X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao03.cox.net ([68.230.241.36] verified) by logan.com (CommuniGate Pro SMTP 5.1.1) with ESMTP id 1514976 for flyrotary@lancaironline.net; Mon, 30 Oct 2006 14:37:54 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.36; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao03.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20061030193729.XXXE2704.fed1rmmtao03.cox.net@fed1rmimpo02.cox.net> for ; Mon, 30 Oct 2006 14:37:29 -0500 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id gjdZ1V00b1xAn3c0000000 Mon, 30 Oct 2006 14:37:33 -0500 From: "Al Gietzen" To: "Rotary motors in aircraft" Subject: FW: Velocity 20B update Date: Mon, 30 Oct 2006 11:37:30 -0800 Message-ID: <000001c6fc5a$d6878660$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C6FC17.C8644660" 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_01C6FC17.C8644660 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Just to let you know that flight testing is continuing, and we've just passed 15 hours of flight time. Overall, the plane and engine are doing fine. Things are trimmed out now for straight and true handling. The remaining issue is too much canard lift, even after reducing incidence = by a bit over 1 degree. It limits high speed end (run out of elevator to keep = it from climbing), and requires pretty hot landing (over the fence at 90 = KIAS). The consensus of the experts is to shorten the canard (cut about 4" = sections out of both sides). Ouch!!=20 =20 I am very pleased with the operation of the 3-rotor rotary engine - in = spite of few glitches still with the ECU, apparently some sort of electrical = noise issue. It starts easily hot or cold, runs smooth, plenty of power, and = easy one-lever operation. Haven't established top end yet, but did get up to about 205 KTAS (175 KIAS at DA of close to 10,000 ft), and there was = still some to go. After gear up on takeoff the VSI strip pegs out at 1000 fpm with close to 2100 # total weight. If you want fast descent; gear down, power off (no worries about shock cooling), and push both rudders out. = Nice high controlled sink rate. =20 No good data yet on fuel burn. I think it was calibrated fairly close, = and read about 13 gph at about 160 indicated, but then the EM2 suddenly = started reading about half that number, and I haven't figured that out yet. = Lots of work and testing left to do. =20 Al =20 =20 =20 =20 ------=_NextPart_000_0001_01C6FC17.C8644660 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Just to let you know that flight testing is = continuing, and we’ve just passed 15 hours of flight time.  Overall, the = plane and engine are doing fine.  Things are trimmed out now for straight = and true handling. The remaining issue is too much canard lift, even after reducing incidence by a bit over 1 = degree. It limits high speed end (run = out of elevator to keep it from climbing), and requires pretty hot landing (over the = fence at 90 KIAS). The consensus of the experts is to shorten the canard (cut about = 4” sections out of both sides).  Ouch!! 

 

I am very pleased with the operation of the = 3–rotor rotary engine – in spite of few glitches still with the ECU, apparently some sort of electrical noise = issue.  It starts easily hot or cold, runs smooth, plenty of power, and easy = one-lever operation. Haven’t established top end yet, but did get up to = about 205 KTAS (175 KIAS at DA of close to 10,000 ft), and there was still some to go.  After gear up on takeoff = the VSI strip pegs out at 1000 fpm with close to 2100 # total weight. If you = want fast descent; gear down, power off (no worries about shock cooling), and = push both rudders out. Nice high controlled sink rate.

 

No good data = yet on fuel burn.  I think it was calibrated fairly close, and read about = 13 gph at about 160 indicated, but then the EM2 suddenly started reading about = half that number, and I haven’t figured that out = yet.  Lots of work and testing = left to do.

 

Al

 

 

 

 

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