Fuel system leak and pressure tested this afternoon. Once the EMS functions correctly we can run the engine for the first time. The new tug hangar should be big enough, and the doors look great! Can we put the tugs in there now, please?
Jim’s meticulous wiring and soldering is nearly complete, and connecting the panel to the engine via the wiring looms is well under way.
Airframe and engine installation is complete, and the retract winch is installed and tested.
Thanks to everyone who has helped with this fascinating project. Our first EuroFox has now launched over 4000 gliders. This is our second build, and the new aircraft has the Rotax 912 iS injected engine. The installation appeared to be very complex owing to its extensive wiring looms and connectors, but as the many connections are made and checked it is coming together really well, and will be very neat and tidy. The engine now has coolant and oil, and no leaks! Once the wiring is complete we will purge the oil system and fuel up so that the injection system can be leak checked and flow rates measured.
We are also very grateful to John Barrott for his help clarifying the 912 iS wiring diagrams, and EuroFox UK who are using our project to finesse the 912 iS kit.
Off to Nitra in a couple of weeks to cover YGC’s second EuroFox. Did some towing with the 912 iS demonstrator in far from ideal conditions at Sutton Bank – G-TTUG is a ‘nose dragger’ with skinny tyres, but her performance and engine handling are slightly better than G-MOYR’s. The injected engine installation is a lot neater, and will save at least some build time. Working towards delivery to Sutton Bank at the end of May/early June.
I think this was a first at YGC. The T21 is ‘a bit’ draggy and quite heavy with 2 pilots. With the air temp a pleasant 26 degrees, we towed at 55-60 knots IAS in the tug with 1/2 flaperon. Engine T’s and P’s stabilised at the top of the oil T green arc, and coolant/CHT 100 degrees C.
Take off distance off the short runway 24 was the same as a K21, but at the lower tow speed the rate of climb was noticeably lower, and the thermals were a big help. The lower RPM (at lower climb speed) means that power output is down on that pushed out at between the 5350-5400, and this was particularly noticeable with the T21 on the back.
The experience made a change from towing slippery competition ‘loads’, and we’re still learning.
The YGC EuroFox is coming up to her next 50 hour check after a thorough 150 hour check up last month by Inspector Mark. The 50 hour ‘cycle’ of checks means that the Rotax servicing requirements are easily fitted into the LAA system. Mark carried out compression checks and arranged gearbox torque checks in addition to cutting open the oil filter to check for nasties; G-MOYR got a clean bill of health and will get a new set of spark plugs when we do the 50 hour check this week (different plugs to the 80 hp 912 noted!).
We are achieving monthly hours of nearly 50 on our EuroFox, and are delighted with our (not so) new tug. She is a delight to fly and operate, and straight forward to work on and maintain in pristine condition. G-MOYR has now topped the 900 aerotow mark, and will probably account for over half the tows at Sutton Bank this year. Climb rates with the big 2-seaters are slower (30 secs to 1 minute to 2000 feet) but the retract winch and the fast descents made possible by the Rotax 912 make for noticeably quicker turn round times. 1000 foot training tows (glider circuit training) give launch rates quicker than winch launching! Next year’s cost review may well result in further reductions in launch fees.
…..and we have ordered another!