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<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'>Hi All,</span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'>This last weekend I installed a 3M 170 in my </span></font><font
size=2 face=Arial><span style='font-size:10.0pt;font-family:Arial'>Alliance</span></font><font
size=2 face=Arial><span style='font-size:10.0pt;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 size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
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 size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
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 size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
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 size=2 face=Arial><span
style='font-size:10.0pt;font-family:Arial'>AL</span></font><font size=2
face=Arial><span style='font-size:10.0pt;font-family:Arial'> note to it. </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
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 size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'> </span></font></p>
<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'>Jim W.</span></font></p>
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