New build, Aviomania G1sB Genesis

Burrengyro

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Hi Bobby,
Nice work on the throttle cable adjuster. I was comparing my ELA07S throttle cable and adjusters to my colleague's Magni M16 cable and adjuster. As per Tyger's photo, the Magni has a much stronger cable and stronger cable sleeve thereby reducing any cable flexing when the throttle is opened. I'm thinking also better for carb balance through the revs if any cable flexing is eliminated. John H.
 

Sv.grainne

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Tyger:

Full engine RPM on the ground is 5500 RPm and should go up in the air. My issue is ground speed at idle. Understand the gearbox issues but wore out a set of brake pads in less than 2 hrs, just taxiing!
 

Tyger

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OK, you haven't flown it yet, but if you don't get a bunch more than 5500 on takeoff, I think you might go for a finer prop pitch, which will help your taxiing as well.
What sort of brakes do you have??
 
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13brv3

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Maybe think about lowering your tire pressure some to increase the rolling resistance. Of course that's assuming they're not already on the low end of the safe pressure range.

Is 5500 what Nicolas recommends for static RPM? I'd guess that's a little high, but he would certainly know better.

Rusty
 

Sv.grainne

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I set up he prop pitch and then did the runup based on discussion with Nicolas. He said 5500 Rpm normal when stationary and that that would go up to about 5800 at WOT. Tire pressure as recommended at limit, will check spec and let you.

Brakes are hydraulic disc.
 

Resasi

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Its been suggested that a reasonable balanced rpm for climb, cruise, fuel economy and engine temps is right around 5600 .

Setting the pitch to give around 5,200-5300 static should give around 5,800 WOT in the air which is max, but then Alt and temp also factor in.

Did you do the thrust test at that time Bobby?

If your gyro is tied down, then a scale is fastened between the tie down and the attachment to the gyro you can get a thrust figure at WOT.
 

Tyger

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I'm a big fan of Beringer brakes. I typically also do a lot of braking when taxiing, especially on hard surfaces, and my brake pads are still good after four years, 450+ (engine) hours, and 1,100+ takeoffs and landings.
 
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Sv.grainne

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Its been suggested that a reasonable balanced rpm for climb, cruise, fuel economy and engine temps is right around 5600 .

Setting the pitch to give around 5,200-5300 static should give around 5,800 WOT in the air which is max, but then Alt and temp also factor in.

Did you do the thrust test at that time Bobby?

If your gyro is tied down, then a scale is fastened between the tie down and the attachment to the gyro you can get a thrust figure at WOT.
Leigh:

I did not check thrust, just WOT as recommended.
 

Mike Leimetter

Mike Leimetter
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Fabrication of my kit started in early May and I'm hoping that I will take delivery early in Sept. I will be documenting the build on a new website and plan to post updates here as I progress but will be using the new website as sort of a build log, with the log in the FAA 51% format.

Link to the website is Building a G1sB

I've already taken a look at a flying G1SE and have spoken with a new owner of another G1SE in New Mexico who is about ready for the certification process. If you are building an Aviomania and can tolerate a visit or discussion let me know.
I know I’m a little late popping into this thread sorry. Did you guys know that the EAA Builders website is a great way to document your build and keep a builders log? Probably exactly what some are looking for as far as documentation goes.

Mike
 

Sv.grainne

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I saw the EAA site and looked at 1 other. Using the FAA 51% spreadsheet I just grouped my build pictures in the same categories and kept track of date of completion of each task.
 

13brv3

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I've never found the FAA to be too critical about build logs and pictures, though better safe than sorry when it comes to making the logs. The Onex will be my 7th aircraft to complete, and my experience with DARs is that they may only casually look at pictures, or the builders log. As I mentioned before, DARs all seem to have their own pet areas of interest, and a local RV-14 builder just spent 2 hours going over the logs and pictures with their DAR. Funny that when I went to the EAA link, their plane is documented there as well. The FAA portal accepted my application with the text build log, and a handful of pictures stuck at the end, so hopefully they won't be looking for anything fancy the the DAR gets here in the next couple weeks.

Of course as the Onex gets closer to flying, my attention is getting more focused on the next project. I'd still love to find one of the Aviomania gyros close enough to visit, but no luck yet. I may build a single place Dominator, since I have essentially all the parts. Even if I do that, my ultimate goal will probably be to sell it to help finance the convertible Aviomania kit. I expect the upcoming flight test reports to push me harder toward the Aviomania :)

Rusty
 

Tyger

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During my training, I flew with my instructor to a nearby towered field to do required takeoff and landings at a controlled airport. We ended up doing lots of crow-hops, as we often did at "home". I asked my CFI if the tower would mind us doing them. He said, "Oh no, they get to count every touch down and takeoff as a separate operation for reporting purposes. They don't mind at all!"
 

Sv.grainne

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Drove up to Eric's place in Kingsland, TX today. Replaced a couple of bolts in the tail with drilled ones, installed castellated nuts and cotter pins. Did some tywrapping and minor cleanup the installed the rotor blades (Razor Blades)! Nose wheel steering springs fell off so got them back on then prerotated just to see what the blades would do and check things.

Blades right on so Eric did several runs down the airstrip and felt the coupling between the rudder pedals and nose wheel to tight so we went to Ace Hardware and got some lighter springs. Much better. Next time up Eric may Fly....
 

Abid

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I know but to hard on the brakes, probably bump up to 1650. Try that, the machines just likes to roll!
Lower the tire pressure a bit
 
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