Flights 19-24
Flt 19     19/13 gal     10/28/04     1.3hrs     1813 lbs     101.9"
Well I didn't have all the parts to put the IRIS (manifold splitter) on the engine and its been a week since I flew. So, I admit it I just went up and bored holes in the sky It's costing me a fortune in time and money to be out at Chino so one of my goals is to get the 40 hrs and get home ASAP. I'm an ex-flight tester, so of course getting data is second nature to me. I think I've gotten all the useful data I can get in this configuration. All the perfomance data will change when I get the prop re-pitched and I don't want to go to forward CG until I get better takeoff perfomance. It sure was a beuatiful day. A storm just past and there were lots of scattered clouds to dodge. I plugged up more of the holes in the retract box but it is still pretty freaken cold up there. I think I need a stronger blower for my heater. I think it's time to put the thermostat back in the engine too. Tommorrow is Saturday. I think I'll fly in the morning and if there is time left, I'll start installing the IRIS. I found I can use my GPS to measure takeoff distance. I enter a user data point at the start and one at liftoff. Then later I can read out the Long and Lat down to .01 minutes. That's about 50ft. It's not super accurate but I think better than counting runway lights.On flight 18 at 1783lbs and 101.9" it took 2534' and that was with a 10kt head wind. Today I was 30 lbs heavier and still had a 9 kt head wind. I didn't read out the lat and long yet, I'll add that later. Yeah I know the takeoff perfomance sucks but it will improve dramatically when I get the prop up to 2500 rpm (vice 1900).

Flt 20     26/15 gal    10/30/04        2.4 hrs    1867 lbs     101.9"
It was a gorgeous day in So Cal! There was 14" of snow in the San Gabriel Mountains (Big Bear and San Jacinto) and visability was at least 60 miles. Don Herzstien and I car pooled to Chino and were both in flight condition, so we decided to fly a very loose formation flight. This is my heaviest flight so far but I missed getting the takeoff point into the GPS. It wasn't much longer than the previous flights though. Don and I kept in touch on air to air but as I say it was a very loose formation so we had a hard time keeping visual contact. These airplane look like dots up there. We flew east to nearly Borrego, North to Banning Pass, South to Julian and made several circuits. We landed at Hemet for lunch and met a new builder named Jerry Muntz and his daughter. He is a very nice gentleman and we talked Cozy the whole time. Takeoff at Hemet was about 2/3 of the 3700 ft runway and a slow climbout. OAT was up around 70 and the water and oil were up a little too but very few warnings on the EIS. I saw a top level WOT speed of 147kias at about 3500' and a 176KIAS in a dive to catch Don. I had taped over the small door by the pilot's stick and a couple others. That helped the cabin heat along with the higher OAT. No new squawks on this flight. I thought it best to use the good weather and daylight on the weekend to get time. I plan to install the IRIS during the week nights this week. Avg fuel burn was 10.4 GPH with a lot of the time at full throttle and 7500'. I think I may not be getting as much pressure recovery in the intake system as possible, since Don's full throttle MAP was about 1" higher than mine. Maybe a turning vane on that inlet would help also.
Flt 21     20/5 gal     11/08/04     0.8hrs     1755lbs     101.9"
I installed the IRIS and while I was at it I found that the intake duct was already wearing thru in several spots where it touches the manifold. I wrapped those areas with duct tape and silicone baffle material and fastened them to the manifold. One was actually startng to notch a steel fuel line! Well, the static RPM didn't change any measureable amount. In fact on runup before takeoff static was only 1816 rpm but gradually increased to 1960 before I released. Takeoff distance was a little longer than flt. 19. I measured 2798' but I was a bit slow entering the lift off point so it could be a bit shorter. The weather was really poor with a some scattered  light rain and the base of the broken clouds at 5000msl. I took cruise perfomance data and climb performance data.  I don't see any significant change from before the IRIS was installed. It did seem like MAP data was fluctuating. Since the IRIS actuator is connected to the same vacuum tube, there could be some interaction. The bucket in the climb data is extremely broad. I get 500-600fpm with full throttle at all speeds from 100 to 130 KIAS. I believe that is because reduced speed loads the engine and reduces the RPM and consequently the torque. So while the best L/D is probably 80-90 kts, the excess power does not change over the entire airspeed range. I have started using the GPS to get glide data too. I enter a power off (idle) glide at a desired IAS (this time 90) and when steady, I enter a GPS waypoint as I cross a known altitude. Then again 1000' lower. The GPS shows the winds aloft vector, so I fly so that is a cross wind. Then I get the distance between points, read vertical speed and IAS. I only got one point this time at 90 kias. I got 2.24 N. Mi per 1000'. This is at Idle (480 RPM prop) and a L/D of 13.6 (no pants, no spinner). I'll get this data at speeds from 70 to 110 in later flights.I suspect my L/D is lower than it would be with a Lycoming idling at 600 or more. It will be a long time before I have the guts to see what it is with the prop stopped! So, it looks like the IRIS will be coming off soon. It only weighed 1.8lbs but doesn't help at all. I guess I'll have to rely on only the repitch to improve my static RPM. I still want to put on the pants and the spinner before I send the prop in.
Flt 22     26/5 gal     11/12/04     1.0hrs     1791lbs     101.9"
Flt 23     16/5 gal     11/13/04     2.0hrs     1731lbs     101.9"
Flt 24     26/5 gal     11/12/04     1.5hrs     1833lbs     101.9"

The weather was pretty bad with some light rain in flt 22 but the clouds were broken and I could get up to 8500 in spots. I flew my airspeed cal points from 70 to 90 kias. I also did a min flight speed test at aft CG. It is starting to bob at 70kias but I could get it down to 65 kias and probably lower but it would really take an effort. I need to try that again but it looks good so far. I screwed up my airspeed cal. I recorded TAS off the EFIS thinking that was from the GPS but now I realize that uses indicated A/S and only corrects for altitude and temp. I need to compare that to ground speed. Gee, no wonder the data had such a small correction! I did more glide speed L/D points. This time at the full range from 70 to 110 kias. My data point at 80 kias was no good. There I got and L/D of 5.4 where it should have been around 13-14. I must have gotten a bum GPS point.This data is in the
spread sheet too. It looks like the best L/D is in the 80-90kias range and is about 2.25 NMi/1000 ft. This is without wheel pants or spinner. I don't have a fuel flow meter yet but my average burn per hour is between 8.5 to 11gal. Most of the time is at full throttle in climb and cruise but at 7000-9000ft That's and average power of 133HP. At those altitudes I should get 178HP at full throttle. I'm thinking my inlet or exhaust or both may be restricted. I better get to the bottom of that before I repitch the prop. On one flight Approach lost my transponder for 7 miles but the next controller had it. I'm also gettting poor transmission on the #1 radio (Terra) but reception is good. No other squawks. I have a total of 25.6 hours. I think it's time to inspect the engine and gerarbox real well and give it the first oil change. Flt 23 was hazy but few clouds. Flt 24 was sever clear but very windy. When I landed it was 20 kt with gust to 29 and 30 deg off from the left.The landing was a little rough but not too bad. I think one wing low would be better than crabbed on touch down.