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Subject: Flight Progress
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Date: Fri, 21 Mar 2014 18:45:21 -0400 (EDT)

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I can report some positive progress with the RV-8 13BT.
I took time out from flying to install the wheel pants, leg and intersectio=
n fairings. Although the left side didn't go on as well as I would have lik=
ed, I am flying it again, and it is faster.
Now I feel I am roughly equivalent to a stock RV-8. My radiator scoop, oil =
cooler air exit louvers and under slung muffler may increase aerodynamic dr=
ag, but that is a penalty I carry while comparing performance to a Lycoming=
 equipped RV-8.
I took off today with roughly 37"Hg manifold pressure, left the throttle al=
one. We climbed to 8000 msl, where I leveled out and let the speed build un=
til it stabilized. The vortex generator I installed in the oil cooler air p=
lenum must be effective, as the oil temp only reached 197F
I took a picture of the EM-2, to evaluate after landing.
6110 RPM, 29.2 MP, TAS 206, EGT 1709
13.8 GPH,
161 H20 Temp, 186 Oil Temp. Oil Pressure 60.
The GPS read 197 ground speed, don't know what the winds aloft were.
Disclaimer: I have not calibrated the EM-2, I'm just getting familiar with =
programming the Fuel Map. I'm working out some of the lean spots, and after=
 a measure of success, moving it over to the B controller.
I'm flying with full fuel, and some stuff in the cockpit, so I'm frequently=
 about 1750Lbs take of weight, although I was about 1700 lbs TO weight on t=
he second flight today, where I did see climb rates of 1500 to 2000 fpm at =
various speeds and altitudes from 1100 field elevation to 5000 MSL.
I have not gone to full power. I understand the application of a waste gate=
 now. At low to moderated power, the turbo boost (I have it instrumented as=
 well as manifold pressure) will stay about 30", but when I add manifold pr=
essure above about 25", the turbo boost increases substantially more than t=
he manifold pressure I select with the throttle. It would be nice to advanc=
e the throttle to wide open for take off, and close the waste gate graduall=
y while climbing.
I have intercooler components, which I hold up to the engine and try to env=
ision a mounting & ducting scheme. I'm also trying to do the same with a wa=
ste gate. I have a big clunky automotive unit from Turbonetics, but I like =
the concept used on a Turbo Aztec better...=20


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<font color=3D'black' size=3D'2' face=3D'arial'>
<div><font style=3D"background-color: transparent;">I can report some posit=
ive progress with the RV-8 13BT.</font></div>

<div>I took time out from flying to install the wheel pants, leg and inters=
ection fairings. Although the left side didn't go on as well as I would hav=
e liked, I am flying it again, and it is faster.</div>

<div>Now I feel I am roughly equivalent to a stock RV-8. My radiator scoop,=
 oil cooler air exit louvers and under slung muffler may increase aerodynam=
ic drag, but that is a penalty I carry while comparing performance to a Lyc=
oming equipped RV-8.</div>

<div>I took off today with roughly 37"Hg manifold pressure, left the thrott=
le alone. We climbed to 8000 msl, where I leveled out and let the speed bui=
ld until it stabilized. The vortex generator I installed in the oil cooler =
air plenum must be effective, as the oil temp only reached 197F</div>

<div>I took a picture of the EM-2, to evaluate after landing.</div>

<div>6110 RPM, 29.2 MP, TAS 206, EGT 1709</div>

<div>13.8 GPH,</div>

<div>161 H20 Temp, 186 Oil Temp. Oil Pressure 60.</div>

<div>The GPS read 197 ground speed, don't know what the winds aloft were.</=
div>

<div>Disclaimer: I have not calibrated the EM-2, I'm just getting familiar =
with programming the Fuel Map. I'm working out some of the lean spots, and =
after a measure of success, moving it over to the B controller.</div>

<div>I'm flying with full fuel, and some stuff in the cockpit, so I'm frequ=
ently about 1750Lbs take of weight, although I was about 1700 lbs TO weight=
 on the second flight today, where I did see climb rates of 1500 to 2000 fp=
m at various speeds and altitudes from 1100 field elevation to 5000 MSL.</d=
iv>

<div>I have not gone to full power. I understand the application of a waste=
 gate now. At low to moderated power, the turbo boost (I have it instrument=
ed as well as manifold pressure) will stay about 30", but when I add manifo=
ld pressure above about 25", the turbo boost increases substantially more t=
han the manifold pressure I select with the throttle. It would be nice to a=
dvance the throttle to wide open for take off, and close the waste gate gra=
dually while climbing.</div>

<div>I have intercooler components, which I hold up to the engine and try t=
o envision a mounting &amp; ducting scheme. I'm also trying to do the same =
with a waste gate.&nbsp;I have a big clunky automotive unit from Turbonetic=
s, but I like the concept used on a Turbo Aztec better...&nbsp;</div>

<div>&nbsp;</div>
</font>
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