X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [216.211.128.10] (HELO mail-in03.adhost.com) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1073786 for flyrotary@lancaironline.net; Wed, 19 Apr 2006 20:20:17 -0400 Received-SPF: none receiver=logan.com; client-ip=216.211.128.10; envelope-from=joeh@pilgrimtech.com Received: from Pilgrim10 (tide514.microsoft.com [131.107.0.84]) by mail-in03.adhost.com (Postfix) with ESMTP id AADA62FDCD0 for ; Wed, 19 Apr 2006 17:19:33 -0700 (PDT) (envelope-from joeh@pilgrimtech.com) From: "Joe Hull" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: 1st Flights - Date: Wed, 19 Apr 2006 17:19:35 -0700 Message-ID: <008401c66410$1a73f860$cda0389d@redmond.corp.microsoft.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0085_01C663D5.6E152060" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 Thread-Index: AcZkC6V1v43ks1BdQiGDJEoCUUnLTAABEotA In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0085_01C663D5.6E152060 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Thanx Todd - I read you loud and clear - i.e. "go have fun" (oh, and practice those emergency landings!). Congrats on the exam - I'm sure you did well on it. Thanx, Joe Hull Cozy Mk-IV #991 (In Phase1 Flight Test - 1.9 hrs flown) Redmond (Seattle), Washington _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Todd Bartrim Sent: Wednesday, April 19, 2006 4:47 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: 1st Flights - Hi Joe; I hate to always be echoing Rusty's thoughts (well except for the Lyc thing), but I agree with him here once again. When I first flew I didn't want to use any boost so flew a few hours with zero boost thinking that it would be like an NA engine (wrong) and was a little disappointed with performance but still very happy to be flying my own creation. As the hours went by and I took care of a few issues, I became very comfortable with the plane, then began to push the performance. As I was more comfortable at the controls it was easier to start concentrating on engine performance. Like you I was a very low time pilot (<100hrs.) Fly your plane for a few hours more, concentrating on reliability until you are very comfortable and far past bored before you begin pushing for performance. I really know almost zero about flying canards, but I suspect that they are less forgiving in emergency landing situations than a conventional aircraft (conventional being defined by me as an RV9) (correct me if I'm wrong) Once I started pushing for performance I was very pleased, but it also revealed some shortcomings in my fuel system (header tank.. it's in the archives) that resulted in a few engine outs including one emergency landing, then there was the oil press switch that failed spewing oil all over the exhaust (lotsa smoke and another emergency landing) then the time I over-boosted on T/O and detonated the engine (a "precautionary" landing - less paperwork than an emergency landing). Fortunately I survived all of these as I'd drilled myself over & over as to what I'd do in every imaginable situation and had a few hours to be comfortable in the cockpit. If your plane is running reliably with enough power to be safe, then go and put a few more hours on it before you worry about performance. If Dave Atkins is willing to come out that would be great, but undoubtedly he will have lots of questions for you that you will be able to answer better after a little more time in the air and you may get more out of him. But above all, make sure you enjoy this whole darn process, because it really is a blast!! Todd Bartrim (just wrote the biggest exam of my life and am probably too drunk to be writing emails :-) Turbo 13B RV9 ------=_NextPart_000_0085_01C663D5.6E152060 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

Thanx Todd – I read you loud = and clear – i.e. “go have fun” (oh, and practice those = emergency landings!).

Congrats on the exam – = I’m sure you did well on it.

 

Thanx,

Joe = Hull

Cozy Mk-IV #991 (In Phase1 Flight = Test - 1.9 hrs flown)

Redmond (Seattle), Washington

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Todd Bartrim
Sent: Wednesday, April = 19, 2006 4:47 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = 1st Flights -

 

Hi = Joe;

    I hate to always = be echoing Rusty's thoughts (well except for the Lyc thing), but I agree = with him here once again. When I first flew I didn't want to use any boost so = flew a few hours with zero boost thinking that it would be like an NA engine = (wrong) and was a little disappointed with performance but still very happy to be = flying my own creation. As the hours went by and I took care of a few issues, I = became very comfortable with the plane, then began to push the performance. As = I was more comfortable at the controls it was easier to start concentrating on = engine performance. Like you I was a very low time pilot (<100hrs.) =

    Fly your plane = for a few hours more, concentrating on reliability until you are very comfortable = and far past bored before you begin pushing for performance. I really know = almost zero about flying canards, but I suspect that they are less forgiving in = emergency landing situations than a conventional aircraft (conventional being = defined by me as an RV9) (correct me if I'm wrong) Once I started pushing for = performance I was very pleased, but it also revealed some shortcomings in my fuel = system (header tank.. it's in the archives) that resulted in a few engine outs including one emergency landing, then there was the oil press switch = that failed spewing oil all over the exhaust (lotsa smoke and another = emergency landing) then the time I over-boosted on T/O and detonated the engine (a "precautionary" landing - less paperwork than an emergency = landing).

    Fortunately I = survived all of these as I'd drilled myself over & over as to what I'd do in = every imaginable situation and had a few hours to be comfortable in the = cockpit.

    If your plane is = running reliably with enough power to be safe, then go and put a few more = hours on it before you worry about performance. If Dave Atkins is willing to come = out that would be great, but undoubtedly he will have lots of questions for = you that you will be able to answer better after a little more time in the = air and you may get more out of him.

    But above all, = make sure you enjoy this whole darn process, because it really is a = blast!!

 

Todd Bartrim    = (just wrote the biggest exam of my life and am probably too drunk to be writing = emails :-)

Turbo 13B = RV9

 

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