| Flt 10 10/4 0.3 hrs Flt 11 10/6 0.3 hrs
Flt 12 10/8 1.0 hrs
In flt 10 the coolant temps were up in the 230 area during climb and oil up around 250-270. The OAT on the ground was 75. They didn't appear to be going down in level flight around the pattern, so I landed. The same in flt. 11 with and OAT of 84. I checked for air locks in the systems, since the change of the surge tank, but found none. I decided to give it more time to see if the temps would come down in cruise. In Flt. 12, even though the OAT on the ground was 95, I was able to climb to 5500'. At that altitude it was 76 deg. The temps during climb were 220-230 for the coolant and 250-270 for the oil. After stabilizing in cruise at 5500' they were 220 coolant and 230-240 oil. I'm convinced now that the change in temps is mostly OAT. I'll need to further improve the system to operate in the Summer. I tried the Nav 2 on the ILS 25 at Chino. It worked perfectly. Didn't notice if I got the Marker Beacon.
Flit 13 10/9 1.0 hrs
I wanted to try some cruise flight at altitude and check the nav equipment. I climbed to 9500' with the temps in the 220 -230 water and 230-250 oil range. After leveling off at 9500 they dropped about 10 deg each. I held WOT at 9500', OAT about 55 deg. I had about 4800 RPM and 130-135 KIAS The true A/S indicated 160kts or 184 mph. With a little less pitch and with wheel pants and a spinner that ought to be in the right ball park. The GPS and Nav 2 worked perfectly. I had a check engine light while decending near Julian so I made a precautionary landing at Ramona. It was late so I spent the night at my sisters house and checked it out the next day. I changed the resistor that simulates the Rt O2 sensor. It had been 15 ohms and I reduced it to 7.5. This dropped the voltage to the ECU input from .6 to .3V. I noticed a few drops of coolant near the Rt exhaust.
Flt 14 10/10 0.7 hrs
I flew the reverse path back to Chino. It was about 10 deg cooler OAT and the engine temps were about 10 deg cooler also. I'm starting to see a pattern here. I flew this flight at 8500'. There is not much climb performance left at that altitude, only had about 300fpm at 120 kias. I can't slow down more than that because the prop looses RPM and the ROC reduces. While decending agian I got a check engine light and the fault indicated the Rt O2 sensor again. It seems the ECU likes the simulated resistance at power but not power off. I have also noticed that initail spin up to RPM is slow with the simulated O2 but once up to power I get full static RPM. I did another ILS to Chino for practice and to help with the haze. All worked perfect agian and the Marker Beacon did work after I activated the audio for it. The squawks were the Nav 1 inop, no side tone on Com 2, the MAP reads fine on the EIS but is over 11,000 on the EFIS. After the flight I examined the surge tank area and found more coolant. Better check for another crack.
Flt 15 10/2 1.0 hrs 1693lbs 101.8"
After flt 14 I found that the surge tank had a crack in the weld. I had it rewelded and the welder said it was a bad weld job, even though it was a very "pretty" job it did not have good penitration. So I put it back on and flew on Wed. The OAT was high and the water and oil were high again. I didn't take much data on this flight, mostly monitored the temps and built time. OAT 79 deg, oil 250 deg, water 210 deg. WOT 5500' hp 142kias 4790 RPM
Flt 16 12/11 1.7 hrs 1759lbs 101.9"
This was pretty much a repeat of flght 15. It was 87 deg OAT on the ground . Oil around 250 deg, water around 220 deg. I did a fuel transfer test. I found that while burning off the right tank, In 10 minutes the right went down 7 gal and the left went up 5. At 8500' hp and WOT, I had 132 kias (155ktas) 21.0 map and 4730 RPM. The oat at that altitude was 61 deg. At 7500' and WOT I got 141 kias, 22.5 map and 4830 RPM. I did an ILS approach. The glideslope, localizer and marker beacon work perfectly. Avg fuel burn 8.6 gph
Flt 17 17/15 0.3 hrs 1813lbs 101.9"
The weather was low cielings at about 2100 AGL. This just does not give me enough gliding distance to get any distance away from the airport safely. So I cut the flight short. Of course it cleared right up after I landed. After the flight I noticed the surge tank had a leak again. I took the tank off and found the tank cracked in the same spot. So much for the bad weld story. But what can this be? The tank is almost a rectangle and is well supported. The mounts do not preload the tank. I can not believe there is a vibration problem. But what I do not know. So I got the tank tank rewelded and will watch it.
Flt 18 12/15 1.7 hrs 1783lbs 101.9
This flight was directed to getting ready to repitch the prop. I need to get good data for static, climb and cruise RPMs. My goal is to get this data in this configuration as a baseline and then I plan 2 changes. I'm going to re-install the IRIS valve that Subaru puts on the car to get more torque at lower RPM. This is a butterfly valve that separates the intake manifold into two halves. It apparently tunes the intake to get better effective map at 3500 RPM. Phil Johnson tells me that I should get 5% more torque at 3500 RPM. My static is 3600 engine or 1900 prop. The 5% torque increase should give me 5% more RPM and boost the prop from 1900 to 2000. Now I hope that the increase in RPM will move me up the torque curve enough that I also get another 100 RPM from that. So I hope to get 2100 from this change. If that works out, I will have Sensenich repitch the prop to get 150 RPM more. In a similar maner that should move me up the torque curve also and provide a similar increase from that. That would put me at 2400 static, right where I want to be. The nice thing about this (at least in theory) is that the IRIS will not effect the high RPM cruise condition, so no increase from that. The pitch change will effect the high RPM cruise but only by the 150 RPM not the other 150 expected from the torque curve shift. So in theory, I will get a 500 RPM increase in static but only a 150 increase in cruise. That would put the high speed cruise at 2869RPM. The thing is that after I clean up the airframe with wheel pants and spinner, the increased cruise speed may put me up at 2950 or 5492 on the engine. That means I'll have to back off on the highspeed end to stay below 5400 on the engine and .85 mach on the prop tips. The gear ration I picked (1.85:1) gives me .8 mach at 5400 RPM. Well if all this works out I think I'll be in pretty good shape. I may have to sacrafice a little at the high end but good takeoff and climb is more important.. I got all the prop data in this flight configuration: no IRIS, no pants, no spinner. I'll plot that up and post it soon. I also tested down to 60 kias at aft CG. I did not get a canard bob or any drop in airspeed. As all Cozies, it was very mushy at 65 kias and took lots of control and rudder to turn. I need to do the neutral point testing to be sure I don't have too much canard. (Mine is still full length). Avg fuel burn was 9 gph. The oat at 5500' was 44 deg and accordingly the oil was down to 220 deg at WOT and the water was 180 deg. Boy is that nice. Of course my feet were freezing. I've got to plug up some of those holes! WOT at 5500' gave me 145 kias (158 ktas), 23.7 map, 4780 RPM. I decended to get a point at 150 and 160 kias (175 ktas or 201 mph). At 150 kias I had 4840 RPM, 23.0 map, 100 fpm ROD. At 160 kias I had 5000 RPM, 23.0 map, 400 fpm ROD. I plotted the performance data and have added a file here. Interesting the peak RPM at 160 kias (175ktas) was only 5000. The curve flattened off since the power was not increased. If I get that speed in level flight by reducing drag then the power should be the same and so should the RPM. This is great news and says I can afford to increase the prop RPM by 216 instead of only 150.