Monday, October 05, 2015
Flight Testing
October 3, 2010
Run Heading: 090-270
At Run-up: 4829’, 30.26”(?), BAR 25.3”, 64 OAT
Speeds in knots.
Temperature in degree F.
Temp1: Thermocouple on right side coolant outlet port.
Temp2: Thermocouple on coolant tube before radiator inlet
Temp3: Thermocouple on coolant tube after radiator outlet
Flight2 OAT sensor: Left canard root (outside of fuselage)
EM3 OAT sensor: Right canard root (outside of fuselage)
**Flight included a large cardboard extension to the coolant duct outlet.



Density Altitude



IAS (kts)

GS (kts)

Ground Track

Coolant Temp

Oil Temp






Flight2: 58
EM3: 60














Flight2: 58
EM3: 59














155 Kts TAS (178 mph)

October 26, 2007

I've now flown a total of 54 hours with the RWS EC2 EFI system and about 80 hours with the EJ-22. The engine and airplane are still performing wonderfully. I have gotten comfortable running the engine at 4000 rpm and as high as 4260 rpm (for shorter runs). I have the propellor dynamically balanced and the plane just sings at this rpm - very smooth and strong. I have read a couple of propellor theory books lately and know that the Warp Drive paddle blade prop is about as far from ideal as I can get. So, I know better performance is available, I just have to find the time to start playing with props to find it.

October 26, 2007

Wow, long time between updates.... I've flown about 25 hours in the last few months since installing the RWS EC2 EFI system. The engine and airplane are performing wonderfully. I am currently running the three-blade Warp Drive prop. On the way home from breakfast this morning I was indicating 145mph at 6000' MSL and 3900 rpm.

November 10, 2004

Just realized that it has been almost a year since I posted anything on this page! My Bad... Flight testing continues although I failed to get many hours this past summer - too many distractions and what seemed like a very windy summer. The new radiator has proven to work very well. I have not found any problems or conditions in which it has problems. The engine is operating very well. I have percieved slight engine roughness a couple of times - might just be in my head.

November 15, 2003

Winter has arrived in Minnesota and winter is always WORK time for me. So, I have pulled the plane apart and am working on various systems (cooling, cowl, etc...). Flying will resume in the spring.

October 19, 2003

NOTE: December 19, 2005 update. After gaining experience with the plane/engine. I have learned that the following conclusion is totally wrong. What has really been happening is that at about 2800 rpm the EFI system goes into "open loop" (meaning that it ignores the oxygen sensor input). When in the air, and trying to run in the 2500-2800 rpm range, the engine will run rough. I believe this is due to the computer having a hard time figuring out the input signals (TPS barely open, rpm high, etc..) and will try to "fix" things. Running above or below this range avoids/eliminates the problem. Lots of excitement since my last update. I have been fighting an engine "roughness" problem. The engine would suddenly run very, very rough after 15-20 minutes of flight. By the time I had descended and was on final, it would be running ok again. I spent considerable time insulating and shielding components from heat (fuel lines, coils, EFI pumps, etc...), playing with ideas (bad sensor, poor grounds, etc...), and installing additional instrumentation (fuel pressure, air/fuel ratio). After having this problem on three successive flights, I decided it was time to stay on the ground. I found that I could duplicate the problem on the ground but it required 15-20 minutes of near full throttle running (2800rpm). From my hobbs, it appears that I ran about seven hours like this (tied down, 2800rpm) troubleshooting this problem. The problem/solution still blows my mind - it was the spark plugs!! The problem plugs (Autolite) were new and were replaced with Bosch Platinum's. Significant changes during this process include heat sink & cooling fan on the igniter, elimination of PCV system, fuel line insulation, electronic component heat shielding and cool air ducting. After running on the ground for two hours without problem, I decided yesterday (Oct, 18, 2003) that it was time to try flying again. Everything ran normally and I am VERY hopeful that the roughness problem is solved. I had a slight oil leak which was traced to the oil pressure sender and fixed.

August 11, 2003

Currently no additional problems with the air-bypass unit. Still watching it. I did have some engine roughness during my last flight. My theory is that it was a mild form of vapor lock. I am currently adding cooling air to the gravity feed fuel manifold and EFI pumps.

August 1, 2003

I now have several flights with the new engine. I spent a fair amount of time troubleshooting a cooling issue but am now back to flying. Everything is performing very well and I am pleased with the engine and progress. I still have much work to do on aerodynamic efficiency (radiator/cowl/etc...) but am saving that for a rainy day. I have ordered a dynamic propellor balancer and VERY anxious to get my prop balanced as I can sense some vibration. During one descent I experienced a check engine light. Upon landing I found that the scenario was exactly as Jeff Liot had experienced with his EJ-22/Glastar. For some reason, the air-bypass does not like 2000rpm descents and the ECU triggers an air-bypass and speed sensor fault. I am going to troubleshoot this a bit more before removing the air-bypass.

June 13, 2003

It FLIES!! (again...) Friday, June 13 was the day. Dusk presented perfect conditions (cool, no wind, and no traffic) so went for it. I simply made one lap around the pattern has the coolant temp was quite hot. Clearly some more cooling system work to do (not entirely unexpected). I really didn't have time to gather any numbers or much in the way of impressions. It seemed smooth, good power, and quieter than I had expected. Possibly the most significant information is that I was able to turn 3400 rpm during climb. This is with the SAME propeller (same settings) that I had used with the EA-81DDT. So, to me, this indicates more power from the normally aspirated, direct-drive EJ-22 than the turbo, direct-drive, EA-81.


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