Hangar Visit

On March 11^th I had several young men (Varsity and Venture Scouts) and their leaders come to the hangar for a visit.  Actually, several of these young men saw the airplane during the time it was located in my garage.  Since it is now finished and flying they thought it would be fun to come out and see it in its new home.  

They spent about an hour looking around the hanger, the airplane, sitting in the airplane and asking questions.  The leaders also participated and all seemed to have a good time.  Below are some pictures taken by Ivo Stutznegger, a good friend and one of the leaders of these young men.

We took off the upper cowling so they could see the engine.

Some of them wanted to sit in the cockpit.

I think everyone had a good time.  Maybe there are some future pilots in the group.

Finish Blast Tube Relocation

Today I finished the installation of the blast tube.  The epoxy resin cured overnight so I took the lower cowl out to the hangar.  I took a picture of the airplane with the lower and upper cowls off.

I installed the lower cowl making sure the oil cooler lined up correctly and the control for the oil cooler shutter was inserted into the guide tube running through the cooling duct.  I bolted the oil cooler shutter in place along with the oil cooler.  I hooked up the controls to the oil cooler shutter and the duct damper door.  I inserted the end of the blast tube into the fitting and tightened the screw clamp.  I also clamped the scat tube to the lower cowl opening.  Everything went together just as it was supposed to.  I moved the airplane out onto the apron and started the engine.  It started and ran fine.  I put the top cowling on and went up for a test flight.  It went well.

Blast Tube Relocation

I continue to see posts in VansAirForce form about voltage regulators failing.  I have printed off the recommendations for testing the system if the regulator seems to be out.  In addition I have been thinking about a better way to cool the regulator.  My thoughts are that if the blast tube from the shroud on top of the engine were relocated to the cowl duct it might provide a cooler air supply.  Also, if the attachment to the cowl duct is made so it is a scoop in the airstream it may improve the cooling effect.  I may be all wet, but I decided to try it out.  

For the scoop I purchased a ½” – 45^o PVC slip fitting.  I removed the upper and lower cowlings.  I also disconnected the blast tube from the engine cooling shroud.  I inserted a plug and put RTV over it to seal the plug in place.

I drilled a hole in the top of the lower cowling duct tunnel about 6” in front of the damper.  I used JB Quick Weld to attach the slip fitting to the cowling.  I cut the end of the fitting into which the blast tube will fit with the band saw.  I cut the fitting so a screw clamp can compress the end of the fitting and hold the blast tube in place.  I put RTV around the end of the blast tube for a good seal to the fitting.  Now when the end of the tube is placed in the slip fitting and the clamp tightened it will not pull out.

I then mixed some epoxy resin, cut some fiberglass and laid up some fiberglass over the fitting to secure it to the cowling.  I put fiberglass on both the top and bottom of the fitting where it goes through the upper wall of the duct.  I will let the fiberglass cure overnight and reinstall the cowlings and connect the blast tube tomorrow.

Fly to Wendover

This morning I fueled the airplane with 10 gallons of premium and took off for Wendover.  I climbed to 5900’ as I departed the cross wind leg from runway 34.  As I flew over Magna I uploaded a flight plan and engaged the autopilot in the HSI & ALT mode.  As I flew over the Salt Air Resort I started my climb to 7500’.  As I arrived over the evaporation ponds north of Grantsville I climbed to 8500’.  I flew to Wendover over the Bonneville VOR.  I landed in Wendover and parked on the ramp. 

There were 4-other RV’s parked there.  An RV-7, an RV-6, and RV-8 and an RV-7A. There was also a Cessna 152 which had taken off from South Valley Regional about 20 minutes before I did.  I went inside and purchased an Historic Wendover Airfield cap.  I then got back into the RV-12 and flew back to South Valley Regional.  My trip out took 1.2 hours.  My flight back was 1.1 hours.  It was a great day to be in the air.  Upon my return and purchased another 10 gallons of fuel and put it in the tank.  As I finished fueling the Cessna 152 I followed to Wendover entered the pattern and landed.  It is a small world.  I hope to go up again next week.

Carburetor Float Buoyancy Test

Yesterday and today I worked on testing the carburetor floats as required by the ROTAX Service Bulletin – SB-912-065 R1.  I believe the serial number of my Rotax 912 ULS engine is out of the range of engines which need to be tested but I am complying with the test anyway.  Two weeks ago I ordered new choke gaskets for the carburetors.

Yesterday I removed the upper cowling.  I also prepared a 60 ml syringe by attaching a section of ¼” hose to the end.  I safety wired the hose to the syringe.  Today I modified a section of oil spout from an oil bottle to make a fitting which will go into the port on the carburetor.  I then moved the airplane out onto the apron and closed the hangar doors.  I started the engine and let it run for 2-minutes to ensure the carburetors were full of fuel.  I pushed the airplane back inside and proceeded to perform the test on the left carburetor.  I removed the choke spring and vent tube.  I removed the 4-screws holding the choke assemble to the side of the carburetor.  Using the syringe containing 60 ml of fuel I injected fuel into the lower port until it began coming out of the vent tube.  It took 25 ml’s of fuel.  The range of fuel volume for filling the float chamber is  23- 40 mls.  Any amount less or more indicates a problem.  The left carburetor is acceptable.  I reinstalled the choke assembly, vent tube and spring.  I then repeated the process on the right carburetor.

Both the left and right carburetors are acceptable.  They both required 25 mls of fuel to fill the float chambers. After putting everything back together including the upper cowling and putting the 5-gallons of gasoline I purchased into the tank I decided to go up for a test flight.  It was a beautiful day for the 7^th of January.  The temperature was 54^o F and the winds were light out of the south.  I took off on runway 16 and made 4-touch-and-goes.  The engine continues to run great!  I landed and put everything away.  I brought the engine log book home and made an entry certifying that Rotax SB-912-065 R1 has been complied with.