I can sympathize !! Of all the Meese variants I've flown, I still
prefer the 2nd factory Moose, with the Lycoming IO-540 .... although I'd
rather have the O-540 and a 2 blade prop, for the simplicity and
lower cost - there was NO noticeable difference in power.
Unlike the radials, you can just turn the key and fly a Lycosaurus ! :-)
Auto conversions show a lot of promise, but there will be a lot of
tears along the way. I have enjoyed a number of Subaru powered Rebels,
and I'm sure the Corvette V8's will eventually be a great alternative
for the Moose, once someone gets a complete package together.
No question, though - if you want to get flying quickly, just
stick to the Lycoming O-540 !! Every change adds months to the
build ....
"Just get it flying --- it'll never be FINISHED !!" ;-) :-)
--
......bobp
http://bpatterson.qhealthbeauty.com
http://apatterson2.qhealthzone.com
http://apatterson2.qbeautyzone.com
-------------------------------orig.-------------------------
On Wednesday 25 October 2006 10:54 am, eric.r@dcsol.com wrote:
lifter?My vote is a holed piston ... did you here a tapping noise similar to a
but Ithat's what I've heard with a holed piston in a small block. I love V-8's,
insteadused my eight or so lives already and am going with Lycoming. Slow, gas
burning, Old technology, proven and dependable, and oh yeah ... expensive.
Are you sure your tach is correct? Sounds like a 8,000 rpm small block
Aof 4000!
On 10/24/2006 8:32 PM, beep@sympatico.ca wrote to rebel-builders:
->
-> Hi Mike !
->
-> Cheer up ! If it's any consolation, you're not alone - "been
-> there, done that" a couple of weeks ago !! :-( Got 4,500+ on
-> climb, 2,000 fpm this time - yahoo !! Everything looked great
-> until 2/3 way down downwind, then - poof ! clouds of smoke from
-> the top of the cowling, then the cockpit filled with it ....
-> opened the window, tried to hold it open with my elbow to get fresh air.
-> (Note to self - be sure to build in a good source of fresh air !)
->
-> Yet another steepish turn from base to final, lower than I like,
-> All temps off the end ! Power back, but decide to try to keep it
-> running until on the ground .... a couple of sputters ...
-> Got it down and off the runway, shut down & coasted most of the
-> way back to the hangar. .... Whew ! ....
-> Exactly the same - tower asking about crash crew - finally 'negative'.
-> Don't think inhaling all that glycol is good for the lungs !
-> Yep - blew the coolant hose off the top rear of the engine.
-> Fortunately, everything has checked out ok - compression still
-> good, no burned bearings, ... will try again in a few weeks.
->
-> I think the word is spreading to towers everywhere - clear space
-> for V8 Meeseses !!! I think they groan now when I taxi out ! ;-)
-> Had a long hold while they cleared other traffic before takeoff, but
-> temps stayed about 200 - great ! Lots of power now !!
->
-> Two days flying, 3 emergency landings - up to 1.5 hours now ...
->
-> They say "That which doesn't kill you, makes you stronger !" :-)
->
-> Sooo .... anxious listeners want to know ... was it a hole in
-> a piston, or just a plugged vent line ... or ????
->
-> PS
-> If you really want to burn off altitude, use 3 notches of
-> flap & push !! Get back to 2 notches before landing, though ...
-> VERY difficult to do a good one with 3 notches !!
-> --
-> ......bobp
-> http://bpatterson.qhealthbeauty.com
-> http://apatterson2.qhealthzone.com
-> http://apatterson2.qbeautyzone.com
->
-> -------------------------------orig.-------------------------
-> On Tuesday 24 October 2006 11:48 pm, Mike Kimball wrote:
-> > Multiple engine runs on the ground including multiple max power runs.
andfew
-> > adjustments to the carb and distributer. Everything looking good. At
the
-> > run-up area everything looks good. All gauges in the green. Coolant
I-> > oil temp low but off the peg. Down the runway I nearly lose it because
which-> > wasn't flying the airplane. I was watching engine gauges. Everything
looks
-> > good. Climb on upwind, all is well. I'm only getting 4000 RPM max
on theI
-> > don't quite understand, but running smooth and all looks good. Turn to
-> > crosswind and there is a slight drop in RPM to about 3800. Turn on
downwind
-> > and looks good. All of a sudden, power loss, rough engine, and smoke
out
-> > the right side of the cowl. I immediately tell the tower I'm landing
slip-> > runway I just took off from but the other way. Power off, nose down,
-> > airspeed climbing, losing runway fast. Despite not having explored the
-> > plane's flight characteristics yet, I decide on a significant forward
the-> > to lose altitude, S-turning to keep as much runway left for me as
possible.
-> > I land disturbingly near the end still carrying too much speed. I pull
didn't-> > stick into my lap and apply maximum braking. Somehow, I make the turn
at
-> > the end and taxi clear and shut down. I look back at the runway and
there's
-> > a huge cloud of smoke. No wonder the tower kept calling to ask if I
needed
-> > assistance as I was trying to manage an emergency landing. I ignored
their
-> > calls for a while then finally managed a "negative" on the air. I
right-> > know there was that much smoke. I get out and look for fire. Just
smoke.
-> > I discover the source of the smoke. There is oil dripping out of the
one.-> > hand exhaust pipe. Dangit! What now! I open a cowl door and find the
-> > dipstick almost all the way out. I also see signs of oil around the
-> > breather caps on the valve covers. Excessive crankcase pressure?
Really?
-> > Why hasn't this manifested itself during ground runs? Maybe because I
don't
-> > keep the engine running at max power for very long on the ground. I
figure
-> > 0.2 in the logbook for this flight. That's twice as long as the last
tower-> > I'm getting awfully tired of emergency landings though. I bet the
is
-> > like, "Oh no, 744MK again. Clear some airspace for him."
-> >
-> > Mike
-> > 044SR
-> >
->
->
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