 |
Matronics Email Lists
Web Forum Interface to the Matronics Email Lists
|
| View previous topic :: View next topic |
| Author |
Message |
jbhart(at)onlyinternet.ne
Guest
|
 Posted: Wed Mar 17, 2010 2:25 pm Post subject: FireFly & MZ 34 - First Flight |
 |
|
FireFlyer's,
First flight for the MZ 34. The good news is that the engine can really
push the FireFly right along and even though the engine could not be brought
up to maximum rpm, had an acceptable climb rate. No handling problems in
that the CG actually moved forward a little in comparison to the 447.
Although I ran the engine for about two hours on the ground, the first
flight was not trouble free, in that, the engine quit at altitude so I had a
quiet flight back to the airport. At first I thought it may be an early
magneto failure, but it was not, as I could start the engine after a prime,
but it would not continue to run. Tomorrow I will get to revisit the
intricacies of the Tillotson carburetor.
I will be putting up some photos of the assembled FireFly with the MZ 34. I
copied out my thoughts and facts from my flight log. A good Saint Patrick's
Day and I hope yours was as well.
Jack B. Hart FF004
Winchester, IN
March 17, 2010 - Flight 742 - 14 minutes, 12 seconds - 267:39 tt, MZ 00:14 -
burned 0.60(0.55) gallons. Overall fuel burn rate was 2.54/(2.32) gph.
Maximum engine rpm was 5,500 rpm. EGT was 1,200 and CHT was 400 degrees F.
Climb at 45 mphi was 300 to 500 fpm. Flew the runway to be sure I could
gain enough altitude for a down wind landing if the engine quit. Then
dropped the nose and let the FireFly climb at 50 mphi. Circled the airport
and continued to cruise climb until 2,500 feet agl. Hands got cold.
Leveled off and the ASI topped out at 55 mphi.
Was busy watching EGT, CHT, rpm and ASI. Did notice that the FireFly seems
to be quieter and fuselage vibrations seems to be less. The combined Lord
and bulk head mounting isolators is working out. I need to take the sound
meter with me on the next flight. The left thrust offset worked out well in
that the ball remained centered.
Still have carburetor issues, in that after initial start up, the engine
wanted to run very rich on taxi out. This may be due to too rich a prime
for start up. Engine smoothed out just fine with advancing of the throttle
for take off. Did well for being grounded six months. Engine ran fine for
about 13 minutes and then I started to throttle back for decent. EGT and
CHT floated up a little. I need to put a tube on the diaphragm static air
vent and bring it inside the fuselage to see if it will help. Then the
engine quit. Glided back into the pattern and down the length of the runway
and slipped it down so that I only had to push it 100 yards to the hangar.
At the hangar I primed the engine and pulled the starter and it fired right
up and then died. I may have gotten a bug in the diaphragm static air vent.
Also, my radio and gps would not power up. I suspect the connector below
the seat needs to be checked. Will check things out tomorrow.
At 5,500 rpm the engine at the top of the torque curve and the engine is
developing 23 HP. I really don't want to cut the propeller any smaller.
Need to call Compact Engines to see if they can provide a higher ratio
reduction unit. I need to get the engine up to 6,200 rpm where it can
develop 27 HP. This should improve climb rate.
Over all a very satisfactory first flight. It was great to get back into
the air. It is nice that 23 HP will push a 213.5 pound dry FireFly 55 mphi
in level flight, and climb at 300 to 500 fpm. How will it perform when the
engine can develop 27 HP?
| | - The Matronics Kolb-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Kolb-List |
|
|
|
| Back to top |
|
 |
slyck(at)frontiernet.net
Guest
|
| Posted: Wed Mar 17, 2010 2:48 pm Post subject: FireFly & MZ 34 - First Flight |
|
|
Jack, did it quit during climb or after pulling the throttle back?
BB
On 17, Mar 2010, at 7:20 PM, Jack B. Hart wrote:
| Quote: |
FireFlyer's,
First flight for the MZ 34. The good news is that the engine can really
push the FireFly right along and even though the engine could not be brought
up to maximum rpm, had an acceptable climb rate. No handling problems in
that the CG actually moved forward a little in comparison to the 447.
Although I ran the engine for about two hours on the ground, the first
flight was not trouble free, in that, the engine quit at altitude so I had a
quiet flight back to the airport. At first I thought it may be an early
magneto failure, but it was not, as I could start the engine after a prime,
but it would not continue to run. Tomorrow I will get to revisit the
intricacies of the Tillotson carburetor.
I will be putting up some photos of the assembled FireFly with the MZ 34. I
copied out my thoughts and facts from my flight log. A good Saint Patrick's
Day and I hope yours was as well.
Jack B. Hart FF004
Winchester, IN
March 17, 2010 - Flight 742 - 14 minutes, 12 seconds - 267:39 tt, MZ 00:14 -
burned 0.60(0.55) gallons. Overall fuel burn rate was 2.54/(2.32) gph.
Maximum engine rpm was 5,500 rpm. EGT was 1,200 and CHT was 400 degrees F.
Climb at 45 mphi was 300 to 500 fpm. Flew the runway to be sure I could
gain enough altitude for a down wind landing if the engine quit. Then
dropped the nose and let the FireFly climb at 50 mphi. Circled the airport
and continued to cruise climb until 2,500 feet agl. Hands got cold.
Leveled off and the ASI topped out at 55 mphi.
Was busy watching EGT, CHT, rpm and ASI. Did notice that the FireFly seems
to be quieter and fuselage vibrations seems to be less. The combined Lord
and bulk head mounting isolators is working out. I need to take the sound
meter with me on the next flight. The left thrust offset worked out well in
that the ball remained centered.
Still have carburetor issues, in that after initial start up, the engine
wanted to run very rich on taxi out. This may be due to too rich a prime
for start up. Engine smoothed out just fine with advancing of the throttle
for take off. Did well for being grounded six months. Engine ran fine for
about 13 minutes and then I started to throttle back for decent. EGT and
CHT floated up a little. I need to put a tube on the diaphragm static air
vent and bring it inside the fuselage to see if it will help. Then the
engine quit. Glided back into the pattern and down the length of the runway
and slipped it down so that I only had to push it 100 yards to the hangar.
At the hangar I primed the engine and pulled the starter and it fired right
up and then died. I may have gotten a bug in the diaphragm static air vent.
Also, my radio and gps would not power up. I suspect the connector below
the seat needs to be checked. Will check things out tomorrow.
At 5,500 rpm the engine at the top of the torque curve and the engine is
developing 23 HP. I really don't want to cut the propeller any smaller.
Need to call Compact Engines to see if they can provide a higher ratio
reduction unit. I need to get the engine up to 6,200 rpm where it can
develop 27 HP. This should improve climb rate.
Over all a very satisfactory first flight. It was great to get back into
the air. It is nice that 23 HP will push a 213.5 pound dry FireFly 55 mphi
in level flight, and climb at 300 to 500 fpm. How will it perform when the
engine can develop 27 HP?
|
| | - The Matronics Kolb-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Kolb-List |
|
|
|
| Back to top |
|
|
jbhart(at)onlyinternet.ne
Guest
|
| Posted: Wed Mar 17, 2010 3:50 pm Post subject: FireFly & MZ 34 - First Flight |
|
|
At 06:47 PM 3/17/10 -0400, you wrote:
| Quote: |
Jack, did it quit during climb or after pulling the throttle back?
BB
|
Bob,
I was trying to descend. I was fighting the dilemma of increasing CHT and EGT
due to unloading the over propped engine. I had dropped the engine down to
about 4,300 rpm and both the CHT and EGT had fallen away from the upper
limits. The carburetor may have iced up and it quit. From experience on
the ground, if the high speed jet had plugged the engine would have
continued to run at a little over 4,000 rpm. So I suspect it may have been
ice. With the muffler mounted up overhead, it may be possible that I can
add carb heat.
Tomorrow, I will check it out some more.
Jack B. Hart FF004
Winchester, IN
| | - The Matronics Kolb-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Kolb-List |
|
|
|
| Back to top |
|
|
|
|
You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum
|
Powered by phpBB © 2001, 2005 phpBB Group
|
Get Email Distribution Too!
FAQ
Search
Memberlist
Usergroups
Register
Profile
Log in to check your private messages
Log in
