which runway to use on new engine first flight

[bd32322]

Here is a google maps link to my airport:

 

http://goo.gl/maps/4zOUu

 

 

I should be getting my engine back from Zephyr in a month and then once its in the aircraft, I will have to do my first test flight

 

I looked at my home airport runways - and there are tough choices to be made on an engine failure on takeoff.

 

Assuming calm winds and a flight very early in the day on a weekend. The highway south of the airport is very busy on weekdays, but has light traffic on early weekends. 

 

Thanks

[jetdriven]

14 looks like the only one with suitable landing sites immediately after takeoff.  You are also going to be quite a bit lower on the first takeoff than you think, it takes 130 KIAS to cool the engine to keep it below 370-380 CHT for the first 30 mins.

[bd32322]

interesting point about needing 130 KIAS - I didn't know that - so at first I was thinking rwy 20 - because that will put me over the highway.

 

But if am 130 KIAS over 14 - I can probably make it to the golf course or country club

[chrisk]

I don't like any of the options.  So, RWY 2  Extra room for an early failure.  And you might be able to put it down on the train tracks, for a 90 degree turn.

[N601RX]

I would do it early in the morning, before it gets hot. That will help with the cooling.  I did mine in January and did not have any cooling problems after about the 1st 30 minutes.  I think either Lycoming or ECI has something that says not to do it if the OAT is above 90.

[aviatoreb]

There is a lake and a field a bit further on after runway 2.  What is the railroad track like - is that a railroad track?  I am guessing lots of cables over it?

 

Actually this activity you are doing is worthwhile for your home field - memorize where you will go if engine out on take off, no matter which runway it might be for winds of the day.  Since for many of us the number is approaching half of our take offs are from our home field, then odds are that if you ever have a engine problem on take off - guess where it will most likely be - you want for those odds to have a memorized plan at lest for the home field.  Knock on wood - I have my spots picked out for my home field whether it be rwy 24 or 6.

[Jeff_S]

I would say 14 because you've got either the highway or the golf course.

[jetdriven]

I'd think twice about that train track. The clearway is less than the wingspan of your airplane and there are powerlines running beside the whole north side of it. 

[231flyer]

I would use the longest runway best aligned to winds in the morning.  The first test flight (1 circuit in the pattern) should be a complete non-event.  You and your mechanic will have run thru a full ground test at full power and subsequent checks to make sure everything is perfect.  This should be followed by a high speed run down the runway to a full stop.  Again de-cowl and check thoroughly.  Finally do a crow-hop and again de-cowl and check.  After this procedure the first test flight should be limited to one circuit in the pattern with the gear down.  Again de-cowl and check thoroughly after landing.  The next flight should again remain within the pattern but retract gear and plan higher altitude and number of circuits to flight check the other systems.  I built a Lancair IVP and followed the EAA test-flight procedures to the letter.  I followed the same procedure after my engine rebuild and also the subsequent top-overhaul.  Flight testing is a well understood and researched process and you should expect and accept no surprises.  I strongly suggest you get the EAA booklet (i think it used to cost $4).  A friend of mine built a Lancair 360 and followed the EAA test procedures till the second flight when he departed the pattern to checkout the airplane more thoroughly since everything had gone so well.  Unfortunately his engine quit 20 miles from the airport and he had to put the airplane down in a field.  The beautiful show-quality airplane was completely consumed by the after-crash fire, luckily my friend and his co-pilot walked away with minor injuries.  Btw both are very experienced AA pilots. Please follow the correct test flight procedures or get a professional to do it for you.  Good luck!

[jetdriven]

from Zephyr Engines: http://www.zephyrengines.com/whatwerecommend.html

 

THE FIRST FLIGHT:
Your Zephyr engine has been test run including full power operation at our facility. A brief run to check for leaks and control operation is all the running required prior to the first flight. After this run, the engine should be fully cooled. Then taxi time should be minimized if possible. A normal but brief preflight runup is adequate. One mag check and one cycle of the prop no more than 200 RPM will minimize temperature buildup. Allow for a slightly rough mag check due to oil fouling. Power application for the first takeoff roll should be very gradual. Runway length and obstructions permitting full power should be reached as liftoff speed is attained. Airspeed and full throttle fuel afford the engine maximum cooling airflow. Full power should be maintained to cruise altitude for fixed pitch prop type installations. Four cylinder engines with constant speed propellers may climb at full throttle with RPM reduction optional. Higher power and turbo-charged engines may be pulled back to 75-80% for climb once obstructions are cleared and cruise climb speed attained. All engines should also be climbed at a relatively high airspeed once a safe altitude is reached. One hour is a good initial flight time. Cruise at 75% power. Check fuel flows, oil and cylinder head temperatures, alternator operation, carburetor heat, and leaning capability as is appropriate to your particular machine. If possible avoid power reduction to idle prior to touchdown. After the flight uncowl, or open cowlings as required for a visual inspection of the engine installation as well as check for leaks. If you have any questions, PLEASE CALL

 

 

The greatest amount of cylinder break-in occurs in the first hour. Perhaps half of that in the first ten minutes.

 

FWIW I take a totally opposite view of the first flight requirements from 231Flyer, although I can totally see that requirement for an experimental aircraft.  That's a lot of cycles and no flight time, but your cylinders wear in very rapidly. The #1 goal is to get cruise cylinder pressure on them as soon as possible to prevent glazing, you only get one bite at the apple.

 

We ran ours on the ground 90 seconds, then put a wrench on every hose fitting and checked for leaks.  The next day we taxied approximately 4 minutes, ran it up to 2000 RPM for a quick mag check, cycled the prop, and flew for 1:15 at 2000' over the airport. We did another flight over the airport for one hour, then I flew it to Dallas and back (3:30) at 2500' as fast as it could go.  Well rich of course.   Subsequent flights were between 75-83% power continuous, with 5-10 minute WOT 2700 RPM, 1500' runs every couple hours.  We limited the break-in flying the first 25 hours to minimum 1-2 hours per cycle.

[bd32322]

231flyer - impressive that you built a lancair! I wanted to but chickened out and it also became a lot more costly.

Thanks for the details Byron. I havent looked into the breakin flights yet, but thats some great info. I agree with minimal ground run, check, fly at 75+% for 1 hour around the runway. Makes sense.

Aviatorweb - You know what? This is the first time I am analyzing landing spots at my home field. Better late than never. Unfortunately due to prevailing winds, 90% of the takeoffs happen from rwy 32. Theres really very little place to go from there if it fails early

As for the railroad, yes there are electrical cables. Also its a busy railway because it serves boston commuters - part of the commuter rail system and has freight traffic. Altho on weekends commuters are not an issue I guess.

Looks like 14 is the best option for me. I am not worried about the first flight. Its just that I am excited about it and am armchair flying

[231flyer]

Break-in procedures are specific to type/model/shop etc and I suggest you get detailed instructions.  I hung a GM LS1 on my Lancair IVP and the break-in was quite a bit different than the TSIO 360 rebuild and top on my 231.  My comments about test flights is to make sure we understand the risks and follow a well established test flight process.  EAA has distilled the process from the airforce, NASA, commercial manufacturers, etc.  Overhauled/Rebuilt/New engines will either be fine or DOA, I am certain the Zephyr engine will be well tested at the facility and most shipping damage should be readily visible. The real variable is in the re-installation and a lot of things can and do go wrong.  I had an engine fire in my 231 after an annual because my mechanic forgot to tighten the fuel rail to the injectors.  They were finger tightened and one came loose on the second leg of MGY-LIT-CRP.  These things never happen in ideal conditions and I was IMC at 3000 ft when my engine caught fire with a big bang.  Luckily I was able to shutoff the fuel and manage a dead-stick landing back at LIT but it was due to a simple mistake.  Please incorporate the specific break-in instructions into a documented test flight plan and have someone knowledgeable review it. Follow your plan............ Don't go and wing it .  

[bd32322]

Break-in procedures are specific to type/model/shop etc and I suggest you get detailed instructions.  I hung a GM LS1 on my Lancair IVP and the break-in was quite a bit different than the TSIO 360 rebuild and top on my 231.  My comments about test flights is to make sure we understand the risks and follow a well established test flight process.  EAA has distilled the process from the airforce, NASA, commercial manufacturers, etc.  Overhauled/Rebuilt/New engines will either be fine or DOA, I am certain the Zephyr engine will be well tested at the facility and most shipping damage should be readily visible. The real variable is in the re-installation and a lot of things can and do go wrong.  I had an engine fire in my 231 after an annual because my mechanic forgot to tighten the fuel rail to the injectors.  They were finger tightened and one came loose on the second leg of MGY-LIT-CRP.  These things never happen in ideal conditions and I was IMC at 3000 ft when my engine caught fire with a big bang.  Luckily I was able to shutoff the fuel and manage a dead-stick landing back at LIT but it was due to a simple mistake.  Please incorporate the specific break-in instructions into a documented test flight plan and have someone knowledgeable review it. Follow your plan............ Don't go and wing it .  

 

 

Agreed - good points - thanks! Its good to have a plan. Its just the steps you mentioned in your first post take into account launching with a new engine AND airframe AND instrumentation AND a rusty builder pilot. With a tried and true airframe and instrumentation, I can take fewer steps - that's what probably jetdriven and me were alluding to.

 

But I can check two of those boxes - rusty pilot and new engine installation - so definitely I plan to get some flight time in some aircraft (better than nothing) before I take my aircraft up. Also like you said, I need a plan for checking engine installation workmanship. I am thinking of visiting the installation at various steps and checking everything myself - I have some knowledge from what should happen, the quality of workmanship required etc from working on my annuals and from reading a lot of EAA builder's books

[Marauder]

You'll be fine. Just remember Yeager's line "it's the man, not the machine". Keep your head and you will prevail regardless of the situation.

[FloridaMan]

I would do a pattern climb over the field. Pick a calm day so you can land on any runway and just climb up to altitude directly over the field. 

[N201MKTurbo]

I've never had a new engine give me any problems, but I have had two instances of the engine quiting after other maintenance. In both instances I was able to get the engine going and return to the airport.