RDavidson

Wow, I knocked my first two flights out yesterday!  The Super Bee can definitely climb!  I was at pattern altitude halfway down the runway and that was not maxing climb out!
I had a couple of issues...First is that my Becker radio doesn't have much volume to it and with cockpit noise added I couldn't hear much of anything.  It was so bad that I had to pull the power out anytime I needed to use it.  I think I'm going to use a handheld plugged into my headset for the test phase, then I will dive into the rat's nest of wires behind the dash
The next issuer was an attention getter!  As soon as I lifted off I could feel that the flapperon she did not like right roll input.  Good thing the pattern was left traffic   I climbed up above the airfield and started testing things, it felt as if I was fighting an Airflow boundary on the right flapperon, but as soon as I pulled in more flap the controls became lighter and I had full control again.  I thought back to what I rigged it for at No Flap setting and I had rigged it at -3 degrees, I had pulled that info from a thread about setting the Magnum for cruise.  I had taken off with No Flaps just to keep things simple at first.  I also had the throttle firewalled for cylinder break in, so I think I had max speed and the negative flap setting causing excessive flapperon force.  I also had discovered after the flight that my -3 degrees on each flapperon had the stick slightly left of center, so when the stick was centered one of the flapperon she was at 0degrees and the other at -6.  If you have adjusted these flight controls before you know that it is only about 1/4" move movement on the stick to make that small of a change.  Another factor was that due to the airframes I have flown over the years, I haven't flown with my left hand in 20 years!  Anyway I solved all of these problems by using the -3 detent on the flaps as a Cruise only setting and then made a 0 -1 degree "No Flap" setting and then three other detente at 5/10/15 degrees.
I was hitting about 110 mph max with those big ole tires, and it wanted to cruise at about 95-100mph.  I have plenty o' power and the catto 86x40 prop is a beast!  It is all keeping me very busy while flying, the controls are very sensitive and I think my prop is washing out a lot of rudder authority.  The plane likes to wag a bit and I think that is the need to change the horizontal stabilizer angle of attack, but I need to fly more and get used to flying it before making changes.
My first landing was not to bad.  I had way too much air in the tires and that definitely exaggerated what would have been a tiny bounce.  My second flight was to a smaller field and I struggled to land it there...I went around twice and finally got her down on the third attempt.
On my long list of things to adjust are the following
1) set GRT 4000 alarm limits higher to get rid of alarms going off every 30"
2) get more familiar with using my avionics, I was lost several times in them
3) rework duct to oil cooler as I was getting some really hot oil temps
4) Start stall profile to help me adjust to the flight characteristics
5) Tie right hand behind back to strengthen left hand coordination 
 
it was a great day, and thank you to all of you on this forum that helped me through building issues.  I couldn't have done it without you!
videos to come...
 
Thanks,
Ron

Well I have my DAR inspection setup for April 3rd.  However, when he sent my initial paperwork to the MIDO they came back and said that Avids are not on the "approved kit list" so I will have to prove that I built 51% or more.  To do this the DAR fills out a worksheet that shows the work that was done by the manufacturer and the work that was done by me for each section of the airplane.
I have no doubt that I can prove 51%, but I was wondering if everybody else had to do this?
I know there is no common sense when it comes to federal regulations, but you would think this kit would have been approved by now?  Or that the fact that it is basically just like a kitfox might make sense?
What did you guys experience?
BTW the FAA is sending two guys to look over the DAR's shoulder...Yipee!  They did this to my buddy Jon too!  What do I care at this point?  I just want to get airborne!
 
Here is is the location of the Approved Kit list
https://www.faa.gov/aircraft/gen_av/ultralights/amateur_built/kits/media/amateur_built_kit_listing.pdf
Here is the checklist to prove 51% that the DAR will use
https://www.faa.gov/aircraft/gen_av/ultralights/amateur_built/kits/media/AmBuiltFabAssyCklistFW.pdf
 
Thanks,
Ron
 
 

I am still having problems with my flight controls.  I need someone with a Magnum to verify how the flight controls work, specifically the flap handle.
I wrote down these numbers as the flapperon son went from zero flap handle input upto 15 degrees in 5 degree increments.
The over all result is a loss of left and right stick control as the flap handle is pulled up.  Is this correct?
here are the numbers
-2 degree flaperons (handle down) = 46.5 degrees of total flapperon movement L/R
+3 degree flaperons (handle @ 5) = 37 degrees of total flapperon movement L/R
+8 degree flapperon (handle @ 10) = 25.5 degrees of total flapperon movement L/R
+13 degree flapperon (handle @ 15) = 16 degrees of total flapperon movement L/R
See, it reduces Left and Right input to 16 degrees of travel!
 
Any help would be appreciated!
 
Thanks,
Ron

The Super Bee finally buzzes...
Well, things finally came together today and the Bee started right up, but a lot of work happened between today and my last post "The start that never happened."
The problem was a cam gear placed in the wrong position.  I fell for a "fake" timing mark on the cam gear and it put it about a quarter of a turn out of whack.  We removed a valve cover and saw that the exhaust valve was opening before TDC was ever reached.  So lesson learned and consequences served in the form of pulling the engine, removing the exhaust/sump/accessory case.  But the reward was hearing that engine fire up!  Now on to the DAR inspection!