REFLECTOR:Minor pucker factor on 2nd test flight
Dennis Huntington
reflector@tvbf.org
Sun, 16 May 2004 04:47:03 +0000
<html><div style='background-color:'><DIV class=RTE>
<P><BR>Scott.</P>
<P>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. </P>
<P>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.</P>
<P>Dennis</P>
<P><BR><BR> </P></DIV>
<DIV></DIV>>From: Scott Derrick <scott@tnstaafl.net>
<DIV></DIV>>Reply-To: reflector@tvbf.org
<DIV></DIV>>To: reflector@tvbf.org, Canards@tnstaafl.net
<DIV></DIV>>Subject: REFLECTOR:Minor pucker factor on 2nd test flight
<DIV></DIV>>Date: Sat, 15 May 2004 11:05:06 -0600
<DIV></DIV>>
<DIV></DIV>>Lessons learned...
<DIV></DIV>>
<DIV></DIV>>Went to the airport this morning for flight #2 after major repair of
<DIV></DIV>>nose up gear landing incident.
<DIV></DIV>>
<DIV></DIV>>Nice cool morning. This test was to see how the oil cooler worked
<DIV></DIV>>without the outlet inverse scoop. It was ground off during the gear
<DIV></DIV>>up and the factory said many folks were not installing the outlet
<DIV></DIV>>scoop, so the outlet is flush with the fuselage, which looks a lot
<DIV></DIV>>better. And I don't have to fabricate one..
<DIV></DIV>>
<DIV></DIV>>Unhangered, preflight, warmup, runup, all normal.
<DIV></DIV>>
<DIV></DIV>>Back taxied to 31, wind calm and cool, fire walled her and RPM came
<DIV></DIV>>up to 2350, nice, rotated at 65, climbing at 80, 85, 400 ft agl
<DIV></DIV>>hit the gear up switch, about 2 seconds later rpm drops to 1900!!!
<DIV></DIV>>Oh, now this gets your attention! Still smooth but what a power
<DIV></DIV>>loss. Push the nose over to maintain airspeed and start thinking
<DIV></DIV>>about that obanded carrot field strait ahead. Turn on boost pump
<DIV></DIV>>no change, full rich no change. Lean a little no change. Decide to
<DIV></DIV>>stop gear retraction and put it back down. I'm still climbing
<DIV></DIV>>slowly and start a slow turn 45 degrees to the right in anticipation
<DIV></DIV>>of a quick left 225 degree turn for a landing on 13 if power
<DIV></DIV>>degrades any further. EGT and CHT's are all roughly the same...
<DIV></DIV>>Suddenly full power returns, what a good feeling. I make a steep
<DIV></DIV>>225 degree left turn, line up on 13 and land...
<DIV></DIV>>
<DIV></DIV>>Taxied to the FBO and me and Wes(Friend, FBO owner, A&P, IA) listen
<DIV></DIV>>to a full power mag check, sounds fine?? Then I remember, the power
<DIV></DIV>>dropped during gear retraction and returned after I put it back
<DIV></DIV>>down... Hmm... drop in voltage or surge, possibly lost the EI?
<DIV></DIV>>
<DIV></DIV>>I taxied back to the hanger, pulled the nose hatch. wires to EI's
<DIV></DIV>>breaker were OK. Wires to battery were loose. Not loose as in
<DIV></DIV>>floppy but not tight.. I had installed a new Oddysey battery last
<DIV></DIV>>week and obviously I had not tightened them up properly. Tighten
<DIV></DIV>>battery cables.
<DIV></DIV>>
<DIV></DIV>>Taxied back to runway, take off normal, wait until pattern altitude
<DIV></DIV>>to retract gear, no problem. Cycled gear 3 times, not a burble..
<DIV></DIV>>
<DIV></DIV>>Now for oil cooler testing.....
<DIV></DIV>>
<DIV></DIV>>Scott
<DIV></DIV>>
<DIV></DIV>>BTW, Oil temps were in the green, 205 in climb to 10,500 and 195 in
<DIV></DIV>>cruise at max RPM 2700.
<DIV></DIV>>
<DIV></DIV>>"Those who sacrifice freedom to get security, deserve neither."
<DIV></DIV>>- Benjamin Franklin
<DIV></DIV>>
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