Blue Thunder Air Racings, May, 2008 report on construction progress of “Blue II.”

In what appears to be a never ending saga of the electrically controlled fuel valve, I talked to Andy Phillips this morning for another progress report.  He indicates that he will be shipping this week the basic valve but is still working on the controller and no date was given on that portion.

“Blue II’s” engine is ready for some initial testing on the Ryan Falconer Industries dynamometer.  We anticipate that by September 2009, “Blue II” will have the “short stack” intake manifold we promised to show you last month.  The objective is better breathing at higher RPM than that of the standard TM engine. 

There has been a long history of oiling problems with the Falconer engine as it is integrated into the Thunder Mustang as an aircraft engine.  Most of us have seen symptoms of fluctuating oil pressure and/or high oil temperatures.  I have probably been the leader in a parade chasing my tail trying to solve a problem in the supply side of the oil system where the problem, from the very start, was on the scavenge side.  I have discovered, mostly by accident, that the scavenge system anomalies are most likely caused by unusually high pressures at the scavenge pump outlet, windage issues that keep the oil inside the engine and by less than optimum oil system routing.  The picture above, promised in last months report, is of Fred Roscher’s engine illustrating some of the RFI and the Blue Crew’s currant line of thinking in solving problem in the oil scavenge anomalies.   The current solution is a new FRI oil pan that isolates each pair of cylinders and two new Dailey oil pumps.  The pressure pump is mounted on the left side of the engine. The scavenge pump is a seven segment pump mounted in the original location.   All new Thunder Mustang engines will have this new configuration.

George Gibony is a driving force in the improvements for the Thunder Mustang kit, and the Blue Crew takes every suggestion he makes very seriously.  His solution to the oil scavenge problem is slightly different than ours, but incorporates the plumbing alterations with which we agree on.

Another of George’s innovations is a new down lock pin hydraulic cylinder we have incorporated in “Blue II.”  His cylinders are a much higher quality and closer tolerances than the original Papa-51 cylinders and incorporate several innovations.  However; from our perspective, they should have been anodized blue.

I could report about the hydraulic system changes, but enough is enough.

In June George Gibony, and possibly Bill Eveland, are planning to become race certified at the PRS held at the Stead Airport. Everyone is welcome to stop by, view our progress, quench their thirst, and support George and Bill.  We are hoping our benefactor Bob Garrison will be in attendance as well as several other Thunder Mustangs with their owners and builders.

Once again, Jan and I, with the entire Blue Crew, wish to thank everyone for their continued support.

Blue Thunder Air Racing