Scott
I had the Rose EI on my bird until I took it off because of the supercharger. When I did my mag checks, I never got more than a 100-125 RPM drop when I turned off the EI. But that was at 1800 RPM. You may want to run yours up to full power and see what your drop is when you turn off the EI. 450 RPM sounds like a large drop.
Dennis
>From: Scott Derrick <scott@tnstaafl.net>
>Reply-To: reflector@tvbf.org
>To: reflector@tvbf.org
>Subject: RE: REFLECTOR:Minor pucker factor on 2nd test flight
>Date: Sun, 16 May 2004 07:03:49 -0600
>
>My wag is that when I raised the gear, the loose battery connection
>caused the voltage to drop, this would cause the EI to draw more
>current to compensate and the higher current draw blew the
>auto-reset-breaker. The breaker cooled off in about a minute and
>reset it self, and the EI came back on line.
>
>Scott
>
>At 10:47 PM 5/15/2004, you wrote:
>
>
>>Scott.
>>
>>Glad things worked out for you. Now..Maybe I missed something (and
>>I have from time to time.) But how did the loose battery cable
>>cause you to lose 450 RPM.
>>
>>I had a simular incident happen to me and it turned out to be the
>>induction tube collapse. That was when I was expermenting with a
>>supercharger.
>>
>>Dennis
>>
>>
>>
>>
>> >From: Scott Derrick <scott@tnstaafl.net>
>> >Reply-To: reflector@tvbf.org
>> >To: reflector@tvbf.org, Canards@tnstaafl.net
>> >Subject: REFLECTOR:Minor pucker factor on 2nd test flight
>> >Date: Sat, 15 May 2004 11:05:06 -0600
>> >
>> >Lessons learned...
>> >
>> >Went to the airport this morning for flight #2 after major repair
>>of
>> >nose up gear landing incident.
>> >
>> >Nice cool morning. This test was to see how the oil cooler
>>worked
>> >without the outlet inverse scoop. It was ground off during the
>>gear
>> >up and the factory said many folks were not installing the outlet
>> >scoop, so the outlet is flush with the fuselage, which looks a
>>lot
>> >better. And I don't have to fabricate one..
>> >
>> >Unhangered, preflight, warmup, runup, all normal.
>> >
>> >Back taxied to 31, wind calm and cool, fire walled her and RPM
>>came
>> >up to 2350, nice, rotated at 65, climbing at 80, 85, 400 ft agl
>> >hit the gear up switch, about 2 seconds later rpm drops to
>>1900!!!
>> >Oh, now this gets your attention! Still smooth but what a power
>> >loss. Push the nose over to maintain airspeed and start thinking
>> >about that obanded carrot field strait ahead. Turn on boost
>>pump
>> >no change, full rich no change. Lean a little no change. Decide
>>to
>> >stop gear retraction and put it back down. I'm still climbing
>> >slowly and start a slow turn 45 degrees to the right in
>>anticipation
>> >of a quick left 225 degree turn for a landing on 13 if power
>> >degrades any further. EGT and CHT's are all roughly the same...
>> >Suddenly full power returns, what a good feeling. I make a
>>steep
>> >225 degree left turn, line up on 13 and land...
>> >
>> >Taxied to the FBO and me and Wes(Friend, FBO owner, A&P, IA)
>>listen
>> >to a full power mag check, sounds fine?? Then I remember, the
>>power
>> >dropped during gear retraction and returned after I put it back
>> >down... Hmm... drop in voltage or surge, possibly lost the EI?
>> >
>> >I taxied back to the hanger, pulled the nose hatch. wires to
>>EI's
>> >breaker were OK. Wires to battery were loose. Not loose as in
>> >floppy but not tight.. I had installed a new Oddysey battery
>>last
>> >week and obviously I had not tightened them up properly. Tighten
>> >battery cables.
>> >
>> >Taxied back to runway, take off normal, wait until pattern
>>altitude
>> >to retract gear, no problem. Cycled gear 3 times, not a burble..
>> >
>> >Now for oil cooler testing.....
>> >
>> >Scott
>> >
>> >BTW, Oil temps were in the green, 205 in climb to 10,500 and 195
>>in
>> >cruise at max RPM 2700.
>> >
>> >"Those who sacrifice freedom to get security, deserve neither."
>> >- Benjamin Franklin
>> >
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>
>"Those who sacrifice freedom to get security, deserve neither."
>- Benjamin Franklin
>
>
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