservoir, etc. I have another cover that is painted and has a NACA vent in it but I decided to make another one with no vent for cold weather and I just haven't painted it yet.

    For the heat, park brake, cowl flap, etc cables, I sat in the plane and figured where would be easy to reach and not in the way of my knees. Over on the sides it was easy to mount, and out of the way. The Patrol is so wide that you really have to try to touch them with your legs. Under the panel would be another story, especially while getting in and out. I have to be careful not to bang my knees on the bottom of the cowl getting in and out as it is.

    I'm not sure that my cowl flap does anything yet, I will close it in flight next time I fly to see if it makes a difference. In my mind it has to make a difference because it almost doubles the opening, but with the big lip I put on it, it might be enough even when its closed.

  • Bcone1381
    replied
    Rollie;

    I just read your article in Beartracks about your Patrol's first flight. What an enjoyable article!

    Seat Belts: Tell me about your seatbelt/shoulder harness. I think the shoulder straps are the "pull down" adjustment . Do you think much about the shoulder harness when reaching to select the flaps from UP to 1 Notch?. My recollection back in the day was they very easy to adjust, but I never had to reach down. So I entertain ideas about an internal reel. Also, Is that the rotary buckle?

    Tell me about your Boot Cowl Windows. Do they make a big difference in visibility?

    Control Cables- I see you positioned your control cables for what I think are Parking Brake, Cabin heat, Alt Air, Cowl Flap along the side and below the panel. I have also considered this location. I have also wondered about placing them along the below the cross bar but wonder about clearance with the knees. How do you like where they are?

    I like your cowl flap, and the engine intake. I put an order in to Bob for an IO-360, parallel valve, narrow deck, Bendix RSA injection. I am hoping to use a 90 elbow that Airflow Performance offers in order to also have a clean lower cowling. Seeing yours inspires me and I like where you placed the intake.

    Leave a comment:


  • JimParker256
    replied
    Man, I'm jealous... LOL My time will (eventually) come, though...

    Leave a comment:


  • Bcone1381
    commented on 's reply
    What engine and prop are you using?  What is your empty weight?  Do you have a photo of your instrument panel?

  • Bdflies
    commented on 's reply
    The governor was set up for the MT prop. It works just fine. I've got it set for about 2710 - full forward and resolution is great when pulling back for cruise. I agree that the need to cycle every takeoff is unusual, but it's really no more than a good reason to use my checklist -- as we all should!

    Bill

  • Rollie
    replied
    I just finished my second flight. Flew a little longer today. This morning I pulled the cowl and cleaned up the little bit of oil that had leaked. It was mostly from around a valve cover that I hadn't tightened quite enough. I just wasn't sure how tight to torque them with those thick soft cork gaskets. Now I know. Leak seems to be gone now.

    After switching the two lines from the GAP-26 pitot, I now have airspeed indication. As a side note, with it hooked up wrong (AOA to pitot) airspeed still came alive up to around 22-25 knots but then nothing above that. So blowing on it or taxiing fast to see if its working doesn't really work in this instance.

    I did a proper run-up and had no issues with surging today. On takeoff I advanced the throttle slowly to make sure the airspeed kept rising on the EFIS so by the time I actually opened the throttle, the plane came off the ground immediately and climbed like it couldn't stand to be near the ground for another second. I'll see if I can attach the video a friend took.

    I adjusted the rigging on the tail wires and that seemed to help - yesterday I had to hold pressure to the left on the stick the whole time. Today it was happy to stay level. I do need quite a bit of pressure on the left rudder to keep it in trim, but that seems pretty common on the forum. I'm wondering if we are flying faster than Bob originally planned so now there is more camber in the vertical fin than we need. I'll try flying at a slower speed and see if that changes things. I'll probably start with a stronger return spring on the left rudder and see how that helps.

    I flew around at 24 squared for most of the 0.7 that I flew today and indicated airspeed showed about 125 knots in level flight. I haven't even come close to starting to verify accuracy of that yet. Temps and pressures were great. Temp on the surface was up to mid 50s and my oil temp stayed in high 160s and CHTs stayed in the 390-410 range the entire time. I have kind of a big cowl flap and I kept it open for the whole flight.

    The thing lands like a dream. Tracks down the runway great, plenty of rudder authority. It has a good solid control feel and there aren't any surprises. Once I get to know the plane better I'm sure it will be very easy to put it down exactly where I want to on short little strips.

    Leave a comment:


  • Rollie
    commented on 's reply
    Thanks Jim, I did make up a test flight schedule a few months back. The first flight was just to make sure it would fly, the engine stayed running and to check for any leaks or bad manners. The schedule I came up with breaks things up into sections, allowing for multiple flights for each purpose in case things need to be adjusted. My plan for the first few hours is to check things that can be done at high power settings as I continue to break in the engine. I won't get to stalls and slow flight type stuff until probably after 10 hours. Then I'll move on to performance numbers at various altitudes and speeds, also verifying all the IFR stuff and possibly some aerobatics. Thats if I go get checked out in a Citabria first so I have an idea what I'm doing. I figure all that should easily fill 40 hours.

  • Battson
    commented on 's reply
    Are you certain that the governor is configured correctly for your prop?
    The PCU5000 needs to be set-up to produce the correct oil pressure for the prop you are using, this can only be changed by the manufacturer.

  • rodsmith
    replied
    Excellent! You've experienced what most of us are still waiting for with anticipation. Great job staying cool with the distractions in what is already a stressful time.

    Leave a comment:

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