Received-SPF: pass
 receiver=logan.com; client-ip=209.85.213.41; envelope-from=ceengland7@gmail.com
Message-ID: <532CCCBF.4060802@gmail.com>
Date: Fri, 21 Mar 2014 18:35:27 -0500
From: Charlie England <ceengland7@gmail.com>
User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:24.0) Gecko/20100101 Thunderbird/24.4.0
MIME-Version: 1.0
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Flight Progress
References: <list-6791274@logan.com>
In-Reply-To: <list-6791274@logan.com>
Content-Type: multipart/alternative;
 boundary="------------050808020807080006090208"

This is a multi-part message in MIME format.
--------------050808020807080006090208
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
Content-Transfer-Encoding: 7bit

On 3/21/2014 5:45 PM, shipchief@aol.com wrote:
> I can report some positive progress with the RV-8 13BT.
> I took time out from flying to install the wheel pants, leg and 
> intersection fairings. Although the left side didn't go on as well as 
> I would have liked, 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 drag, 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 alone. We climbed to 8000 msl, where I leveled out and let 
> the speed build until it stabilized. The vortex generator I installed 
> in the oil cooler air plenum 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 the 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 pressure above about 25", the turbo boost 
> increases substantially more than the manifold pressure I select with 
> the throttle. It would be nice to advance the throttle to wide open 
> for take off, and close the waste gate gradually while climbing.
> I have intercooler components, which I hold up to the engine and try 
> to envision a mounting & ducting scheme. I'm also trying to do the 
> same with a waste gate. I have a big clunky automotive unit from 
> Turbonetics, but I like the concept used on a Turbo Aztec better...
Congrats on the good cooling & performance numbers. Can you refresh my 
memory? 2.15 drive? Those numbers look like 75% on a 180 hp Lyc (except 
the fuel burn: ~10gph at that altitude/speed with a Lyc). No wastegate 
or intercooler is probably why the fuel burn is a bit out of whack. 
Sounds like you've got a good thing going, though. Please keep the 
reports coming.

Charlie


--------------050808020807080006090208
Content-Type: text/html; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

<html>
  <head>
    <meta content="text/html; charset=ISO-8859-1"
      http-equiv="Content-Type">
  </head>
  <body bgcolor="#FFFFFF" text="#000000">
    <div class="moz-cite-prefix">On 3/21/2014 5:45 PM, <a class="moz-txt-link-abbreviated" href="mailto:shipchief@aol.com">shipchief@aol.com</a>
      wrote:<br>
    </div>
    <blockquote cite="mid:list-6791274@logan.com" type="cite"><font
        color="black" face="arial" size="2">
        <div><font style="background-color: transparent;">I can report
            some positive progress with the RV-8 13BT.</font></div>
        <div>I took time out from flying to install the wheel pants, leg
          and intersection fairings. Although the left side didn't go on
          as well as I would have 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 aerodynamic drag, but that is a penalty I
          carry while comparing performance to a Lycoming equipped RV-8.</div>
        <div>I took off today with roughly 37"Hg manifold pressure, left
          the throttle alone. We climbed to 8000 msl, where I leveled
          out and let the speed build 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 frequently 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 fpm at various speeds and
          altitudes from 1100 field elevation to 5000 MSL.</div>
        <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 instrumented as well as manifold pressure)
          will stay about 30", but when I add manifold pressure above
          about 25", the turbo boost increases substantially more than
          the manifold pressure I select with the throttle. It would be
          nice to advance the throttle to wide open for take off, and
          close the waste gate gradually while climbing.</div>
        <div>I have intercooler components, which I hold up to the
          engine and try to 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 Turbonetics, but I like the
          concept used on a Turbo Aztec better...&nbsp;</div>
        <div>&nbsp;</div>
      </font>
    </blockquote>
    Congrats on the good cooling &amp; performance numbers. Can you
    refresh my memory? 2.15 drive? Those numbers look like 75% on a 180
    hp Lyc (except the fuel burn: ~10gph at that altitude/speed with a
    Lyc). No wastegate or intercooler is probably why the fuel burn is a
    bit out of whack. Sounds like you've got a good thing going, though.
    Please keep the reports coming.<br>
    <br>
    Charlie<br>
    <br>
  </body>
</html>

--------------050808020807080006090208--