|Flt 6 25 Sep 04 0.2 hrs
It was very hot this Saturday, OAT was 98 by the time I took off. I made one pass around the pattern and the water and oil temps were at limit. So I landed and installed a cover over the Nose Gear Retract assy. On flt 5 it was getting pretty cold around my feet. Since the wheel well had some holes and the there was no cover over the retract, that is not surprising. This new cover is pretty nice. It is basically a box with sides that fit on the outside of the NG30's with velcrow. The top is glassed with foam grooves for the sides to fit into and a glass flange that goes over the outside of the sides. Its all .2" high density foam. covered with one ply glass (except flanges). There is still a pretty big hole that the manual shaft goes thru that will have to be covered.
Flt 7 26 Sep 04 0.3 hrs
I came out early on Sunday to catch cooler weather. It was only 78 deg but it didn't help much. Temps were still up against limits. So I bit the bullet and decided to modify the NACA inlet scoop. This turned out to be easy. On my cowl the lip is part of the cowl. I cut on either side of the lip back about 13" straight then curving into the flat area on the cowl bottom. This left a solid glass section straight across the rear that I used as a flexible hinge. I pulled the lip down 2" from its original position. This increased the height of the openning from 2.5" to 4.5", an 80% change. Plus the lip is now further into the airflow, out of the boundary layer. I filled the gap with foam and used pour foam to fair it in with the cowl surface. I covered inside and out with glass. After cure I cleaned it up and installed it and preflighted for a flight on Wednesday
Flt 8 29 Sep 04 0.9 hrs
It was cool on Wed. about 78 on the ground. On climb out I noticed the temps were down and could hear a little extra wind noise from the scoop. The oil was still kind of high at 235 but the water was only 195. I took some climb data. At 120 KIAS I had 600 fpm, 4400 RPM., Oil was 225 and the water was 195. At 100KIAS, the ROC slowed to 500 fpm and the oil temp rose to 235, water remained the same. The RPM dropped to 4000. Just too much prop at 90 KIAS.
I climbed to 5500 ft and flew to Lake Mathews. It was similar conditions to flt. 5 with 57 deg OAT. The Oil temps were about the same but the water temps were down 20 deg, topping out at 160 KIAS (descending a little at WOT) at 185 deg. The level flight speed at WOT and 5500 ft was down from 150 KIAS in flt. 5 to 145 in this flight. I also saw an oil temp of 245 at the WOT point at 145KIAS. The oil system still needs more work.
On the way back to CNO I got an engine ECU warning light. No measured perameters were out of limits. I checked the Subaru Select Engine monitor but it was frozen. I tried to reboot it but no joy. About then I got a warning that the left tank was low so I switch to the right. Before landing the check engine light went out. About then, I got a warning that the right tank was low. I looked around at the site gage and sure enough. it was. It had only been about 10 min. since I switched and the right had 13 gals on takeoff. I knew right away that it had all transfered to the left. So I immediately switched to the left. After landing the left had 16 gal (3 higher than takeoff). That means when burning on the right tank that the system transfers 10-12 gals in 10 minutes. This is not a good situation. A little lack of attention and the right tank could be emptied. The ideal solution is to valve the return and have it change to the selected tank but I don't know if that valve will fit. I'll check that out.
As expected the temps were all cool during decent and did not raise much during taxi back. However after I shut down and got out I saw coolant leaking out At least a quart. I pulled the cowl and found puddles in the right rear of the engine near the surge tank but no signs of a leak. The overflow tank still barely had any coolant in it. I checked the instrumentation and it indicated that the temp was 195 and the pressure was 1 psi. So I opened the cap and sure enough there was no pressure but the level was down a lot. I'll have to pressurize the system and look for the leak under pressure. All the hoses and connections looked fine.
After that I replaced the left main wheel. I had noticed earlier that that wheel made a one per rev noise and I could see the caliper moving at one per rev too. I ordered a new wheel. It appears that the wheel must have been bent during the incident on the first flight. The disk attaches to the wheel rim and the bend caused the disk to run on a skewed axis. No more caliper motion after the new wheel was installed.
|Flt 9 3 Oct 04 0.8 hrs
I found that there was a crack about 1/2" long in a weld on the surge tank. It must have had poor penetration. That was rewelded and replaced. I was debating about putting on my original Sensenich prop and about that time Bill Ortel dropped by and said he needed the loaner Catto prop back. That settled that. So I put on the Sensenich 70"x89". I also replaced the carankcase vent plug near the PSRU. During the run up the static RPM was down to 3610 (1951 prop) as expected. I took the 7000' runway to have plenty of room. To my surprise it acelerated as good as the Catto prop did. Climb out was a bit better too. I climbed to 2500' and did performance testing. The data showed about a steady 300 RPM reduction across the speed range. Interestingly, the top speed was again up to 150 KIAS (160 KTAS) at WOT and 2500'. That's the same true airspeed as flt 8. Early in the flight I got a Check Engine light again. This time the Select Monitor read out that the right O2 sensor was dead. Looks like the sensors last about 8 hrs on 100LL. According to a write up on http://www.sdsefi.com/aircraft.html the O2 sensors are not used at high RPM and Manifoild pressures. I priced new sensors and they are over $100, so, I'm going to test replacing the sensor with a set of resistors that will provide a 0.5 V signal to the ECU so that it thinks all is fine. I'll see if static is still the same. I came in for landing a bit slow (75 kt) and it was a little hard. That was my first less than perfect landing (excluding the crash). I'm also going to start using TCP in the gas to scavange the lead. That's bound to be better for the plugs too. The oil temps were still high repeating flt 8 values. I attempted a flight 10 but by the time I taxied out and started my takeoff run the coolant temps were high and did not cool at takeoff speed so I aborted.
Squarks: O2 sensor, no nav 1 CDI, no side tone on com 2, high oil temps in climb