Back to engine testing
Well, at long last, as this winter comes to an end, I’m back to where we were in November when the broken bolt was discovered. The engine has been re-attached and all of the various systems reconnected. (Well, the R EGT is open and that’s a minor squawk for further workup.) Coolant isn’t leaking on the ground. Oil was replenished and purged. New gas is in the tank and the battery was topped off with the battery tender.
The oil purge procedure was a bit interesting and I do think I had a good “Macgyver moment.” I used a rubber hose to connect the air compressor to the oil drain line to provide pressure (5 to 8 psi). In order to see the oil pressure gauge, I used misc stuff in the hangar to set my iPhone in front of the panel and remoted the image to my Apple Watch. Although small, it was enough for me to be able to see the oil pressure increase as I swung the prop through about 20 revolutions. I recorded the peak pressure (32 psi; green) as my souvenir.
engine oil purge
It was finally time to try to fire it up. Alas, the engine starts easily but does not run for more than 5 seconds. When Paul (A&P working for Shane) was working on carb sync last November, we were to the point where the engine ran very rough and was not staying running well, so I am concluding we are back to where we left off.
I’m ready to move out of C-1 and upgrade. I’m in negotiation for either H-11 or G-8, which are very nice hangars with insulation, lots of electrical power, internet and heat! H-11 would be a very nice place for either the Cardinal or the RV12, but G-8 might be large enough (48’) to hold both. If so, I’ll buy that larger unit and have both planes in one hangar. If not, I’ll probably relocate the RV12 to Bolton Field (KTZR) and the Cardinal into H-11 and swap locations when I need to use the heated hangar (e.g., annual inspections, etc.) More to follow.