follow-up
test flight resulted in smooth engine operation with sump riser insert installed. after leaning slightly the CHTs are within 25F and EGT are within 150F. thumbs up for the sump riser insert for Superior O-320.
3000 ft, 24 sq, 140 kt indicated with wheel pants installed. service bulletin F (original C model) applied to MT prop gov resulted in good control of prop speed.
update1, I left the pattern this afternoon (my 4th flight) for a 75 mile stretch, 25 sq, 146 kt indicated, 3500 ft. CHTs within 10F after leveling and stabilizing (378 to 388F). engine smooth. I noticed the biggest improvement with the insert when the engine is full rich. no coughing or chugging. this bird can fly.
update2, 5th flight, same 75 mile stretch (150 round trip), 24 sq, 141 kt indicated, 3500 ft, total time on engine 4.2, CHT 1) 395F, 2) 384F, 3) 384F, 4) 392F. EGTs 1273F to 1327F spread. oil temp 180F.
update3, 6th flight, same 75 mile stretch, 25 sq, 146 kt indicated, 3500 ft, total time on engine 5.5, about the same EGT and CHT as update2, oil temp 191F. Ground speed with a slight tailwind 166 kt. I think I'm going to need an intervention, this is too much fun. I'm playing tennis tomorrow. No flying.
update4, 11 hrs total on engine, same 75 mile stretch, 23 sq, 136 kt indicated, 3500 ft, EGT and CHT dropping, OAT on ground 70F, 1) 377F, 2) 355F 3) 377F 4)378F CHT adjusted with 40F all. oil temp 179F.
update5, 16.3 hrs total on engine, same 75 stretch, 22 mp, 2350 rpm, 4500 ft. 134 kt indicated, EGT 1) 388F, 2) 366F 3) 368F, 4) 366F, CHT within 50F all, oil temp 191F. I trimmed cylinder 1 fwd. baffle tonight after the flight. Will post results. Heavy right wing corrected by flap adjustment, left flap adjusted up. This afternoon was the first flight where my hand wasn't tired holding left input, an ah hah moment. very nice finger tip control. OAT on ground 26C. 7.5 gph.
update6, 17.6 hrs total on engine, same 75 stretch, 22 mp, 2350 rpm, 6500 ft, 134 kt indicated, TAS 150 kt, EGT 1) 355F, 2)352F 3)354F 4)356F. oil temp = 171F. OAT on ground 10C. flies hands off for at least a minute maximum at criuse. aileron trim disconnected. left aileron is low, right aileron is high. Not sure what to do about that. Left wingtip is low since I initially aligned it with the left aileron and flap (which was low).
update7, 19.1 hrs total on engine, same 75 mile stretch, power off stalls, OAT on ground 12C, at 7500 ft alt 10C. no flap 51 kt buffet and almost no altitude loss, full flap 41 kt and abrupt drop but only lost about 100 ft. no wing drop. amazing. first touch and go. climb directly back to 7500 ft. max oil temp during climb 191F. descent to TPA at 160 TAS. controller asked what kind of plane is that? flies hands off, no aileron trim installed. I am impressed by this airplane. Wow!
update8, 20.2 hrs total on engine, power off stalls 1/2 fuel and full flap 40kt, power off stalls 1/2 fuel and no flap 51kt, power on stalls 50kt and 35-37 degree alpha - bounces around the stall - engine CHT reached 405F and oil temp 199F at 6000 ft. dive to Vne 182 kt TAS no issues. for what it's worth, my elevators are nose heavy (no paint), wind-up turns max g = 2.6. post flight inspection, pilot side stick is not as tight as it used to be. I inspected and found the 1/4 inch play in the fwd to aft sick motion to be from the stick hinge/ bushing/bolt. no other flight control play was found. I suppose I can say my sticks are not as tight as they used to be. OAT on ground 12C.
update9, 21.3 hrs total, manual spring aileron trim installed, aileron tube to fuse air seals installed, fuel vent b-nut tightened, structural and control linkage inspection completed - no issues, I flew 30 miles without touching the stick or elevator trim but just using aileron trim, aircraft oscillated between 4550 ft and 4450 ft at 134 kt indicated, AVmap GPS output corrected by reworking the AVmap i/o serial connector, Dynon D100 now switches automatically from SL-30 to AVmap GPS by toggle switch on panel. CHT at cruise 1)366F 2)362F 3) 363F 4)366F. oil temp = 191F. max CHT on climb out = 384F. OAT on ground 21C.
update10, 24.4 hr total, time for an oil change to Phillips x/c 20/50 and camguard. temperatures are forecast to drop in Cincinnati on Wed. to 39F for the low. AOA calibration completed. my first attempt at AOA calibration on the previous flight was not successful so I reread the manual and it worked fine on the second attempt. I can't say enough about this airplane. I'm enjoying each flight more and more, building confidence. best glide testing showed a 10:1 L/D at 85 kts. maybe I can do better at a slightly slower speed but for now my eye is calibrated for a best glide visual angle and that's good to have.
update11, 25.9 hr total, oil pressure upon start at idle power decreased from 63 psi with the previous 100W mineral oil to 44 psi with 20/50W oil just filled. at 1700 rpm upon ground run up the oil pressure = 60 psi. after the oil temperature reached 160F in flight the oil pressure = 63 psi, same as with mineral oil. I kept a close eye on the oil pressure since this is the first oil change I had completed. I worked on leaning the engine more and see some benefits. so now the only time I set full rich is for a check at run up, takeoff, initial climb and short final. fuel burn on the past 3.2 hr calculated by the hobbs = 6.9 gph. CHT at cruise within 2F (354F-356F) and EGT within 50F for all cylinders. oil temp 181F. OAT in flight = 11C. this was the same 75 mile stretch, touch and go, then return and shot an ILS approach. the archer antenna was not as smooth receiving the ILS approach signal as it is steady with a VOR. I'm not sure why the difference other than it is signal strength or the antenna. just another data point to add to the pile.
update12, 31.6 hr total, temperatures are colder, 5C at 4500 ft, oil temp only reached 166F, CHT within 5F, EGT within 50F 1300F +/- 25F, 80 deg crosswind at 10 kt testing was fine (5 touch and go) , I think I could so 15 kt crosswind if required. I noted in my previous update that the ILS with archer antenna was poor but now also realize my VOR reception is lower than before, the only modification that I can think of that could have affected the reception was to install the aileron tube to fuse boot and that I moved the coax connector slightly in fitting it. I may have a factor there, a disconnect coax or touching one of the other coax connectors. I will pull the seat pan and investigate and report in a future update. engine performance is excellent. no oil loss after oil change 6 hr ago that I can measure. I cut the filter and inspected with only a few minor alum. chips. nothing significant. WW200RV prop impresses me with it's minimal vibration compared to other aircraft I have flown. also, to note, I did a 2150 ft per minute takeoff climb with 10 gallons in the right tank (max EGT 384F) - no issues and then ran the tank to minimum 3.5 gal in level flight. I drained the tank to measure the 3.5 gal remaining. of the testing so far, minimum fuel is my least favorite.
update13, 35 hr total on engine, at 8500ft altitude oil temp = 140F, OAt at 8500 ft = -7C, minimum fuel testing down to 1 gal in left tank doing figure 8s over the airport. drained tank to confirm 1 gal remaining. I recalibrated fuel tanks after this test. I covered the oil cooler with tape at the inlet side to get the oil temps up.
update14, 40 hr total, phase 1 complete, added sump preheater, covered the oil cooler with tape (approx 75% coverage to achieve 172F on high altitude cruise at 10500 ft), gross weight testing completed - noted slightly more power needed during landings. I'm very pleased with this aircraft.
update15, 42 hr total, I took my wife for a ride and let her fly for about an hour. she liked it.
