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<DIV><SPAN class=145200317-01042003><FONT face=Arial color=#0000ff size=2>Great
report Jim! I hope to see the motor run sometime.</FONT></SPAN></DIV>
<BLOCKQUOTE dir=ltr style="MARGIN-RIGHT: 0px">
<DIV></DIV>
<DIV class=OutlookMessageHeader lang=en-us dir=ltr align=left><FONT
face=Tahoma size=2>-----Original Message-----<BR><B>From:</B>
discussion-request@nsrca.org [mailto:discussion-request@nsrca.org] <B>On
Behalf Of </B>Woodward James R Civ 412 TW/DRP (Test Ops)<BR><B>Sent:</B>
Tuesday, April 01, 2003 8:37 AM<BR><B>To:</B>
discussion@nsrca.org<BR><B>Subject:</B> 3M 170 Flight
report<BR><BR></FONT></DIV>
<DIV class=Section1>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Hi All,</SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">This last weekend I installed a 3M
170 in my </SPAN></FONT><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Alliance</SPAN></FONT><FONT
face=Arial size=2><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">.
The header attached to the engine with a dual o-ring system that allows
for some adjustment. I did not have to bend the header to make it fit
correctly. I also used the 3M carbon pipe with header at stock length
and ¼" gap between the pipe and header. Saturday afternoon I was ready
to break it in: 25% Cool Power Pro-Pattern, OSF in rear, OSA3 in middle,
APC 17x10. I primed the engine with 3 flips of my finger over the carb
at full throttle and reduced the throttle back to idle. I attached my
glow driver to one of the plugs and hit it with the starter. The engine
started IMMEDIATELY. I raised the throttle to about ¼ and let it warm up
some. I ran it 3 times, 5 minutes each, alternating between low, mid,
and full throttle. During the first 5 minute session, the engine seemed
to run just fine. It would idle well, has as perfect of a mid-range as
you could ever expect from a new engine, and accepted full throttle just fine.
The second session performed a little better. At the end of the
third 5 minute session, I decided that any more ground running was nonsense,
and that this setup was ready to fly. </SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Sunday morning I flew 5
flights. Flight one could have been a contest round. The engine
flew very nicely and was producing a thick smoke trail. Flight two I
leaned the high speed needle a couple of clicks (still producing a thick smoke
trail). I tached the engine before flight three, it was turning 8500 rpm
(17 x 10) the flight still had a thick smoke trail. Flights 4 and 5 were
a pure joy and if it wasn't for having to pack for a move to a new house, I
would have stayed at the field.</SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">In between flight 4 and 5 I forgot
to fuel the plane as I was talking about the engine to other folks and
such. It took me a second to figure out why the engine stopped. I
figured out that the plane was out of fuel pretty quickly, and refueled and
resumed flights 4 and 5 without problem. </SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">I chose the 17 x 10 propeller
because I did not want to load the engine too heavily during initial runs (my
preference). The plane had unlimited vertical - continuous rolls and
snaps on uplines were easily done. Thus far, the most
remarkable/impressive thing to me is that the low-end has needed NO adjustment
from break-in to flight. Besides running out of fuel, the engine has
NEVER quit from break-in to flight unless commanded to by the pilot.
First flight was the masters pattern - then some vertical stuff. All
positive or negative G, power-on or power-off, inverted or upright, maneuvers,
I never heard the engine pop, hesitate, or puff-smoke. The engine was
"on" the whole time. For instance, bottom of the center humpty, or
bottom of the reverse Cuban 8 with 2/4, bottom of the 3 turn spin - all had
smooth throttle when you were ready to advance. The pipe seems to
perform very well without obvious jumps onto power or such. I have not
checked it with a sound meter, but it seems similar to the ES carbon pipe
sound level, but with sort of cross between carbon and
</SPAN></FONT><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">AL</SPAN></FONT><FONT face=Arial
size=2><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"> note to it.
</SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Everyone that has seen these
engines remarks at how beautiful they are, or that "they are a work of art"
and this may be an initial selling point. However, I think that as more
flight reports emerge, we will see that their performance is what gets them
moving. </SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"></SPAN></FONT> </P>
<P class=MsoNormal><FONT face=Arial size=2><SPAN
style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Jim
W.</SPAN></FONT></P></DIV></BLOCKQUOTE></BODY></HTML>