X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6791389 for flyrotary@lancaironline.net; Fri, 21 Mar 2014 21:31:31 -0400 Received-SPF: none receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net Received: from 10.0.0.5 ([10.0.0.5]) by qnsi-mail.qnsi.net ([10.0.0.5]) with Microsoft Exchange Server HTTP-DAV ; Sat, 22 Mar 2014 01:30:55 +0000 Content-Type: multipart/alternative; boundary="Apple-Mail-F0D694E7-644E-413B-A456-53C864223D2B"; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Subject: Re: [FlyRotary] Flight Progress References: From: "Bobby J. Hughes" In-Reply-To: thread-topic: [FlyRotary] Flight Progress thread-index: Ac9Fbl7P3Fb85+yKR7iz9z0vDPXMCw== Message-ID: Date: Fri, 21 Mar 2014 20:30:56 -0500 To: "Rotary motors in aircraft" MIME-Version: 1.0 (1.0) --Apple-Mail-F0D694E7-644E-413B-A456-53C864223D2B Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Nice report. Looks like you're making good progress. What was the OAT at tak= eoff?=20 Bobby Hughes Sent from my iPad > On Mar 21, 2014, at 5:46 PM, "shipchief@aol.com" wrote= : >=20 > I can report some positive progress with the RV-8 13BT. > I took time out from flying to install the wheel pants, leg and intersecti= on 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 e= quipped RV-8. > I took off today with roughly 37"Hg manifold pressure, left the throttle a= lone. 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 pl= enum 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 frequentl= y 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 v= arious speeds and altitudes from 1100 field elevation to 5000 MSL. > I have not gone to full power. I understand the application of a waste gat= e 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 pre= ssure above about 25", the turbo boost increases substantially more than the= manifold pressure I select with the throttle. It would be nice to advance t= he throttle to wide open for take off, and close the waste gate gradually wh= ile climbing. > I have intercooler components, which I hold up to the engine and try to en= vision 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 t= he concept used on a Turbo Aztec better...=20 > =20 --Apple-Mail-F0D694E7-644E-413B-A456-53C864223D2B Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
Nice report. Looks like you're making good progress. What was the OAT at takeoff? 

Bobby Hughes


Sent from my iPad

On Mar 21, 2014, at 5:46 PM, "shipchief@aol.com" <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... 
 
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