REFLECTOR: New PMag and Matco XLHD Brakes Update

Thu Feb 28 23:44:31 CST 2013

Hi Burrall,
I'll don't remember the full power static but will note it and report 
back after my next trip to the hanger.

Our field elevation is 642ft (Denton, Tx)

The Prop is a Catto "new design" (ie-xl prop design) 3-Blade 66"Diam x 
70" Pitch
My prop was a little over pitched and gave good results up to about 
6-7,000ft then fell off. (165-168kts TAS low but then fell off as I got 
higher and couldn't keep the rpm up.
I asked Craig to give me another 100rpm and now I'm running 160knotes 
TAS up to 10,000. - Now that I've got a good elec ign - I'll probably 
want the prop back the way it was (hopefully I'll have more HP) as when 
he gave me 100 more rpm I lost about 5 knots on the top end but my 
takeoff run got better - you know the tradeoff.

He had me do several speed runs to get some numbers for the prop calcs. 
Amazing how much wheel pants help - but I guess you RG guys don't have 
to worry about that.

Kevin Baker
Denton, Tx

On 2/28/2013 11:08 PM, Burrall L Sanders wrote:
> Kevin,
> Id be interested to know what the full power static rpm you see with 
> the catto, and at what field elevation?
> AS well as the diameter and pitch of the prop.   I have a STD 
> RG/IO-360 and needing a new prop.
> Thanks in advance
> Burrall
> www.freeflightcomposites.com <http://www.freeflightcomposites.com>
> /-----Original Message-----
> From: Kevin Baker
> Sent: Thursday, February 28, 2013 8:33 PM
> To: 'Velocity Aircraft Owners and Builders list'
> Subject: REFLECTOR: New PMag and Matco XLHD Brakes Update
> Hi All,
> Ok.. so I thought I would post what I've been doing/upgrading for others
> to learn by and maybe a good story for folks to read thru.
> I know I enjoy reading these from other builders so I thought I'd submit
> one as well.
> 1st - I had the old electoair system. During run ups, while doing the
> 'mag' check I found that the elec ignition ran rougher than the mags. 
> mmmmm
> So, I called electroair and they suggested I send the coils (firewall)
> and mag sensor to them to check out. They found that the mag sensor
> bearings were too loose/going out and suggested I get a new sensor unit.
> (that would explain the rough elec ignition). When they told me to take
> the coil pack off the firewall they told me to just remove the
> connections and take the vacuum hose off and send it in.
> We'll when I got it back I had removed the vacuum hose from the coil
> pack (which came off without a problem) - we'll I have the old unit
> where the coils and vacuum are all on the firewall. When I called
> Electoair  on how to reinstall the vacuum hose they said that once it
> comes off the coil pack it's done - no way to fix it and I would have to
> purchase one of the new coil packs with the coils on the firewall and a
> connection to an inside the cabin part (2 parts now).
> We'll - I now had a decision to make. I have to give them credit that
> they would give me a discount since I was an old customer, but I was not
> fond of drilling more holes thru the firewall and metal shield as my
> plane is up and flying.
> SO - I looked around and spoke to alot of folks an decided to put on a
> PMag instead (it's self contained and has a built in alt for generating
> it's own power) ie battery dies and the pmag will keep on running - no
> problem.
> I got the PMag and installed it and it's super simple to time,
> installation was very easy and I can say runs as smooth as silk. (I'm
> sure the electoair would have run smooth as well with the new mag timing
> unit) - The other reason I switched was that in 200 hours the mag timing
> unit had been replaced now 2 times due to bearings. ?)
> Ok.. so know I've done several tests and run ups and am ready to go
> flying - engine running great - My Biannual is up (actually today) so -
> I've got to get that taken care of in March.
> I'm thinking I may have (hopefully) more power since before I was only
> running on mags and off timed electoair - not the most efficient.
> With the old setup I was running at 160kts at 10k at 9gph with a new
> catto 3 blade prop. (My plane is a Elite 173FG - Long wing (like XL)
> with std elite fuse)
>   ... Part 2. New Matco Brakes...
> Ok.. I had the old normal Matco Brakes and had ok braking - I wanted to
> be sure I had plenty of braking. If I landed on short field, full gross
> and a little fast wanted to make sure my brakes would not fade/fail on
> me and my old brakes I would have to really push to get the most use out
> of them.
> So - I did some measurements as to energy and the brakes ability, I
> spoke to Matco and bought the 600XLHD..xxx brakes (don't remember the
> exact model but they were the 600XL heavy duty ones).
> They came in and I went to install them on the gear legs. I was a little
> nervous about the whole brake bleeding thing but after some research
> found on the RV forum a guy that used a TSC quart metal oil can and a
> tube. I got the air out of the pump and tube - attached it to the matco
> caliper and pumped from the bottom until it was close to the brake line.
> I then connected the brake line (don't for get the brass insert in the
> brake line so you will not have any leak issues) and pumped from the
> bottom up to the brake master cyl. Man- what was I worried about ..
> piece of cake and no air bubbles in the line. I did both sides in about
> 20 min - by myself. :-) (smiles all around).
> I wanted to double check my toe in and camber while I was there and the
> camber was perfect - toe in ..mm not so much.
> I called Velocity and they indicated the toe in on a FG should be
> between 2"-4" total and that they don't have to be exactly even on both
> side but the important part was to have toe-IN. I actually had a little
> toe out and it was tracking funny - no kidding.
> Ok.. so I dropped a nose plumb line and found the center between the
> gear legs to measure my toe in. I then used a little laser level with a
> flat side to project a line to find my toe in.
> At this point I must say that I had the measurements of toe-in before
> jacking the plane. I then measured the toe in after the plane was jacked
> up and thought I could "adjust the axle bolts" until I had the right
> toe-in. ie- I needed 1" more toe in adjust the axels (tightening and/or
> washers) until I got 1" inch toe-in.
> The part I found out later is that when you put the weight back on the
> axle (and yes roll it in and out) the weight will make the wheel to head
> toward toe OUT the heavier it is.
> I had the toe-in set at 1-1/2" on one side and 2" on the other with
> (10gal fuel) - I then, filled up (50gal) and had Lt 0" and Rt0.5" mmmm
> didn't see that coming.
> No wonder it pulled a little to the Left after coming back from 
> filling up.
> So, I decided to go back and set the toe-in to what weight I will
> normally be flying at to 1 to 1.5 on each side. Then when I'm light I'll
> have more toe in (eating more tire but tracking ok) and when at full
> gross will have about 1/2" toe in on each side. (don't usually fly full
> gross but very rarely).
> Oh.. and the brakes work MUCH better - especially after you do the
> 'breaking' procedures on the pads.
> So - Very happy with the pmag / Brakes are much better / bleeding was a
> breeze with the RV/can setup / and I must say I'm getting tired of
> jacking the plane up and messing with the toe in but now I'm able to do
> it in about 30-40 min on each side and with 1 more adjustment will be
> done. :-)
> Now... I just have to get the pesky biannual done so I can fly with the
> new pmag and see if I have more power at alt. :-) (fingers crossed -
> I would love to see 165 or possibly 170)
> Hope this was if not helpful - entertaining for folks....
> Kevin Baker
> N164PS  173FG Elite Catto   IO-360 200HP
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