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George Graham wrote:
My general advice:
1. Develop your engine package on the ground. Mine was
making full power for almost 40 hours before it went onto the
airplane. Why not do that?
I plan to run extensively on the ground at high power... 40 hours? maybe.. but several tankfuls of fuel at least. For a one-off installation this seems almost to be a MUST. A ground or "in flight adjustable" IVO for run-in purposes would be even better, in order to vary loads on the engine.
2. Know what altitude you need to have to turn back, and
what speed and turn angle to use.
This falls under "type training". Chris and I intend to take factory transition training, and also as a favor from a friend, I may get some Velocity time in Utah in the near future. Can you guess what I will practice?
3. Do your test flights from a long runway which has lots
of clear ground for emergency landings.
I will be flying from a former AF base with a runway layout that is conducive to a turnback (parralel runways, land upwind on the second) . Both primary runways are 7000 feet long or so. CFR is onsite 24/7. Tower. No airlines. A couple of "outs" without hitting homes or woods. I will just say I am blessed with regards to the field
None of those are new or original ideas, can you imagine
otherwise?
Sarasota Florida
George Graham
Mazda Rx7ez N4449E
Homepage <http://bfn.org/~ca266>
It is sage advice, and I am certain it has been written in blood many times over. I plan to take it.
Dave
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