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HKS-700T for the Fisher Dakota Hawk
Turbo Charged, Electronic Fuel Injection
Lighter than the Continental C85. Lighter than Rotax 912.
80 hp to 16,000 ft.
Compare to Rotax 912
Oshkosh 2012
Our arrival at the Ultralight Farm on July 25, though 2 days late, marked the part 1 completion of Green Sky commitment to HKS engine distributor APSU. Two months prior, we agreed to take on the project of reconfiguring this Fisher Dakota Hawk with an HKS-700T engine, and flying it to the HKS exhibit at Airventure 2012. 
A few days prior to departure, all the dress rehearsals were over. Here, and below,  with firewall forward painted, we are ready to do the final installation.
Very close to first start, note we have added redundant fuel pumps.

A few days earlier finalizing plumbing of inter cooler and exhaust tailpipe. Notice, on top, we have modified input to the throttle body. This is comprised of a new throttle arm, bell crank, and parts which convert to "PUSH TO OPEN". It allows use of a conventional aircraft Push Pull Verneer type throttle control which enables precise minor power changes during cruise flight.  This is highly recommended.

On the right, the (still single) fuel pump, with outlet to Fuel Pressure Regulator above, then HKS High Pressure Fuel Filter. 

Moving the Odyssey Battery from the tail of the plane, to the firewall was sufficient weight transfer to make up for the 70 lb weight difference between the Continental C-85, and the HKS-700T

The two black electrical connectors are part of the standard wiring harness that comes pre assembled with the HKS-700T. Other connectors on the engine side of the firewall, not shown, are for Manifold Pressure, Induction Air Temp, CHT,  Boost Control, and Crank Position. They are integrated on this portion of the harness. All the associated plugs are labeled, and are unique to their corresponding device. It is easy to "hook it up right"

Use of the original cowling presented a number of challenges. With a close approaching deadline, whatever we come up with MUST work. The large 25 row oil cooler was not making the job easier. A shorter 19 row would fit nicely, but what if it wouldn't do the job? 

This plan of tunneling the lower cowl to the inter cooler was eventually abandoned because time constraints. There was growing concern the cosmetic details would be overwhelming to address in the few remaining days prior to the show. Not to mention return to test flight mode, and debugging.

These three Mulex connectors and short portion of harness were added to Regulator Rectifier hook up. Tach signal comes from one of the three. Theoretically, any of the three will provide signal, but occasionally, there are reports of one working better or worse. As a matter of course, Green Sky Adventures, Inc. makes all three available,  preventing a potential chore of cutting into a completed installation for a future fix.

Moving backwards it seems, the freshly cut out portions of cowling had to be pieced back together. Not quite Humpty Dumpty, but this was eating up a lot of time.

If there was a bright side to this mess, the Continental thrust line was offset slightly right, and the cowling was pretty much fit to that. We had built the HKS motor mount with zero offset because of the opposite turning propeller of the HKS. So, there was some misalignment between our HKS prop flange and the original cowl. In the process of piecing this all back together, the fit actually ended up better. 

Our wooden test subject is becoming a composite. Now we have wood, fabric, fiberglass, and aluminum

Naturally, The HKS-700T being fuel injected, there is a requirement for a fuel return line. Our Dakota Hawk feeds off a 12 gallon header tank. Optional Wing Tank(s) are controlled by selector valves to refill the header tank as desired. Our Dakota Hawk has one 7 gallon Wing Tank, in the right wing which plumbs to a similar fitting as shown here, but on the right side. This remaining port to the header tank lends itself well as an entry point for bypass fuel from the EFI System.

At far right, notice fuel supply from  right Wing Tank 

On the back side of the firewall, other electronic devices are being located.  The square black box above the rudder pedals houses the dual Engine Control Units (ECUs). The modular plugs on that come pre wired, and only go in ONE WAY.  Just to the right of that, we have secured a fuse block, which is also a part of the pre wired harness. The only thing to do with it, is secure it to some convenient airframe structure.

A new basic panel has been constructed. This will accommodate the typical switches, our GRT Engine Information System (EIS). Plus Manifold pressure, fuel pressure, and Micro Air Transceiver, and Transponder.

From the onset, even a little wiring looks like a lot. There is actually very little out of the ordinary, to do. Dual Ignition means two switches (circuit closed for "on"). The Load side from these each has three tie in points to the Harness. One wire from each ignition switch joins a single "Duplex" plug on the Harness. Another wire from each routes to a Seven Pin Connector via an LED indicator lamp. The last of the three routes directly to the Seven Pin Connector.

A second fuse block shown at the upper right also comes complete and pre wired. It simply needs a place to stay. Other portions of this "Monkeys Nest" are actually wires from the EIS, previously installed. Below the right side of the fuel tank, is one of the two Bulkhead Plugs that connect engine side and cabin side of the pre assembled harness.  Just below that, a brass ground lug has been installed through the firewall.  It is used for a variety of grounding requirements including the six (6) pre wired ring terminal ground connection from the harness. 

Here, and below, the "SEVEN PIN" connector is pictured. The installation technician must prepare the wires (White) from the switch panel, and indicator lamps, by crimping on special terminals, and inserting into the plug end.

The stock Head Pipes have EGT bosses in place. They are threaded BSPT (British Standard Pipe Taper) very close to 1/8 NPT, but not quite. Here, we have made an adapter which transitions to 8mm x 1 common to most instrument manufactures. 

Late Sunday Afternoon
One day prior to Oshkosh departure.  ...8 hrs after first test flight. 4 of 5 hr phase 1 operations complete. No glitches yet.
Some cosmetics just have to be tended to despite the late hours.

Phase one operations complete earlier in the day. Surprising, or no, there have been not glitches. Even heavily loaded, temps are right in line, well within operating limits.  This is somewhere in Georgia.
Actually, this was a diversion from first planned fuel stop. We had departed Keystone Hghts Fl, with 19 gal on board. The first planned stop was Alma, Ga, slightly less than 200 Miles. We were loaded heavy, it was hot, and of course, there was a headwind. About 20 miles out, the floating sight gauge on the main (nose) tank was going down at a rate which, for my comfort, to closely matched the remaining time to complete the leg.
It almost broke my heart that the closest airport was behind us, but there are worse things to break. Have you guessed yet, this was McRae Ga. Telfair-Wheeler, an unattended public use airport. We had discovered the 6 gal wing tank, which holds 7 gallons had only given up 4 to the cause. We later learned this is a fairly common experience with this  fueling configuration, but it was aggravated by some temporary venting deficiency on that tank. This diversionary stop was a good decision. We had landed with enough fuel to wet the cork, but not float it. What you see Jim doing here is coaxing the last 36 minutes of fuel from the wing tank for our estimated 25 minute flight to Vidalia. Counter productive for getting closer to Oshkosh, but sometimes you have to take one step back before the next two steps forward.

One step back and two steps forward, unfortunately only nets one step forward advancement. We could  have tried for one more step earlier on this Monday afternoon, but keep in mind we'd been doing a lot of 16 hr high stress days for several days prior to this evening. On a late afternoon fuel stop on a long cross country trip, when there are friendly folks, and free courtesy car, we'd have been pretty stupid to fuel up and head on northwest out over the Smokies.

This stop, at Madison Ga, (Madison Municipal Airport) was a calculated decision. Just east of Atlanta Class B, 52A has been a port in the storm for me previously, and always a positive experience. Especially handy, since we had more than doubled the operating time on the new HKS-700T over the course of this day, are the courtesy car lights, illuminating our post-flight inspection and precautionary adjustments.