Return-Path: Received: from ms-smtp-03.southeast.rr.com ([24.93.67.84] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2583655 for flyrotary@lancaironline.net; Wed, 17 Sep 2003 22:22:03 -0400 Received: from o7y6b5 (clt78-020.carolina.rr.com [24.93.78.20]) by ms-smtp-03.southeast.rr.com (8.12.5/8.12.2) with SMTP id h8I2Jn4S021676 for ; Wed, 17 Sep 2003 22:19:50 -0400 (EDT) Message-ID: <00fd01c37d8b$5dc31ce0$1702a8c0@WorkGroup> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Rusty - You think you have it BAD! Date: Wed, 17 Sep 2003 22:20:01 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00FA_01C37D69.D65468C0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 This is a multi-part message in MIME format. ------=_NextPart_000_00FA_01C37D69.D65468C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable MessageHi Rusty, You clearly don't need any more advice/suggestions {:>). But (yep! = some more of the same), I feel you truly should consider the project a = "long term" evolutionary project. Yes, I know we all want to blast off = at 5000 fpm rate of climb and hit 250 mph on 6 gph on the first flight, = but it generally takes a little fine tuning to get there {:>).=20 There was one year (after I flew off my 40 hours) that I got 2 1/2 = hours of flight time. It was one major thing after another until if I = had any good sense I would have tossed in the towel (fortunately I don't = ). Tracy will tell you a similar story (perhaps not as extreme). The cooling system is now on its 6th rendition ( if you count my = experimenting with reducing my radiator inlet area. My second set of = radiator cores, my second oil cooler. I am on my second PSRU as well = as 13B block. As someone mentioned, I am working on my 4th or 5th = intake system (tough to keep track sometimes). My EFI system is the = second one on the aircraft. Its the third ignition CPU. I've taken = apart my engine several times (fortunately not the current one). Lets = see oh, yes. The only major items FWF that are left on the aircraft that were there = for its first flight are The motor mount The exhaust headers The Propeller and Spinner The ignition components (well the wires have been changed and the spark = plugs {:>)) The fuel system (and its had blast tubes added for cooling) EVERY thing else has been changed at Least once. On the other hand, I must tell you (if not already apparent) I LIKE = tinkering with my set up - one of the reason I went this route. Heck, = with a Lycoming I would be bored to tears and broke {:>). While I believe my situation somewhat extreme and have a certification = to that affect from Real World Solutions entitled the "Lightening = Strikes Six Times (or More)" award for discovering the most unlikely = failure modes in a rotary powered aircraft (and I might add, surviving = them), I have found that you need to change one thing at a time. = Otherwise, it gets real hard to tell what the effect of any change is.=20 My aircraft weighed approx 140 lbs heavier than the "standard" RV-6A at = its initial weigh-in, so I understand your feeling about the weight. = Also my CG is at the forward limit which adds that damn trim drag (I = have a faster top speed loaded to the gills than when near minimum = weight). Even with my weight reduction effort, it weights (empty) over = 200 lbs more than Tracy's RV4. But, I am still working on bringing the = weight down. I think trying to solve all problems at once can get your enthusasim = down with perhaps no apparent results in any area. Take it one problem = at a time, isolate it, think about it (I know you do) and take a course = of action. Anything that might make you pucker from time to time would = be the first thing on my list to fix {:>). If you really have your = heart set on something (like the turbo), don't abandon anything just = because it may have teething problems - at least not until you have = spent at least six months trying to get the bugs out. I mean I've been = flying 4 years and I'm still changing (hopefully improving) things.=20 Now either this tale puts your situation in a clearer perspective or = you need to go buy a Lycoming {:>) (Kidding of course) Best Regards Ed Anderson : ------=_NextPart_000_00FA_01C37D69.D65468C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Hi Rusty,
 
    You clearly don't = need any more=20 advice/suggestions {:>).  But (yep! some more of the same), I = feel you=20 truly should consider the project a "long term" evolutionary = project.  Yes,=20 I know we all want to blast off at 5000 fpm rate of climb and hit 250 = mph on 6=20 gph on the first flight, but it generally takes a little fine tuning to = get=20 there {:>). 
 
 There was one year (after I flew = off my 40=20 hours) that I got 2 1/2 hours of flight time. It was one major thing = after=20 another until if I had any good sense I would have tossed in the towel=20 (fortunately I don't ).  Tracy will tell you a similar story = (perhaps not=20 as extreme).
 
The cooling system is now on its 6th = rendition ( if=20 you count my experimenting with reducing my radiator inlet area. My = second=20 set of radiator cores, my second oil cooler.   I am on my = second PSRU=20 as well as 13B block.  As someone mentioned, I am working on my 4th = or 5th=20 intake system (tough to keep track sometimes).  My EFI  system = is the=20 second one on the aircraft. Its the third ignition CPU.  =  I've=20 taken apart my engine several times (fortunately not the current = one). =20 Lets see oh, yes.
 
The only major items FWF that are left = on the=20 aircraft that were there for its first flight are
 
The motor mount
The exhaust headers
The Propeller and Spinner
The ignition components (well the wires = have been=20 changed and the spark plugs {:>))
The fuel system (and its had blast = tubes added for=20 cooling)
 
EVERY thing else has been changed at = Least=20 once.
 
On the other hand, I must tell you (if = not already=20 apparent) I LIKE tinkering with my set up - one of the reason I went = this=20 route.  Heck, with a Lycoming I would be bored to tears and broke=20 {:>).
 
  While I believe my situation = somewhat=20 extreme and have a certification to that affect from Real World = Solutions=20 entitled the "Lightening  Strikes Six Times (or More)" award for=20 discovering the most unlikely failure modes in a rotary powered aircraft = (and I=20 might add, surviving them), I have found that you need to change one = thing at a=20 time.  Otherwise, it gets real hard to tell what the effect of any = change=20 is.
 
My aircraft weighed approx 140 lbs = heavier than the=20 "standard" RV-6A at its initial weigh-in, so I understand your feeling = about the=20 weight.  Also my CG is at the forward limit which adds that damn = trim drag=20 (I have a faster top speed loaded to the gills than when near minimum=20 weight).  Even with my weight reduction effort,  it = weights=20 (empty) over 200 lbs more than Tracy's RV4.  But, I am still = working on=20 bringing the weight down.
 
I think trying to solve all problems at = once can=20 get your enthusasim down with perhaps no apparent results in any = area. =20 Take it one problem at a time, isolate it, think about it (I know you = do) and=20 take a course of action.  Anything that might make you pucker from = time to=20 time would be the first thing on my list to fix {:>).  If you = really=20 have your heart set on something (like the turbo), don't abandon = anything just=20 because it may have teething problems - at least not until you have = spent at=20 least six months trying to get the bugs out.  I mean I've been = flying=20 4 years and I'm still changing (hopefully improving)=20  things. 
 
Now either  this tale puts=20 your situation in a clearer perspective or you need to go buy a = Lycoming=20 {:>) (Kidding of course)
 
Best Regards
 
Ed Anderson
 
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