So far have 2.8 hours on the Hobbs for ground runs. Fixed the alternator: loose spade lug on the regulator field spade; squeezed the lug just a little tighter and re-installed. Fixed the connector on #4 spark plug wire: Poor crimp from the factory did not grip the outer insulation at the spark plug end. The wire fell off while the connector held onto the plug terminal. Re-worked the crimp connection. The wire was a little long anyway. Calibrated the Grand Rapids Technologies EIS for tach RPM. The GRT 4000 was set on the factory default setting of "0". That means the GRT was using a scale of 1.5 pulses per revolution instead of 2 pulses per rev. My tach checker and the EIS read within 10 RPM at all engine speeds now. The alternator now charges the battery above about 1600 RPM. The reason I could not tell the difference between 3-cylinder and 4-cylinder operation is: The 2180 VW was running on 3 cylinders from the first start up on my airplane. Now I know what a smooth running engine I really have. Full throttle static RPM facing a 5-knot breeze is 3080 with a 52 x 52 prop and no cowl. Maybe that static number will go up a little with the cowl installed. Rudder-only steering starts to become effective at about 10 knots. Definitely need lots of left rudder when moving at full throttle. At 40 knots this machine is just about ready to put air under the mains. Wonder how ready the pilot is?
Getting closer. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA
