EP 77 SUCCESS! Everything on the engine works now! Challenger 2 Ultralight Airplane
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- čas přidán 25. 06. 2023
- Spoiler title, but so what! I am so happy that this milestone has finally been realized. One BIG step closer to taking flight! Just need to finish a few loose ends, and I start with taxi tests and final calibration of instruments.
Follow along as I rebuild, repair, and upgrade a Challenger 2 ultralight airplane. Ultimately I will be flying this airplane into the north country of Canada, on fishing and camping trips, as soon as she is ready to fly.
- Challenger 2 with a Rotax 503 Engine
- Puddle Jumper Amphibious Floats
- Kuntzleman Electronics LED anti-collision and strobe lights
- GRT Avionics Sport EX EFIS
- Radiant Instruments backup Altitude/Airspeed/VSI
- Sheer Technologies 17 US Gallon Fuel Tank
#Challenger
#Flying
#Experimental
#Airplane
#Aircraft
#Aviation
#Ultralight - Auta a dopravní prostředky
I keep learning new things from this channel, and truly appreciate you sharing your knowledge.
Glad to hear it!
Ice has melted. So its time for the PPL now. All those camera's and no solo videos?
Not yet, but soon! Very soon!
calibrate those torque wrences man mine was miles out nearly wrecked my engine
An awful lot of what is done is filmed, but edited out for time. The torque wrenches I have, have been calibrated. It's actually very easy to do. So trust me, they are spot on.
That fuel line coming off the pump doesn't seem correct. the Mikuni pump has two outlets and it appears you are using only one with a splitter.
That's on purpose, and instead of retyping the same response, I'll cut and paste one of my previous responses:
The pump has two outlets, but only one inlet. The two out is to accommodate two carbs, but offers no more fuel flow than the single input fuel line can deliver into the pump. Fuel pressure and flow meters that I installed, are required to be installed upstream from the pump, on the pressure side, and both showed at full throttle the correct amount of pressure and flow with a very big margin remaining. If you recall from a previous video, the fuel pump fed into a manifold that combined the mechanical and electric fuel pumps, with only one line exiting to the carbs.
IMHO I think you should run 2 fuel lines off that fuel pump to each carburetor. At full power it’s pulling closing to 7-8GPH. I feel like your going to starve the engine.
The pump has two outlets, but only one inlet. The two out is to accommodate two carbs, but offers no more fuel flow than the single input fuel line can deliver into the pump. Fuel pressure and flow meters that I installed, are required to be installed upstream from the pump, on the pressure side, and both showed at full throttle the correct amount of pressure and flow with a very big margin remaining. If you recall from a previous video, the fuel pump fed into a manifold that combined the mechanical and electric fuel pumps, with only one line exiting to the carbs. It's good that you keep an eye out for these details, as it makes sure I haven't missed anything. Cheers
Looking and sounding great. My question is about your horizontal stabilizer. While you was test running your engine, that stabilizer was shaking really bad. is it missing a few braces? Is it not bolted down correctly?
The turbulence from being stationary is what you're seeing. When in flight, it won't be there. Plus the fact that it was a windy day, and the wings were also bouncing up and down even with the engine not running.
It makes that much turbulence while running the engine! Ya, bend the same piece of metal long enough, it breaks. That's a whole lot or vibration bud but hey, it's your plane
@@outlawflyer7868 When I do a run up on the Piper Warrior I fly in training, the tail also moves around. Not as much, but it does. Once I taxi and take off, it's no longer there.
Im a 400 lb pilot, will A similar kite like yours haul me? Looking at one here in Oklahoma w/a Rotac 447 and found a rotac 503 for core.
Hate to say it, but probably not. At best you may be able to fly it with a 503, if you add some weight to the tail to move the CG rearward. Then their is the size of the cockpit, which may be too restrictive. However, the Excalibur, which looks a lot like the Challenger, may be a better choice. The designer is a larger guy, and made it to carry him. A wider and slightly longer fuselage body that will give you enough room, that may be your best option.
Thanks. But the real solution is loose 100 lbs.
Agreed. But I'm just trying to be polite and will let that conclusion be arrived at by the person it effects. We all have our struggles, no need for me to put lemon juice on that paper cut.