X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bw0-f227.google.com ([209.85.218.227] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3858347 for flyrotary@lancaironline.net; Fri, 18 Sep 2009 06:47:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.227; envelope-from=msteitle@gmail.com Received: by bwz27 with SMTP id 27so602779bwz.19 for ; Fri, 18 Sep 2009 03:46:34 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=C0XDmm23D52UdvMzmN6otMIj6AEwdc02tEw/y2n7/Xc=; b=UzquaZ37a+SvWbfbavktpPa8gIxjzKW+G6iCsdHK68+FcpqTLSTlZF9FVQboi2P/+n 4MolR3WAP/AjnepbhMFvqAbBlMjkARUOGiiCI7cnHeCkvfKNYJxb+XYDX8ua25c57VJF XoFc0knPH2RPMRg+faAGueS801n5IvzanDfDE= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=Z8vIOETG971KiAhCIfthDOjlziTg89MenrCWieMB+ZmVUK4gGrv9ohML5Ol1LawmnM SiTShW1IDO5z1hfOcn3Wg6ugZaihYz7lY6/hhpdrYwjANgvEndV1f8NzsGNW7bQv9LRh lhco72R8/zBKjhZ0aECpytBqvf9EnbytmNlXk= MIME-Version: 1.0 Received: by 10.204.34.73 with SMTP id k9mr1388158bkd.45.1253270794344; Fri, 18 Sep 2009 03:46:34 -0700 (PDT) In-Reply-To: References: Date: Fri, 18 Sep 2009 05:46:33 -0500 Message-ID: <5cf132c0909180346p19570587g64ce35fe6e02ac49@mail.gmail.com> Subject: Re: [FlyRotary] Re: Progress report from Houston From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=000325559e26819e890473d7d803 --000325559e26819e890473d7d803 Content-Type: text/plain; charset=ISO-8859-1 Dave, Yes, I absolutely agree. I wrote the previous post with the assumption that it was pretty much eady for the DAR inspection. If that's not the case, then don't do fast taxis. As far as inadvertent flight, I personally didn't have any trouble keeping the wheels on the runway. YMMV. Mark On Thu, Sep 17, 2009 at 10:49 PM, Dave wrote: > Mark... > You should never EVER do high speed or "fast" taxi's in a plane thats not > ready to fly. I would recommend strongly against this until Chris has his > panel completed, everything troubleshot, and his inspection completed, and > his phase 1 operating limitations in hand. > > I've heard that the majority of high speed taxi accidents involve > inadvertent flight. > > Dave > > Mark Steitle wrote: > >> You can fast taxi as long as you keep at least one wheel on the runway >> surface. The tower shouldn't have any problem with you doing a couple of >> fast taxis if things are slow. I did a lot of fast taxis in order to get a >> real good feel for the climb angle. I would accelerate up to the point >> where the nose wheel would lift off, then back off the throttle and hold it >> that attitude for a few seconds. It didn't take long and I had a real good >> image in my mind of what to expect on first flight. Just don't get carried >> away and run off the end of the runway. Yeah, I know, you've got 7k feet of >> runway. The end comes at you pretty fast. >> Mark S. >> >> On Thu, Sep 17, 2009 at 8:31 PM, Chris Barber > cbarber@bellairepolice.com>> wrote: >> >> Good thoughts Mark. I think that I have not been going full rich >> at cold start up....perhaps out of fear of flooding it. Of course >> I suppose I could just as easily flood it by over priming. Your >> way is correct as I remember it from Tracy's manual. Like I said, >> I still need to develope the proper techniqes now that I am >> hopefully moving past some other concerns. >> Yeah, OAT may be the difference. It does get pretty hot on the >> ramp. Usually I am able to get past 6000 without too much probems. >> No, I have not done any high speed taxi runs. Just some "go-kart" >> runs around the ramp. I do not have to contact EFD ground or >> tower for that and I aways assumed I should have my airworthyness >> signed off before I take 'er out to a real runway >> Other thoughts welcome. >> All the best, >> Chris >> >> ------------------------------------------------------------------------ >> *From:* Rotary motors in aircraft [flyrotary@lancaironline.net >> ] On Behalf Of Mark Steitle >> [msteitle@gmail.com ] >> *Sent:* Thursday, September 17, 2009 7:46 PM >> *To:* Rotary motors in aircraft >> *Subject:* [FlyRotary] Re: Progress report from Houston >> >> Chris, >> I know that each engine/installation is unique, I usually don't >> have to prime even once when cold (summertime), and never when hot >> (doesn't need the extra help igniting the fuel mixture). However, >> I always go rich on the mixture knob (full rich for a cold >> start, 2-3 o'clock position for a warm start). It always starts >> within a few seconds of cranking. I would try priming less when >> hot and see what happens. Also, I would check your idle mixture >> settings. If it takes that much priming, it sounds like it may >> tuned be a bit on the lean side. My take on your static rpm >> question is that OAT may be the cause >> of the variations. Sounds like you've got enough to get off the >> ground. Have you done any fast taxi runs? You've got plenty of >> runway. Mark >> On Thu, Sep 17, 2009 at 7:15 PM, Chris Barber >> > >> >> wrote: >> >> Oh, also, I am having a bit of trouble to get it to start when >> hot. Seems to crank right up when cold, but I seem to have to >> hold my tounge just right to fire it up when hot. I think it >> MAY have to do with the different mixture and priming needed >> when hot. It seems to like about six to ten prime shots when >> cold, but may like more when hot....not sure yet. Annoying >> though.....especially when trying to show off to the >> curious....who heard the engine a few minutes ealier >> >> >> Thanks. >> >> >> All the best, >> >> >> Chris >> >> >> Warning: This e-mail transmission, and any documents, files or >> previous e-mails attached to it, may contain confidential >> information that is legally privileged. If you are not the >> intended recipient or the person responsible for delivering it >> to the intended recipient, you are hereby notified that any >> disclosure, copying, distribution or use of any of the >> information contained in or attached to this transmission is >> STRICTLY PROHIBITED. If you have received this transmission in >> error, please immediately notify us by telephone at >> 713-662-8132 and destroy the original transmission and its >> attachments without reading them. Thank you. >> >> >> >> Warning: This e-mail transmission, and any documents, files or >> previous e-mails attached to it, may contain confidential >> information that is legally privileged. If you are not the >> intended recipient or the person responsible for delivering it to >> the intended recipient, you are hereby notified that any >> disclosure, copying, distribution or use of any of the information >> contained in or attached to this transmission is STRICTLY >> PROHIBITED. If you have received this transmission in error, >> please immediately notify us by telephone at 713-662-8132 and >> destroy the original transmission and its attachments without >> reading them. Thank you. >> >> >> > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --000325559e26819e890473d7d803 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
Dave,
Yes, I absolutely agree.=A0 I=A0wrote the previous post with the=A0ass= umption=A0that it was pretty much eady for the DAR inspection.=A0 If that&#= 39;s not the case, then don't do fast taxis.
=A0
As far as inadvertent flight, I personally didn't have any trouble= keeping the wheels on the runway.=A0 YMMV.
=A0
Mark

On Thu, Sep 17, 2009 at 10:49 PM, Dave <david.staten@gmail.c= om> wrote:
Mark...
=A0 You should never = EVER do high speed or "fast" taxi's in a plane thats not read= y to fly. I would recommend strongly against this until Chris has his panel= completed, everything troubleshot, and his inspection completed, and his p= hase 1 operating limitations in hand.

I've heard that the majority of high speed taxi accidents involve i= nadvertent flight.

Dave

Mark Steitle wrote:
You can fast taxi as long as you keep at least one wheel = on the runway surface. =A0The tower shouldn't have any problem with you= doing a couple of fast taxis if things are slow. =A0I did a lot of fast ta= xis in order to get a real good feel for the climb angle. =A0I would accele= rate up to the point where the nose wheel would lift off, then back off the= throttle and hold it that attitude for a few seconds. =A0It didn't tak= e long and I had a real good image in my mind of what to expect on first fl= ight. =A0Just don't get carried away and run off the end of the runway.= =A0Yeah, I know, you've got 7k feet of runway. =A0The end comes at you= pretty fast.
=A0Mark S.

On Thu, Sep 17, 2009 at 8:31 PM, Chris Barber <cbarber@bellairepo= lice.com <mailto:cbarber@bellairepolice.com>> wrote:

=A0 =A0Good thoughts Mark. =A0I think that I have not been going full r= ich
=A0 =A0at cold start up....perhaps out of fear of flooding it. Of co= urse
=A0 =A0I suppose I could just as easily flood it by over priming. = =A0Your
=A0 =A0way is correct as I remember it from Tracy's manual. = Like I said,
=A0 =A0I still need to develope the proper techniqes now that I am
=A0 = =A0hopefully moving past some other concerns.
=A0 =A0 =A0 =A0Yeah, OAT m= ay be the difference. =A0It does get pretty hot on the
=A0 =A0ramp. =A0U= sually I am able to get past 6000 without too much probems.
=A0 =A0 =A0 =A0No, I have not done any high speed taxi runs. =A0Just some &= quot;go-kart"
=A0 =A0runs around the ramp. =A0I do not have to cont= act EFD ground or
=A0 =A0tower for that and I aways assumed I should hav= e my airworthyness
=A0 =A0signed off before I take 'er out to a real runway <g>
= =A0 =A0 =A0 =A0Other thoughts welcome.
=A0 =A0 =A0 =A0All the best,
= =A0 =A0 =A0 =A0Chris
=A0 =A0--------------------------------------------= ----------------------------
=A0 =A0*From:* Rotary motors in aircraft [flyrotary@lancaironline.net
= =A0 =A0<mailto:flyrotary@lancaironline.net>] On Behalf Of Mark Steitle
=A0 =A0[msteitle@gm= ail.com <mailto:msteitle@gmail.com>]=20

=A0 =A0*Sent:* Thursday, September 17, 2009 7:46 PM=A0 =A0*To:* Rotary motors in aircraft
=A0 =A0*Subject:* [FlyRotary] R= e: Progress report from Houston

=A0 =A0Chris,
=A0 =A0 =A0 =A0I kn= ow that each engine/installation is unique, I usually don't
=A0 =A0have to prime even once when cold (summertime), and never when hot=A0 =A0(doesn't need the extra help igniting the fuel mixture). =A0Ho= wever,
=A0 =A0I always go rich on the mixture knob (full rich for a cold=
=A0 =A0start, 2-3 o'clock position for a warm start). =A0It always = starts
=A0 =A0within a few seconds of cranking. I would try priming less when
= =A0 =A0hot and see what happens. =A0Also, I would check your idle mixture=A0 =A0settings. =A0If it takes that much priming, it sounds like it may<= br>=A0 =A0tuned be a bit on the lean side. =A0 =A0 =A0My take on your stati= c rpm question is that OAT may be the cause
=A0 =A0of the variations. =A0Sounds like you've got enough to get off t= he
=A0 =A0ground. =A0Have you done any fast taxi runs? =A0You've got= plenty of
=A0 =A0runway. =A0 =A0 =A0 =A0Mark
=A0 =A0On Thu, Sep 17, = 2009 at 7:15 PM, Chris Barber
=A0 =A0<cbarber@bellairepolice.com <mailto:cbarber@bellairepolice.com>>= =20

=A0 =A0wrote:

=A0 =A0 =A0 =A0Oh, also, I am ha= ving a bit of trouble to get it to start when
=A0 =A0 =A0 =A0hot. =A0See= ms to crank right up when cold, but I seem to have to
=A0 =A0 =A0 =A0hol= d my tounge just right to fire it up when hot. =A0I think it
=A0 =A0 =A0 =A0MAY have to do with the different mixture and priming needed=
=A0 =A0 =A0 =A0when hot. =A0It seems to like about six to ten prime sho= ts when
=A0 =A0 =A0 =A0cold, but may like more when hot....not sure yet.= Annoying
=A0 =A0 =A0 =A0though.....especially when trying to show off t= o the
=A0 =A0 =A0 =A0curious....who heard the engine a few minutes ealier <g&g= t;

=A0 =A0 =A0 =A0
=A0 =A0 =A0 =A0Thanks.

=A0 =A0 =A0 =A0=
=A0 =A0 =A0 =A0All the best,

=A0 =A0 =A0 =A0
=A0 =A0 =A0 = =A0Chris


=A0 =A0 =A0 =A0Warning: This e-mail transmission, and a= ny documents, files or
=A0 =A0 =A0 =A0previous e-mails attached to it, may contain confidential=A0 =A0 =A0 =A0information that is legally privileged. If you are not the<= br>=A0 =A0 =A0 =A0intended recipient or the person responsible for deliveri= ng it
=A0 =A0 =A0 =A0to the intended recipient, you are hereby notified = that any
=A0 =A0 =A0 =A0disclosure, copying, distribution or use of any of the
= =A0 =A0 =A0 =A0information contained in or attached to this transmission is=
=A0 =A0 =A0 =A0STRICTLY PROHIBITED. If you have received this transmiss= ion in
=A0 =A0 =A0 =A0error, please immediately notify us by telephone a= t
=A0 =A0 =A0 =A0713-662-8132 and destroy the original transmission and its=A0 =A0 =A0 =A0attachments without reading them. Thank you.


=A0 =A0Warning: This e-mail transmission, and any documents, files or
= =A0 =A0previous e-mails attached to it, may contain confidential
=A0 =A0information that is legally privileged. If you are not the
=A0 = =A0intended recipient or the person responsible for delivering it to
=A0= =A0the intended recipient, you are hereby notified that any
=A0 =A0disc= losure, copying, distribution or use of any of the information
=A0 =A0contained in or attached to this transmission is STRICTLY
=A0 =A0= PROHIBITED. If you have received this transmission in error,
=A0 =A0plea= se immediately notify us by telephone at 713-662-8132 and
=A0 =A0destroy= the original transmission and its attachments without
=A0 =A0reading them. Thank you.




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