X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from web81002.mail.mud.yahoo.com ([68.142.199.82] verified) by logan.com (CommuniGate Pro SMTP 5.1.3) with SMTP id 1616956 for flyrotary@lancaironline.net; Tue, 28 Nov 2006 13:16:13 -0500 Received-SPF: none receiver=logan.com; client-ip=68.142.199.82; envelope-from=deltaflyer@prodigy.net Received: (qmail 95309 invoked by uid 60001); 28 Nov 2006 18:15:51 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=prodigy.net; h=Message-ID:Received:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type:Content-Transfer-Encoding; b=Oy7bV9vzoOWlYVNA6WwnxP7U5CCdylk22dyrDJpmFmjYWkfuwh5dDsWfFSleu/DwtiQ73SWjgQz/Xpl+sib6Psj9fgi/qnAAaY2qew69ojUUgd3QJNo1FGjnTKvu2CLzO/atjOPu3LD7Qd5t9HryN+l8yh4YQMxS5OW1LVV7fBo= ; Message-ID: <20061128181551.95307.qmail@web81002.mail.mud.yahoo.com> Received: from [199.231.49.128] by web81002.mail.mud.yahoo.com via HTTP; Tue, 28 Nov 2006 10:15:51 PST Date: Tue, 28 Nov 2006 10:15:51 -0800 (PST) From: James Maher Subject: Re: [FlyRotary] Re: N11XD - Post 1st flight inspection and second flight To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-187200266-1164737751=:89908" Content-Transfer-Encoding: 8bit --0-187200266-1164737751=:89908 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: 8bit Buly, I'm seeing about 5680 RPM at liftoff and climbout with the IVO Magnum 72"dia set to about 80" of pitch. That is at 110-120MPH. Are you also using the IVO? What numbers are your seeing? What is your configuration? Thanks, Jim Bulent Aliev wrote: Jim, thanks for the report. Aluminum as a heat shield is not a good idea.My first straight exhaust cracked all over in the second hour of running. If I did not have a stainless heat shield, its likely I could have burned something or worse? I always use 0.016 gauge stainless for the heat shields. Try running your engine at night at full throttle with the cowling off. You'll be surprised :) What RPM are you running on TO? Bulent "Buly" Aliev FXE Ft lauderdale, FL http://tinyurl.com/dcy36 On Nov 26, 2006, at 5:32 PM, James Maher wrote: > 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) > -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ --0-187200266-1164737751=:89908 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: 8bit
Buly,
I'm seeing about 5680 RPM at liftoff and climbout with the IVO Magnum 72"dia set to about 80" of pitch.
That is at 110-120MPH.
Are you also using the IVO?
What numbers are your seeing?
What is your configuration?
Thanks,
Jim

Bulent Aliev <atlasyts@bellsouth.net> wrote:
Jim, thanks for the report. Aluminum as a heat shield is not a good
idea.My first straight exhaust cracked all over in the second hour of
running.
If I did not have a stainless heat shield, its likely I could have
burned something or worse? I always use 0.016 gauge stainless for the
heat shields.
Try running your engine at night at full throttle with the cowling
off. You'll be surprised :)
What RPM are you running on TO?

Bulent "Buly" Aliev
FXE Ft lauderdale, FL
http://tinyurl.com/dcy36

On Nov 26, 2006, at 5:32 PM, James Maher wrote:

> 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)
>


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