I've completed all major items on the test cards for my planned Phase I testing. There are some items I did not complete, but I was not thinking of ever doing serious aerobatics in my airplane so I passed on some of the more rigorous aircraft testing such as accelerated stalls at high bank angles. I did no spin testing.
Some items of note; I rechecked my climb rate at 90 mph (I had gotten bogus data on a prior test), re-zeroed my UMA VSI and am getting better results. Final analysis is that 80 mph looks like my best climb rate right at 800 fpm. I can get 650-700 fpm at 90 mph IAS. I did a lot of cruise testing at different altitudes and now can successfully lean the mixture as required for smoothing out the engine roughness to get better fuel economy. The Revflow carb is not instantaneous in its adjustment, but I'm getting familiar with just where I need to put the mixture to smooth it. My EGT is the best indicator of good leaning along with the sound. My current mixture set point seems to be just about right. I'm not inclined to change anything since everything is working fine. I pulled the upper plugs once during flight testing and only #4 looked like it might be getting some carbon fouling. Mag checks are good on the ground during runups and while I get an RPM drop, I do not feel or sense any roughness. I did an oil change and found no metal particles in the oil. Oil filter looked good as well. Engine normal cruise running is 275 CHT, 140-160 Oil temp. approx 1200 EGT. I have not been pushing the engine at redline 3400. I am running it between 3000 to 3200 rpm and feel comfortable with those settings. This gets me 120 mph on the cruise speed at 6500 feet. Best speed I've seen WOT is 140 mph at 2000 feet. The final testing I did was to add weight to simulate a passenger. I definitely kept full fuel level in the header tank and rechecked the weight and balance to make sure there were no issues. All went well. I did a 90 pound load 1st and then a 170 pound load. The aircraft still performed extremely well and was controllable in aspects. I found no unusual new pitch sensitivity. VSI says I am still getting 500-600 fpm with the simulated passenger so my performance is still good with two on board. I did have a couple of botched landings during the weekend. The winds were 10+ gusting to 20. The wind was pretty much down the runway but because of the light wing loading I got pushed around a little. I made one major mistake that I always got by with in Cessna's, typically when windy I have deliberately flown the aircraft on to the runway above stall speed to get her down. Well I tried that and a gust of wind decided to put me back up and away since I wasn't at or below stall speed. I gunned the engine and got it back up in the air quickly and went around. On the second try I paid better attention to my airspeed and made sure I didn't touch down until I had bled all the speed off and made a good landing that time. Lesson learned. Squawks. Several in the past couple weeks. I've always kept her flying but have spent more time than anticipated on maintenance (typical of the entire building process). I had a heel brake push plate rotate off the master cylinder rod during flight due to vibration (These are the heel brakes from Great Planes). When I landed I found my heel was pushing on the rod with no plate. I was still was able to stop and control it. I used lock tight on the plates and will make sure to check them from now on the preflight. I also have changed my fiberglass seat bottom out as the top side had started to delaminate. I have a sheet metal seat bottom now. She's not pretty but she flys. See you all at the gathering. Rob Schmitt N1852Z
