Warbird Information Exchange

Can't wait to see the Camel flying! I've seen it in person and it is truly a labor of love. Saw it peeking out from the hangar doors on a flight last week and it was VERY tempting to tell my student to stop and taxi over.

Ryan

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Aerial Photographer with Red Wing Aerial Photography currently based at KRBD and tailwheel CFI.
Websites: Texas Tailwheel Flight Training, DoolittleRaid.com and Lbirds.com.

The horse is prepared against the day of battle: but safety is of the LORD. - Prov. 21:31 - Train, Practice, Trust.

I saw it peeking out of the hangar again yesterday...


It looks so neat!

Ryan

_________________
Aerial Photographer with Red Wing Aerial Photography currently based at KRBD and tailwheel CFI.
Websites: Texas Tailwheel Flight Training, DoolittleRaid.com and Lbirds.com.

The horse is prepared against the day of battle: but safety is of the LORD. - Prov. 21:31 - Train, Practice, Trust.

Yep - flying 2 or 3 times a week now tweaking the rigging. Hope to fly to Cannon soon. Flew this am and will be rerigging this pm

http://www.youtube.com/watch?v=pDXxTGBho5A

The initial left wing heaviness is slowly being tweaked out by the usual way by twisting the wings slightly around the front spars by shortening/lengthening the flying/landing wires to modify the lateral angle of incidence. Good progress on today's flight, so left the power up a little and verified the 90 - 93 mph IAS cruise at 1750-1800 prop rpm ( 2625 - 2700 rpm engine) at a density altitude of about 3500 feet. This is about 70% power on the Rotec engine. I will say that she feels a bit happier loafing along at 85. I know some of you are wondering if she will do 100 if pushed - I don't know but will expand the envelope gradually as the wing issue is resolved.

Take-off is very straightforward - I've found initially keeping the tail down for a moment helps directional control, then bring it up once you have just a bit of speed is no problem. She settles in for a nice 70 mph climb.

As said before, so far, approach behavior is exactly like an Aeronca Champ with similar descent rate/speed/power relationships. Once in transition, just close the throttle, put it in a three point attitude pointed the direction you want to go and wait. She'll waft down about 40 - 45 mph, take a little bounce, land and track the direction she was pointed and slow pretty quickly without brake. In the grass, the steerable tail wheel is quite effective.. The temptation is to make it harder than it really is. In summary, it is a bit easier than a Champ to three point, you just have to be comfortable not seeing over the nose.

Spent this afternoon chasing oil leaks, tweaked the wings a bit more, and added gap seals to the bottom ailerons. I used the Rick Bennett "inverted "U" fabric type. Will check tomorrow - if look good, will do the top ailerons.

This thread is awesome. Thanks for keeping us up to speed on this beautiful aircraft.

Thanks!
All four ailerons now gap sealed from the inside to the outer hinge.
I've reviewed many web articles on gap seals on homebuilts as well as in both
Nieuport groups, where many feel they are mandatory with the single pair of
ailerons to increase their authority in crosswinds. There are other claims of
increased lift, climb rate and slight increase in forward speed, reduced
cholesterol and lower federal taxes -- but I am a bit skeptical of these claims
in this setting. I am just hoping for a bit more aileron authority.

We'll see in a couple of days.

A good morning of flying, now sitting here with a nice British hard cider.

The left wing heaviness is now almost completely gone. The blowing oil leak from the sump overfilling is rectified as well - yea!

Today was the first flight with the aileron gap seals. The ailerons do seem a bit stronger, but I am not throwing the airplane around at all. Most noticable was I am about 6 - 8 mph faster at the same power settings than last time. At 1800 prop rpm (2700 engine) she is a solid 90 mph IAS airplane (density altitude ~3500 ft), and this is with the throttle pulled back to about 4 - 3 (0 is full throttle, 10 is idle), and the engine is about at 70% at this cruise speed. I did ease her up momentarily to 1900 rpm and we were around 93-95 mph IAS. As I continue to work out the flight envelope, the max recommended cruise rpm for this engine is 2000 rpm. She does pick up quite the descent rate below 70 mph, so I am still coming in for a fairly flat approach for a reliable bump and threepoint on the grass. I am sure it will slow down with time.

As a somewhat comical aside, I kind of like the soft little bounce it always seems to do as it allows me a moment to correct any last few degrees of heading before she plants down for good.

I will go and measure, but she can take off and land from the end of the runway to the PAPIs, however far that is.

I was in the pattern today about 300 - 500 feet below a broken deck, and it was pretty bumpy. You really are flying this thing all the time, and I am also starting to get used to this rudder bar thingee. And, as it says in all of the original texts, you sometimes have to carry top rudder in at turn. I have not tried any steep turns or horsing this thing around, so that will be a little later. She does lose a bit of IAS noticibly in a turn as well.

I think I will hold with the rigging I have for a bit longer, and tweak that final left wing bias out a little later.

Logged another hour, sitting here with another Cider. Just droning in orbits to ensure the engine will go for a while. The official going nowhere, half throttle ("5" set) numbers: 1600 rpm prop (2400 engine) @ ~80+ mph ias @ 4000ft density altitude, hot Texas afternoon. Oil temp and pressure remained ok. Landed 3 pt. with a 5 -6 knot crosswind, no problem in the grass. Bungees holding. Still some very minor left wing heaviness, but very little.

Flying this plane in the air is all about rudder, all the time; the airplane lets you know when you are slipping or skidding past a certain point as you get a wind blast in the face.

WW1 Camelism discovered: At lower altitudes cannot read altimeter due to inclinometer. But, at lower altitude you just look outside.

5/17 compass works pretty well enough if flying smoothly.

Have quarter+ size hole in firewall I forgot to patch - you'd be surprised how much heat comes through there. Perhaps I'll just put a little cable operated door on it and call it a heater.

Note to other camel builders - am going to have to re-do the turtle deck (again) as my butt had pretty well broken up the area right behing the cockpit getting in and out; need to really re-inforce.

Clarity Aloft headset still working great with remote antenna Vertex handheld radio.

Next flight: Up a bit higher and steep turns.

As has been pointed out to me, you ARE outside.

Take-off

http://www.youtube.com/watch?v=pDXxTGBho5A&NR=1
...and Landing
http://www.youtube.com/watch?v=fes-YIk3Rz8

Well, I suppose this thread is coming to an end. She's up and flying, cruising from 85 - 95 mph. Easy to take off, easy to land. I just have to get use to this low wing loading...


We'll end on a couple of nice photos:

Coming home to Castroville:

Thanks all - it's been fun sharing the little plane with everyone.

Hey, don't stop on our account!!

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Cheers,
Kurt Maurer
League City, Texas

PIC, Ford 6600 pulling Rhino batwing up and down the runway

I guess this means you'll just have to get started on the next project?

Beautiful! Top image could be straight out of the Western Front!

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Cheers!

Lance Jones

A pretty morning to go fly a dawn patrol today.....