Today's Message Index:
----------------------
1. 10:34 AM - Re: Fuel injected M-14's 420hp (Gill Gutierrez)
2. 11:57 AM - Re: Fuel injected M-14's 420hp (Kevin Kimball)
3. 02:40 PM - FIRE! (Walt Murphy)
4. 05:15 PM - Re: FIRE! (Yak Pilot)
5. 06:18 PM - Re: FIRE! (cjpilot710@aol.com)
Message 1
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| Subject: | Fuel injected M-14's 420hp |
It's not clear how you achieve an added 4"mp with the BPE engine. Some flow
improvement is expected with injection.
Gill
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of kevin kimball
Sent: Monday, July 20, 2009 4:48 PM
Subject: Re: Yak-List: Fuel injected M-14's 420hp
We are currently installing our 3rd Barrett M14 in a new model 12
build we are completing. The first 2 are performing GREAT in the
Ti-12 and BEAST. One other one, actually the first BPE M14P to be
delivered is the one Calloway posted about in his CJ6 (total of 3 BPE
engines flying now). We are seeing higher cruise speeds at less fuel
burn with the Barrett mods, airflow injection, etc. Oil temps are WAY
down, CHT way down, oil consumption is very low as Terry pointed out
at fractions of a quart per hour. Auto plug conversion is from Dennis
and work great. Electronic ignition is in development at BPE but not
yet on the market. BPE is not only overhauling M14 engines but are
working on creating replacements for many parts needed including
gaskets, lock tabs, etc. BPE is here to support the M14 series into
the future.
We did the static thrust tests on the BPE engines with the same
equipment as we have used on 540 lycomings, stock M14P and M14PF
engines. The BPE engine makes the same static thrust as the M14PF but
at a lower MP. Some numbers for you:
All with 102" Mt -29 props
M14P 34"mp, 2900 rpm 1560 lb thrust
M14PF 40" mp, 2980 rpm 1850 lb thrust
M14P BPE 38" mp, 2950 rpm 1845 lb thrust
11:1 Lycon IO540 2850 rpm 1245lb thrust
BTW, the BEAST with it's BPE M14P has been making a lot of XC flights
with an Extra 300L. They burn the same gas at the same cruise
speeds. Yep lycoming and M14 burning the same amount of fuel.
Another note is that the oil doesn't instantly turn black from blow by
in the BPE M14P. It stays cleaner like a lycoming.
Sincerely,
Kevin Kimball, Vice President
Jim Kimball Enterprises, Inc.
PO Box 849
5354 Cemetery Road
Zellwood, FL 32798-0829
407.889.3451 phone
407.889.7168 fax
www.pittsmodel12.com
www.jimkimballenterprises.com
Email: Kevin@jimkimballenterprises.com
On Jul 20, 2009, at 6:33 PM, Jerry Painter wrote:
> <wild.blue@verizon.net>
>
> Hey Blitz--
>
> Oooops! Did I say Dick DeMars (yes, I did). Nope. Shame on me.
> Shut my
> mouth. Shoulda said Monty Barrett. Http://www.bpaengines.com With
> a 102
> inch wide blade MTV-9 expect to pull about 1850 lbs of thrust.
> That'll put
> any HS-6 waaaaaay in the shade. Oh, and don't forget the auto plug
> mod etc
> while you're at it. Seems I heard they've also got an electronic
> ignition
> system, too. Not sure. Hmmmm. Anyway, Balls Out!!! Hair on
> Fire!! Etc.
> Etc.
>
> Jerry Painter
> Wild Blue Aviation
> 425-876-0865
> wild.blue@verizon.net
> www.FlyWBA.com
>
>
Message 2
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| Subject: | Re: Fuel injected M-14's 420hp |
Gill
BPE m14 improvements include but are not limited to:
Air flow fuel injection
Balancing
Special gear treatments
New high grade BPE designed pistons
Increased compression ratio
Head and valve work
Cylinder work
Improved piston ring design
dennis' auto plug kit
And so on.
In a few days, a BPE customer will begin flying his BPE M14 just as
above except with a carb. We can then know what contribution is from
the fuel injection system.
Sent from my iPhone
Kevin
On Jul 22, 2009, at 1:30 PM, "Gill Gutierrez" <gill.g@gpimail.com>
wrote:
>
> It's not clear how you achieve an added 4"mp with the BPE engine.
> Some flow
> improvement is expected with injection.
>
> Gill
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of kevin
> kimball
> Sent: Monday, July 20, 2009 4:48 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Fuel injected M-14's 420hp
>
>
> We are currently installing our 3rd Barrett M14 in a new model 12
> build we are completing. The first 2 are performing GREAT in the
> Ti-12 and BEAST. One other one, actually the first BPE M14P to be
> delivered is the one Calloway posted about in his CJ6 (total of 3 BPE
> engines flying now). We are seeing higher cruise speeds at less fuel
> burn with the Barrett mods, airflow injection, etc. Oil temps are WAY
> down, CHT way down, oil consumption is very low as Terry pointed out
> at fractions of a quart per hour. Auto plug conversion is from Dennis
> and work great. Electronic ignition is in development at BPE but not
> yet on the market. BPE is not only overhauling M14 engines but are
> working on creating replacements for many parts needed including
> gaskets, lock tabs, etc. BPE is here to support the M14 series into
> the future.
>
> We did the static thrust tests on the BPE engines with the same
> equipment as we have used on 540 lycomings, stock M14P and M14PF
> engines. The BPE engine makes the same static thrust as the M14PF but
> at a lower MP. Some numbers for you:
>
> All with 102" Mt -29 props
>
> M14P 34"mp, 2900 rpm 1560 lb thrust
> M14PF 40" mp, 2980 rpm 1850 lb thrust
> M14P BPE 38" mp, 2950 rpm 1845 lb thrust
> 11:1 Lycon IO540 2850 rpm 1245lb thrust
>
> BTW, the BEAST with it's BPE M14P has been making a lot of XC flights
> with an Extra 300L. They burn the same gas at the same cruise
> speeds. Yep lycoming and M14 burning the same amount of fuel.
>
> Another note is that the oil doesn't instantly turn black from blow by
> in the BPE M14P. It stays cleaner like a lycoming.
>
> Sincerely,
>
> Kevin Kimball, Vice President
> Jim Kimball Enterprises, Inc.
> PO Box 849
> 5354 Cemetery Road
> Zellwood, FL 32798-0829
> 407.889.3451 phone
> 407.889.7168 fax
> www.pittsmodel12.com
> www.jimkimballenterprises.com
> Email: Kevin@jimkimballenterprises.com
>
>
> On Jul 20, 2009, at 6:33 PM, Jerry Painter wrote:
>
>> <wild.blue@verizon.net>
>>
>> Hey Blitz--
>>
>> Oooops! Did I say Dick DeMars (yes, I did). Nope. Shame on me.
>> Shut my
>> mouth. Shoulda said Monty Barrett. Http://www.bpaengines.com With
>> a 102
>> inch wide blade MTV-9 expect to pull about 1850 lbs of thrust.
>> That'll put
>> any HS-6 waaaaaay in the shade. Oh, and don't forget the auto plug
>> mod etc
>> while you're at it. Seems I heard they've also got an electronic
>> ignition
>> system, too. Not sure. Hmmmm. Anyway, Balls Out!!! Hair on
>> Fire!! Etc.
>> Etc.
>>
>> Jerry Painter
>> Wild Blue Aviation
>> 425-876-0865
>> wild.blue@verizon.net
>> www.FlyWBA.com
>>
>>
>>
>>
>
>
Message 3
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Just a heads up maybe most of you know this already but here's my story...
I fly my CJ out of Reno/Stead for Search & Rescue as a volunteer for the
Sheriff's Air Squadron.
Yesterday we were taxiing out for a flight covering parts of the Sierra
Nevada's and some of the Nevada high dessert areas.
The taxi out was fairly long since the winds favored the runway across
the field from my hangar.
Just short of the run up area the engine started running rough , I tried
to keep it running to no avail ( adjusted mixture turned on the electric
fuel pump etc) and it quit. Once it stopped , I could smell rubber
burning , we evacuated the aircraft and opened the cowl to find that 2
small rubber hoses from the oil dilution system were burning . There was
not much flame but a great deal of smoke, while my observer was getting
the fire extinguisher I reached in and grabbed the 2 small hoses and
ripped them out , there was nothing else burning ( see there is a good
reason to wear nomex gloves while you fly ). I was extremely grateful
that this event happened where it did and not 15 or 20 minutes later or
for that matter hours earlier as we had been over some ugly country the
last few days.
Needless to say the aircraft is in the hangar, I'm in the process of
totally removing the entire oil dilution system ( it had been
electrically isolated for years but still in place).
I've ordered new fuel lines from Doug and will be replacing all of these
hoses and capping off the oil dilution ports from the fuel pump and the
oil pump.
I look over the engine weekly and the hoses did not appear to be dry or
in bad shape .These lines are very thin wall and a pinhole is all it
takes to start a fire and kill the engine!
This is a good one to place in your lessons learned file .
Walt Murphy
CJ-6A
Reno,NV
Message 4
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The fuel primer line is another one that does this kind of nonsense.-
-
Good post.- I removed all the fuel dilution hoses years ago, just never b
othered to post it.- I should have.-
-
Thanks Walt.
-
Mark Bitterlich
--- On Wed, 7/22/09, Walt Murphy <waltmurphy@charter.net> wrote:
From: Walt Murphy <waltmurphy@charter.net>
Subject: Yak-List: FIRE!
Just a heads up maybe most of you know this already but here's my story...
I fly my CJ out of Reno/Stead for Search & Rescue as a volunteer for the Sh
eriff's Air Squadron.
Yesterday we were taxiing out for a flight covering parts of the Sierra Nev
ada's and some of the Nevada high dessert areas.
The taxi out was fairly long since the winds favored the runway across the
field from my hangar.
Just short of the run up area the engine started running rough , I tried to
keep it running to no avail ( adjusted mixture turned on the electric fuel
pump etc) and it quit. Once it stopped , I could smell rubber burning , we
evacuated the aircraft and opened the cowl to find that 2 small rubber hos
es from the oil dilution system were burning . There was not much flame but
a great deal of smoke, while my observer was getting the fire extinguisher
I reached in and grabbed the 2 small hoses and ripped them out , there was
nothing else burning ( see there is a good reason to wear nomex gloves whi
le you fly ). I was extremely grateful that this event happened where it di
d and not 15 or 20 minutes later or for that matter hours earlier as we had
been over some ugly country the last few days.
Needless to say the aircraft is in the hangar, I'm in the process of totall
y removing the entire oil dilution system ( it had been electrically isolat
ed for years but still in place).
I've ordered new fuel lines from Doug and will be replacing all of these ho
ses and capping off the oil dilution ports from the fuel pump and the oil p
ump.
I look over the engine weekly and the hoses did not appear to be dry or in
bad shape .These lines are very thin wall and a pinhole is all it takes to
start a fire and kill the engine!
This is a good one to place in your lessons learned file .
Walt Murphy
CJ-6A
Reno,NV
le, List Admin.
Message 5
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In a message dated 7/22/2009 8:16:41 P.M. Eastern Daylight Time,
yakplt@yahoo.com writes:
Check that primer. I too had one of those start to leak. At an airshow
in MIA, Sam Sax notice fuel vapor and spray coming from my cowling as I was
preparing to leave, and was priming my engine, prior to start. He flagged
me to stop and shut down. I would have never notice it.
I have since put fire proof sleeves on my fuel and oil hoses, like we have
on the B-24. Not all of us do it but lines should be changed every 5
years, as a matter of course.
I too removed the fuel dilution hose but use the valve as part of my smoke
system.
Jim "Pappy" Goolsby
The fuel primer line is another one that does this kind of nonsense.
Good post. I removed all the fuel dilution hoses years ago, just never
bothered to post it. I should have.
Thanks Walt.
Mark Bitterlich
--- On Wed, 7/22/09, Walt Murphy <waltmurphy@charter.net> wrote:
From: Walt Murphy <waltmurphy@charter.net>
Subject: Yak-List: FIRE!
(http://us.mc507.mail.yahoo.com/mc/compose?to=waltmurphy@charter.net) >
Just a heads up maybe most of you know this already but here's my story...
I fly my CJ out of Reno/Stead for Search & Rescue as a volunteer for the
Sheriff's Air Squadron.
Yesterday we were taxiing out for a flight covering parts of the Sierra
Nevada's and some of the Nevada high dessert areas.
The taxi out was fairly long since the winds favored the runway across the
field from my hangar.
Just short of the run up area the engine started running rough , I tried
to keep it running to no avail ( adjusted mixture turned on the electric
fuel pump etc) and it quit. Once it stopped , I could smell rubber burning ,
we evacuated the aircraft and opened the cowl to find that 2 small rubber
hoses from the oil dilution system were burning . There was not much flame
but a great deal of smoke, while my observer was getting the fire
extinguisher I reached in and grabbed the 2 small hoses and ripped them out ,
there
was nothing else burning ( see there is a good reason to wear nomex gloves
while you fly ). I was extremely grateful that this event happened where it
did and not 15 or 20 minutes later or for that matter hours earlier as we
had been over some ugly country the last few days.
Needless to say the aircraft is in the hangar, I'm in the process of
totally removing the entire oil dilution system ( it had been electrically
isolated for years but still in place).
I've ordered new fuel lines from Doug and will be replacing all of these
hoses and capping off the oil dilution ports from the fuel pump and the oil
pump.
I look over the engine weekly and the hoses did not appear to be dry or in
bad shape .These lines are very thin wall and a pinhole is all it takes
to start a fire and kill the engine!
This is a good one to place in your lessons learned file .
Walt Murphy
CJ-6A
Reno,N= --> _http://www.matronics.com/Navigator?Yak-List_
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