X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from qw-out-2122.google.com ([74.125.92.25] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3840113 for flyrotary@lancaironline.net; Mon, 07 Sep 2009 15:13:59 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.92.25; envelope-from=rwstracy@gmail.com Received: by qw-out-2122.google.com with SMTP id 3so688525qwe.25 for ; Mon, 07 Sep 2009 12:13:22 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:received:in-reply-to :references:date:x-google-sender-auth:message-id:subject:from:to :content-type; bh=P/cW3AaU3eMYftJGFdHEUsml3ZTxRF3IrywHVdYsz0s=; b=bUavUnNrRsLo1smqoCR59q41555Oqaq+cjdDafRqSNZRJJsfY9VSqkNNRHBU0LxH/0 ITtgqWV5qVdm5DKpoQZY5ny0gwB7VZlFmOtfxFbLWLTqMLh7LLFO9VsQsJE0p45zrY+r D6MKQzP9JeoKa0bi6oCzpOJhAOzW6GUlS4tKw= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=qzgJoKbhsHvmaO4OBGqWJVtMiyCm/XQP065elJU60w5Z5GwYtGty4jqoHJ7BsxsmGW 2Krvd/bahD71ysOhc4GR2rTCOPP28k6Rdbf+wADT51eL4/37oC1hh6tGdOkOIfm1ANxh NniTt/yMsK4utbni8C1HJqzprotvvD97X5Lyw= MIME-Version: 1.0 Sender: rwstracy@gmail.com Received: by 10.224.78.219 with SMTP id m27mr9299981qak.181.1252350802851; Mon, 07 Sep 2009 12:13:22 -0700 (PDT) In-Reply-To: References: Date: Mon, 7 Sep 2009 15:13:22 -0400 X-Google-Sender-Auth: 30b9b1f8a0deb6b5 Message-ID: <1b4b137c0909071213m8fab746v4f5c81f1310c1c9a@mail.gmail.com> Subject: Re: [FlyRotary] Re: At long last, First Flight From: Tracy Crook To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00c09f8995ddbcfb4a047301a4ae --00c09f8995ddbcfb4a047301a4ae Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Thanks Bill, I have a Gen 4 EFIS1. It turned out to be the source of my ASI problem. The Pitot port is an open air connection (no resistance to low pressure air= ) and causes the other two ASI instruments to read low. If it was a Gen 3 Gold Box I'd open it up and see what the problem is. The Gen 4 does not look very user servicable but it may have to be : ) I made a brief search the last time you mentioned it but didn't find that box of "I love flying my Rotary" buttons. Thanks for the reminder. I'm sure they are here somewhere. Tracy On Sun, Sep 6, 2009 at 11:09 PM, Bill Schertz wrote: > Congratulations Tracy, which version of the Blue Mountain do you have > (Gold box?) . Mine is back for repairs, does a continuous barrel roll on = the > ground. > > When you find the "I love flying my Rotary" buttons, please send me one > also. > > Bill Schertz > KIS Cruiser #4045 > N343BS > Phase I testing > > ----- Original Message ----- > *From:* Bill Bradburry > *To:* Rotary motors in aircraft > *Sent:* Sunday, September 06, 2009 9:11 PM > *Subject:* [FlyRotary] Re: At long last, First Flight > > Congratulations Tracy! Give yourself another =93I love flying my rotary= =94 > button! > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Tracy Crook > *Sent:* Sunday, September 06, 2009 9:03 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] At long last, First Flight > > Today there was nothing left to do on the RV-8 but flight test it. > > Very hot day (93 F and high humidity) but ground tests of the cooling > system had gone so well that I was confident of cooling in flight. > Installed the radio and transponder in the panel (which for some reason I > had neglected to do until this morning) and they both worked with no > problems, which is always a surprise. > > High speed taxi tests had already been completed and the P-factor was no > worse than the RV-4, in fact I think it has less. This may be premature > because I haven't done a full throttle takeoff yet. The RV-8 has 1.25 > degrees right offset which I think helps a lot. The RV-4 has no offset. > First flight was done without wheel pants or main gear intersection > fairings. > > Just to make sure there were no surprises, takeoff was done at the same > fuel flow as the RV-4 at WOT. I didn't note the manifold pressure but th= e > throttle quadrant was barely over 1/2 throttle. Ground run on the -8 fee= ls > more stable than the -4 with considerably more rudder authority (it's > physically bigger so no surprise). The plane broke ground at about the > same point as the -4 but it feels like it levitates off rather than rotat= es > off. Probably due to the higher wing incidence on the ground than the -4 > with the short gear legs but also due to the longer wing. I had extended > both wings by about 18" so the wing loading and span loading are less tha= n > on the -4. It has about 13% more wing area than stock. This was actual= ly > the second time the -8 had air under the tires since it had floated off > ground about a foot once before during a high speed taxi test. > > Airspeed was increasing rapidly after lift off but the ASI was not matchi= ng > the visual ques. Normally I expect to see 120 mph at the end of the run= way > but ASI shows only 80. Too late to abort but the airplane is climbing & > sounding very nice. I had been doing a lot of seat-of-the pants takeoff > and simulated dead stick landings (in the -4) in anticipation of today's > tests so I would feel comfortable in the event of partial or complete pan= el > failure (Blue Mountain EFIS1 with only a standard ASI for backup). Clim= b > to 1000 feet felt effortless even after throttling back to 8 GPH. I noti= ce > that I'm hunting for information and not absorbing much due to the very > different instrument panel. Remembering that the EFIS1 has the primary = ASI > in a speed ribbon format I hunt for it and see 0 MPH when I finally find > it. The EM2 shows the same airspeed as the steam gauge, now about 100 MP= H. > First squawk of the flight and this means I will do the first landing san= s > airspeed indicator. I can't seem to locate the GPS ground speed on the > display either. Glad I did all that practice. > > Time to settle in and start evaluating engine performance. I had taken o= ff > with the engine fairly warm so I was not surprised to see oil & water tem= ps > nearing 190 F after climbout. I continue collecting data hoping the tem= ps > will start coming down but it is soon apparent that they are stabilizing = at > about 200 on both oil and coolant. Very disappointing, since they had b= een > well below this on the ground when at the same fuel flow I was currently > flying at (I had backed it down to 5.75 gph by this time). > > The plane itself is flying beautifully. The aileron trim is able to trim > out a very slight left wing heavy tendency and the ship feels like it is > gliding through the air effortlessly. Again, no surprise, the plane feel= s > just like an RV (Magnificent!). At this speed (guessing about 135 mph) t= he > roll response is only slightly slower than the -4. The ailerons were > extended with the wing so the RV feel has been preserved. I've completed= a > wide circuit of the pattern and in position to make an approach so I > throttle back and I can immediately tell that the glide ratio is > significantly higher than the -4. The longer wing is having more effect > than I thought it would even with the heavier engine. This -8 with a 20B > ended up weighing about 70 pounds more than the average one equipped with= an > 0 - 360 and fixed pitch prop and about the same as one equipped with an I= O - > 360 with constant speed prop. All the attention to weight control has pa= id > off. I throttle up for a go around and the FBW throttle responds well, n= o > detectable throttle lag at all. > > The higher than expected oil and water temps are distracting me from data > gathering (Rats, I haven't had time to replace the EM2 with a data loggin= g > EM3 yet) so I make a few more circuits of the field and setup for an > approach. I crank in more flaps early to kill off the airspeed and exces= s > glide ratio and intentionally do not look at the ASI to avoid being > confused. Wheel landing touchdown is perfect and now I glance at the ASI > and see 40 MPH. Obviously wrong. > > All in all, a great first flight. The RV-8 is going to be exactly the > airplane I was hoping for. Still a lot of testing and tweaking to do. > > Tracy > > --00c09f8995ddbcfb4a047301a4ae Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Thanks Bill,
I have a Gen 4 EFIS1.=A0 It turned out to be the source of= my ASI problem.=A0 The Pitot port is an open air connection (no resistance= to low pressure air) and causes the other two ASI instruments to read low.= =A0 If it was a Gen 3 Gold Box I'd open it up and see what the problem = is.=A0 The Gen 4 does not look very user servicable but it may have to be := )

I made a brief search the last time you mentioned it but didn't fin= d that box of "I love flying my Rotary= " buttons.=A0 Thanks for the reminder.=A0 I'm sure they are= here somewhere.

Tracy

On Sun, Sep 6, 2009 at 11:09 PM= , Bill Schertz <wschertz@comcast.net> wrote:
Congratulations Tracy, which version o= f the Blue=20 Mountain do you have (Gold box?) . Mine is back for repairs, does a continu= ous=20 barrel roll on the ground.
=A0
When you find the "I love flying = my Rotary"=20 buttons, please send me one also.
=A0
Bill Schertz
KIS Cruiser #4045
N343BS
Phase I testing
----- Original Message -----
Sent: Sund= ay, September 06, 2009 9:11=20 PM
Subject: [FlyRotary] Re: At long l= ast,=20 First Flight

Congratulations Tracy!=A0 Give yourself another =93I love=20 flying my rotary=94 button!

=A0

Bill B=A0

=A0

From:= =20 Rotary motors in aircraft=20 [mailto:= flyrotary@lancaironline.net] On= =20 Behalf Of Tracy Crook
Sent: Sunday, September 06, 2009 9:03=20 PM
To: Rotary motors = in aircraft
Subject: [F= lyRotary] At long last, First=20 Flight

Today there was nothing left to do on the RV-8 but=20 flight test it.


=A0Very hot day= (93 F and high humidity) but ground=20 tests of the cooling system had gone so well that I was confident of cool= ing=20 in flight.=A0=A0 Installed the radio and transponder in the panel (which= =20 for some reason I had neglected to do until this morning) and they both w= orked=20 with no problems, which is always a surprise.=A0

High speed taxi= =20 tests had already been completed and the P-factor was no worse than the R= V-4,=20 in fact I think it has less.=A0 This may be premature because I haven'= ;t=20 done a full throttle takeoff yet.=A0 The RV-8 has 1.25 degrees right offs= et=20 which I think helps a lot.=A0 The RV-4 has no offset.=A0 First flight=20 was done without wheel pants or main gear intersection fairings.

J= ust=20 to make sure there were no surprises, takeoff was done at the same fuel f= low=20 as the RV-4 at WOT.=A0 I didn't note the manifold pressure but the th= rottle=20 quadrant was barely over 1/2 throttle.=A0 Ground run on the -8 feels more= =20 stable than the -4 with considerably more rudder authority (it's phys= ically=20 bigger so no surprise).=A0=A0 The plane broke ground at about the same=20 point as the -4 but it feels like it levitates off rather than rotates=20 off.=A0 Probably due to the higher wing incidence on the ground than the = -4=20 with the short gear legs but also due to the longer wing.=A0 I had extend= ed=20 both wings by about 18" so the wing loading and span loading are les= s than on=20 the -4.=A0=A0 It has about 13% more wing area than stock.=A0 This was=20 actually the second time the -8 had air under the tires since it had floa= ted=20 off ground about a foot once before during a high speed taxi=20 test.

Airspeed was increasing rapidly after lift off but the ASI w= as=20 not matching the visual ques.=A0=A0 Normally I expect to see 120 mph at= =20 the end of the runway but ASI shows only 80. Too late to abort but the=20 airplane is climbing & sounding very nice.=A0=A0 I had been doing a= =20 lot of seat-of-the pants takeoff and simulated dead stick landings (in th= e -4)=20 in anticipation of today's tests so I would feel comfortable in the e= vent of=20 partial or complete panel failure=A0 (Blue Mountain EFIS1 with only a=20 standard ASI for backup).=A0 Climb to 1000 feet felt effortless even afte= r=20 throttling back to 8 GPH.=A0 I notice that I'm hunting for informatio= n and=20 not absorbing much due to the very different instrument panel.=A0=A0=20 Remembering that the EFIS1 has the primary ASI in a speed ribbon format I= hunt=20 for it and see 0 MPH when I finally find it.=A0 The EM2 shows the same=20 airspeed as the steam gauge, now about 100 MPH.=A0 First squawk of the=20 flight and this means I will do the first landing sans airspeed=20 indicator.=A0 I can't seem to locate the GPS ground speed on the disp= lay=20 either.=A0 Glad I did all that practice.

Time to settle in and=20 start evaluating engine performance.=A0 I had taken off with the engine= =20 fairly warm so I was not surprised to see oil & water temps nearing 1= 90 F=20 after climbout.=A0=A0 I continue collecting data hoping the temps will=20 start coming down but it is soon apparent that they are stabilizing at ab= out=20 200 on both oil and coolant. =A0 Very disappointing, since they had been= =20 well below this on the ground when at the same fuel flow I was currently= =20 flying at (I had backed it down to 5.75 gph by this time).

The pla= ne=20 itself is flying beautifully.=A0 The aileron trim is able to trim out a= =20 very slight left wing heavy tendency and the ship feels like it is glidin= g=20 through the air effortlessly.=A0 Again, no surprise, the plane feels just= =20 like an RV (Magnificent!).=A0 At this speed (guessing about 135 mph) the= =20 roll response=A0 is only slightly slower than the -4.=A0 The ailerons=20 were extended with the wing so the RV feel has been preserved.=A0 I'v= e=20 completed a wide circuit of the pattern and in position to make an approa= ch so=20 I throttle back and I can immediately tell that the glide ratio is=20 significantly higher than the -4.=A0=A0 The longer wing is having more=20 effect than I thought it would even with the heavier engine.=A0 This -8= =20 with a 20B ended up weighing about 70 pounds more than the average one=20 equipped with an 0 - 360 and fixed pitch prop and about the same as one= =20 equipped with an IO - 360 with constant speed prop.=A0 All the attention = to=20 weight control has paid off.=A0 I throttle up for a go around and the FBW= =20 throttle responds well, no detectable throttle lag at all.

The hig= her=20 than expected oil and water temps are distracting me from data gathering= =20 (Rats, I haven't had time to replace the EM2 with a data logging EM3 = yet) so I=20 make a few more circuits of the field and setup for an approach.=A0 I cra= nk=20 in more flaps early to kill off the airspeed and excess glide ratio and= =20 intentionally do not look at the ASI to avoid being confused.=A0 Wheel=20 landing touchdown is perfect and now I glance at the ASI and see 40 MPH.= =A0=20 Obviously wrong.

All in all, a great first flight.=A0 The RV-8 is= =20 going to be exactly the airplane I was hoping for. =A0 Still a lot of=20 testing and tweaking to do.

Tracy =A0=A0 =A0=20


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