Anequim update - records smashed

Did we ever doubt them?

They didn't just beat the existing records they smashed them!

Amazing results from what is a small team of students mostly (led by a genius aerodynamicist - Paulo Iscold).

I copy the text from their Facebook post below.


Ok, time to tell you guys some numbers.

We arrived here in Santa Cruz, Rio de Janeiro, last Tuesday and since then the work load has been huge! We've been working all day until 10PM and waking up at 3AM, Flying early in the morning and late in the afternoon and using the middle of the day and part of the night to do some improvements on the airplane or to re-configure it for the next flight. Our record flights started last Friday and until yesterday we had already managed 5 world records. What a way to fulfill our promise! These are the records (all C1a category):

1) Speed over 3km with restricted altitude
Previous record: Nemesis DR-90 - 466.83km/h (Jon Sharp)
New record claim: 521.08km/h

2) Speed over 15km
Previous record: Nemesis DR-90 - 455.8km/h (Jon Sharp)
New record claim: 511.19km/h

3) Speed over 100km
Previous record: W.Air Race - 389.6km/h (Richard Young)
New record claim: 490.14km/h

4) Speed over 500km
Previous record: VariEze - 387.4km/h (Klaus Savier)
New record claim: 493.74km/h

5) Time to climb up to 3000m
Previous record: Pushy Galore - 3min and 8sec (Bruce Bohannon)
New record claim: 2min and 26sec

So, yes, we got five world records and now we can call Anequim the world's fastest four cylinder airplane, delivered as promised!

Paraphrasing my friend, Paul Bonhomme, if we can say anything about this, it is teamwork, teamwork, teamwork! The Anequim project doesn't have sponsors, it has a TEAM! A team that is not afraid to face challenges, a team that is, always, willing to overcome difficulties, a team that doesn't mind extra work. Thanks to Catto Propellers, Sky Dynamics, Fibraer, Grove Wheels and Brakes, Alto Alumínio, Solid Works, Saber Manufacturing, Raphael Brescia, Brian Utley, and last but not least, all the students that spent hours working on the project, since its conception to now! I am sure it will be a mark for the rest of our lives!

Week 209 - Electrics and Fuel lines again!

Hours to date: 1945.0

As you can see by the hours I've done very little in the last two weeks. Been away for two weekends in a row. One of them was flying though so that's okay.

Nipped across to Le Touquet in France. Perfect weather for it too - it was the best visibility that I've experienced in the UK on the return leg.

I've now got the 12 hours needed for revalidation of my license. Just need to do 1 hour with an instructor and get my license signed and I'm good for another 2 years. Hope to be flying the Twister in less than a year though.

These last two weeks it's seemed like 2 steps forward and 4 backwards.

After doing some more research into the fuel flow issue I contacted the manufacturer of the 'red cubes' and they said I needed another module to connect to the two transducers. No one would sell me this module on it's own - they all come with a red cube and the price was $350 US. 

I decided to contact the UL power factory direct and ask about the output from the ECU marked - fuel consumption.

Here is what they had to say:


Hi Andy,

 Indeed, ECU has 2 different output signals . Up to you to make a choice which signal you use.

 Sorry, I do not know how to connect to dynon, please ask directly to dynon.

 Both signals give a nearly exact fuelflow. ( we checked it with measuring cups)


 Met vriendelijke groeten,

 Cordialement,

 Best Regards,

 Patrick Denorme

 ULPower Aero Engines NV


The red cubes are heavy, expensive and complicated so I've made the decision to remove them and use the ECU for fuel flow measurement.

So I've used the white and red wire which is for fuel consumption in Pulses/Liter - rather than the blue and white wire which is for Injector Pulses. This is connected directly to the yellow wire marked for fuel flow in the Dynon.

There is no info regarding the configuration with the Dynon - which wants a 'Pulses' figure inputting. I will contact Dynon and see what they say - I've already looked through their forum and can't find the information. I'll share it here when I get the figure from them.

In doing this I've had to re-do the fuel lines to remove the red cubes - the feed line is done and the return line is almost done.

It's kind of been a blessing in disguise as I've taken the opportunity to relocate the non-return valve in the return line which I put in the wrong place before.

It should be as close to the engine as possible to minimise the amount of fuel in the system that could be burnt in the event of a fire. I don't have room forward of the firewall so I've put it straight after the fitting behind the firewall.

I've also been working on the throttle connection - but before doing this I did some research. I phoned Pete and asked about his set up - which looked very complicated to me and also Mark of Galaxy Microlights - who is the UK agents for the UL Power engine.

Pete's reply to why his throttle was set up this way was - it looks more 'Aviation'. Mark's set up is much simpler - see pics below of both set ups.

I've decided to go the simple route as complexity for no reason is not a principle of good reliability.

I've had to make up a bracket which takes the throttle cable up a bit to clear the oil fitting behind - see pic. I've got a drilled bolt on order for the attachment point. Will post pics of that when it is done. It's that simple. Just make sure to leave a little movement in the lever at either end of the range so that you are certain you are getting both full power and a complete idle from the lever.

I've also made up some fuel lines for an engine run which I hope to do in the next month or so. 

The weather is looking good for this weekend and I'm not going anywhere so I will most likely get going on the flap drive job again.

Carbon bracket I made so throttle will clear the oil line fitting behind.

Fuel lines I made up for an engine run.

Check valve in Return line - repositioned to reduce amount of fuel in system in event of fire.

Mark's throttle set up. Simples!

Pete's throttle set up - complicated for no reason.