N309MK received her airworthiness certificate this morning and flew early this afternoon! Woo Hoo!!!
Conducted fast taxi in accordance with my test plan at 15,20 and 30 mph and survived![Smile :) :)](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
First flight took off and immediately had high CHTs, especially on #2. Went as high as 465 on #2 for 30 second and 420-30 on others. This engine was broken in on my BD4 for 70 hours and all CHTs ran in the low 300's. Its an Xp-360 with one slick and a P-mag. I pulled power to idle asked the tower for an immediate landing and did my first wheelie in an -8. What a nice machine!!!![Smile :) :)](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
![Smile :) :)](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
![Smile :) :)](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
I had the pmag in program A which I believe is the most aggressive so I shut down and switched to program B. I removed the cowling and checked baffling. Its all very tight. Oil temps never got above 170 - I have the oil cooler located low on the left engine mount fed by a 3" SCAT and a glass duct on the outlet.
I put it all back together, let things cool a bit and tried it again. Temps were lower but #2 still went up to 450 in the climb. I leveled off at 2000 throttled back to 1700 and stabilized at 100mph. All other CHTs eventually dropped to 310-320s while #2 stayed at 410 for about 10 minutes and then finally dropped to about 350-360. OT was 164 and pressure at 70. All EGTs were within 50deg of each other from between 1150-1250. It really surprised me how long it took for #2 to cool compared to the others. Level at 2000 ft I advanced throttle to 24" and 2600 RPM and stablized at 189MPH all CHTs rose with 1,3 and 4 going to about 380 and #2 going to about 410.
Once on the ground and the engine off all CHTs drop and equalize quickly within 3-4 degrees of each other.
One thing I didnt do was glass then ends of the inlet ramps as I figured they are between the baffling so who cares..am I wrong here?
Any ideas on why #2 would be so much higher? The Oil cooler inlet is at the rear baffle at #4. I have the stock VANs baffle kit with the tall **** in front of #2. Have any of you guys cut this down and did it help? I can block off some of the oil cooler inlet to strike a balance between oil temp and CHT..
Anyway...despite the high CHTs I have the RV grin (photos and video soon)!!!
Thanks for all the advice, help and healthy debate along the way!!!
Ken
Conducted fast taxi in accordance with my test plan at 15,20 and 30 mph and survived
First flight took off and immediately had high CHTs, especially on #2. Went as high as 465 on #2 for 30 second and 420-30 on others. This engine was broken in on my BD4 for 70 hours and all CHTs ran in the low 300's. Its an Xp-360 with one slick and a P-mag. I pulled power to idle asked the tower for an immediate landing and did my first wheelie in an -8. What a nice machine!!!
I had the pmag in program A which I believe is the most aggressive so I shut down and switched to program B. I removed the cowling and checked baffling. Its all very tight. Oil temps never got above 170 - I have the oil cooler located low on the left engine mount fed by a 3" SCAT and a glass duct on the outlet.
I put it all back together, let things cool a bit and tried it again. Temps were lower but #2 still went up to 450 in the climb. I leveled off at 2000 throttled back to 1700 and stabilized at 100mph. All other CHTs eventually dropped to 310-320s while #2 stayed at 410 for about 10 minutes and then finally dropped to about 350-360. OT was 164 and pressure at 70. All EGTs were within 50deg of each other from between 1150-1250. It really surprised me how long it took for #2 to cool compared to the others. Level at 2000 ft I advanced throttle to 24" and 2600 RPM and stablized at 189MPH all CHTs rose with 1,3 and 4 going to about 380 and #2 going to about 410.
Once on the ground and the engine off all CHTs drop and equalize quickly within 3-4 degrees of each other.
One thing I didnt do was glass then ends of the inlet ramps as I figured they are between the baffling so who cares..am I wrong here?
Any ideas on why #2 would be so much higher? The Oil cooler inlet is at the rear baffle at #4. I have the stock VANs baffle kit with the tall **** in front of #2. Have any of you guys cut this down and did it help? I can block off some of the oil cooler inlet to strike a balance between oil temp and CHT..
Anyway...despite the high CHTs I have the RV grin (photos and video soon)!!!
Thanks for all the advice, help and healthy debate along the way!!!
Ken