Return-Path: Received: from imf19aec.mail.bellsouth.net ([205.152.59.67] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2564863 for flyrotary@lancaironline.net; Tue, 02 Sep 2003 12:14:04 -0400 Received: from D1DD8D01.bellsouth.net ([68.18.74.43]) by imf19aec.mail.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20030902161403.CPXO24929.imf19aec.mail.bellsouth.net@D1DD8D01.bellsouth.net> for ; Tue, 2 Sep 2003 12:14:03 -0400 Message-Id: <5.0.2.1.1.20030902122959.02e4c228@pop3.norton.antivirus> X-Sender: brecab/mail.sdf.bellsouth.net@pop3.norton.antivirus X-Mailer: QUALCOMM Windows Eudora Version 5.0.2 Date: Tue, 02 Sep 2003 12:31:39 -0400 To: "Rotary motors in aircraft" From: CCI Subject: Re: [FlyRotary] and another one fly's.... In-Reply-To: Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=====================_15951797==_.ALT" --=====================_15951797==_.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed Congratulations, Todd! I'm glad to hear the waterpump worked as expected. Fred At 11:43 PM 9/1/2003 -0700, you wrote: >Hi Guy's > 13:32 PST another rotary climbed into the air, 3 years and a month > after construction started. It was worth every single sacrifice. I made > an attempt to record flight data, but was kinda excited to do a good job > of it, and now I'm enjoying a couple of beers, but I'll give an outline > of events and post better data after more flights. > First flight only lasted 18 minutes, as we could faintly smell oil > burning, so returned for inspection. On removal of cowl we found that the > oil injection lines had melted off of their attachment to the metering > pump. Even though I felt it was unlikely we speculated that heat from the > exhaust may have caused it. So I replaced these and sleeved them with > Hi-temp 3/8 hose. The second flight was supposed to be a short hop just > to test this but as everything was working we continued on. This lasted > 42 minutes. Upon inspection after landing we discovered the protective > sleeve burned but this showed me the source of the heat appears to be the > turbo manifold gasket seems to be leaking, directing a stream of hot > exhaust gases. As it was too warm to investigate further we decided to > call it a day and get some beer. Tomorrow I'll remove the turbo and > exhaust and investigate further. I just hope that the manifold hasn't cracked. > Temps on climb out peaked at 98C (208F) for the coolant and 95C > (203F) for the oil. I was running the EWP on bypass from the controller, > meaning it would just run at a full 12v supply continuously. This caused > me an anxious moment when on descent on the first flight, as it suddenly > dropped of below the bottom of the scale and pressure dropped from 20psi > to 5psi. I thought we'd sprung a leak but as soon as we landed and began > to taxi temps climbed back to 80C. I guess I'll have to start trusting > the electronic temp controller to maintain temps. > I'm experiencing similar disappointment as Rusty in my climb speeds. > However on the second flight we used the GPS to do a few runs to check > the airspeed we found that it reads 15-20 mph slow. This meant we were > climbing at too high of an airspeed. Even when we adjusted for this is > was still disappointing. I feel that a big part over the problem may be > that I'm over-propped. I'm currently using a 76" 3-blade IVO prop, which > may need to be shortened. I've got allot of testing to do before I > shorten it however. I have heard all the good and bad reports on the IVO > prop, so I was already aware that it may not be ideal or may be perfect, > but decided that I'd like to find out for myself. > I have to commend my test pilot Ron, who took care of most of the > flying duties while I closely watched the engine (he let me have a few > minutes of stick time on each flight). The airframe handled beautifully, > flies like a dream. It required a little left rudder on take-off, no > rudder at all at 130-160mph and a little right rudder above 160. Both > landings were perfect greasers, so I guess tomorrow I'll have to do > landing just to test the gear :-) > It was a pretty successful day with a few snags to be dealt with, but > damn it feels great..... WhaaaaHooooooo > >S. Todd Bartrim >Turbo 13B RV-9Endurance >C-FSTB >http://www3.telus.net/haywire/RV-9/C-FSTB.htm > > "Whatever you vividly imagine, Ardently desire, Sincerely believe in, > Enthusiastically act upon, Must inevitably come to pass". > --=====================_15951797==_.ALT Content-Type: text/html; charset="us-ascii" Congratulations, Todd! I'm glad to hear the waterpump worked as expected. Fred





At 11:43 PM 9/1/2003 -0700, you wrote:
Hi Guy's
    13:32 PST another rotary climbed into the air, 3 years and a month after construction started. It was worth every single sacrifice. I made an attempt to record flight data, but was kinda excited to do a good job of it, and now I'm enjoying a couple of beers, but I'll give an outline of events and post better data after more flights.
    First flight only lasted 18 minutes, as we could faintly smell oil burning, so returned for inspection. On removal of cowl we found that the oil injection lines had melted off of their attachment to the metering pump. Even though I felt it was unlikely we speculated that heat from the exhaust may have caused it. So I replaced these and sleeved them with Hi-temp 3/8 hose. The second flight was supposed to be a short hop just to test this but as everything was working we continued on. This lasted 42 minutes. Upon inspection after landing we discovered the protective sleeve burned but this showed me the source of the heat appears to be the turbo manifold gasket seems to be leaking, directing a stream of hot exhaust gases. As it was too warm to investigate further we decided to call it a day and get some beer. Tomorrow I'll remove the turbo and exhaust and investigate further. I just hope that the manifold hasn't cracked.
    Temps on climb out peaked at 98C (208F) for the coolant and 95C (203F) for the oil. I was running the EWP on bypass from the controller, meaning it would just run at a full 12v supply continuously. This caused me an anxious moment when on descent on the first flight, as it suddenly dropped of below the bottom of the scale and pressure dropped from 20psi to 5psi. I thought we'd sprung a leak but as soon as we landed and began to taxi temps climbed back to 80C. I guess I'll have to start trusting the electronic temp controller to maintain temps.
    I'm experiencing similar disappointment as Rusty in my climb speeds. However on the second flight we used the GPS to do a few runs to check the airspeed we found that it reads 15-20 mph slow. This meant we were climbing at too high of an airspeed. Even when we adjusted for this is was still disappointing. I feel that a big part over the problem may be that I'm over-propped. I'm currently using a  76" 3-blade IVO prop, which may need to be shortened. I've got allot of testing to do before I shorten it however. I have heard all the good and bad reports on the IVO prop, so I was already aware that it may not be ideal or may be perfect, but decided that I'd like to find out for myself.
    I have to commend my test pilot Ron, who took care of most of the flying duties while I closely watched the engine (he let me have a few minutes of stick time on each flight). The airframe handled beautifully, flies like a dream. It required a little left rudder on take-off, no rudder at all at 130-160mph and a little right rudder above 160. Both landings were perfect greasers, so I guess tomorrow I'll have to do landing just to test the gear :-)
    It was a pretty successful day with a few snags to be dealt with, but damn it feels great.....   WhaaaaHooooooo

S. Todd Bartrim
Turbo 13B RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

   "Whatever you vividly imagine, Ardently desire, Sincerely believe in, Enthusiastically act upon, Must inevitably come to pass".
 
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