the mummy lives

[Scott]

First signs of life for 29 years

https://c-fclr.blogspot.com/

[Peterroy]

Re: the mummy lives

You look like a proud Pa Pa. (You should be.)

Congratulations.

[N96337]

Re: the mummy lives

That's a GOOD day!!!!
John

[Mark Bowden]

Re: the mummy lives

Bravo, Bravo! You can tell she wants to go.

[Mark Bowden]

Re: the mummy lives

Do you have a MoGas STC and access to MoGas to keep lead out of the brand new engine? (I'm lucky we have it at the pump at my airport)

Might be preaching to the Choir but would also recommend starting oil sample analysis program. It may seem like an unneeded expense but you have a brand new engine, it is good knowledge to have and watch your engine break in. I pull my samples prior to any makeup oil added for testing consistency. As an example, when I go on trips the analysis picks up the lead spikes from having to use 100LL all the time.

Rob has posted this article before (attached) but a good one for reference again on break in ops.

Can't wait for first flight Scott.

[PA1195]

Re: the mummy lives

Yes that's a good new engine article. The challenge is to determine and use the 65-75% range of power at various settings of rpm and manifold pressure. Propeller loading on the engine varies with pitch and diameter, and with a manifold pressure gauge available that component can be determined. Some manufacturers develop % power charts. For other aircraft it's often a guess unless the separate engine operator's manual is reviewed.

An operator's manual with performance charts is available for small Continental engines. Here's an example for A-65 series: http://www.mooneymite.com/pdfs/contenginespec.pdf

Gary

[Miguel]

Re: the mummy lives

Wonderful, Scott!!!!! Good like, follow with your great work.

[Scott]

Re: the mummy lives

Thanks Mark
I only did a top overhaul to in-service limits, but the rings and the cross-hatch won't get any babying!

One thing I did do was dump the oil and pull the screen after I'd done a few run ups. I figured a quick flush would be a good idea after all this time.

The one thing that I think is a little dated in the article is the recommendation to be "generous with mixture." I'm a big fan of leaning and lean of peak operations. One of the reasons I took the time to sort out the mixture control on the stromberg. Not sure if it or the A65 will work for LOP but leaning is one of the most important things we can do to be good to our engines.

No mogas STC yet. One of the issues around here is finding ethanol free gas, but I'll get to that.

Red Bull day today...

[PA1195]

Re: the mummy lives

I'll drop this recommendation regarding leaning Continentals FWIW: http://www.tcmlink.com/pdf2/M89-18.pdf

Note the degree of leaning permitted is percent power limited. Knowing that % is important.

Gary

[Scott]

Re: the mummy lives

Yes and figuring it out with a fixed pitch propeller is definitely not an exact science.

Much has changed since 1989 however. Not sure if continental has revised it's so but the understanding today is that running an engine 100-150 degrees rich of peak is just about the worst thing you can do for your engine. I'll see if I can dig up one of the more recent articles.

[PA1195]

Re: the mummy lives

Scott we look forward to any revisions to M89-18 as it pertains to early Continental A and C series engines with carburetor fuel management. In the meantime here's a supplemental guide that pertains to fuel injected engines: http://continentalmotors.aero/xPubli...Manuals/TEC-1/

Note that Continental recommends running no leaner than 50* of peak unless permitted by engine model, and that assumes accurately monitoring of the leanest cylinder. Have the small Continentals been approved otherwise? Don't know just asking.

Gary

[Scott]

Re: the mummy lives

Can't say that I'm up on what Continental's current stance is. There is however nothing particularly different about Continental internal combustion engines and there are some very compelling arguments and successes in favour of significantly limiting running at rich mixtures. I've seen good results with my 172 so far.

I read a really good article (haven't been able to find it) about a flight school that was having all kinds of problems with their late model 172s. The problems were solved by changing engine management procedures (leaning).

Here's a Mike Busch article. You'll see that at 75% power 100 degrees rich of peak is where you don't want to be:

[PA1195]

Re: the mummy lives

Your plane is an art and I'm happy for you. Let's read your link and comment.

Continental exhaust valve stems typically are solid vs sodium filled for alleged cooling via heat transfer in Lycomings. I'll not argue the benefits of either but they do differ.

Going forward with the engine we'll benefit from your engine management experiences if you can document the critical data and results.

Whatever Honda and others do with millions of industrial air-cooled engines would be worth knowing as well. Good topic and enjoy your Taylorcraft.

Gary

[Scott]

Re: the mummy lives

Yes! It's a shame Honda has avoided getting into aircraft piston engine manufacturing. Their engines certainly seem to be bullet proof. I was tinkering with British motorcycles when Honda arrived on the scene. All of a sudden there were smooth, powerful, clean and reliable engines, unheard of at that time. A similar shift never occurred in the aviation piston engine sector, the engines/technology is largely the same for 50+ years. Of course that does make them simple to understand and work on which is a big plus.

I note that the \continental tec 1 guide you posted does discuss LOP operations so an acknowledgement if not a recommendation.

[PA1195]

Re: the mummy lives

Continental does LOP but constrains it in that guide to FI or controlled fueling. We know the potential pitfalls of single source fuel metering and downstream flow of the air/fuel mixture to individual cylinders. My experience with multi-probe EGT on Lycomings is that it can walk around from cylinder to cylinder as rpm and throttle vary. FI especially with optimized injectors seems less prone to that behavior.

P-Ponk has done some wonderful mods to O-470-520 Continentals (http://pponk.com/engines/) but rejetting and optimizing the carb has for some been a challenge. A local has a new install and it runs close to peak.

But to subject. Your A-65 adventure will be interesting and hopefully it will smoothly accept reasonable A/F mixtures. I'm not a fan of Strombergs (especially in cool weather; some previous discussion here), so if yours misbehaves then maybe consider a Marvel for better control of fueling (http://msacarbs.com/technical-data/e...igibility.html)

Gary