Ed,
On takeoff, the turbo engine was
producing 38 inches of manifold pressure and I still had 1/3 of my throttle
left. Because I have an
aggressively pitched prop (68x 84), I think there was a little blade stall
until I got more speed. I climbed
out at 120 mph and over 1,000 fpm.
I did not feel any “P” effect, but I may have been too excited to
notice. The controls are well
balanced and the plane will stay wherever you point it, hands off. My only problem so far is that the
right wing stalls first and causes a sharp wing drop. The published fix is to make the outer
leading edge more rounded on the right wing. After some re-shaping, the stall was
much improved on the second flight, but I still need to do a little more work
on the right wing to get it to stall at the same time as the left
wing.
The nose is longer than usual. I moved
the seats back some and added additional baggage space behind the seats, which
called for more weight on the nose.
Based on my original W&B estimates, that is where the engine should
have been placed. It gave me
enough room to place the radiator and oil cooler between the engine and
firewall. As it turned out,
the plane was slightly nose heavy with the battery on the firewall, so I
repositioned the battery in the tail.
Now the W&B is perfect. As a bonus, the battery is out of
the engine compartment where it would have gotten a lot of heat and there is
more room on the firewall for cooling air to exit. So far, I have been able to idle on
the ground for over 25 minutes without any overheating. My cowl flap can be opened wide or
closed to adjust for temperature needs.
Even on climb out, the engine barely got up to operating temp (180
degrees) with the cowl flap half open.
Yesterday, on the second flight, I closed the cowl flap completely and
ran the engine up to about 32 inches of manifold pressure and got 190 on water
temp after about five minutes.
Speed was only 170 mph (4800 rpm) at 3,500 feet and OAT was 55 degrees
F. When it gets hot during the
summer months, cooling may be marginal at high power settings. With the turbo, I should be able to
fly at higher altitudes where it is cooler and I can go faster. Time will tell. Right now, I am happy just to be
flying instead of building.
Bob
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Ed Anderson
Sent: Monday, March 30, 2009 9:32
AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Video of First
Flight - Mustang II w/ 13B Rotary Engine
Great looking flight,
Bob!!
Looks like you took
off less than WOT during initial roll and then applied more power near/after
lift off based on the sound track I heard. I presume appreciable “P”
effect? Let us know what the numbers look like on your next flights –
temps as well as performance.
Great to see a
project get airborne, congratulations again!!
Best
Regards
Ed
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Rogers, Bob
J.
Sent:
Monday, March 30, 2009 10:13 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Video of First
Flight - Mustang II w/ 13B Rotary Engine
If you are interested, there is a
video of my first flight at this link. http://www.eaa1246.org/videodisplay.asp?id=36
I have a lot of good friends who
helped me make the event a success. They took pictures and video and
were there to support me.
I did my second flight yesterday
and all went well. The landing was much
better.
Bob
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