It's finally running!

"Darrel Toepfer" skrev i meddelandet
. ..
ower wrote:

"It is finally running"

Have you notified "The Barnyard Thing"?

He said "running" not flying...

OK, was just looking into the future.
May all your mornings be sunny.

Congrats to you Corky.

It is always an exciting time to hear a creation bark to life. And to
have the redrive tracking properly the first time is icing on the cake.

Ben

www.haaspowerair.com

On Thu, 21 Apr 2005 14:10:16 -0800, "Ron Webb"
wrote:

Yea, I know. That's why I threw that in there.

It's not what Blanton did though. He ported his own heads, and had his own
cam custom ground. I don't remember what he used for a carb, but I'll bet it
was bigger than a 300 CFM 2 barrel. He also made his own headers (parts are
available now from northwest aero).

All that adds up to substantiating Blanton's claims, and simultaneously
explaining why others have not done as well.

Blanton used (originally) a 500 CFM version of the Holley two barrel
carburetor. He experimented with the 300 CFM model and decided
unequivally that the only one to use was the 500 CFM unit. Blanton
was given to unequivical pronounciations... frequently. When you read
his newsletter, it's full of figuritively loud statements about how
this works, how that works and what idiots everyone else in the world
is for not listening to him.

The cam is nothing special, it's what everyone who converts a 3.8
uses. As I mentioned, it's one of the few things he got right right
out of the box and he did not design it himself. He had a cam guru he
was acquainted with do it for him and that guy managed to get it
right.

When you limit the 3.8 to a maximum of 4,800 rpm and have it breathing
through a 300 cfm carb, it doesn't matter what kind of cam you have in
it, it's simply not enough engine to produce more than about 200
horsepower. The engine speeds and compression ratio and breathing
just don't allow it.

I know of no individual other than Blanton who claims their engine saw
260 horsepower on a dyno. All others range from 160 (virtually stock
and without the cam and pistons) to 235 hp (higher compression pistons
than Blanton specified, after market rods and at 5,300 rpm).

For all his machining expertise, Blanton just got the figures on his
dyno runs wrong. Doesn't it bother you that no one else on earth was
able to duplicate Blanton's dyno runs? Isn't that the acid test:
Being able to duplicate test results?

Corky Scott

On Wed, 20 Apr 2005 10:53:51 -0400, Dan Nafe
wrote:

unsupercharged 232 cid engine, limited to
4800 rpm and choked by a carb flowing only 300 CFM make 260
horsepower? Oh I forgot, factor in the altitude too, which as you
know has a negative effect on power as you get higher.

What are you doing for mixture control?

Some use a MacNeilly leaning block and at least one individual chose
to fly his without any provision for leaning.

I have the leaning block and during my original attempts to start the
engine, converted the carb back to original specs in order to
eliminate that (carburetion) as a problem.

Now that the engine is running, I'll be putting the leaning block back
on because all testing will have to be done with the engine in it's
flying condition.

With the leaning block, which is added on to the carb float chamber on
top of the valve body, you can run at full rich, or lean it to full
lean which kills the engine. Just like the carbs in any standard type
aviation carburetor.

Corky Scott

Congratualtions Corky. I look forward to further postings. Mine has
about 10 hours on it. Runs well but I expect to have many more hours
on it before the airframe is finished. I can discuss some of my
problems and solutions if it would be helpful.

David

On 26 Apr 2005 13:09:39 -0700, "dwoolery" wrote:

Congratualtions Corky. I look forward to further postings. Mine has
about 10 hours on it. Runs well but I expect to have many more hours
on it before the airframe is finished. I can discuss some of my
problems and solutions if it would be helpful.

David

Thanks for the offer David. I have a couple of wierd things happening
that I have to work through, plus some modifications of the test stand
before I can begin in earnest.

There is a small oil leak around the front oil seal. Not sure what's
going on with that but I had to remove the timing chain cover to fix
my boo boo with timing the camshaft and the oil pan gasket broke when
I did this. I used a lot of blue RTV to reinstall, but I did not drop
the oil pan to either remove or reinstall so there might be a problem
there that won't be fixed unless I remove the oil pan and replace the
gasket. I didn't want to do that because all the oil pan bolts are
safety wired. I wired them when I could rotate the engine upside down
and work in comfort. Can't do that now...

I'm using a used Modine oil cooler which gets the heater hoses routed
to it. It bolts on top of the oil filter housing and the oil filter
bolts on top of it. I'll have to remove the cooler and see why it's
leaking.

I installed baffles in the tailpipes to reduce the extraordinarily
loud bark of the exhaust last night. That seems to have ameliorated
the noise somewhat, but Daisy the lab took off when I started it last
night anyway...

I also need to reinstall the leaning block and see if the engine will
rev to 3,000 and beyond without stumbling.

Finally, I now have the proper sized bolts from IVO for the prop. I
need to install the prop and then step into a new consciousness to run
the engine with the prop. Till now it's just been a loud engine and I
can walk around it and make adjustments as necessary. With the prop
installed, things will be different, the prop could cut pieces of me
off if I walk into it. The prop will also attempt to pull the test
stand into the woods so all engine running will have to be conducted
with the stand chained down.

Corky Scott

Dave,

Since I don't seem to have the time to get the next issue of the
newsletter out, why don't you talk some here about the trials and
tribulations (if any) of getting your engine going.

dwoolery wrote:

Congratualtions Corky. I look forward to further postings. Mine has
about 10 hours on it. Runs well but I expect to have many more hours
on it before the airframe is finished. I can discuss some of my
problems and solutions if it would be helpful.

David

--
Bruce A. Frank, Editor "Ford 3.8/4.2L Engine and V-6 STOL
Homebuilt Aircraft Newsletter"
| Publishing interesting material|
| on all aspects of alternative |
| engines and homebuilt aircraft.|
*------------------------------**----*
\(-o-)/ AIRCRAFT PROJECTS CO.
\___/ Manufacturing parts & pieces
/ \ for homebuilt aircraft,
0 0 TIG welding

While trying to find the time to finish mine.

"Corky Scott" wrote

With the prop
installed, things will be different, the prop could cut pieces of me
off if I walk into it.

Might I suggest that you made something like a rail, to be a slight physical
barrier between you and the prop? It doesn't need to be anything more than
a visual reminder, like a 2 x 4 strapped across the back of the truck, but
that should be enough of a visual reminder to help, if things start to go
wrong.

I too, add my congrats to getting to this milestone. Keep us informed.
--
Jim in NC

On Wed, 27 Apr 2005 16:16:13 -0400, "Morgans"
wrote:

Might I suggest that you made something like a rail, to be a slight physical
barrier between you and the prop? It doesn't need to be anything more than
a visual reminder, like a 2 x 4 strapped across the back of the truck, but
that should be enough of a visual reminder to help, if things start to go
wrong.

I too, add my congrats to getting to this milestone. Keep us informed.

That's a good idea Jim, I sure have enough lumber laying around to rig
something up.

Corky Scott

Hi Bruce,

Good to hear from you. As I mentioned above my engine has about 10
hours on it. For a quick review, it is out of an '84 T'Bird and has
forged pistons, reground cam, new lifters and push rods, Beecher
underdrive pulleys, Blanton redrive, modified water pump (larger
impeller and backing plate), Holley 350cfm carb, Ford sandwich oil
cooler, short exhaust stubs and the expansion tank you welded for me.
It is hung on the airframe so I can start it up and run it whenever I
go out to the airport, which isn't too much lately. Initially my goal
was to get it running and keep it cool. I hung a radiator out of a 3.0
Taurus vertically about a foot under the motor. I mounted the fan from
the same car behind the radiator. Coolant temps were Ok but oil temp
kept climbing. Then I hung a copper/brass radiator from a 280Z
horizontally under the motor with the fan on top pulling through the
radiator and blowing on the engine. I also mounted a stacked plate oil
cooler under the radiator so the fan could pull through it. On hot
days coolant temps stayed at 185, pressure was less than 10 and oil
temps stayed a few degrees above coolant. Everything was perfect.
Then I changed it. I installed a new aluminum radiator in the tail
with a larger fan. The stacked plate oil cooler just hangs up front
with a computer fan pulling air through it. I also installed a sensor
and relay to control the cooling fan. The coolant temp is still fine
but the oil cooler needs more air through it and the coolant pressure
is all over the place. Spark plugs look good except #5. It is silver
gray. I'm putting in some Bosch platinum +4 plugs this weekend. If
anyone wants pictures let me know.

David