My stepdad bought this plane a little more than a year ago from the original builder and has been doing a bunch of work on it since then.

The kit was bought in 1982 and the plane was completed in 1984. It’s been recovered once since then, and my step dad has done some repairs on it that I’ll go over later.

Lycoming AEIO-360 powered. This will be a fun little plane.









It’s been sitting for a year and today was the day for the engine test run.

First gotta pull it out of its corner of the hangar.





And a video of the first start in more than a year. Oil pressure came right up within seconds and everything checked out good except for the primer fuel line to #3 which was leaking slightly.

https://youtu.be/E-qN03kYDXc

Really liking the colors vs typical Eagle.

Agreed. We would never be able to own one of the white ones with the rainbow scheme.

That is a really great looking plane. I flew in a Pitts last summer. I need one of these.

Nice Eagle, I like the scheme, mine is the traditional like the prototype.

My Eagle is the same vintage and has 3600+ hours on it, so it's on the leading edge of all the age related issues. I try to keep the status up to date on the biplaneforum.com, which I highly suggest as a resource for Eagles (and all other acro bipes). If you guys haven't cruised through there looking at Eagle stuff (and Pitts, the airframes are similar enough) I highly suggest it. Right now my wings are uncovered to repair a bunch of broken nose ribs that resulted from the Welwood Plastic Resin failing.

Eagles are great airplanes and you'll have a lot of fun with her.

I’ll check it out smutny, thanks for the recommendation.

Reading back through my post, I want to apologize as the classic white base with the multicolor bird scheme is of course beautiful, it’s just not for us. Variety is the spice of life, right? =)

True Eagle story: A pal of mine in AZ had an Eagle with a partner. Partner had comm radio out then reinstalled without properly securing hold down. Next flight my pal makes an abrupt negative maneuver and comm slides out at high speed narrowly missing forehead and exits through new hole in canopy never to be seen again. Dang partners!

Wow! That’s insane!

A cherry 170 and a rocking Eagle, your life is complete sir, beautiful

BTW, unless it's really religious,
that's a *Christen* Eagle.

hotrod180 wrote:BTW, unless it's really religious,
that's a *Christen* Eagle.

Pull enough G's and I suppose both will apply.

colopilot wrote:

hotrod180 wrote:BTW, unless it's really religious,
that's a *Christen* Eagle.

Pull enough G's and I suppose both will apply.

Good one......

MTV

The iPhone is overly religious with its spell checker.

I might as well continue using Christian in this thread to be consistent. LOL

Technically speaking it’s actually a “Blackwood” SN 001

For anyone that thinks this is just an aerobatic toy, stay tuned to see it get dirt on its tires and travel up and down the state of CA.

It certainly doesn’t haul a lot of stuff, but it’s quite a versatile little cross country machine that can go places that most people won’t expect.

With the option to do it all up side down, yikes

Can I fly it?

Come on down Ryan!

We still have to order some canopy parts and a new fuel servo but once it’s airworthy you can come on down and have some fun.

Got started today on installing an 8 point EGT/CHT engine monitor into this plane while it’s apart. The UGB-16 from Electronics International.

https://buy-ei.com/portfolio/ubg-16/

Here is what comes in the box for a 4 cylinder installation.





It’ll be going in the empty hole with an adapter plate.





Mark each exhaust pipe 1.5” down looking for any red flags for fitment of the EGT probes and screw clamps.



Fit the lower cowling on to ensure the chosen positions for the EGT probes won’t interfere with anything and will fit in place.



The probes require a .130” hole, or #30 drill bit. Also note the spacing requirement on the probe to the clamp.





Don’t forget to remove the o-ring, it is just there to hold everything together during shipping. It’ll surely melt if you don’t remove it.



3/8” spacing per the instructions



EGT probes installed



Now time to screw the CHT bayonet probes into each cylinder.

The alternative type are the ones that are washers installed on the spark plugs which are a PITA when you remove and install plugs.





Two identical harnesses, one for EGT and one for CHT.





Mark one harness at each wire for CHT and the wires on the other harness for EGT.





Then mark the plugs so you know which is which. I used a scribe to directly mark the connector.





Next unroll both harnesses and zip tie them together to make routing easier.



This is so easy with the airplane all apart and total access to everything behind the firewall and in front of the instrument panel.



Determine the routing you want forward of the firewall and segregate the wires for each bank of cylinders together. #1 & 3 on the right bank, #2 & 4 on the left bank.

Let’s start with #1 & 3:



Instead of crimping connectors on, now they are using over lap connectors. I think that’s a good idea since I’ve had some issues with crimped connectors losing connection before on this monitor.





Connect each respective CHT and EGT wire to each probe. Make sure to leave extra wire for engine vibration and also don’t bend the wire into a radius smaller than 1”.





You can see the old EGT gauge probe on cylinder #3 (right rear cylinder). It will be left in place until we have the hole welded shut in the future.

The EGT probe clamps will have the excess strap shortened to size later too.



More to follow, I ran out of time for today.

Flew an Eagle for a while, nice open feel to it compared to a culvert pipe Pitts. In the ongoing juggle of instruments in my GCBC, I copied the Eagle layout of the altimeter and airspeed at the far edges of the panel so the instructor (me) can see them from the back. Put a G5 smack in the middle since everything from a full six-pack is on it.

Aren’t those G5’s great? I wish I could put them in every plane we have.