Today I worked on my radio problem, and then a new one came up. The video will explain. Made two fast taxi runs and reached 50 mph. Didn't record the runs today.
Thanks for the update. It's always good to see that beautiful Warbird. Time is on your side so only when you are feeling right about everything, underscore everything.
That's why it's called testing. This engine was never used like this in any plane before. There are bound to be bugs to work out. But I am very happy with it so far.
Thanks for posting Don. You might be on to something with the air intake. I recall reading a car magazine where a guy installed a cold air intake along with a few other mods and the engine ran like crap afterwards. It turned out the solution was to put a baffle around the filter to to keep the air from swirling and confusing the air intake sensor.
I worked on a lot of Foxbody mustangs, and that's what happened when people would remove the air filter box and use a filter like this. The cooling fan would blow into the filter and mess up the mass air readings. That's what I'm going after first Baffle is already ordered.
Don I'm 63 yrs old and a retired mech. Seems to me the location of your intake/air cleaner may be the problem. All engines suck air except forced induction which is metered and accounted for. This is why the area is usually shrouded or enclosed. When you run it up sitting still even with the prop wash hitting it, it may be ok, but when fast taxi it may be getting to much air Don. Injected or carbed we have to have that air/fuel mixture right all threw the RPM range. The Mass air flow sensor could be pegged out. I think the intake would feel more at home out of the wind like most aircraft. Think about it Don & good evening.
Yessir, RG-400 is some nice cable! Be sure not to exceed the bend radius of 1", when you install it to the antenna base. You may have to support the cable, above where it connects to the radio (I'd use a plastic "P Clip" cable anchor).
Don, I think the RG-58 has roughly 3 dB of loss per 100 feet at 150MHz or so in my experience taking S-Parameter measurements with a network analyzer on it, in the past, here at work for the Satcom engineering work I do. So figure about .3 dB loss at 9 feet in your application at VHF frequencies. RG-400 is much better with only 1.5 dB loss per 100 feet at 150MHz so you've cut your loss significantly down to .15 dB once it's installed. The most important parameter will be the VSWR. Hopefully you'll measure about 1.5:1 VSWR or near there. That will be determined mainly by the specs of the antenna installed. If it's over 1.5:1 it will still work, but you will have higher return losses and reduced range is all. Calculating minimum bend radius was easy, just use 10 times the diameter for coax. That is our rule of thumb in the Satcom world.
Tail not coming up yet - shouldn't be tail heavy. I know you'll check everything over and over. Looking forward to your diagnosis of the engine power issue.
When I weighed the plane, the tail in the level position in take off level mode, it only weighed 10 pounds. But once I got in it' It shot up to 60 pounds or more.
You mean to tell us, that it was running great till it wasn't? I mean come on!! 😅... always bugs in a new build, just glad they showing up now vs 10000ft.. take care
It showed up when I reached 50 mph. I believe it's the ram air effecting the mass air flow sensor. Should be an easy fix. It was a common problem with Foxbody Mustangs when people would remove the stock filter box and put on an air filter like this one. The cooling fan would cause air pulse to the filter messing up the mas air flow readings.
Don seeing‘s how it’s a Subaru engine is it also using the Subaru electronic computer? If it does it might be possible to hook up a diagnostics computer to look at the engine parameters. You need a guy like Eric O of South Main auto. You’ve probably gone through your weight and balance a few times yourself and the FAA inspector probably looked at your figures too. I would think the tail would be very sensitive to the stick at this particular ground speed. So maybe have someone else redo your weight and balance as a triple check. No way do you want to take off in a tale heavy corsair. While you’re at it, go through the figures for your control throw of your elevators again as a triple check. I’m a model airplane pilot with 68 hours in general aviation. I quit flying general aviation because I was making bad decisions. I was just old enough to realize this before I got myself into real trouble I couldn’t get out of. So I loved airplanes so much I decided to get into the RC model airplanes. I’ve been flying these airplanes for over 40 years. I’m now in my older years and mostly, I fly large scale, giant scale, Warbirds. A big corsair was my first large scale airplane, so I have a very soft spot, for these Warbirds. If you are the kind of guy, I think you are, you’ll get this all figured out and do these triple checks before you try pushing the envelope. Good luck NWR
I mention in the video that I could check the computer for codes. It is the stock system. I know how to work on computer controlled engines. I use to have a chassis dyno and burned chips and reflashed computers all the time. That's why I go by Dynodon. I spent a lot of time doing the weights and balances on this plane. It was weighed at least six times, and the numbers ran at least a dozen. The W&B is fine. Thanks for the input.
Radio noise will always be there with unshielded ignition. I use an Icom handheld in my Pietenpol with an A-65 Continental engine and it works fine if you notch the squelch down to get rid of the ignition noise. When you transmit or hear others you'll hear the ignition noise but that's normal. I have dual ignition so an old timer told me to just switch to one mag to cut the ignition noise in half when you're around the pattern.....course I don't believe you even have mags so that's not an option but if you fly other planes like ours with mags it works pretty good.
Why don't you make an aerial for the entenna and mount it on the spine behind the canopy, or the one that is on the nose infront of the windscreen like the real airplane. Better than going up the vertical stab.
The F4U-D had a mast forward on the right side, with a cable standoff on the top of the stab. Might interfere with removing the top access panel though.
I've been into Meadville a few times but it's been a while. Do they have a grass/sod strip or a smooth area of mowed grass? If so I would do all of my first 10-20 landings on grass. Much more forgiving and directional control is easier----the tailwheel drag on the grass essentially keeps your tail straight whereas on pavement it's more sensitive to your input on landing. You won't need much to land in grass either--it slows you down nicely. I didn't land on pavement until probably my 15th landing. I do hope you have a sod option there. If not I'd head to a nice private or nearby airport with grass and shoot a ton of landings there. Just my two cents. Thank you for your updates and for doing it YOUR way------that's how I did mine and ignored the negative Nellies.
Digital scales. Multiple times with and without fuel and pilots of different weights. Remeber, I am only running at low power, no where close to full power.
Maybe a carburetor thing.floats, or needle and seat? You should run it up tail wheel on ground and with the fuse water line level. 50mph that tail still on the ground ??? What is the @ take off speed supposed to be?
No carb, fuel injected. I have run it at full throttle when I set up the prop pitch. Ran fine. Now I have it moving at 50 mph, and this problem showed up. I believe it's a mass air flow problem, due to the air being rammed through the air filter.
Yeah that could be. Also with those air filters with oil in the filter material, some times it gets on the mass air meter. Use mass air cleaner to make sure it's clean. Did that every time I cleaned my filter on my Subaru wrx.
G'day, How about, "When it's FINISHED Being BUILT...!" How long BEFORE you finished constructing YOUR last Aeroplane, scratch-built from Plans...; was it when YOU strapped in and took it up over the Fence, to assay how much fun it is to Levitate in an ALMOST finished NEARLY Airworthy Aeroplane-Sculpture....? And WHY did you try To fly Before finishing the Build-phase of the Project ? Please, try to get your head around the point that this is NOT like Buying a Plastic Parrot (Jabiru) from a Factory with a Delivery Date Paid for and contracted and Guaranteed to be Airworthy. If Don overlooks, forgets, or ignores something which matters..., and discovers it 300 ft off the ground ; he may become Compost within 3 seconds of the learning. That Literally happened to my best friend. Conducted a Kamikaze Attack on a Sheep, from 300 ft, cutting it in half with his Wingtip, after Stalling and spinning in while turning onto Finals at Glen Innes, NSW, Oz, on 9 October 1995, in his 35 Hp Mark-3 Skycraft Scout. The previous week he'd broken one of 3 little red plastic Cable Clips, 2 secured his Ignition Wires to the Left Front Upright Tube from Cockpit to the main Fuselage Tube & Engine...; but the one he broke had secured the Throttle Cable. The day before he pranged, I chipped him about it - advising a twist of Cable-Tie, or a foot of Electricians' Tape..., to - as I saw it, prevent his Throttle Cable from wobbling around in the breeze, possibly resulting in inconsistant Throttle-responsd as the cable was not going to be in the same orientation or location from moment to moment. But, he was a Minimalist, and thought it an unnecessary concern. Then, next day, on his own he went out in moderate to severe turbulence, to Test Fly his new Fine Pitch Propeller - which he'd put on by himself the previous day, before I visited & mentioned the unrestrained Cable. A 25-cent bit of Plastic which a 1-cent Cable Tie could have functionally replaced. During his Final Turn, he looked down, and Angus Mott's Sheep had Pregnancy Toxaemia in '95, and some were convulsing in the Paddock. Apparently Johnny looked down, saw the convulsing Sheep, and began to sideslip while distracted..., whereupon the Spanwise Airflow blew his unrestrained Throttle Cable up against the Engine's Cooling Air Fan-Shroud..., which had no protective Grille covering it's Intake - but it did feature a Triangular Chip, 1/2" by 1/3" in size, missing from the same side of the Shroud as the Throttle Cable...... And thus, while motoring down the Glideslope, nose high and regulating his descent-rate with the Throttle ("to lift the Engine up and afford a better view of the Runway."..!), while banking 45° Left..., at about 35% Throttle - maybe 50% ; the ONLY factor keeping the Single-Surface Dacron Aerofoils flying, was the Engine-power to maintain Airspeed. So, when the 12-bladed 6-inch Nylon Ducted-Fan cooling the Rotax-377 by being belt-driven at twice Crankshaft RPM..., met the Throttle-Cable ; the Fan literally winched the Cable right out of the Carburettor, before seizing the Crankshaft, via it's Belt Drive being locked up. A thousand dollars to a Peanut says that when the top Wing stalled and started to drop, Johnny put his Joystick hard Left, trying to pick up the Falling Tip.. And the Mk-3 Scout had Wing Warping..., So that increased the Camber of the whole Wing, Stalling it SO Deeply that he was Spinning to the Right SO hard From 300 ft, that it was his LEFT wingtip which speared vertically into the Paddock (so hard his Wristwatch broke it's Strap & went into the Divot dug by the Left Wing Leading-Edge Spar, as it broke off, 3 ft inboard of the Tip. Then the stump of the Left Wing LE Spar made contact and the whole thing Cartwheeled 90°, jamming the Propeller Hub perpendicularly into the Ground - making it the Only wooden Propeller I've ever encountered which broke in half, across the Bolt-holes. It's easy to break one blade off, and it's simple to snap both blades at the Root, but to literally snap the Hub at the Bolts and bent both sides back 20° - that's really Really REALLY rare and hard to accomplish...). At about that point, the Fuselage Tube concertinaed breaking into 5 pieces...; and the Right Wingtip hit that pesky bloody imported Sheep, and literally cut it in half. I was invited to the Crash scene, spoke with the Accident Investigators, identified him in his Bodybag, and wrote a Crash-Analysis which the PoLice submitted to the Coroner. Johnny is dead for lots of reasons, but right up at the top is that he had Planned to go Test Flying on Sunday, Not When the Aeroplane was finished being worked on, and everything was known to be safe..., Before going out and trying to Levitate while Sitting inside The bit which Crashes....; before finishing all the Niggly Little things which Need doing. So, yeah, Wanting to know the Date on which a Homebuilder is going to try To fly And not DIE...; Strikes me as being Equivalent to the Bumptious precocious loudmouthed Schoolboy in the back seat Urging their big brother or sister to "Go on, have a go, It'll be fine... See if you can't overtake that Car ahead Before the oncoming Truck gets to collecting us as it's new Radiator Ornament...!" So, therefore, rather than Squeak abusively at you, I've subjected you to The backstory about Why that's not any sort of a Clever Question to ask. People building Aeroplanes are Already generally Dangerously keen to go up and fly the thing. So when beholding someone who's carefully and methodically Not Fcuking-up... We should congratulate them, Not joggle their elbow and add ourselves onto the mountain of perceived Reasons for succumbing to the DEADLY "Hurry-Ups...." ! I hope you Understand. Look in my "Personal Aeroplanology..." Playlist, for "REQUIEM FOR A REDHEAD ;....." to unpack the Canada John Crash Analysis, and view what he did to his new Sweetapple Propellor, and see the Throttle Cable wrapped around his Engine's Cooling Fan. Lack of a 1-cent Cable-Tie Can be all it takes to Die As you try To fly...! So Don is CONCENTRATING...; Do not disturb, eh ? Shhhhhhh...! Such is life, Have a good one... Stay safe. ;-p Ciao !
G'day, And he's not dead Yet Either ; Because he hasn't Followed advice from the Fool's Gallery of Ignoramuses eager to see him Prang While succumbing to Pressure to live up to the Expectations and whims of Reckless Halfwits who're Bored YT Viewers Rather than Content Creators who Know what they're doing, & They're aware of the dangers, & they're Doing it CAREFULLY, Because that is what Pleases them. Just(ifiably ?) sayin'. ;-p Ciao !
It's called testing for a reason. Now I have an engine problem to take care of. It will not fly as it is. If I were to have just tried to fly it , the engine would have lost power at a very bad time, with no where to go, but into the trees.
Your japanese kill symbols are too close. They should be spaced better. Being that close will cause someone to have a seizure. Also, why is your tail # black instead of the normal white? You need nose art as well. Maybe even some bullet stickers. SHould there be that gap in your tail cone? Aren't you worried that once you take off wind will get in there and rip that sucker off? Anyways, can't wait to see her fly. What was the name of the site you got the plans from again?
Marines never used kill stickers, because they didn't have their own plane. They shared planes from a pool with other squadrons. This one is modeled after Pappy Boyingtons 20th kill. It was just a Photo Op for the folks back home. The N numbers can be white or black. Marine planes didn't have nose art either. Tail cone gap is not a problem. It's not coming off. I pick the tail up with it. War Aircraft Replicas (WAR) sells the plans.
