OPTIONAL GLOW DRIVER INSTALLATION:
As mentioned earlier, we chose to install an after-market glow
driver system in our Waco models. We decided to do this for
several reasons having to do with the elimination of any need for
glow plug and glow driver access through the cowl and also for
such a system's ability to keep the glow plug lit at lower throttle
settings. There are several such systems on the market and we're
sure that each of these has their own individual attributes. The
system we chose was the MAXX PRODUCTS "SuperGlow DLX" -
P/N MX9900DX.
This system plugs directly into the receiver
throttle receptacle and is easy to program through the transmitter.
It's also quite small and lightweight.
This product comes with
everything needed to install and run it, even including its own wall
charger for the onboard 1300 mAh sub-C cell that powers the
system.
Following the instructions that came with this system, we were able
to install it without any real problems. We wrapped the control
module in foam sheet and mounted it on the servo tray, just ahead
of the airborne battery pack, using two tie-wraps to secure it.
Likewise, after wiring the battery, we wrapped the sub-C cell in
sheet foam and used a tie-wrap to mount it on the servo tray next
to the receiver. The system comes complete with an external
charging receptacle for charging the sub-C battery. Because this
receptacle is black in color, we mounted it on the left fuselage side,
centered within the black trim stripe area, just ahead of our
airborne radio system on/off switch. In this location, it is virtually
invisible.
This system also incorporates the use of a very small and very
intense LED bulb that visually indicates when the system is
providing current to the glow plug. This bulb should be mounted in
a conspicuous location, allowing it to be easily seen. We mounted
this bulb inside the fuselage at the top center of the forward cabin
bulkhead. This location lets us see it easily through the windshield,
even on the brightest of days.
metal hose clamp to hold it in place to the muffler. The diverter
itself is slotted at one end, allowing the clamp to compress it
firmly to the muffler. Note that in the case of the Saito cast
aluminum muffler (described earlier), the small, machined ridge at
the end of the exhaust outlet must be removed before fitting the
diverter in place. A carbide cut-off wheel makes quick work of this
job. Install the diverter in place to the muffler and tighten the clamp
just enough to hold it in place. Thread the muffler onto flex tube
end and orient the pressure nipple for best access. Tighten the
lock nut firmly to the muffler, locking it in place.
The engine, with the header, muffler, and diverter parts in place, is
now final-mounted in place to the motor mounts using the
recommended socket head bolts, washers and lock nuts. Tighten
all bolts and nuts firmly.
❑
10) The lite-ply muffler mount, made earlier, is now installed
into the bottom front recess in the fuselage, using 30-minute epoxy.
Make sure the mount is fully in contact with the sides and bottom
of the recess and that it is positioned to best accept the muffler
body. Allow the glue to cure. Install the aluminum clamp over the
muffler and use the two 4-40 x 1/4” socket head bolts - with thread
locking compound - to firmly secure the muffler in place.
With the muffler mounted, the exhaust diverter can be oriented on
the exhaust outlet, aiming it straight down in relationship to the
fuselage in side and front views. Hold the diverter tube in this
position and firmly tighten the hose clamp screw, locking the
diverter in place. As shown, this makes for a very tidy and very
usable exhaust system!
❑
11) Reconnect the throttle clevis onto the carburetor throttle
arm. Make all required fuel tubing connections to the fuel valve
and the carburetor. The "vent" line goes back to the pressure
nipple in the muffler.
When fueling the tank, this line is
disconnected for overflow purposes and then reconnected to
provide manifold pressure to the tank.
25