If you are interested, there is a video of my first flight at this link.
http://www.eaa1246.org/videodisplay.asp?id=36

I have a lot of good friends who helped me make the event a success.
They took pictures and video and were there to support me.

I did my second flight yesterday and all went well.  The landing was
much better.


Bob

That did not work for me Bob.
I am running Thunderbird.
If you mail it to me on DVD I can put it on the ACRE web site
in wmv or some other common format such as mov.
Mail it to:
830 East Santa Maria St.
Suite 303
Santa Paula CA
93060

A lot of sites have problems with different browsers.
Youtube seems to have it figured out as just about
any browser can view Youtube.

-----------------------------------------------
I see what happened. The EAA site did not inform us it was
downloading. It took awhile but eventually the video appeared
on the screen.

Nice editing. I am glad we got to hear the engine sound.
Did you have any problems with the CG? The nose looks a bit long.

Paul Lamar

Yes, the nose is longer than usual. I moved the seats back some and
added additional baggage space behind the seats, which called for more
weight on the nose.  Based on my original W&B estimates, that is where
the engine should have been placed.  It gave me enough room to place the
radiator and oil cooler between the engine and firewall.   As it turned
out, the plane was slightly nose heavy with the battery on the firewall,
so I repositioned the battery in the tail.  Now the W&B is perfect. As a
bonus, the battery is out of the engine compartment where it would have
gotten a lot of heat and there is more room on the firewall for cooling
air to exit.  So far, I have been able to idle on the ground for over 25
minutes without any overheating.  My cowl flap can be opened wide or
closed to adjust for temperature needs.  Even on climb out, the engine
barely got up to operating temp (180 degrees) with the cowl flap half
open.  Yesterday, I closed the cowl flap completely and ran the engine
up to about 32 inches of manifold pressure (3/4 throttle) and got 190 on
water temp after about five minutes.  Speed was only 170 mph at 3,500
feet and OAT was 55 degrees F.  When it gets hot during the summer
months, cooling may be marginal at high power settings.  With the turbo,
I should be able to fly at higher altitudes where it is cooler and I can
go faster.  Time will tell.  Right now, I am happy just to be flying
instead of building.

Bob

Thats great Bob. Yes the OAT is a little low for a good test.
Bravo on the cowl flaps. I have been harping on that for years :)
 Also what are you using for an oil cooler?

What kind of turbo is that? If stock 1988 to 1992 Mazda I suggest
a turbo tach kit from Garret to keep from over speeding it
at altitude. The 1991 seem to last about two hours at 12,000 feet
as a rough guide. Just about everybody that has tried one has
blown it up including Mistral. The suggested modification is
take some meat off the tops of the turbine blades after you install
the tach for a base line data. This has the effect of reducing the
centrifugal
forces on the blades and will slow it down as well. Most auto turbos
are over powered for rapid spool up.  I think as a wild ass guess it
should be kept below 90,000 RPM.

Paul Lamar


The oil cooler is stock Mazda that came with the 1987 Turbo 13B RX-7
engine.  The turbo is not stock.  It is a much bigger Turbonetics 60-1
with an external waste gate and stock intercooler.  The turbo does not
start to generate much boost until I get to the top end of engine rpm.

Bob

Ah so very good. I won't worry  then.
Thanks for the info Bob. Keep us informed on how it goes.

Paul Lamar