Return-Path: <13brv3@bellsouth.net> Received: from imf16aec.mail.bellsouth.net ([205.152.59.64] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 367685 for flyrotary@lancaironline.net; Mon, 16 Aug 2004 22:48:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.64; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf16aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040817024814.NVRR1721.imf16aec.mail.bellsouth.net@rd> for ; Mon, 16 Aug 2004 22:48:14 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: Rev-3 ready to fly Date: Mon, 16 Aug 2004 21:48:17 -0500 Message-ID: <016c01c48404$a663a3e0$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_016D_01C483DA.BD8D9BE0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_016D_01C483DA.BD8D9BE0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 Since we're posting logs, here's today's. Ready to fly at the next opportunity, perhaps tomorrow afternoon. =20 =20 Rusty (tired, heat stroked) =20 =20 8-16-04 =20 Finished the spinner, and it didn't come out too bad. Installed the = prop, and measured 4 inches of clearance in level attitude. =20 =20 Ran the engine for the first time with the C drive. This was a good = news, bad news sort of event. First, I had an oil leak from the oil feed to = the redrive. This oiled the canopy, horz stab, and the company van that the plane was tied too. That was easy enough to fix.=20 =20 Next leak was coolant, and it was coming from the EWP. More = specifically, it was a pinhole leak at one of the fittings that I attached to the = pump. The stock fittings were plastic, and were made for radiator hose. Since = I'm using AN adapters, I made my own fittings. Unfortunately, I didn't = machine the o-ring grooves like Todd told me to, but instead, I prosealed them = in place. The good news part one is that the leak decided to happen on the ground, and part 2 is that I originally made the hose in such a way that = I could bypass the EWP if necessary. The EWP is now removed, and I'm not = sure if I'll put it back. This is a project for another day, since I still = have the normal mechanical pump. =20 =20 Once the leaks were done, I could actually get to tuning. The engine = tuned better than ever, and the injectors are perfectly matched. I can turn = off the primaries and not even notice that I did it. This was one of my = main complaints, and probably had a lot to do with how well the tuning went. = I did have to turn up the injector flow rate, since I turned down the fuel pressure, but it's probably just about at the default setting now, since = I had to turn it down before. =20 =20 Both controllers are running very well, and throttle response is = awesome. I can slam the throttle from idle, to full, and back, and it doesn't miss = a beat. Idle could be better, but I really haven't taken the time to try = to improve it. I'm still idling at about 1600, which is smooth, and a much lower prop rpm now that I have the C drive. =20 =20 An odd note, the canopy is a lot harder to close now, since the prop = wash is now trying to blow it open, rather than close. =20 =20 As well as the engine runs, it only turns 5650 rpm static. I could = swear that Tracy said his turned 6200, but it's hard to believe anything could = be that far wrong with my setup now. It was mighty hot. =20 =20 A friend was watching the final runs, and said that he just couldn't = believe how strong is sounded. He (very excitedly) described how much the Van = was shaking behind the plane.=20 =20 Temps are up. I used to be able to run full throttle on the ground = quite a bit before I got to 200 degrees on oil or water. Today, 200 came in far less time. I never saw anything over about 215 for water, and 210 or so = for oil. Clearly, there's more power being generated. =20 =20 The EM-2 said I was generating 101 % power, and rated it at 206 HP, and = 19 gph of fuel flow. I think this probably need some calibration work, = since it's unlikely I was really making that much power. =20 =20 Unfortunately, I didn't get done, and the cowl back on until about 8:30, = so no flight today. Maybe tomorrow. =20 ------=_NextPart_000_016D_01C483DA.BD8D9BE0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 
Since we're = posting logs,=20 here's today's.  Ready to fly at the next opportunity, perhaps = tomorrow=20 afternoon. 
 
Rusty (tired, = heat=20 stroked)
 
 

8-16-04

 

Finished the=20 spinner, and it didn’t come out too bad. =20 Installed the prop, and measured 4 inches of clearance in level=20 attitude. 

 

Ran = the engine for=20 the first time with the C drive.  = This was a good news, bad news sort of event.  First, I had an oil leak from = the oil=20 feed to the redrive.  This = oiled the=20 canopy, horz stab, and the company van that the plane was tied too.  That was easy enough to fix. =

 

Next = leak was=20 coolant, and it was coming from the EWP. =20 More specifically, it was a pinhole leak at one of the fittings = that I=20 attached to the pump.  The = stock=20 fittings were plastic, and were made for radiator hose.  Since I’m using AN = adapters, I made my=20 own fittings.  = Unfortunately, I=20 didn’t machine the o-ring grooves like Todd told me to, but = instead, I prosealed=20 them in place.  The good = news part=20 one is that the leak decided to happen on the ground, and part 2 is that = I=20 originally made the hose in such a way that I could bypass the EWP if=20 necessary.  The EWP is now = removed,=20 and I’m not sure if I’ll put it back. =20 This is a project for another day, since I still have the normal=20 mechanical pump.  =

 

Once = the leaks were=20 done, I could actually get to tuning. =20 The engine tuned better than ever, and the injectors are = perfectly=20 matched.  I can turn off = the=20 primaries and not even notice that I did it.  This was one of my main = complaints, and=20 probably had a lot to do with how well the tuning went.  I did have to turn up the = injector flow=20 rate, since I turned down the fuel pressure, but it’s probably = just about at the=20 default setting now, since I had to turn it down before. 

 

Both = controllers are=20 running very well, and throttle response is awesome.  I can slam the throttle from = idle, to=20 full, and back, and it doesn’t miss a beat.  Idle could be better, but I = really=20 haven’t taken the time to try to improve it.  I’m still idling at = about 1600, which is=20 smooth, and a much lower prop rpm now that I have the C drive. 

 

An odd = note, the=20 canopy is a lot harder to close now, since the prop wash is now trying = to blow=20 it open, rather than close. =20

 

As = well as the=20 engine runs, it only turns 5650 rpm static.  I could swear that=20 Tracy said his turned 6200, = but it’s=20 hard to believe anything could be that far wrong with my setup now.  It was mighty hot. 

 

A = friend was=20 watching the final runs, and said that he just couldn’t believe = how strong is=20 sounded.  He (very = excitedly)=20 described how much the Van was shaking behind the plane.

 

Temps = are up.  I used to be able to run full = throttle=20 on the ground quite a bit before I got to 200 degrees on oil or = water.  Today, 200 came in far less = time.  I never saw anything over = about 215 for=20 water, and 210 or so for oil. =20 Clearly, there’s more power being generated. 

 

The = EM-2 said I was=20 generating 101 % power, and rated it at 206 HP, and 19 gph of fuel = flow.  I think this probably need = some=20 calibration work, since it’s unlikely I was really making that = much power. 

 

Unfortunately, I=20 didn’t get done, and the cowl back on until about 8:30, so no = flight today.  Maybe tomorrow.  =

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