The Clown's under pressure

Great job Ron !!!

Duh, I guess I can flip it over, good call Rusty. I was thinking it was kinda close earlier.

Thanks guys, let's just hope it flies as well as it did before the crash. I'll let you know tomorrow.

Did you have to add tail weight since the engine is mounted forward? The reason my bladders can't sit right there is because the engine is butted up against the back of the cutout. Is there a filter in the feed line?

RknRusty wrote:Did you have to add tail weight since the engine is mounted forward? The reason my bladders can't sit right there is because the engine is butted up against the back of the cutout. Is there a filter in the feed line?

The engine is in the position it always was so no I didn't have to add any weight. The whole bladder assembly including the cradle still weighs less than the 3/4 oz perfect tank that was there before.

No I don't have a fuel filter. It's on the list of things to buy. My fuel looks clean although things can get in there regardless

At least you can filter it and put it into a temporary container to take flying. I rubber band 2 coffee filters over a measuring cup and strain it, then pour it into an pint acetone bottle like the 8oz cylindrical ones in the makeup section of WalMart. If you pour out the acetone, after it dries, rinse it with some denatured alcohol and pour the fuel in while it's still wet and cap it quickly. That's as clean as you're going to get.

It really matters with a Tee Dee on pressure. Like I posted in another thread, glow fuel forms coagulated particles just sitting on the shelf, so it needs periodic filtering whether you open it or not. After flying always take the NVA apart and flush it thoroughly through all the holes and the venturi sprinkler. I do it before I fly too if it's been sitting a few days.

Another thing to make your first crank of the day less aggravating; sometimes after-run-oil in the cylinder and NVA can make it a little harder to start the first time, so it's good to clear it out by priming the engine through the venturi and burn it off a few times to get all the after run oil cleared out before you let the fuel flow.

Also remember with the TT fitting, it usually floods a little after the engine quits in flight because the bladder still has a tiny bit of fuel left that it pushes into the engine. So after a flight you usually don't need to prime it, just use that flood as your prime. Flip and sputter until it's almost burned off and you can usually catch a good crank on the last bit of the old flood. It can take a few flips to get it dried out. Lots of little things like that are part of getting the hang of it. I don't think Ken uses the TT fittings so he may not have the same after-shutdown flooding on his engines.

cribbs74 wrote:The engine is in the position it always was...

If you ever feel like experimenting with the engine position, the farther back the engine is, the tighter the loops will be.

Rusty,

Sending you a PM

cribbs74 wrote:Rusty,

Sending you a PM

Aye aye, standing by.