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Rev It Up!Engine Buyer's Guide Inside

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Rev It Up!Engine Buyer's Guide Inside REV IT UP! ENGINE BUYER’S GUIDE INSIDE ® CELEBRATING 2525 YEARS AS YOUR HOMEBUILT AIRCRAFT AUTHORITY Dream On! 1984 25 20092 The Revamped ViperJet Leather Lined • 2850 Pounds of Thrust • Crazy Fast March 2009 ELECTRONIC ENGINE CONTROL We Fly Precision’s Eagle EMS $4.99US $5.99FOR Coat It: 03 Spraying Chemicals VITAL SIGNS ’09 On Fabric A Comprehensive Guide To Today’s 74820 08883 8 Engine Monitoring Equipment 0 March 2009 | Volume 26, Number 3 On the cover: Richard VanderMeulen photographed the ViperJet MKII at company headquarters in Pasco, Washington. Annual Buyer’s Guide, Part 4 23 2009 ENGINE AND PSRU BUYER’S GUIDE Almost every builder needs to choose a powerplant at some point. Our guide may help with the decision; compiled by Julia Downie. Flight Reports 8 VIPERJET REDUX A turbofan Viper is coming to replace the rowdy, thirsty turbojet 23 version—here’s to one last ride; by Doug Rozendaal. 44 THE EAGLE TAKES OFF Precision’s engine management system isn’t a full-authority engine controller, but it’s close…and inexpensive; by Marc Cook. Builder Spotlight 17 ALL ABOUT AVIONICS: ENGINE MONITORING In 2009, engine-monitoring products continue to evolve—no revolution in sight; by Stein Bruch. 38 ROLL YOUR OWN In this fi nal installment, the one-off KK-1 scratch-built airplane graduates from the living room to the airport; by Ken Scott. 50 BUILD YOUR SKILLS: FABRIC Once you have your structures covered and the surfaces prepared, it’s time to spray on the chemical coats; by Ron Alexander. 56 TO LAUNCH A LIGHT SPORT We’ll fi t the cowl on the Jabiru J250 and fi nd some tricks that work for all glass aircraft ; by Bob Fritz. 66 COMPLETIONS Builders share their successes. Shop Talk 71 AERO ’LECTRICS Airplanes and white rabbits; by Jim Weir. Designer’s Notebook 62 WIND TUNNEL Flying qualities and the horizontal tail; by Barnaby Wainfan. Exploring 2 AROUND THE PATCH 8 Stop over-thinking power management; by Marc Cook. 6 WHAT’S NEW AC Spruce’s online panel planning, a new RV faring, personalized wheel chocks and fl exible TIG kits; edited by Mary Bernard. 15 25TH ANNIVERSARY: LORAN AND GPS TAKE OVER Area navigation reached maturation 25 years ago and hasn’t looked back; by Marc Cook. 69 ASK THE DAR Does your inspector have to be local, and how do you amend operating limitations? By Mel Asberry. 73 LIGHT STUFF Homegrown LSA: CubCraft ers’ Sport S2; by Dave Martin. Kit Bits 4 CONTRIBUTORS 5 LETTERS 65 LIST OF ADVERTISERS 67 BUILDERS’ MARKETPLACE 75 THE CLASSIFIED BUILDER 80 KIT STUFF 44 Drawing on experience; by cartoonist Robrucha. KITPLANES March 2009 1 Stop over-thinking power management. Maybe I’m just simple. But while I love the engine, but once airborne, I let CHT where it’s been since passing 1000 feet high technology and would be a great be my guide. From experience, I know AGL, and throttle wide open, where it’s candidate for testing something like that I can manually lean to a target aver- been since the start of the takeoff roll. the Precision Eagle EMS featured in this age EGT of 1300° F, and the engine will That leaves the mixture: Below 8000 feet issue—I’m not hinting, just saying—some stay cool unless I’m climbing slowly or it’s MSL, it’s lean of peak EGT to a target fuel part of me keeps coming around to this been heat-soaked before departure. My fl ow of 9.5 gph. The beauty is that at low thought: We’re way too worried about Dynon EMS-D120 is set to give a warning altitudes where full-throttle/2500 rpm engine management. is a lot of power, that fuel fl ow takes the How do I know? I fi eld questions every engine quite lean of peak, broadening day on the computer and out at the han- the detonation margin; at higher alti- gar from pilots wanting to know the best tudes, that fuel fl ow is closer to peak, but I way to run an engine. I hear from engine don’t care because the power output has shops that the same questions are shot diminished. Above 8000 feet, it almost their way. This topic is as common as doesn’t matter—the amount of fuel “What’s the best primer?” on many online being consumed only controls speed. bulletin boards. On descent, it’s throttle as necessary for Let’s not make it diffi cult. A normally speed and change the mixture back to aspirated—that is, not turbo- or super- near peak EGT, which I do once at the top charged—fl at engine’s performance is of the descent and once or twice through only “critical” in a small part of its operat- to landing; going to a richer mixture in ing envelope. It’s during takeoff and the the descent produces more power, sure, initial climb, when power output is high but it also moderates CHT cooldown, and cooling airfl ow limited, that you must which is more signifi cant to me. pay it close attention. Fuel fl ow is crucial. The important thing is that if I get busy My IO-390 is set up a tad on the rich side, fl ying the airplane, I don’t worry about burning nearly 20 gph on takeoff . A con- the engine. At cruise-and-lower power, it servative max fuel fl ow is around 0.55 The dreaded big red knob gives plenty of won’t hurt itself while I sort out my new pounds per hour of fuel per horsepower. pilots fi ts. Enough, already! IFR clearance or fi nd the airport. A fi gure of 0.5 is normally best power. Proper high-power fuel rates slow the at 380° CHT, and I insist on keeping all The Starks Reality combustion event and help moderate heads below 390°. The EGT bars can be Dick Starks’ new book, a collection of cylinder-head temperatures (CHT), and color coded, too, and I have them set to essays, some of which have been pub- both results help increase the engine’s turn from yellow to green at 1300°. One lished on our pages, is fi nally out. Fokkers detonation margin. (This assumes fi xed- glance at the monitor, and if everything at Six O’clock can be found at Amazon. timing mags or electronic ignition that is green during the climb, the engine is com or ordered directly from the author runs at the specifi ed advance during happy. If I see yellow bars, I know to lean at www.kcdawnpatrol.com. I have a copy high power; anything else, and you’re the slightly as the climb progresses. If I see on my desk, and use it often when this job test pilot.) So if it’s assumed that takeoff a yellow CHT block, I’ve leaned too far. seems too much like work. In fact, Dick’s is full rich at sea-level airports, what do Simple as that. storytelling is such a good stress reliever you do in the climb? It really depends on In cruise, it’s easy. Prop stays at 2500, it should require a prescription. has been in aviation journalism for 20 years and in magazine work for more than 25. He is Marc Cook a 4000-hour instrument-rated, multi-engine pilot with experience in nearly 150 types. He’s completed two kit aircraft, an Aero Designs Pulsar XP and a Glastar Sportsman 2+2. 2 KITPLANES March 2009 Photo: Marc Cook STEIN BRUCH EDITORIAL Editor-in-Chief Marc Cook Minnesota-based Stein Bruch, who no doubt is hunkering [email protected] down for the last six months of winter right about now, Managing Editor Mary Bernard Art Director Suzanne Stackle returns to our pages with an engine monitoring round- Senior Editor Bob Fritz up. Stein is in a unique position of running a successful Contributing Editors Chuck Berthe, Stein Bruch, avionics shop that caters to the Experimental crowd. As Cory Emberson, Geoffrey Jones, Ed Kolano, Amy Laboda, such, he’s seen, installed, trouble-shot and fi xed just about Howard Levy, Rick Lindstrom, everything on the market. In other words, he knows what Dave Martin, Dave Prizio Dick Starks, Barnaby Wainfan, he’s talking about. Th e engine monitor article begins on Jim Weir, Ed Wischmeyer Page 17. Webmaster/Data Manager Julia Downie Cartoonist Robrucha DOUG ROZENDAAL ADVERTISING Publisher/Ad Director Cindy Pedersen Santa came early for Doug this year. Knowing that the [email protected] ViperJet had gone through an extensive restoration, we Sr. Advertising Manager Chuck Preston [email protected] wanted another crack at it. (Th e last report was three years ago.) Doug, who packs a lot of high-performance and tur- BUSINESS OFFICE 531 Encinitas Blvd., Suite 105, Encinitas, CA 92024 bine time in his logbook, was the natural choice for the Main Number: 760/436-4747, Fax 760/436-4644 assignment, so he spent a few days in November of last year Editorial: 562/608-8251, Fax 562/372-3288 in Pasco, Washington, shamelessly squeezing his adrenal PRODUCTION & CLASSIFIED ADVERTISING gland. His report on the ViperJet begins on Page 8. Production Manager Marsha Blessing 717/731-1405 [email protected] Classified Advertising Allyson Patton 717/982-0744 [email protected] KEN SCOTT CIRCULATION Circulation Director Lisa Evans Th is month we wrap up the four-part miniseries—not as Circulation Manager Laura McMann long and involved as, say, Roots, but we were beginning to wonder—on the KK-1 one-off homebuilt.
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