X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bk0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.6) with ESMTPS id 5622754 for flyrotary@lancaironline.net; Sat, 23 Jun 2012 18:19:46 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com Received: by bkcjc3 with SMTP id jc3so2148872bkc.25 for ; Sat, 23 Jun 2012 15:19:08 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=4Iv2s52WL1CW4T3qTzRBLVuiFKhxGq9/TfSqCaoKuxA=; b=hw+EzPlZZJSJUbf1spqrQZk0Wrg33HmGfCmeicscOVYFSJvo5nvqSQ+Im9tLXMBMAn qfNOSOJpg0B7myELRnEnfYvmjFIPqcv2dMq/au3bOrxpghFzkwURluGXLxLMZn48Fdbi 5KUC/bDDA6FZLzPja7U+k8/3c4r7WUBRY4sKFMS+h6ACQAtHPGuObhPUT5q4V4m0h74t kT+glWVFzIXroQDQPxfgV9DsznZzDTyTT2l4vg+2PDldwmFGt/Js48u6h/hkLQgCNtqN W/v5ZM6WfeV8P/R0bMUychXji6KTH2z51QdPiHPJ7fTRX9ChTe2KQLaxYkQ4D9/+GYtP sqLw== MIME-Version: 1.0 Received: by 10.204.156.150 with SMTP id x22mr2310821bkw.55.1340489948477; Sat, 23 Jun 2012 15:19:08 -0700 (PDT) Received: by 10.204.97.194 with HTTP; Sat, 23 Jun 2012 15:19:08 -0700 (PDT) In-Reply-To: References: Date: Sat, 23 Jun 2012 17:19:08 -0500 Message-ID: Subject: Re: [FlyRotary] Second Flight - airplane still currently usable. From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0015175924e2343b5b04c32b23c5 --0015175924e2343b5b04c32b23c5 Content-Type: text/plain; charset=ISO-8859-1 Great report Chris! Sounds like you're pretty much in the sweet spot on your cooling. Wishing you many more successful rotary flights! Mark On Sat, Jun 23, 2012 at 4:14 PM, Chris Barber wrote: > 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 > > Sent from my iPhone 4 > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --0015175924e2343b5b04c32b23c5 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Great report Chris! =A0Sounds like you're pretty much in the sweet spot= on your cooling. =A0Wishing you many more successful rotary flights!
<= br>
Mark

On Sat, Jun 23, 2012 a= t 4:14 PM, Chris Barber <cbarber@texasattorney.net> = wrote:
As loyal viewers may recall in my first flig= ht 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 meas= ured coming out of the engine, I assumed the oil would be measured coming o= ut too. Wrong.

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

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

I finally made to the hangar about 1:30pm. Yep. Hot ad hell. Called the tow= er 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 char= acteristics.

I did a slow preflight. Cranked up the engine which cooperated nicely. Taxi= ed 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 tak= e off and to track the C-130. I applied power, lined up and added more powe= r. 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 de= veloping. When I hit 70 kts I pulled back and started flying. Wow. It was m= uch 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 downwi= nd. I was around 1500 on downwind. Well, kinda. My altitude was all over th= e 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 go= nna be flying in the heat.

I then started flying around in circles. Checking engine parameters a lot w= hile flying the airplane. Good news. Neither the oil or water ever broke 20= 3 that I saw. That was only on climb. I seconded from 1700, this time on pu= rpose and noted the decreasing trend of both oil and coolant temps. Pressur= es were in the middle of the green bands. EGT's were green too. The eng= ine sounded strong and steady.

I turned right, I turned left and low and behold, the dang thing turned alm= ost like it was designed to do so brought back power and it actually kept f= lying.

Okay, the Dynon is telling me I have been FLYING working on 20 minutes. Tim= e to land. Called tower and cleared to land but watch the jet wash of the N= ASA T-38 taking off and the C-130 doing touch and goes with the option. Dam= n, busy airport. I lined up MUCH better with the runway this time. Nice sha= llow 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 b= ut 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. N= ice.

Taxied back. Temps played nicely. Shut down engine and no gushing or hissin= g 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 hel= p remember more stuff such as map relating to RPM etc.

Chris Barber
Velocity N17010
Turbo rotary 13b
Houston

Sent from my iPhone 4
--
Homepage: =A0http:/= /www.flyrotary.com/
Archive and UnSub: =A0 http://mail.lancaironline.net:81/lists= /flyrotary/List.html

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