X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail.fdic.gov ([167.176.6.5] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTPS id 3566211 for flyrotary@lancaironline.net; Tue, 31 Mar 2009 17:56:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=167.176.6.5; envelope-from=brogers@fdic.gov X-MimeOLE: Produced By Microsoft Exchange V6.5 Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C9B24B.595493FA" Subject: RE: [FlyRotary] Re: Video of First Flight - Mustang II w/ 13B Rotary Engine Date: Tue, 31 Mar 2009 16:55:04 -0500 Message-ID: <1F44A251F397E444B05E240B8688AB7902600B67@DALEXC100P.PROD.FDIC.GOV> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [FlyRotary] Re: Video of First Flight - Mustang II w/ 13B Rotary Engine Thread-Index: AcmxlWI10SV0ytGYQgGmxAwl87ssawAtB5Ow References: From: "Rogers, Bob J." To: "Rotary motors in aircraft" Return-Path: BRogers@FDIC.gov X-OriginalArrivalTime: 31 Mar 2009 21:55:05.0976 (UTC) FILETIME=[5A0B6F80:01C9B24B] This is a multi-part message in MIME format. ------_=_NextPart_001_01C9B24B.595493FA Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Bill, =20 I came a little faster on my second landing (second flight) and greased it on. I am using the fix published by the Mustang II designer, Bob Bushby, in an early newsletter, which is to make the leading edge of the outer 1/3 of the wing that drops - more round, i.e. not as sharp. This allows the air to flow over the leading edge more easily at higher angles of attack without separating from the wing and lets the wing keep flying longer. After my initial re-work effort, the right wing drop at stall was much less severe on the second flight and the plane more stable leading up to the stall. The right wing still drops first, so I plan to continue rounding the outer leading edge of my right wing per Bob Bushby's method until both wings stall at the same time. =20 The radiator and oil cooler are located between the engine and the firewall, much like the Powersport installation http://powersportaviation.com/rv-6a_n225ps.htm Here is a link to my engine installation before the baffling was installed that forced all air to pass through the radiator and oil cooler before exiting the engine compartment. http://www.eaa1246.org/big_photo.asp?id=3DTurbo%2Ejpg =20 Bob =20 ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Monday, March 30, 2009 7:12 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Video of First Flight - Mustang II w/ 13B Rotary Engine =20 Bob, You are correct about that wing drop. I ran your video several times to see if the wing tip had hit. It was good that you were only a couple of feet off the ground when it did that roll. Be sure and keep the speed up till you are ready to touch down. Do wheel landings with that tail dragger. Plant it on the ground still flying. You say you have modified the wing some already?? =20 4800 rpm with that 84 pitch should work out to about 176 mph with no slippage, so you are right in the ballpark. That means that you would get close to 220 mph at 6K rpm! That is going to be a really fast plane! =20 Where are your radiator and oil cooler located? Do you have any pictures of that install? =20 Bill B=20 =20 ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Rogers, Bob J. Sent: Monday, March 30, 2009 12:08 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Video of First Flight - Mustang II w/ 13B Rotary Engine Ed, =20 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. =20 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. =20 Bob =20 =20 ________________________________ 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 =20 Great looking flight, Bob!! =20 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. =20 Great to see a project get airborne, congratulations again!! =20 Best Regards =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com =20 http://www.dmack.net/mazda/index.html =20 http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW =20 http://www.rotaryaviation.com/Rotorhead%20Truth.htm =20 ________________________________ 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 =20 =20 If you are interested, there is a video of my first flight at this link. http://www.eaa1246.org/videodisplay.asp?id=3D36 =20 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. =20 I did my second flight yesterday and all went well. The landing was much better. =20 =20 Bob =20 __________ Information from ESET NOD32 Antivirus, version of virus signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------_=_NextPart_001_01C9B24B.595493FA Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Bill,

 

I came a little faster on my second landing (second flight) and greased it on.  I am using the fix published by the Mustang II designer, Bob = Bushby, in an early newsletter, which is to make the leading edge of the outer 1/3 = of the wing that drops - more round, i.e. not as = sharp.  This allows the air to flow = over the leading edge more easily at higher angles of attack without separating = from the wing and lets the wing keep flying longer.  After my initial re-work effort, the right wing drop at stall was = much less severe on the second flight and the plane more stable leading up to = the stall.  The right wing = still drops first, so I plan to continue rounding the outer leading edge of my right = wing per Bob Bushby’s method until both wings stall at the same = time.

 

The radiator and oil cooler are = located between the engine and the firewall, much like the Powersport installation http://powersport= aviation.com/rv-6a_n225ps.htm

Here is a link to my engine = installation before the baffling was installed that forced all air to pass through the = radiator and oil cooler before exiting the engine compartment.   http://www= .eaa1246.org/big_photo.asp?id=3DTurbo%2Ejpg<= /p>

 

Bob

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry
Sent: Monday, March 30, = 2009 7:12 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Video of First Flight - Mustang II w/ 13B Rotary = Engine

 

Bob,

You are correct about that wing drop.  I ran your video = several times to see if the wing tip had hit.  It was good that you were = only a couple of feet off the ground when it did that roll.  Be sure and keep the = speed up till you are ready to touch down.  Do wheel landings with that = tail dragger.  Plant it on the ground still flying.  You say you = have modified the wing some already??

 

4800 rpm with that 84 pitch should work out to about 176 mph = with no slippage, so you are right in the ballpark.  That means that you = would get close to 220 mph at 6K rpm!  That is going to be a really fast = plane!

 

Where are your radiator and oil cooler located?  Do you = have any pictures of that install?

 

Bill B 

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Rogers, Bob = J.
Sent: Monday, March 30, = 2009 12:08 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Video of First Flight - Mustang II w/ 13B Rotary = Engine

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.eaa12= 46.org/videodisplay.asp?id=3D36

 

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

 



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

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