As I am breaking in my new engine, I am running it at full rich mixture, and
it is really putting through the fuel as I am trying to use enough power to
properly seat the rings. I have the extra rich 10-4164-1 version of the
O-360 carb so it is wasting about 3 gph in cruise by not leaning.
With fuel prices the way they are, I would like to start leaning a bit soon.
How many hours before I can lean normally? I have the ECI nickel carbide
cylinders (new high flow tapered fin exp cylinders) which are supposed to
break in very quickly.
Also, I mentioned before that my windows at the front start opening up at
higher speeds. Basically, I am restricted to 130 mph top speed now, as I can
pretty well stick a finger through the crack at that speed, and am afraid
something will pop if I go any faster.
I have the standard Murphy window with the latch in the middle, not near the
front as later builders have done. I would like to put in some kind of quick
to install latch/pin in the front to lock the window in place there. The key
phrase here is quick/simple to install. I am thinking of some kind of pin
that I can drop through the bottom of the fuse rib flange into the window
square frame. Any ideas?
It's not that I intend to fly this plane at that speed regularly, but would
like to run it a little harder for break-in, and also see just how fast this
thing will go with this engine. At 120 mph, it is just running 65% right
now.
Just to get you guys drooling a little more, thought I would mention my last
trip to the lake the other day. At take-off I was lightly loaded with fuel
at 1580 pounds, and there was only a very slight headwind on the water. As I
gave it full power, the nose/bows came up very quickly, and I was already
giving it full forward stick at about the same time as the engine spooled up
to full power. Then it immediately hopped up on the step, and it did a few
little bounces as I was trying to find the right attitude for the sweet
spot, but before I did, it was airborne. That was definitely the fastest
take-off I have ever done.
If you guys remember, too, when I installed my VGs, I had to modify my
take-off to start with neutral flaps. Not anymore, as it has enough power
now, to overcome the extra drag/lift of these VGs right from the start of
the take-off.
There is no question, this engine has a way more power than my old 320. And
that one was definitely no slouch as 320's go either. Really looking forward
to see what it does at the high altitude lakes this summer. BTW, for those
who are wondering, am carefully checking my tail after every flight.
Walter
-----Original Message-----
From:
mike.davis@dcsol.com [mailto:
mike.davis@dcsol.com] On Behalf Of Walter
Klatt
Sent: May 4, 2008 5:02 PM
To: Rebel-Builders
Subject: [rebel-builders] New engine is flying
Finally got my new O-360 engine flying in the Rebel today. Definitely way
more power, no question about that. Am trying to break in the new cylinders
and having trouble getting up to 22 MAP or 65% power without going too fast.
My windows start opening up a bit at the front at 125 mph. My prop might be
too fine, as I have to run about 2500 rpm to get 22 MAP.
Take off and climb is good though. Was seeing 1800 fpm on initial climb.
Basically, it now performs the same on the ampibs as it used to on wheels
with the O-320.
Really puts through the fuel though, with full power, at 18.5 gph. The O-320
only did 13 WOT.
Handling and c of g exactly same as before. Did not have to change my
elevator trim. Did notice having to use more right rudder on take-off and
climb though.
Cooling is good, too, so very happy about that. Rear cylinders ran about 350
or less, Had to tape off the top of the oil cooler to get the oil temps up
to 185 which is the highest I saw today. OAT at the lake today was 19 C.
Got a few adjustments to make and some finishing on the cowl, but at least
it is flying again. So I am a happy camper today.
Walter
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