X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-01.southeast.rr.com ([24.25.9.100] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1405031 for flyrotary@lancaironline.net; Fri, 15 Sep 2006 16:58:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.100; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-111-055.carolina.res.rr.com [24.74.111.55]) by ms-smtp-01.southeast.rr.com (8.13.6/8.13.6) with SMTP id k8FKv5rC026817 for ; Fri, 15 Sep 2006 16:57:12 -0400 (EDT) Message-ID: <000901c6d909$84ed8710$2502a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Flight test Date: Fri, 15 Sep 2006 16:57:08 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0004_01C6D8E7.FAB13400" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0004_01C6D8E7.FAB13400 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Great to hear, Al. Sounds like a bit more sorting-out to do, but at = least you can get real data by flying and seeing the effects of any = modifications. I'm impressed with the take-off roll, heck you can fly = off my 2200 ft strip. Still a bit high on the oil temps (as you know), = but given the OAT, I don't think your temps were out of whack - higher = than you would like (isn't that always the case), but not extreme. = Coolant temps sound right on the money. I found when I finally got my = oil temps down, the coolant temps also dropped.=20 Continue to post your results - needless to say all interested in a 20B = flying. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://members.cox.net/rogersda/rotary/configs.htm#N494BW ----- Original Message -----=20 From: Al Gietzen=20 To: Rotary motors in aircraft=20 Sent: Friday, September 15, 2006 2:08 PM Subject: [FlyRotary] Flight test Finally got the proper alignment of the planets (basically test pilot = schedule) for further flight of Velocity 755V - 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'. Since the first flight when oil temps were high, I added a temporary = ram scoop under the 'wing root' oil cooler inlet. Oil temp reached near = 230 during climb but later stabilized at 200 - 205F. 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. For '% = power' 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. 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 - = hopefully get a differential pressure measurement set up.=20 Takeoff roll of about 1500' 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" pitch prop. 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. 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 ------=_NextPart_000_0004_01C6D8E7.FAB13400 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Great to hear, Al.  Sounds like a bit more=20 sorting-out to do, but at least you can get real data by flying and = seeing the=20 effects of any modifications.  I'm impressed with the take-off = roll, heck=20 you can fly off my 2200 ft strip.  Still a bit high on the oil = temps (as=20 you know), but given the OAT, I don't think your temps were out of whack = -=20 higher than you would like (isn't that always the case), but not = extreme. =20 Coolant temps sound right on the money.  I found when I finally got = my oil=20 temps down, the coolant temps also dropped. 
 
Continue to post your results - needless to say = all=20 interested in a 20B flying.
 
Ed
 
Ed Anderson
Rv-6A N494BW Rotary = Powered
Matthews,=20 NC
eanderson@carolina.rr.comhttp:/= /members.cox.net/rogersda/rotary/configs.htm#N494BW
 
 
 
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Friday, September 15, = 2006 2:08=20 PM
Subject: [FlyRotary] Flight = test

Finally got the proper = alignment=20 of the planets (basically test pilot schedule) for further flight of = Velocity=20 755V =96 20B.  Plane was in the air for =BD hour this time, = basically at=20 level cruise orbiting the airport.  OAT was about 90F and flight = was at=20 DA of about 7000=92.

 

Since the first flight = when oil=20 temps were high, I added a temporary ram scoop under the =91wing = root=92 oil=20 cooler inlet.  Oil temp reached near 230 during climb but later=20 stabilized at 200 - 205F.  Coolant stabilized at=20 180-185F.

 

I have video recording = of EM2=20 display, and this time the pilot remembered to push the page button, = so I have=20 lots of data.  For =91% power=92 readout of 65-70%, engine rpm = was 4450, prop=20 2050 rpm, IAS (according to pilot) was about 145 kts.  TAS = readout on EM2=20 was 165-170 kts, but my calcs indicate this is about 5 kts too = high. =20 Fuel burn was indicating 16-18 gph running rich of = peak.

 

The in-cowl radiator = is handling=20 most of the cooling load; with the wing root rad being very = ineffective. =20 This is consistent with the first flight results on the oil temps with = the=20 matching wing root oil cooler.  The scoop added for the OC = improved the=20 air flow, but it is still marginal, with oil delta T of about 20F and = air=20 delta T of about 100F.  It is likely the main issue is with the = exit=20 fairings.  At least now it flies stably, so I can do some other = changes=20 and see the effects =96 hopefully get a differential pressure = measurement set=20 up.

 

Takeoff roll of about = 1500=92 at=20 1900# weight is quite good considering fixed pitch prop.  It = accelerates=20 from rolling start to 60-65 kts nose lift in 6-7 seconds.  This = with an=20 85=94 pitch prop.  Something special about Catto = props.

 

The thing looks and = sounds=20 great, and I have to be happy that it went up, stayed up for =BD hr, = and made a=20 perfect landing.  Main issues right now are on-going problem with = EC2=20 data corruption; apparently unique to my installation, and possibly = =91noise=92=20 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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