Today I made out my second test card. The simple second flight to assess controlability and let the engine run.
I climbed to 1000 ft. above the pattern, accelerated to 160+ MPH, then reduced power to 120+ MPH. Total flight about 30 minutes of pure bliss.
I'm running a Mazda 13B Turbo engine, approximately a 1988 model. I'm burning 92 Octane ethanol free unleaded Mogas.
Power passes thru a Tracy Crook RD-1A 2.19:1 reduction gear with left turning Catto propeller. The only flight adjustments were mixture to observe and reduce exhaust temp, and the pitch trim knob. (Oh, and 1/2 flaps for the landing) This is such an easy plane to fly.
I've posted here about some of my pre-flight engine tribulations and developement leading up to the first flight.
Now I can reap the rewards of all that work. The RV-8 is a dream plane. I have a Thorp T-18, which I have enjoyed tremendously, but I always kept working toward the RV-8 13BT. To those of you building: Keep at it, the feeling of satisfaction is deep and lasting!
Ross, thanks for the help sizing the Turbo, the engine behaves very well now. I plan to eventually add an intercooler as many have advised, but as of today, the take-off performance is equal to or better than an O-360 w/ fixed pitch prop, so the basic requirement has been met.
Temperatures & pressures all stayed in 'the green'. The next flight will follow another under cowl inspection, but right now, no changes are anticipated.
To those requesting video of the first flight; it's pretty shakey, and some of the side bar conversations about neighbors with long propellers might not be appropriate. However, 89SE is actually pretty quiet.
I climbed to 1000 ft. above the pattern, accelerated to 160+ MPH, then reduced power to 120+ MPH. Total flight about 30 minutes of pure bliss.
I'm running a Mazda 13B Turbo engine, approximately a 1988 model. I'm burning 92 Octane ethanol free unleaded Mogas.
Power passes thru a Tracy Crook RD-1A 2.19:1 reduction gear with left turning Catto propeller. The only flight adjustments were mixture to observe and reduce exhaust temp, and the pitch trim knob. (Oh, and 1/2 flaps for the landing) This is such an easy plane to fly.
I've posted here about some of my pre-flight engine tribulations and developement leading up to the first flight.
Now I can reap the rewards of all that work. The RV-8 is a dream plane. I have a Thorp T-18, which I have enjoyed tremendously, but I always kept working toward the RV-8 13BT. To those of you building: Keep at it, the feeling of satisfaction is deep and lasting!
Ross, thanks for the help sizing the Turbo, the engine behaves very well now. I plan to eventually add an intercooler as many have advised, but as of today, the take-off performance is equal to or better than an O-360 w/ fixed pitch prop, so the basic requirement has been met.
Temperatures & pressures all stayed in 'the green'. The next flight will follow another under cowl inspection, but right now, no changes are anticipated.
To those requesting video of the first flight; it's pretty shakey, and some of the side bar conversations about neighbors with long propellers might not be appropriate. However, 89SE is actually pretty quiet.