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<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'>I need to check Eric. There were some I
had handy. I was certain that two OSFs were overkill, so in went the A3. The
instructions recommend the "OSA5". I'm going to try a number
of different plug combinations and check rpms and make other observasions. I
have some A5s on order now.</span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'>Jim</span></font></p>
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10.0pt;font-family:Arial;color:navy'> </span></font></p>
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<p class=MsoNormal style='margin-left:.5in'><font size=2 face=Tahoma><span
style='font-size:10.0pt;font-family:Tahoma'>-----Original Message-----<br>
<b><span style='font-weight:bold'>From:</span></b> </span></font><font size=2
face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>Henderson,Eric</span></font><font
size=2 face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>
[mailto:Eric.Henderson@gartner.com] <br>
<b><span style='font-weight:bold'>Sent:</span></b> </span></font><font size=2 face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>Tuesday, April
01, 2003</span></font><font size=2 face=Tahoma><span style='font-size:10.0pt;
font-family:Tahoma'> </span></font><font size=2 face=Tahoma><span
style='font-size:10.0pt;font-family:Tahoma'>9:41 AM</span></font><font size=2
face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'><br>
<b><span style='font-weight:bold'>To:</span></b> </span></font><font size=2
face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>discussion@nsrca.org</span></font><font
size=2 face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'><br>
<b><span style='font-weight:bold'>Subject:</span></b> RE: 3M 170 Flight report</span></font></p>
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<p class=MsoNormal style='margin-left:.5in'><font size=2 color=blue face=Arial><span
style='font-size:10.0pt;font-family:Arial;color:blue'>How were the plugs after
the break-in? My 1.60 with two plugs started to kill the OS F's</span></font></p>
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<p class=MsoNormal style='margin-left:.5in'><font size=2 color=blue face=Arial><span
style='font-size:10.0pt;font-family:Arial;color:blue'>E.</span></font></p>
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<p class=MsoNormal style='margin-right:0in;margin-bottom:12.0pt;margin-left:
.5in'><font size=2 face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>-----Original
Message-----<br>
<b><span style='font-weight:bold'>From:</span></b> discussion-request@nsrca.org
[mailto:discussion-request@nsrca.org]<b><span style='font-weight:bold'>On
Behalf Of </span></b>Woodward James R Civ 412 TW/DRP (Test Ops)<br>
<b><span style='font-weight:bold'>Sent:</span></b> Tuesday, April 01, 2003
11:37 AM<br>
<b><span style='font-weight:bold'>To:</span></b> discussion@nsrca.org<br>
<b><span style='font-weight:bold'>Subject:</span></b> 3M 170 Flight report</span></font></p>
<p class=MsoNormal style='margin-left:.5in'><font size=2 face=Arial><span
style='font-size:10.0pt;font-family:Arial'>Hi All,</span></font></p>
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style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><font size=2 face=Arial><span
style='font-size:10.0pt;font-family:Arial'>This last weekend I installed a 3M
170 in my Alliance. 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>
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style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><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>
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style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><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>
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style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><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 AL note to it. </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><font size=3 face="Times New Roman"><span
style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><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 style='margin-left:.5in'><font size=3 face="Times New Roman"><span
style='font-size:12.0pt'> </span></font></p>
<p class=MsoNormal style='margin-left:.5in'><font size=2 face=Arial><span
style='font-size:10.0pt;font-family:Arial'>Jim W.</span></font></p>
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