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I haven't updated the list in awhile with 366B's progress, so here it is.
After 3 months of being "down" I finally got the plane flying about two
weeks ago. The plane had been down since mid-November (less than 3 weeks
after getting my IFR :( ). I decided to remove the turbo charger and see
what happens. Ultimately, I ended up doing the following:
1. Remove turbocharger
2. Remove cylinder head "squirters"
3. Top overhaul
4. Change to SkyDynamics sump and intake system
5. New exhaust system
6. New fuel injectors
7. Remove a "snorkel" intercooler air scoop (that was costing about 2 - 3
knots)
7. A bunch of little stuff
I flew the plane about two weeks ago, and although set to a VERY rich
mixture (remember this is an electronic fuel injection and ignition) the
plane ran fairly well. I had a leaking governor that took awhile to
diagnose, I just kept finding oil all over the place yet couldn't see a
leak. That's fixed now, and in the last 8 hours of flight I have burned
about 2 quarts of oil. I am still using my "old" hideous cowl. It has a
snorkel scoop for the oil cooler, two big bulges for the old "tuned"
induction runners, and the extraneous bottom bulge air intake - that has
duct tape covering it... I have a whacked a new hole just below the prop and
have a piece of 4" scat tube protruding from the cowl for the air intake now
(it's so ugly you probably can't even imagine it).
I flew off the 5 hours required for the change, and have taken 3 long
flights - 1) Charlotte to Atlanta, 2) Atlanta to Boca Raton, and 3) Boca
Raton to Charlotte. After figuring out an erratic "miss", everything has
been great. Here are the details:
Each of the flights was made at gross weight (1,950 pounds). Me, a 180
pound friend and about 46 to 48 gallons of fuel (not quite full). Note that
the plane is heavy dry, and I have an angle valve engine and MT prop.
I have been climbing about the same rate as with the turbo - averaging about
1000 FPM and 140 KIAS through to 9000 feet, at gross weight (1,950). This
is climbing at 2600 RPM - the governor needs to be adjusted to get the 2700
RPM limit for this engine. I cruised at 9,000 feet at 21.7" and 2470 RPM.
This resulted in KIAS of 159 and KTAS of 184. This is about 10 knots slower
than with the turbo running 26" and 2400 RPM. But fuel burn is now about 8
GPH at this setting (how does this compare to others at 22" x 2450 ?).
These results are while running lean of peak. The engine has absolutely no
problem running LOP. I have dual EFI systems - one is set to run ROP all
the time, the other is set to run LOP while in the range of 2100 RPM to 2500
RPM. It works incredibly well now - but the amount of time to get it set up
has been incredible, and I think there is still some improvements that can
be tweeked from the system (for instance, I am only running 23 degrees of
advance at the above listed power setting, vs the factory spec of 25
degrees).
Other details for the return trip (Boca to Charlotte):
Total distance 566 NM
Total time enroute 3:31 (fighting a vicious headwind, as much as 46 knots in
SC)
Fuel burned 29.5 gallons
Fuel remaining 18.4 gallons
Average GS 160.4 knots
Typical KTAS 184
Density Alt 10,200
Temperatures:
OAT 58F
Oil Temp 172 (pressure 86)
Cyl 1: 292 / 1454
Cyl 2: 292 / 1444
Cyl 3: 318 / 1462
Cyl 4: 292 / 1454
I have a new cowl that I hope to get on the plane some time in the next
week. I am optimistic that I will then be able to cruise 195 knots LOP at
9,000 feet burning 8 to 8.5 GPH.
Any thoughts?
The trips were all great - I was finally able to use the plane for its
intended purpose. It was so comfortable during the trip, I was thrilled.
Some light IFR during the trip to Boca, other than that beautiful weather
too. The S-TEC 30 ALT autopilot, coupled with the Sandel EFIS, was also
great. I did not have to do anything other than monitor and climb /
descend. Each waypoint was smoothly transitioned to the new heading with no
input from me.
That's all, I think I'll go flying now...
Matt
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Please send your photos and drawings to marvkaye@olsusa.com.
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