X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from na01-bn1-obe.outbound.protection.outlook.com ([207.46.163.154] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTPS id 6459618 for flyrotary@lancaironline.net; Mon, 09 Sep 2013 02:43:41 -0400 Received-SPF: none receiver=logan.com; client-ip=207.46.163.154; envelope-from=SBoese@uwyo.edu Received: from BLUPR05MB199.namprd05.prod.outlook.com (10.255.191.22) by BLUPR05MB435.namprd05.prod.outlook.com (10.141.27.150) with Microsoft SMTP Server (TLS) id 15.0.745.25; Mon, 9 Sep 2013 06:43:04 +0000 Received: from BLUPR05MB200.namprd05.prod.outlook.com (10.255.191.14) by BLUPR05MB199.namprd05.prod.outlook.com (10.255.191.22) with Microsoft SMTP Server (TLS) id 15.0.745.25; Mon, 9 Sep 2013 06:43:04 +0000 Received: from BLUPR05MB200.namprd05.prod.outlook.com ([169.254.12.144]) by BLUPR05MB200.namprd05.prod.outlook.com ([169.254.12.144]) with mapi id 15.00.0745.000; Mon, 9 Sep 2013 06:43:03 +0000 From: "Steven W. Boese" To: Rotary motors in aircraft Subject: RE: [FlyRotary] First Flight jitters Thread-Topic: [FlyRotary] First Flight jitters Thread-Index: AQHOrRe9QYxvAiB+Xk2HYBHBuXomA5m87qBa Date: Mon, 9 Sep 2013 06:43:03 +0000 Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [70.196.198.193] x-forefront-prvs: 09645BAC66 x-forefront-antispam-report: SFV:NSPM;SFS:(189002)(199002)(377454003)(46102001)(80976001)(16236675002)(19580395003)(19580405001)(83322001)(51856001)(75432001)(74662001)(74502001)(47446002)(81342001)(47736001)(49866001)(47976001)(50986001)(4396001)(31966008)(81542001)(66066001)(80022001)(65816001)(69226001)(74366001)(77982001)(59766001)(54356001)(53806001)(54316002)(56776001)(76482001)(76796001)(76786001)(81816001)(76576001)(79102001)(63696002)(74316001)(81686001)(56816003)(77096001)(83072001)(74876001)(33646001)(74706001)(24736002)(80792004);DIR:OUT;SFP:;SCL:1;SRVR:BLUPR05MB199;H:BLUPR05MB200.namprd05.prod.outlook.com;CLIP:70.196.198.193;RD:InfoNoRecords;MX:1;A:1;LANG:en; Content-Type: multipart/alternative; boundary="_000_f97240742bb74ecc8dd6aa37b0eb9831BLUPR05MB200namprd05pro_" MIME-Version: 1.0 Return-Path: SBoese@uwyo.edu X-OriginatorOrg: uwyo.edu --_000_f97240742bb74ecc8dd6aa37b0eb9831BLUPR05MB200namprd05pro_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable 4000 RPM at 32" MAP caught my attention. With a typical propeller for a 2.= 18/1 reduction drive and NA 13B, I get about 5200 RPM at 30" MAP at sea lev= el. This static RPM of 5200 is also very close to what I get at my airport= elevation of 7200 ft with 23" MAP. The air density appears to affect both= the prop and the engine similarly. The RV6A flies well under these condit= ions. When turbocharging the same 13B engine and prop combination at 7200 ft elev= ation, I get 5200 static RPM at 30" MAP and 6100 RPM at 37" MAP. Can you give specifications for your propeller. Also, have you measured th= e exhaust gas back pressure between the engine and turbo? Finally, what tu= rbo are you using? Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft on behalf of = shipchief@aol.com shipchief@aol.com Sent: Sunday, September 08, 2013 10:47 PM To: Rotary motors in aircraft Subject: [FlyRotary] First Flight jitters I've been slowly building my RV-8 with 13BT engine for about 14 years...! On June 13th 2013 it received the coveted Airworthiness Certificate. That s= ame day I detonated my engine due to the trailing spark plug holes being ma= chined oversize in an attempt to improve the single spark plug power, shoul= d the leading plug ignition fail. This, and possibly advanced ignition, and= possibly over-boost detonated my engine on it's first high power taxi test= . That took about 2.5 seconds. Now I've rebuilt the engine with new unmodified rotor housings, and it runs= better than ever. I've re-marked the timing marks on the pulley, and reset= the timing, though not to 4000 RPM yet. today I checked it. At 3000 RPM my= hat and hearing protection blew off. 11 degrees BTDC, and 16" manifold pre= ssure. I've been taxiing around at modest RPM, it's great. I've consistently been = idling at about 1600 RPM, (730 prop RPM) and sometimes as low as 1490, (680= Prop RPM) smoothly. That is slow enough to keep the brakes from getting to= o hot. I've done run ups and brief bursts of power to 4200 Engine RPM, (1917 Prop = RPM) which is about 32" manifold pressure, and seen 37" manifold pressure b= riefly. I know this is not enough power to take off, although I have done a= Pre-take off to 50 MPH with this power before powering down with roll out = to the end of the runway. I suppose it would fly off and maybe clear the t= rees at this power. I've lifted the tail, and rocked the wings with the ail= erons. It steers well and the brakes work. The water level in the engine stays up between flights as does the oil, and= the water temp today was consistent 163 F oil about 173 with the highest = observed 183F. I did about 4 pre-take off passes with taxi back, with excel= lent temperature control and throttle response. A couple of oil fitting were tightened looking for an oil seep. 7.3 hours engine running time on the EM2, about 2 hours since the engine ov= erhaul. I don't think I'm at all ready to fly this thing. I'm missing something, so= offer up some advice, I'm all ears! --_000_f97240742bb74ecc8dd6aa37b0eb9831BLUPR05MB200namprd05pro_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

4000 RPM at 32" MAP caught my attention.  With = a typical propeller for a 2.18/1 reduction drive and NA 13B, I get about 52= 00 RPM at 30" MAP at sea level.  This static RPM of 5200 is also&= nbsp;very close to what I get at my airport elevation of 7200 ft with 23" MAP.  The air density appears to affect both the pro= p and the engine similarly.  The RV6A flies well under these condition= s.

 

When turbocharging the same 13B engine and prop combinati= on at 7200 ft elevation, I get 5200 static RPM at 30" MAP and 610= 0 RPM at 37" MAP.

 

Can you give specifications for your propeller.  Als= o, have you measured the exhaust gas back pressure between the engine and t= urbo?  Finally, what turbo are you using?

Steve Boese
RV6A, 1986 13B NA, RD1A, EC2

 

 

  

From: Rotary motors in aircraft <flyrotary@= lancaironline.net> on behalf of shipchief@aol.com shipchief@aol.com
Sent: Sunday, September 08, 2013 10:47 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] First Flight jitters
 
I've been slowly buildi= ng my RV-8 with 13BT engine for about 14 years...!
On June 13th 2013 it received the coveted Airworthiness Certifica= te. That same day I detonated my engine due to the trailing spark plug hole= s being machined oversize in an attempt to improve the single spark plug po= wer, should the leading plug ignition fail. This, and possibly advanced ignition, and possibly over-boost detona= ted my engine on it's first high power taxi test. That took about 2.5 secon= ds.
Now I've rebuilt the engine with new unmodified rotor housings, and it= runs better than ever. I've re-marked the timing marks on the pulley, and = reset the timing, though not to 4000 RPM yet. today I checked it. At 3000 R= PM my hat and hearing protection blew off. 11 degrees BTDC, and 16" manifold pressure.
I've been taxiing around at modest RPM, it's great. I've consistently = been idling at about 1600 RPM, (730 prop RPM) and sometimes as low as = 1490, (680 Prop RPM) smoothly. That is slow enough to keep the brakes = from getting too hot.
I've done run ups and brief bursts of power to 4200 Engine RPM, (1917 = Prop RPM) which is about 32" manifold pressure, and seen 37" mani= fold pressure briefly. I know this is not enough power to take off, althoug= h I have done a Pre-take off to 50 MPH with this power before powering down with roll out to the end of= the runway.  I suppose it would fly off and maybe clear the trees at = this power. I've lifted the tail, and rocked the wings with the ailerons. I= t steers well and the brakes work.
The water level in the engine stays up between flights as does th= e oil, and the water temp today was consistent 163 F oil  about 173 wi= th the highest observed 183F. I did about 4 pre-take off passes with taxi b= ack, with excellent temperature control and throttle response.
A couple of oil fitting were tightened looking for an oil seep.
7.3 hours engine running time on the EM2, about 2 hours since the engi= ne overhaul.
I don't think I'm at all ready to fly this thing. I'm missing somethin= g, so offer up some advice, I'm all ears!
--_000_f97240742bb74ecc8dd6aa37b0eb9831BLUPR05MB200namprd05pro_--