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ORIGINAL: MTK

Actually, using a cord for the choke is possibly a little better than a solid plastic tube, in a soft mounted application. Engine movement will not transfer anything through the cord to the cowl. I am not sure it matters long term but why not? It should avert even a hint of a suspicion that a problem is possible

The intent still is to use the plastic sheath (that encapsulates a section of the cord) to set choke position. I think this will work fine

Matt

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ORIGINAL: Rendegade

Better make sure that ignition lead doesn't touch the header!

Ask me how I know.

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ORIGINAL: cmoulder

FRIGID MAIDEN!

The wind forecast turned out to be better for today and I decided to get the maiden out of the way. My buddy Rob was there to make sure I didn't do anything really stupid or overlook the obvious.

It was COLD. As in about 10-12 degF and a bit of a breeze, about 5-8 mph. I was wearing my arctic gear and was actually comfortable for the most part, but what I was really concerned about were the LiPo Rx/Ign batteries. I got the canopy on as quickly as possible to keep the breeze from carrying away any more energy from the less-cold coccoon of the fuse. Got in 3 flights and the batteries held up fine.

Okay, what you may want to know... The SAP 180 was, in a word, FAN-FREAKIN'-TASTIC! It is going to take some work to get the throttle response a lot more linear, but the power is there and it hauled this 10.5 lb plane around with gobs of gusto. Unlimited vertical, but more importantly it will accelerate smartly after an energy-sapping maneuver. There is a bit of a sharp step in the throttle in the (and I am totally guessing here) 3700-4000rpm range where the power really jumps. I guess that is what is referred to as ''peaky''? Break-in, tuning, and throttle curve will be an ongoing process for a while.

I did not touch the needles since the initial 1.5 tank break-in and tuning run, and there was little need to touch them today. Low and high ends were a teensy bit rich, but the idle was reliable (although a lot of shake) and there was ony the occasional minor stumble on throttle up. I set the timer to 7 minutes not because of concerns for the fuel consumption, but worry over the batteries in the frigid cold. After 3 flights they were still in good shape, although one still draws more current than the other. I have not yet checked the adjustable reg settings, and it could be they are not balanced.

The Focus II, like the Focus Sport, was crooked at all get-outs from the factory, but having taken the time to null out all the twists and turns and get the wing/stab/fin square to each other paid off VERY little coupling after just the most rudimentary trimming. At 10.5 lbs, it is very light on the wing.

Also, NO NOSE RING NEEDED with the soft engine mount. YAY!

I made one more modification to the header/pipe coupler. I got some silicone hose from McMaster-Carr and decided to use a section of it OVER the Teflon tape because I thought there was not enough stiffness at that junction. Worked out perfectly, and there was only a minuscule amount of exhaust residue coming from the joint at the end of the session.

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Excellent. The "peaky" part will go away fairly quickly with a little more run time.

The teflon/glass tape is designed to be flexible, but if it makes you feel more secure, fine. My tape is crinkled a bit but the material is designed to take it. No problem either way.

Good job Bob

Matt

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ORIGINAL: cmoulder

Thanks, Matt. Wouldn't have gone nearly as smoothly without help from you and Ed, and tips and suggestions from several other guys. Especially your soft mount construction assist - a key piece, for sure!

Glad to know the engine will settle down after some more running. Even today, for the 3 flights I used only approximately 1.5 tanks total.... not much run time and it has already improved substantially. The first start today was a little difficult and I had to resort to the electric starter, but after that it started on the first flip with no choking or anything.

This engine really sips gasoline. Before the maiden I ran the engine a pretty good while to make sure it was warmed up with reliable idle and throttle-up, and then flew, using about 3/4 tank. The next two 7-minute flights it used significantly less than 1/2 tank with normal throttle management. The 12 oz tank is plenty! I could have flown the Intermediate schedule 3 times.

The forecast for tomorrow is cold like today, but again not bad for wind so I may try to get in a few more flights and put some miles on the engine.

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ORIGINAL: MTK

This shot is of the wood prop laminated in carbon. The technique is quite simple really. You simply place the assembly in a vacuum sealer and draw the vacuum

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ORIGINAL: MTK

In this pic I have the throttle and choke servos mounted and functional. I increased throw slightly to about 120% and lengthened the arm on throttle. Works well on the bench.

I'll get ready to run and see how these tiny servos hold up

Matt

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ORIGINAL: Rendegade

Matt, I was running a smaller servo on the MVVS, and I did end up blowing one up, before I figured that the load from the throttle closing spring may have been too great for the pooty little servo..

I remedied the situation by reducing the spring's tension, I don't reccomend removing it completely (mainly to keep the throttle buttefly steady in the carb but also for safety reasons) but a reduction does wonders.

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