New Hangar 9 P-51 60cc
08-01-2016, 07:40 AM
#1326
barracudahockey,
I had a really good test flight session at the OFMC club field on Sunday, I put the first 2 flights on the #2 H9 Mustang and it went well. I had no issues with the plane or radio, did not even have to trim it. I don't think I have ever fewer problems with a new plane before. The new DA 60 loosened up on the first flight and had a high idle when I landed it that resulted in the plane lifting off twice during the landing roll out while I frantically pulled on the throttle trim to slow the idle down. When I got to the balancing-for-correct-CG phase I found that it was going to need more than 1.5 lbs. of nose weight in the spinner. Since I HATE adding lead to my planes I put it on a weight-loss program that ended by moving the elevator servos forward to the fuel tank compartment, rebuilding the two heavy nicad receiver batteries into smaller packages and moving them up behind the firewall, replacing the steel rudder and elevator hinge pins with carbon fiber rods, then installing Sullivan black carbon carbon reinforced pushrods (no longer in production) for the elevator control push rods. All of the weight shuffling worked, getting it to balance right at 6 3/4 inches with no nose weight at all. And the weight gain was limited to the difference between the small digital elevator servos and the 2 larger and heavier Hitec 5645 servos I installed at the planes CG, and the weight of the light Sullivan push rods. The final weight less fuel is 27.5 lbs. and the flying qualities of this particular plane are excellent, It even seems to have a lower take off and landing speed than the #1 H9 P-51D I have flown for the last year. On the initial ground run for take off it lifted off on its own at a fast idle well before I expected it to.
I plan to get more flights on it before the Glen ST. Mary event so I'll have 2 Mustangs to take there.
I had a really good test flight session at the OFMC club field on Sunday, I put the first 2 flights on the #2 H9 Mustang and it went well. I had no issues with the plane or radio, did not even have to trim it. I don't think I have ever fewer problems with a new plane before. The new DA 60 loosened up on the first flight and had a high idle when I landed it that resulted in the plane lifting off twice during the landing roll out while I frantically pulled on the throttle trim to slow the idle down. When I got to the balancing-for-correct-CG phase I found that it was going to need more than 1.5 lbs. of nose weight in the spinner. Since I HATE adding lead to my planes I put it on a weight-loss program that ended by moving the elevator servos forward to the fuel tank compartment, rebuilding the two heavy nicad receiver batteries into smaller packages and moving them up behind the firewall, replacing the steel rudder and elevator hinge pins with carbon fiber rods, then installing Sullivan black carbon carbon reinforced pushrods (no longer in production) for the elevator control push rods. All of the weight shuffling worked, getting it to balance right at 6 3/4 inches with no nose weight at all. And the weight gain was limited to the difference between the small digital elevator servos and the 2 larger and heavier Hitec 5645 servos I installed at the planes CG, and the weight of the light Sullivan push rods. The final weight less fuel is 27.5 lbs. and the flying qualities of this particular plane are excellent, It even seems to have a lower take off and landing speed than the #1 H9 P-51D I have flown for the last year. On the initial ground run for take off it lifted off on its own at a fast idle well before I expected it to.
I plan to get more flights on it before the Glen ST. Mary event so I'll have 2 Mustangs to take there.
08-05-2016, 06:03 PM
#1329
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08-08-2016, 08:24 PM
#1331
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08-23-2016, 07:50 AM
#1334
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08-24-2016, 05:38 PM
#1342
I also bought the Jtec muffler for my DA 60, but I had an aluminum welding shop cut off half of the crosspipe along with one outlet tube, then plug the hole with 1/4 inch thick plate so I could install a muffler brace on the end. I have tested this mod on another DA engine and it is not any noisier than the stock muffler, it does not reduce RPM or horsepower and there is only one exhaust pipe sticking out of the cowling for better airframe streamlining.
08-25-2016, 05:14 PM
#1343
I have gotten my Mustang into its test flight phase so today I edited the eighth and ninth flights into one video. I cut out the video that was too far away to see and uploaded the rest to youtube. Any one who is interested in seeing how the H 9 Mustang performs with a DA 60 can click the link. The DA 60 is breaking in and running rich but it still hauls the plane pretty good.
https://youtu.be/nmPvJc9zkn0
https://youtu.be/nmPvJc9zkn0
Last edited by sjhanc; 08-25-2016 at 06:57 PM.
08-28-2016, 05:06 AM
#1347
chorner, Thanks, because it is all new airframe, engine, and equipment, I have been easy on it up to now. But, after 9 flights with no problems of any kind I started wringing it out with this flight, doing most of the maneuvers I can do. I finished by slowing it way down and flying it almost stationary into a 10-12 mph breeze for several minutes, then advancing the throttle to see if there was any tendency to vapor-lock. After that checked out I demonstrated its docile stall to my brother by holding a little elevator and pulling the throttle back slowly until it dropped its left wing, then the nose came down when the stall developed and it did a 1/2 turn to the left. I added a little throttle and did a stall recovery and it flew off in the opposite direction after losing about 30 feet. This model has the kind of forgiving flying characteristics you want in a trainer.
08-28-2016, 09:08 AM
#1349
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Hi, I'm a TF P51 lover, but My old TF need To be replaced, I have the neumatic robart retracts with 5" aluminum wheels and a zenoah 45 Cc on it, Do you think I can use this stuff on the H9 ?