X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao01.cox.net ([68.230.241.38] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1404814 for flyrotary@lancaironline.net; Fri, 15 Sep 2006 14:09:19 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.38; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao01.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20060915180834.RHQJ6077.fed1rmmtao01.cox.net@fed1rmimpo02.cox.net> for ; Fri, 15 Sep 2006 14:08:34 -0400 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id Ni8c1V00e1xAn3c0000000 Fri, 15 Sep 2006 14:08:36 -0400 From: "Al Gietzen" To: "Rotary motors in aircraft" Subject: Flight test Date: Fri, 15 Sep 2006 11:08:45 -0700 Message-ID: <000001c6d8f1$fc010100$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C6D8B7.4FA22900" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C6D8B7.4FA22900 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Finally got the proper alignment of the planets (basically test pilot schedule) for further flight of Velocity 755V =96 20B. Plane was in the = air for =BD hour this time, basically at level cruise orbiting the airport. = OAT was about 90F and flight was at DA of about 7000=92. =20 Since the first flight when oil temps were high, I added a temporary ram scoop under the =91wing root=92 oil cooler inlet. Oil temp reached near = 230 during climb but later stabilized at 200 - 205F. Coolant stabilized at 180-185F. =20 I have video recording of EM2 display, and this time the pilot = remembered to push the page button, so I have lots of data. For =91% power=92 readout = of 65-70%, engine rpm was 4450, prop 2050 rpm, IAS (according to pilot) was about 145 kts. TAS readout on EM2 was 165-170 kts, but my calcs = indicate this is about 5 kts too high. Fuel burn was indicating 16-18 gph = running rich of peak. =20 The in-cowl radiator is handling most of the cooling load; with the wing root rad being very ineffective. This is consistent with the first = flight results on the oil temps with the matching wing root oil cooler. The = scoop added for the OC improved the air flow, but it is still marginal, with = oil delta T of about 20F and air delta T of about 100F. It is likely the = main issue is with the exit fairings. At least now it flies stably, so I can = do some other changes and see the effects =96 hopefully get a differential pressure measurement set up.=20 =20 Takeoff roll of about 1500=92 at 1900# weight is quite good considering = fixed pitch prop. It accelerates from rolling start to 60-65 kts nose lift in = 6-7 seconds. This with an 85=94 pitch prop. Something special about Catto = props. =20 The thing looks and sounds great, and I have to be happy that it went = up, stayed up for =BD hr, and made a perfect landing. Main issues right now = are on-going problem with EC2 data corruption; apparently unique to my installation, and possibly =91noise=92 related; and the need for right = aileron input in order to go straight, suggesting a need for wing incidence adjustment. =20 Al =20 ------=_NextPart_000_0001_01C6D8B7.4FA22900 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Finally got the proper alignment of the planets = (basically test pilot schedule) for further flight of Velocity 755V – 20B.=A0 = Plane was in the air for =BD hour this time, basically at level cruise orbiting = the airport.=A0 OAT was about 90F and flight was at DA of about = 7000’.

Since the first flight when oil temps were high, I = added a temporary ram scoop under the ‘wing root’ oil cooler inlet. = =A0Oil temp reached near 230 during climb but later stabilized at 200 - = 205F.=A0 Coolant stabilized at 180-185F.

I have video recording of EM2 display, and this = time the pilot remembered to push the page button, so I have lots of data. =A0For = ‘% power’ readout of 65-70%, engine rpm was 4450, prop 2050 rpm, IAS = (according to pilot) was about 145 kts.=A0 TAS readout on EM2 was 165-170 kts, but = my calcs indicate this is about 5 kts too high.=A0 Fuel burn was indicating 16-18 = gph running rich of peak.

The in-cowl radiator is handling most of the = cooling load; with the wing root rad being very ineffective.=A0 This is consistent = with the first flight results on the oil temps with the matching wing root oil = cooler. =A0The scoop added for the OC improved the air flow, but it is still marginal, = with oil delta T of about 20F and air delta T of about 100F.=A0 It is likely = the main issue is with the exit fairings.=A0 At least now it flies stably, so I can do = some other changes and see the effects – hopefully get a differential = pressure measurement set up.

Takeoff roll of about 1500’ at 1900# weight = is quite good considering fixed pitch prop.=A0 It accelerates from rolling start = to 60-65 kts nose lift in 6-7 seconds.=A0 This with an 85” pitch prop.=A0 = Something special about Catto props.

The thing looks and sounds great, and I have to be = happy that it went up, stayed up for =BD hr, and made a perfect landing.=A0 = Main issues right now are on-going problem with EC2 data corruption; apparently = unique to my installation, and possibly ‘noise’ related; and the need = for right aileron input in order to go straight, suggesting a need for wing incidence adjustment.

Al

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