X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from bay0-omc3-s34.bay0.hotmail.com ([65.54.246.234] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1405902 for flyrotary@lancaironline.net; Sat, 16 Sep 2006 10:35:50 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.246.234; envelope-from=lors01@msn.com Received: from hotmail.com ([65.54.250.83]) by bay0-omc3-s34.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.1830); Sat, 16 Sep 2006 07:01:07 -0700 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sat, 16 Sep 2006 07:01:07 -0700 Message-ID: Received: from 4.171.129.205 by BAY115-DAV11.phx.gbl with DAV; Sat, 16 Sep 2006 14:01:04 +0000 X-Originating-IP: [4.171.129.205] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Flight test Date: Sat, 16 Sep 2006 10:00:59 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0026_01C6D977.02D61D00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.20.0029.3000 Seal-Send-Time: Sat, 16 Sep 2006 10:00:59 -0400 X-OriginalArrivalTime: 16 Sep 2006 14:01:07.0590 (UTC) FILETIME=[8E83DA60:01C6D998] Return-Path: lors01@msn.com This is a multi-part message in MIME format. ------=_NextPart_000_0026_01C6D977.02D61D00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Glad to see your plane get some air under the tires Al. It is not uncommon for the True Airspeed function to need some = calibration. The equipment required to do that in production (on the = ground) is quite expensive and way beyond the RWS budget. Main = parameter to tweak is the Scale Factor. Before doing that, make sure = the sensor offset is adjusted to 1 less than the sensor output at zero = airspeed (with the EM2 warmed up and stabilized). Also make sure your = OAT sensor is getting the actual air temp. If it is not, this throws = off the TAS calculation since that is a significant factor in the = equation. Tracy ----- 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_0026_01C6D977.02D61D00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Glad to see your plane get some air under the tires Al.
 
It is not uncommon for the True Airspeed function to need some=20 calibration.  The equipment required to do that in production (on = the=20 ground) is quite expensive and way beyond the RWS budget.   = Main=20 parameter to tweak is the Scale Factor.  Before doing that, make = sure the=20 sensor offset is adjusted to 1 less than the sensor output at zero=20 airspeed  (with the EM2 warmed up and stabilized).  Also = make=20 sure your OAT sensor is getting the actual air temp.  If it is not, = this=20 throws off the TAS calculation since that is a significant factor in the = equation.
 
Tracy
 
 
----- Original Message -----
From: Al Gietzen
To: Rotary motors in = aircraft
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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