Return-Path: <13brv3@bellsouth.net> Received: from imf21aec.mail.bellsouth.net ([205.152.59.69] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 3126587 for flyrotary@lancaironline.net; Sat, 27 Mar 2004 22:28:28 -0500 Received: from rad ([65.0.150.15]) by imf21aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040328032828.RJVK1763.imf21aec.mail.bellsouth.net@rad> for ; Sat, 27 Mar 2004 22:28:28 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: Rev-2 w&b & erratic EM-2 O2 readings Date: Sat, 27 Mar 2004 21:30:30 -0600 Message-ID: <005701c41475$05970910$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0058_01C41442.BAFC9910" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0058_01C41442.BAFC9910 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 Well, I've confirmed a few facts, and finalized the w&b for the rev-2 conversion. My old empty weight was 895 with the turbo, huge radiator, = and BUC (big ugly cowl for those who were fortunate enough to miss that = chapter of the story). =20 =20 The new empty weight is 853, or 42 pounds lighter. This moved the = typical flight CG back about 1.1", which is just dandy. =20 =20 I ran the engine today, in an attempt to tune it. While it runs fairly = well with Tracy's defaults, I thought I'd touch it up. Of course, there's no such thing as doing something like this easily, so I didn't get much accomplished. In reality, I screwed a few things up, and had to reset = to Tracy's defaults a couple times. =20 =20 The only real problem I had was that the O2 reading in the EM-2 seems erratic. Todd, did you ever figure this out? Mine was so wishy washy = that I couldn't confirm whether a longer "bar" means richer, or leaner. I = swear sometimes it would go one way, and some times the other. Finally, it = just went to no bar, and stayed that way. I can't say that I can blame the = EM-2, since my old meter did the exact same thing once. It just refused to = work one day, then worked fine the next. Maybe everything will just work perfectly tomorrow, and all will be well. I have to admit to being = tempted to take the FJO wideband O2 meter out of the RX-7 for use in the plane. That would be sweet. Fast, reliable air fuel reading from 10 to 20.=20 =20 In better news, the temps were very well behaved, and I didn't have to = worry about overheating at all, even with the rad ducts in place (no cowl = though). There were no new leaks! The EM-2 worked perfectly, give or take my odd = O2 issues. Max static rpm was 4850, but unfortunately, I have no good = static rpm from this prop pitch before. Even more unfortunately, I just = noticed that I don't have any good climb rpm's from the last flying setup. I = have some numbers from the same prop pitch, at 5 psi, but this was before I = set the relief valve to dump everything over 5 psi. Previously, at 5 psi of boost (not full throttle), I was getting 5400 rpm at 100 mph in climb, = and 5600 rpm at 120 mph. If I'm really getting 4850 now (prop not = stalled?), I should certainly be in the same ballpark as before. I'll have to wait = for the performance figures to confirm. I think being 42 pounds lighter, = and with the FAR more aerodynamically clean (non-BUC) cowl, I'll probably = break even on performance.=20 =20 As much as I'd love to find out tomorrow, it's unlikely to fly until = next weekend. I still have to attach some heat shielding with RTV, and it = won't have time to dry. My airport is under the Navy flight area, and is = limited to 900 ft during the week. That means I'll probably end up waiting = until next weekend to fly. =20 =20 Cheers, Rusty (more good than bad news) =20 ------=_NextPart_000_0058_01C41442.BAFC9910 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 
Well, I've = confirmed a few=20 facts, and finalized the w&b for the rev-2 conversion.  My old = empty=20 weight was 895 with the turbo, huge radiator, and BUC (big ugly cowl for = those=20 who were fortunate enough to miss that chapter of the story). =20
 
The new empty = weight is=20 853, or 42 pounds lighter.  This moved the typical flight CG back = about=20 1.1", which is just dandy. 
 
I ran the = engine today, in=20 an attempt to tune it.  While it runs fairly well with Tracy's = defaults, I=20 thought I'd touch it up.  Of course, there's no such thing as doing = something like this easily, so I didn't get much accomplished.  In = reality,=20 I screwed a few things up, and had to reset to Tracy's defaults a couple = times. 
 
The only real = problem I had=20 was that the O2 reading in the EM-2 seems erratic.  Todd, did you = ever=20 figure this out?  Mine was so wishy washy that I couldn't confirm = whether a=20 longer "bar" means richer, or leaner.  I swear sometimes it would = go one=20 way, and some times the other.  Finally, it just went to no bar, = and stayed=20 that way.  I can't say that I can blame the EM-2, since my old=20 meter did the exact same thing once.  It just refused to = work one=20 day, then worked fine the next.  Maybe everything will = just work=20 perfectly tomorrow, and all will be well.  I have to admit to being = tempted=20 to take the FJO wideband O2 meter out of the RX-7 for use in the = plane. =20 That would be sweet.  Fast, reliable air fuel reading from 10 to=20 20. 
 
In better news, = the temps=20 were very well behaved, and I didn't have to worry about overheating at = all,=20 even with the rad ducts in place (no cowl though).  There were no = new=20 leaks!  The EM-2 worked perfectly, give or take my odd=20 O2 issues.  Max static rpm was 4850, but unfortunately, I = have no=20 good static rpm from this prop pitch before.  Even more=20 unfortunately, I just noticed that I don't have any good = climb rpm's=20 from the last flying setup.  I have some numbers from the same = prop=20 pitch, at 5 psi, but this was before I set the relief valve to dump = everything over 5 psi.  Previously, at 5 psi of boost (not full = throttle),=20 I was getting 5400 rpm at 100 mph in climb, and 5600 rpm at 120 = mph.  If=20 I'm really getting 4850 now (prop not stalled?), I should certainly be = in the=20 same ballpark as before.  I'll have to wait for the performance = figures to=20 confirm.  I think being 42 pounds lighter, and with the FAR more=20 aerodynamically clean (non-BUC) cowl, I'll probably break even on=20 performance. 
 
As much as I'd = love to find=20 out tomorrow, it's unlikely to fly until next weekend.  I still = have to=20 attach some heat shielding with RTV, and it won't have time to = dry.  My=20 airport is under the Navy flight area, and is limited to 900 = ft during=20 the week.  That means I'll probably end up waiting until next = weekend to=20 fly.  
 
Cheers,
Rusty (more = good than bad=20 news)  
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