Received-SPF: pass
 receiver=logan.com; client-ip=64.12.143.79; envelope-from=shipchief@aol.com
To: flyrotary@lancaironline.net
Subject: The 11th Hour
MIME-Version: 1.0
From: shipchief@aol.com
Content-Type: multipart/alternative; 
 boundary="--------MB_8D114CA6833B7EC_1A1C_FC358_webmail-d228.sysops.aol.com"
Message-Id: <8D114CA6827D102-1A1C-4C6A3@webmail-d228.sysops.aol.com>
Date: Sun, 23 Mar 2014 12:16:40 -0400 (EDT)

This is a multi-part message in MIME format.
----------MB_8D114CA6833B7EC_1A1C_FC358_webmail-d228.sysops.aol.com
Content-Transfer-Encoding: quoted-printable
Content-Type: text/plain; charset="us-ascii"


Catchy title Huh?
Not near the end (I hope).
 I flew a couple of times yesterday, and now I have 11 hours flown off of t=
he 40 hour Phase One Test requirement. The engine runs smoothly.
I did attain 211 TAS @ 5300 MSL, but I was in a flight of 3 trying to not g=
et lost, so most of my remaining attention was to watching the EM-3 panel f=
or engine parameters and exhaust temp. Oil temp is the limiting factor, whe=
n it gets to 200F I have to back off.
I have a mysterious oil seep, which although minor, is annoying and I'll fi=
nd it.
Water temp & level are very good and reliable. The Turbo remains bolted on =
tight and the down pipe flange bolts are safety wired, so no backing out. H=
eat shields have been improved and seem satisfactory.
All of this was predicted or warned about by Dave Leonard, so I had the adv=
antage of knowing where to look.
I'm contemplating access doors in the cowl top, as I cannot check oil or wa=
ter levels unless I remove it.
If I fly with very low power, the turbo boost ahead of the throttle is very=
 low, about 30". The fuel flow rate goes 'way down to about 8 or 9 GPH. Exc=
essive unused boost pressure must be 'eating my lunch' in the fuel departme=
nt when I go to higher power settings. A Waste Gate would correct this.
A good fast cruise is 184 MPH / 160 Knots. I slowed to 155 MPH /135 Kts, th=
e water temp dropped to about 167 and the oil temp 185. for the return trip=
. I don't have a water thermostat, but the Stock Mazda oil cooler has the o=
riginal thermostat.
I have been grooming the fuel injection table on the ground, with pretty go=
od results. Now I plan to try some in flight tuning. I think cautious chang=
es in Mode 9 to get rid of lean spots around bins 40 and 88.
At the end of yesterday's flying, the engine sputtered to a stop after roll=
 out and turn off onto the taxi way. I have been tuning the idle area, and =
it was idling well, and slower than usual. When it was leaner, it would slo=
wly surge up and down a bit, so I never let it idle so low.
Interesting.

----------MB_8D114CA6833B7EC_1A1C_FC358_webmail-d228.sysops.aol.com
Content-Transfer-Encoding: quoted-printable
Content-Type: text/html; charset="us-ascii"

<font color=3D'black' size=3D'2' face=3D'arial'>
<div><font style=3D"background-color: transparent;">Catchy title Huh?</font=
></div>

<div>Not near the end (I hope).</div>

<div>&nbsp;I flew a couple of times yesterday, and now I have 11 hours flow=
n off of the 40 hour Phase One Test requirement. The engine runs smoothly.<=
/div>

<div>I did attain 211 TAS @ 5300 MSL, but I was in a flight of 3 trying to =
not get lost, so most of my remaining&nbsp;attention was to watching the EM=
-3 panel for engine parameters and exhaust temp. Oil temp is the limiting f=
actor, when it gets to 200F I have to back off.</div>

<div>I have a mysterious oil seep, which although minor, is annoying and I'=
ll find it.</div>

<div>Water temp &amp; level are very good and reliable. The Turbo&nbsp;rema=
ins bolted on tight and&nbsp;the down pipe flange bolts are safety wired, s=
o no backing out. Heat shields have been improved and seem satisfactory.</d=
iv>

<div>All of this was predicted or warned about by Dave Leonard, so I had th=
e advantage of knowing where to look.</div>

<div>I'm contemplating access doors in the cowl top, as I cannot check oil =
or water levels unless I remove it.</div>

<div>If I fly with very low power, the turbo boost ahead of the throttle is=
 very low, about 30".&nbsp;The fuel flow rate goes 'way down to about 8 or =
9 GPH. Excessive unused boost pressure must be 'eating my lunch' in the fue=
l department when I go to higher power settings. A Waste Gate would correct=
 this.</div>

<div>A good fast cruise is 184 MPH / 160 Knots. I slowed to 155 MPH /135 Kt=
s, the water temp dropped to about 167 and the oil temp 185. for the return=
 trip. I don't have a water thermostat, but the Stock Mazda oil cooler has =
the original thermostat.</div>

<div>I have been grooming the fuel injection table on the ground, with pret=
ty good results. Now I plan to try some&nbsp;in flight tuning. I think&nbsp=
;cautious changes in Mode 9 to&nbsp;get rid of lean spots around bins 40 an=
d 88.</div>

<div>At the end of yesterday's flying, the engine sputtered to a stop after=
 roll out and turn off onto the taxi way. I have been tuning the idle area,=
 and it was idling well, and slower than usual.&nbsp;When it was leaner, it=
 would slowly surge up and down a bit, so I never let it idle so low.</div>

<div>Interesting.</div>
</font>
----------MB_8D114CA6833B7EC_1A1C_FC358_webmail-d228.sysops.aol.com--