@Michael: thanks, agree about running it hard. We had very turbulent air and 2000 ft ceiling so it was not possible, which is why we aborted the flight (25 min from startup to shutdown, including 3-4 minutes spooldown and turbine cooling).
We had low power (maybe 60%) and I did not lean too aggressively. TIT was 1600 F and CHT were all OK (260 max).
We also had a special coolant mixture (30% glycol) to improve heat transfer – worked very well. Coolant temp was also OK.
Hoping to make a better flight today.
break break !
@Mooney_Driver : thanks for your wishes. Btw I already did a little write-up in the Aircraft section.
As soon as the rebuild is completed, I will resume work on “Extra400.net”.
I am chasing the key people behind all phases of the project. Very successful so far!
Flyingfish wrote:
We observed 150 KTAS at 1800 ft on 62 liters /hour.
You would be advised to run it hard, ie. minimum 75%, and relatively rich to keep the CHT’s in line, when breaking in the cylinder rings.
62 ltrs ( 16.4 gals) / hour is probably dangerously lean @ 75% or maybe you’re running it @ 60% power, which IMO is too low .
good luck Flyingfish.
I agree with Peter, a write up on the Extra would be very welcome. Maybe once you have had the chance to fly it properly for a while…
Update Feb 23rd 2017
25 minute test flight in difficult weather today.
Engine running smooth and powerful. Nice sound and very little vibration as of 1000 RPM.
Only small problem is that nose gear doors were not fully closed.
We observed 150 KTAS at 1800 ft on 62 liters /hour.
Was a short flight. Weather should improve tomorrow and I am hoping to take her high in the flight levels.
Stay tuned :-)
Update Feb. 22nd 2017
We removed all six cylinders and did a full top overhaul using RAM cylinders with the Nikasil coating.
Replaced all 12 spark plugs and had a specialist check the cabling.
We changed the coolant mixture to 30% Glycol which helped in heat transfer.
Engine is running smooth and we did some ground tests that showed impressive power/acceleration.
Waiting for a weather window to fly…
Cross your fingers!
While waiting I am now working on the web site “Extra400.net” which is intended to share info about this aircraft (and the 500).
I’m looking for facts to compare with 350 HP Mirages and instead of copy/pasting journalist BS, wanted some real world PIREPs.
- empty weight of a fully specced PA46 (radar, TCAS, etc..)
- climb and cruise settings and performance
- how do you manage descent in a PA46 (I am trying to figure out how big of a deal the Extra’s “fast” descent capability is and whether it represents a significant gain in trip time and fuel burn).
And then some non-factual “like/dislike” stories.
Thanks!
Flyingfish wrote:
"Can you think of something in the BOTTOM end (crankshaft, bearings…)
NO.
Michael: at this point we have absolutely no hint of a defect at the bottom end – My question: "Can you think of something in the BOTTOM end (crankshaft, bearings…) was meant to ask for “creative” thinking or own experience with cylinder problems having their cause in the bottom end.
To all: thanks for your contributions. It looks like this discussion has had the unwanted effect of making the whole thing look more dramatic than it may be.
Just as a reminder: the engine was running very smoothly and making normal power between the cylinder failures.
At this point I’d like to wait for the report back on the condition of the pump. Thanks for your understanding.
Flyingfish wrote:
Michael, removing / reinstalling and shipping back and forth is very expensive (> 10 K Euro) – last resort.
That may be the case but it really looks like someone has goofed massively on this engine. And whoever that was has to take the full cost of whatever happens. That is what warranty is for.
If a newly done engine behaves like this and on top you find out that key components such as the coolant pump have NOT been done as it was claimed, then a lot more can be wrong. I think that in the end, a complete re-overhaul or replacement of this engine will be the best solution.
