X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-03.southeast.rr.com ([24.25.9.102] verified) by logan.com (CommuniGate Pro SMTP 5.1.2) with ESMTP id 1605282 for flyrotary@lancaironline.net; Sun, 26 Nov 2006 18:11:14 -0500 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-098-162.carolina.res.rr.com [24.74.98.162]) by ms-smtp-03.southeast.rr.com (8.13.6/8.13.6) with SMTP id kAQN9PgE002792 for ; Sun, 26 Nov 2006 18:10:53 -0500 (EST) Message-ID: <002301c711b0$129c54e0$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" Subject: Fw: [FlyRotary] N11XD - Post 1st flight inspection and second flight Date: Sun, 26 Nov 2006 18:02:59 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0012_01C71185.1BCFE340" 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_0012_01C71185.1BCFE340 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable =20 Thin 0.016 Stainless steel sheet is what I use - it can contact the = exhaust and still survive. Not much harder to work with than aluminum. = Glad to hear that only the heat shield got melted - could ruin your day = for certain {:>). Keep up the good work, Jim. Only 38 more hours to go {:>) Ed ----- Original Message -----=20 From: James Maher=20 To: Rotary motors in aircraft=20 Sent: Sunday, November 26, 2006 5:32 PM Subject: [FlyRotary] N11XD - Post 1st flight inspection and second = flight Yesterday I finally got around to the post 1st flight inspection on my = Delta. Checked all the controls, skins, airframe stuff and then removed the = top cowl. Everything looked great until I got to the muffler. The muffler was fine but the heat shield between it and the intake = manifold was MELTED! About a 4" x 4" hole directly above the center of the muffler with = gobs of aluminum slag in the bottom of the cowl. I believe that the heat shield got hot enough to droop and then = contacted the muffler surface and was history after that. It's a good thing that the plenum (also aluminum) did not melt and get = sucked into the intake. That would have ruined my day. I fabricated another piece of alum and wrapped it up around the plenum = this time to prevent it from contacting the muffler. This is a temporary solution at best. I have an idea for a more permanent one but did not have the material = on hand at the time. With temporary fix completed I proceeded to fly the second test = flight. The OAT was 60F, 10F degrees higher than the first flight and the = engine acted accordingly. The coolant was up to 212F and stable by the end of the runup. Luckily the oil was only about 170F so I proceeded to takeoff. Climbing out at 110-120MPH the coolant temp was 212F with the oil = coming up. After level off at 3000 feet the coolant eventually came back down to = a more comfortable 190F with the oil about the same. My eyes were almost glued to the EGT though, because I was concerned = about another meltdown. The highest EGT that I noticed was about 1580F. I kept the mixture a little richer than last time hoping to keep the = temps down. After circling the airport for over a half hour I decided I better = land, as the I was loosing the sun again. I turned base and final too short, so I was high and fast (flying the = pattern at 120MPH takes a little getting used to), But I did have 9000 feet of runway below me so I managed to get it = down but not in the first 3000 feet like last time. It was more like the second 3000 feet. Any other airport it would have called for a go around. But it wasn't a bad landing and I didn't break anything. Didn't have time or light to look under the cowl after this flight as = it was already well after 4:00PM ( I hate standard time). Can't wait to get the airplane back to it's home airport. An hour and a half is just too far to drive. Jim Maher Dyke Delta N11XD 13b (2.1 hours flown) ------=_NextPart_000_0012_01C71185.1BCFE340 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 

Thin 0.016 Stainless steel sheet is what I use - = it can=20 contact the exhaust and still survive.  Not much harder to work = with than=20 aluminum.  Glad to hear that only the heat shield got melted - = could ruin=20 your day for certain {:>).
 
Keep up the good work, Jim.  Only 38 more = hours to go=20 {:>)
 
Ed
----- Original Message -----
From:=20 James=20 Maher
Sent: Sunday, November 26, 2006 = 5:32=20 PM
Subject: [FlyRotary] N11XD - = Post 1st=20 flight inspection and second flight

Yesterday I finally got around to the post 1st flight inspection = on my=20 Delta.
Checked all the controls, skins, airframe stuff and then removed = the top=20 cowl.
Everything looked great until I got to the muffler.
The muffler was fine but the heat shield between it and the = intake=20 manifold was MELTED!
About a 4" x 4" hole directly above the center of the muffler = with gobs=20 of aluminum slag in the bottom of the cowl.
I believe that the heat shield got hot enough to droop and then = contacted=20 the muffler surface and was history after that.
It's a good thing that the plenum (also aluminum) did not melt = and get=20 sucked into the intake.
That would have ruined my day.
I fabricated another piece of alum and wrapped it up around the = plenum=20 this time to prevent it from contacting the muffler.
This is a temporary solution at best.
I have an idea for a more permanent one but did not have the = material on=20 hand at the time.
With temporary fix completed I proceeded to fly the second test=20 flight.
The OAT was 60F, 10F degrees higher than the first = flight and the=20 engine acted accordingly.
The coolant was up to 212F and stable by the end of the = runup.
Luckily the oil was only about 170F so I proceeded to = takeoff.
Climbing out at 110-120MPH the coolant temp was 212F with = the oil=20 coming up.
After level off at 3000 feet the coolant eventually came back = down to a=20 more comfortable 190F with the oil about the same.
My eyes were almost glued to the EGT though, because I was = concerned=20 about another meltdown. The highest EGT that I noticed was about = 1580F.
I kept the mixture a little richer than last time hoping to keep = the=20 temps down.
After circling the airport for over a half hour I decided I = better land,=20 as the I was loosing the sun again.
I turned base and final too short, so I was high and fast (flying = the=20 pattern at 120MPH takes a little getting used to),
But I did have 9000 feet of runway below me so I managed to get = it down=20 but not in the first 3000 feet like last time.
It was more like the second 3000 feet.
Any other airport it would have called for a go around.
But it wasn't a bad landing and I didn't break anything.
Didn't have time or light to look under the cowl after this = flight as it=20 was already well after 4:00PM ( I hate standard time).
Can't wait to get the airplane back to it's home airport.
An hour and a half is just too far to drive.
Jim Maher
Dyke Delta N11XD 13b (2.1 hours flown)
 
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