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