X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from wx-out-0506.google.com ([66.249.82.225] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1405801 for flyrotary@lancaironline.net; Sat, 16 Sep 2006 07:42:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.225; envelope-from=cozy4pilot@gmail.com Received: by wx-out-0506.google.com with SMTP id i29so3337359wxd for ; Sat, 16 Sep 2006 04:41:33 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:from:to:subject:date:message-id:mime-version:content-type:x-priority:x-msmail-priority:x-mailer:x-mimeole:in-reply-to:importance; b=aXBn+zfyqJgjvqrZFeLtCNbHJ5C9BQMaMfLxgl6PGM1O2RaKKpqnAxsJ97esoVPgDaLn5r5nfm01fVKwtOrkKR4GS2sv3XlT7PhcfaB8ElHGAb+wFCbab1CKtuqeYBLDwPa0WBQwBmJ2aSfkRBr9liHF7oR2+0+DfDLMKDH5zPs= Received: by 10.70.125.11 with SMTP id x11mr16366259wxc; Sat, 16 Sep 2006 04:41:33 -0700 (PDT) Return-Path: Received: from stevehome ( [71.55.75.37]) by mx.gmail.com with ESMTP id 11sm341304wrl.2006.09.16.04.41.32; Sat, 16 Sep 2006 04:41:32 -0700 (PDT) From: "Steve Brooks" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Flight test Date: Sat, 16 Sep 2006 07:42:11 -0400 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0067_01C6D963.9E928530" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1807 In-Reply-To: Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0067_01C6D963.9E928530 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Al, Great news on the flight. I don't recall what you prop arrangement is, but the RPM's that you have listed sound pretty low. Even with a variable pitch prop, I'd think that you'd want 2250-2300 at the prop, in cruise. I can definitely relate to the high oil temperatures. I fought with mine for quite a while before I finally added additional inlet area. In my case I was using the main NACA scoop for everything. Ended up installing 2 armpit scoops @ 25 SQ IN each. One for the oil cooler, and the other for the intercooler and engine inlet air. I just wonder if higher RPMs wouldn't improve cooling by increased flow. Steve Brooks Cozy MKIV N75CZ Turbo 13B -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Al Gietzen Sent: Friday, September 15, 2006 2:09 PM To: Rotary motors in aircraft 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 ˝ 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. 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 ˝ 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_0067_01C6D963.9E928530 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al,
Great=20 news on the flight.
 
I=20 don't recall what you prop arrangement is, but the RPM's that you have = listed=20 sound pretty low.  Even with a variable pitch prop, I'd think that = you'd=20 want 2250-2300 at the prop, in cruise. 
 
I can=20 definitely relate to the high oil temperatures.  I fought with mine = for=20 quite a while before I finally added additional inlet area.  In my = case I=20 was using the main NACA scoop for everything.  Ended up installing = 2 armpit=20 scoops @ 25 SQ IN each.  One for the oil cooler, and the other for = the=20 intercooler and engine inlet air.
 
I just=20 wonder if higher RPMs wouldn't improve cooling by increased=20 flow.
 
Steve=20 Brooks
Cozy=20 MKIV N75CZ
Turbo=20 13B
 
 
-----Original Message-----
From: Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net]On Behalf Of Al=20 Gietzen
Sent: Friday, September 15, 2006 2:09 = PM
To:=20 Rotary motors in aircraft
Subject: [FlyRotary] Flight=20 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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