The good news it was doing 102 MPH, with the 30-inch Alaskan Bushwheels. No real speed increase was measured, mostly because we could not compare apples to apples on the test planes. The gains in climb also support a 15 horsepower increase, which computes out to 24% increase in climb rate (800 FPM to 992 FPM at gross weight). It compared to the difference we saw when flying the 80-hp Rotax against the 100 horsepower. Flying against a factory built S-7LS proved that engine does out climb the 100-hp Rotax. The engine could actually still turn these up to 2800, then you would see more performance, perhaps as much as another 40 FPM rate of climb. It means you could go to larger props, 70 inches would be nice, 72 inches better. Having maximum torque at 2800 is a good thing. The reason is the torque flattens out at 2800 RPM and around 115 horsepower. "To call the 350iS a true 130 horsepower engine in my opinion is a stretch. It was noticeably louder than a Rotax 912ULS, but well within what a good ANR headset can handle. Smart throttle action, steady RPM, and a nice deep rumble made this a pleasant engine to fly. It reminded me of a larger Lycoming, where the torque is ample to hold RPM at a given throttle setting regardless of the prop loading. Another delight was how steady it held RPM at various angles of attacks and in turbulence. "Throttle response was instant, a trait of fuel injection and small displacement. Watching the temps, everything was well under the limits as Sam said during the briefing, there was no heating issue. Airborne in less than 200 feet, I climbed aggressively, mostly because it felt right, and the VSI wound up to 1,200 then settled on 1,000 fpm until established at 3,500 feet MSL. Take off roll was short, the big 30-inch Alaskan Bushwheel tires rolled easy on the soft grass.
#Spike seasoning 67601 full#
Applying full power I learned the spike must have been specific to the airframe/prop combo (it was installed on a competitor's all metal low wing). My earlier experience with this engine was not encouraging at full power there was a pronounced spike in the vibrations. I hoped this would be true at full power. It makes an impressive deep sound, and is smooth at idle. The rumble of the engine was encouraging. "Within minutes of arrival, which was late in the day, I was taxiing out in the 350iS-equipped S-7S. Thank goodness for GPS, but I think the local pilots thought my concerns for reference a bit amusing. It would be easy to lose track of Sam's grass strip in the sea of lush green turf. From the air Tennessee looked like a random scrambling of roads, small towns, and farms. Sam has a plush grass airstrip located just outside Telford I noticed the Smoky Mountains off to the South would provide a scenic reference point. With a claimed 130 horsepower and a 68-inch Whirlwind prop, I was looking forward to validating their claims of increased performance. Vernon, Illinois, I headed to Telford, Tennessee where Sam Kite had just started test flying an S-7S Courier with the UL Power 350iS engine. The following is by Randy Schlitter: "After a very successful show at Mt.
#Spike seasoning 67601 series#
So, when I saw an installment of his "Into the Flight" series - this one after flying one of his S-7 Couriers with a UL Power 350 engine installed - I asked if I could reprint it here. My advice for most folks: don't try to keep up. Still not content, Randy does a bit of writing and has produced some artwork. (My wife and I each ride one and love them.) He runs Rans Aircraft and Rans Bicycles as side-by-side enterprises. If that's not enough he's also been making bicycles for a few decades. Way back when, we used to joke about the Rans design-of-the-month club, so often did he emerge at an airshow with somethings we'd never seen. While a few are based on another, several are completely fresh approaches. Many aviators are aware he's created twenty airplane designs and these are not all variations on a theme. Rans designer Randy Schlitter is one of those restlessly creative types. Part of the testing temporarily covered the exposed cylinder heads see article.
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