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Diary page 1 |
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1/7/06 Ran the Mac with the long intake for the second time, even considered flying it as I had wrapped up all the sqauks I had to make it airworthy. But when it was all said and done it would run fine at idle and full throttle but it would not transition from idle to full and stay running. After considering what the problem might be, (it may take a tunned intake plentum) I think I am going to abandon the long intake for one just behind the prop on top. |
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1/9/06 Ran the new intake today with the carb facing the prop on top. Had 2 aborted take offs. (actually it quit twice) Would run at the hangar full throttle but when it started to move through the air it just quit. Am going to duplicate the experiment with the Super G that I have flown on for 10 hours to eliminate the carburetor. |
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Profile is workable if I can get the carb to work in this attitude. Linkage and fuel lines are easily set up and there are a lot of pluses in this location so wait and see, how it goes. |
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1/11/06 Ran it today with the Super G carb, which is the carburetor that I have flown for 10 hours, (see pic "flying vesion") in the exact jetting and set up. It wouldnt run! It will start and idle and run somewhat at open throttle but it just seems that it is leaning out once the air starts ramming it. Conclusion, It would take drastic jetting to get it rich enough to run in this possition. I am sure it would have gobs of power, but thats not what I am looking for. It already has enough of that in this small plane. So I think I will turn it around and log some time while I wait for the SEADOO carb (Mikuni) to arive for my next bout of test. |
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1/17/06 Installed a Mikuni 46 mm pumper diaphram carb directly to the engine intake port. It was real low profile, 4" high. Would have been great accept it did the same thing my first attempt with dual 34mm Bings did. It seems pumper carbs ALL have a return line for excess fuel to go back to the tank. And when I run the motor it just pukes out the fuel. I have no way to return to the tanks as they are already closed up and would have to be vented to the wing tips. So I am on to a S&S Suber B carb that has a very low and long profile but no accelerator pump. So I will incorporate the primer system from the long under manifold as it worked great. Will post pics of these other carbs tomorro. |
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46 mm Mikuni pumper carb. |
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Dual 34 mm bing pumper carbs. |
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This is what I am trying to acheive with low profile carbs. |
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2/4/06 Had already installed the B model harley carb. This is the one all the harley drag racers use. And when I started it and ran it I knew why. Its made for WFO. Sounds real good and transitions real well. I choose to go with a B model that has no accelerator pump. You can find em either way. But if you have an accelerator pump for cold starting (a tail dragger) you have to tilt the nose all the way down to the ground to get the juice in the engine, it just doesnt look cool. Besides using a primer system puts enough fuel in in 2 squirts to start the engine by at least the 3rd flip. It does sit a little lowwer than the G. And its very available and inexpensive. Will be test flying on the 6th. Will post results. I really dont expect there to be much of a difference, and so will probly be endorsing the use of the B. So check out the pics and the new look manifold. If this pans out as I expect I will be moving on to the flywheel. As mentioned earlier, the plane is completly flyable in its current condition. But you can not start it without it being tied down or (like me) hydrolic parking brakes. I suppose you could start it but you would have a fun time trying to run around the wing and get in as it proceeded to the runway without you. The flywheel will hopefully allow a lowwer idle with out to much airframe shaking. |
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