X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-pz0-f52.google.com ([209.85.210.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.6) with ESMTPS id 5622870 for flyrotary@lancaironline.net; Sat, 23 Jun 2012 21:57:42 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.210.52; envelope-from=wdleonard@gmail.com Received: by dano14 with SMTP id o14so3781095dan.25 for ; Sat, 23 Jun 2012 18:57:05 -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=y6zN3wcXNxS24ZPAjoYRG2bBvLTOKCceJyE9f2eZjk0=; b=c9YPqX09gdDjWTS8rE13X72B+LhvmF2ktK/Tc8Yr8QCNkWZAWxEcu435/pMjj5mPCW HoQ5dB9plaEztR2f9f3ITZNDJj2elWWen1gMgWZxXwFOhcBoW9syOOmmxFVk5ej5tyOf Tp3NoLN0CulWLjVF2ySgJNXXrYaTdv1p6SPSKJrjRlA2kMnuLrQCTppUFNg0/VggdavM dTsWkIeY13kj5+dBlzyIxP2FKgnX9IWvetfwx0bFb39SKW3hEqe8cwGJ/JrjyyRE6FDl ZCIt6ZAGkBwSYM37PIWKfOr8SXQlUI20f9dvYpFdikuH8kkK2NRqonC18ikQXhwMUaX+ rUeA== MIME-Version: 1.0 Received: by 10.68.234.10 with SMTP id ua10mr25152686pbc.119.1340503025143; Sat, 23 Jun 2012 18:57:05 -0700 (PDT) Received: by 10.68.21.163 with HTTP; Sat, 23 Jun 2012 18:57:04 -0700 (PDT) In-Reply-To: References: Date: Sat, 23 Jun 2012 18:57:04 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Second Flight - airplane still currently usable. From: David Leonard To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=047d7b33cab4a24ff404c32e2eb6 --047d7b33cab4a24ff404c32e2eb6 Content-Type: text/plain; charset=ISO-8859-1 Niiiiiice! I love that feeling. -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sat, Jun 23, 2012 at 5:42 PM, Kelly Troyer wrote: > Oh Envy Envy !!....................Great report Chris.............Keep > them coming and send photos when you come down from your high > !!...................<:) > > Kelly Troyer (OKE City) > > > 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 >> > > > > -- > Kelly Troyer > Dyke Delta_"Eventually" > 13B_RD1C_EC2_EM2 > --047d7b33cab4a24ff404c32e2eb6 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Niiiiiice! =A0I love that feeling.

--=A0
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net=A0

On Sat, Jun 23, 2012 at 5:42 PM, Kelly Troye= r <keltro@gmail.com> wrote:
Oh Envy Envy !!....................Great report Chris.............Keep them= coming and send photos when you come down from your high !!...............= ....<:)

Kelly Troyer (OKE City)


On Sat, Jun 23, 2012 at 4:14 PM, Chris Barber <cbarber@texasattorn= ey.net> wrote:
As loyal viewers may recall in my first flight two weeks ago my oil temps w= ere higher than desired. So, after using the fine guys and gals here as a r= esource and some fact checking I determined I was measuring the oil temps a= t 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 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



--
= Kelly Troyer
Dyke Delta_&= quot;Eventually"
13B_RD1C_EC2_EM2



--047d7b33cab4a24ff404c32e2eb6--