X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mtiwmhc13.worldnet.att.net ([204.127.131.117] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1099206 for flyrotary@lancaironline.net; Wed, 10 May 2006 12:36:11 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.131.117; envelope-from=keltro@att.net Received: from mwebmail24.att.net ([204.127.135.63]) by worldnet.att.net (mtiwmhc13) with SMTP id <200605101635171130073sjge>; Wed, 10 May 2006 16:35:27 +0000 Received: from [63.157.94.94] by mwebmail24.att.net; Wed, 10 May 2006 16:35:16 +0000 From: keltro@att.net (Kelly Troyer) To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Airworthiness Date: Wed, 10 May 2006 16:35:16 +0000 Message-Id: <051020061635.23129.44621643000CA64100005A592160376223019D9B040A05@att.net> X-Mailer: AT&T Message Center Version 1 (Feb 28 2006) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_23129_1147278916_0" --NextPart_Webmail_9m3u9jl4l_23129_1147278916_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit Al, Great news !! A major hurdle overcome........Now to the early teething problems !! -- Kelly Troyer Dyke Delta/13B/RD1C/EC2 -------------- Original message from "Al Gietzen" : -------------- Good News: Velocity N755V received FAA airworthiness certification yesterday. Also survived an intensive 4-hr inspection by a factory authorized insurance inspector with a small list of minor items to attend to. Not So Good News: Main issue now seems to be cooling during ground operations, particularly oil cooling, and the secondary temporary issue of mixture reprogramming (again, after software update). With the wing root cooler in a pusher configuration there is almost no oil cooling when standing still. So running at significant power to adjust mixture allows little time to do anything before reaching temp limits. Then, with cowl on, it takes hours for it to cool down. My expectation was for enough natural convection cooling on the ground to handle low power taxi operations. Earlier static running suggested that there would be sufficient time, but I’m finding that; a) taxi maneuvering with brake steering takes more power than anticipated, and b) the 3” thick, 16 fins/in. oil cooler core has almost no natural-convection cooling. Have no good ideas at the moment how to improve this situation. Haven’t gotten to high speed taxi yet to see if temps stabilize. Tracy; can you tell me the basics of your water spray system? The in-cowl coolant rad gets reasonable air flow because of negative pressure generated by the prop aft of the cowl. More later, Al --NextPart_Webmail_9m3u9jl4l_23129_1147278916_0 Content-Type: text/html Content-Transfer-Encoding: 8bit

Al,

Great news !! A major hurdle overcome........Now to the early teething problems !!

--
Kelly Troyer
Dyke Delta/13B/RD1C/EC2

-------------- Original message from "Al Gietzen" <ALVentures@cox.net>: --------------

Good News: Velocity N755V received FAA airworthiness certification yesterday. Also survived an intensive 4-hr inspection by a factory authorized insurance inspector with a small list of minor items to attend to.

Not So Good News: Main issue now seems to be cooling during ground operations, particularly oil cooling, and the secondary temporary issue of mixture reprogramming (again, after software update). With the wing root cooler in a pusher configuration there is almost no oil cooling when standing still. So running at significant power to adjust mixture allows little time to do anything before reaching temp limits. Then, with cowl on, it takes hours for it to cool down.

My expectation was for enough natural convection cooling on the ground to handle low power taxi operations. Earlier static running suggested that there would be sufficient time, but I’m finding that; a) taxi maneuvering with brake steering takes more power than anticipated, and b) the 3” thick, 16 fins/in. oil cooler core has almost no natural-convection cooling. Have no good ideas at the moment how to improve this situation. Haven’t gotten to high speed taxi yet to see if temps stabilize.

Tracy; can you tell me the basics of your water spray system?

The in-cowl coolant rad gets reasonable air flow because of negative pressure generated by the prop aft of the cowl.

More later,

Al

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