As loyal viewers may recall in my first flight two weeks ago my oil temps were higher than desired. So, after using the fine guys and gals here as a resource and some fact checking I determined I was measuring the oil temps at the wrong location. Since coolant was measured coming out of the engine, I assumed the oil would be measured coming out too. Wrong.

So, over the last two weeks I moved one of my oil temp sensors location after the coolers just before it goes into the engine.

Ideally, I would have made it to the airport really early while still somewhat cool but my hostess and I lingered a bit this am. Then I had to drive home to check on mom who is fighting cancer.

I finally made to the hangar about 1:30pm. Yep. Hot ad hell. Called the tower on the phone to let them know intent. Same as last time. Desire to climb to about 1700 and fly around the field testing base flight and engine characteristics.

I did a slow preflight. Cranked up the engine which cooperated nicely. Taxied from my hangar and called tower on the radio. Was cleared to Echo on 35L. Proceeded to echo. Ran-up. Temps were sweet at about 160 coolant and 140 oil. Tower informed me a C-130 was on final and asked how long I needed on the runway. I told him I could roll and go. I was cleared for immediate take off and to track the C-130. I applied power, lined up and added more power. Leaned the mixture slightly and power came in. I had coursed the prop a bit as to not again reach 3100 rpm. Airspeed was slower to build but was developing. When I hit 70 kts I pulled back and started flying. Wow. It was much more sluggish today but I was climbing while maintaining around 90 kts. I flattened the prop a bit and climbed a bit better. The prop was turning about 2800 rpm now. Turned to crosswind and kept climbing. Turned to downwind. I was around 1500 on downwind. Well, kinda. My altitude was all over the place between 1400 and 1700. Really bumpy today...not too surprising with ramp OAT showing 109. Hey, in Houston, ya gotta test in the heat cuz ya gonna be flying in the heat.

I then started flying around in circles. Checking engine parameters a lot while flying the airplane. Good news. Neither the oil or water ever broke 203 that I saw. That was only on climb. I seconded from 1700, this time on purpose and noted the decreasing trend of both oil and coolant temps. Pressures were in the middle of the green bands. EGT's were green too. The engine sounded strong and steady.

I turned right, I turned left and low and behold, the dang thing turned almost like it was designed to do so brought back power and it actually kept flying.

Okay, the Dynon is telling me I have been FLYING working on 20 minutes. Time to land. Called tower and cleared to land but watch the jet wash of the NASA T-38 taking off and the C-130 doing touch and goes with the option. Damn, busy airport. I lined up MUCH better with the runway this time. Nice shallow approach just like the folks at the factory showed me in Florida back in April. A bit fast as I test some throttle response. 120 on final slowed to 90 at the numbers. Pulling power to a bit above 80 and settling nicely but a little fast. Pulled nose up SLIGHTLY. Whoa, floated up. Engine to idle and settled to the runway only a little hard, but pretty smooth. No bounce. Rolled out. Exited Delta. Checked temps. Damn. Oil at 165, coolant 175. Nice.

Taxied back. Temps played nicely. Shut down engine and no gushing or hissing sounds. Big smile on pilots face

The engine even started back up a few minutes later ;-)

Not a bad flight, if I do say so myself. Now to finish my test cards to help remember more stuff such as map relating to RPM etc.

Chris Barber
Velocity N17010
Turbo rotary 13b
Houston

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