Tom Martin
Well Known Member
Lee, that is exactly what I mean. The tube runs parrallel to the exhaust and sticks out about 2" aft of the bottom lip of the cowling. It seems to be working very well.
I have had some negative experience with this installation. On my rocket I was getting excessive oil on the belly, increased oil consumption and a few more minor leaks from the engine than I would have liked. I had been reducing the size of my cowling outlet air and thought that I must have created some more suction in that area. To test that theory I hooked up a water manometre to the dipstick tube and another one too the area above the engine plenum and another tube by where the crankcase vent dumped on to the exhaust pipe. The results were exactly opposite from what I was expecting. The crankcase is being pressurized relative a full 7" of water. Relative to the lower plenum it was about an inch higher. I spoke with knowledgeable engine guys at AirVenture, Bart Lalonde and Allan Barrett, and they both felt that the pressure would cause the problems that I was seeing.
I rerouted the vent aft of the cowling and now I have a -2" reading, or a slight vaccum. Since that time I have over 25 hours on the engine. The oil on my belly has decreased dramatically and all the minor oil leaks, particularily around the prop seal, have dissappeared. My oil consumption went from about 5.5 hours per quart to well over seven hours.
Based on my experience I could not reccomend venting the breather line into the lower cowling area. Oh, yea I do get two or three drops on my hangar floor now. That was the reason for venting the crankcase to the exhaust pipe in the first place but it is a bad tradeoff in my opinion.
Gentlemen:
I am happy to post this bit of progress
Carry on!
Mark
......is that an IO-550? Side exhaust exit?
Very jealous,
I wondered if anyone would catch that exh system idea (I can't wait to hear it)
Carry on!
Mark
Gentlemen:
I am happy to post this bit of progress
Carry on!
Mark
Gentlemen:
I am happy to post this bit of progress
Carry on!
Mark
Is that the old EVO wing, or the new one?...
That airframe has been sitting idle for ~18 months, waiting for an engine. See Doc Throckmortons' website for an opinion on the engine builder. I was dealing with the same fella, and received similar treatment.
So, since it is that old, this airframe has the metal Evo wings.
Carry on!
Mark
GREAT looking Rocket, Rick! Please let us know how your flight testing goes. I see you have a LOT of experience with building...it certainly shows. I'm putting in the time, but the actual building/completing is going slow!
Regards,
Lee...
.........I cruise 180 knots true @ 10gph ........
Black lever forward netted 260 knots true one day going to breakfast with the boys.
Jeff
Milt,
Pic as promised.
Just finished all the graphics I wanted to add and installed a tailwheel fairing. Will get a picture of new interior with stick grip.
Doug,
Ordered an O2 bottle and will install when it arrives.
Wayne,
I registered with SARL, awaiting a reply and I also noticed you took 1st place for the season. You realize I can't let that stand and I'm gonna have to take you down.
Jeff
Wow, two really nice lookin' Rockets Jim and John! Very Nice!
Jim, so what prop is that you're sporting there (the 4 blade MT from your website?), and what engine might you be running? Congrats on the first flight, and it may be early, but very interested in the performance you see. Looks really cool, that's for sure!
Cheers,
Bob
The 4 blade propeller is designed for high altitude (mid-teens) cruise. It is the propeller listed on my website.
I have a IO-540-D4B5 engine with 10:1 compression and a cold flow sump. The engine almost fit in the stock HR2 cowl. Just a slight modification under the AFP-300 throttle body.
No numbers yet. It's a new overhaul engine with no time in a dyno. 0.7 hours to date in two flights. So far I'm still working the bugs out of the sensors for my engine monitor.
Jim Ayers