I have been waiting for the winter to relax and give us some warm calm weather. Finally temperatures on the plus side on a weekend. I dropped the pitch on the prop by one more degree to 13.5 degrees. This pitch allows the engine to hit 5000 rpm static rpm during the takeoff roll and climb out. 5000 rpm delivers max hp from the engine and best takoff and climb performance. I flew the patch for an hour varying the rpm between 4200 and 4800 as I attempt to break in the engine. Oil temps are a little higher than normal (as compared to my old engine) running around 200 to 220 deg.C. That should improve as the engine breaks in. The aircraft flight characteristics have really changed with the repositioning of the engine angle. The prop was previously not perpendicular to the longitudial axis of the aircraft with the old motor mounts. Their softness has allowed the engine to droop down 3 degrees. New motor mounts have eliminated the droop and now thrust is in line with the aircraft. I cruise an easy 10 mph faster and landings are easier with a lower angle of attack. Less of a drag and drop effect which I was quite used to.

I still have a number of clean up items to do following the engine upgrade. Most are in the cabin to complete wiring of the various warning lamps for alternator, low oil pressure switch and SDS computer trouble. I’ll wrap those up as time permits. I also want to use the 701 as a test bed for my RV9A engine monitor which I have designed and programmed. There are a number of GPS based screens for backup navigation and position reporting that are best tested in a flying aircraft. More on that as this year progresses.