X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [199.185.220.220] (HELO priv-edtnes57.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.3.2) with ESMTP id 960539 for flyrotary@lancaironline.net; Mon, 23 May 2005 11:26:36 -0400 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.220; envelope-from=echolakeresort@telus.net Received: from [207.194.26.5] by priv-edtnes57.telusplanet.net (InterMail vM.6.01.04.04 201-2131-118-104-20050224) with ESMTP id <20050523152549.FHWI1090.priv-edtnes57.telusplanet.net@[207.194.26.5]> for ; Mon, 23 May 2005 09:25:49 -0600 Received: from 127.0.0.1 (AVG SMTP 7.0.322 [266.11.15]); Mon, 23 May 2005 08:25:46 -0700 Message-Id: <4291F5F5.000001.02708@BOUCHER-ODDLE24> Date: Mon, 23 May 2005 08:25:41 -0700 (Pacific Standard Time) X-Mailer: IncrediMail (3001609) From: "Echo Lake Fishing Resort (Georges Boucher)" References: To: Subject: Re: [FlyRotary] Re: Technical Advisor X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4291F5FA38B0=======" --=======AVGMAIL-4291F5FA38B0======= Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_T68YQL80000000000000" --------------Boundary-00=_T68YQL80000000000000 Content-Type: Text/Plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Re: Engine on test stand=0D I'm sure Tracy will concur, you would be surprised on the things you noti= ce & rectify while running an engine on a test stand (when I ran a Blanton b= elt re-drive the drive sound scared the hell out of me) . Make sure the stan= d is really secure!! I bolt mine to a trailer (attached to a truck) remembe= r you will need extra cooling (I add a thermostatically controlled dual electric fans to a large rad) & depending on the proximity of your neighb= ors a large muffler(mine are 2 miles away, but being on Echo Lake.........). Pay close attention to that PROP!! I ran the engines for at least 8 hours= =2E On my 13b installation I will use the 84" Ivo Magnum electric prop that I plan to use on the A/C, I think the closer you can duplicate the final se= tup the better your chances to get it right.=0D FWIW.=0D Georges B.=0D =0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: 05/23/05 06:43:31=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Re: Technical Advisor=0D =0D =0D George Graham wrote:=0D =0D >=0D >My general advice:=0D >=0D > 1. Develop your engine package on the ground. Mine was=0D >making full power for almost 40 hours before it went onto the=0D >airplane. Why not do that?=0D >=0D =0D I plan to run extensively on the ground at high power... 40 hours?=0D maybe.. but several tankfuls of fuel at least. For a one-off=0D installation this seems almost to be a MUST. A ground or "in flight=0D adjustable" IVO for run-in purposes would be even better, in order to=0D vary loads on the engine.=0D =0D > 2. Know what altitude you need to have to turn back, and=0D >what speed and turn angle to use.=0D >=0D =0D This falls under "type training". Chris and I intend to take factory=0D transition training, and also as a favor from a friend, I may get some=0D Velocity time in Utah in the near future. Can you guess what I will=0D practice?=0D =0D >=0D > 3. Do your test flights from a long runway which has lots=0D >of clear ground for emergency landings.=0D >=0D >=0D I will be flying from a former AF base with a runway layout that is=0D conducive to a turnback (parralel runways, land upwind on the second) .=0D Both primary runways are 7000 feet long or so. CFR is onsite 24/7.=0D Tower. No airlines. A couple of "outs" without hitting homes or woods.=0D I will just say I am blessed with regards to the field=0D =0D >None of those are new or original ideas, can you imagine=0D >otherwise?=0D >=0D >=0D >Sarasota Florida=0D >=0D >George Graham=0D >Mazda Rx7ez N4449E=0D >Homepage =0D >=0D =0D It is sage advice, and I am certain it has been written in blood many=0D times over. I plan to take it.=0D =0D Dave=0D =0D =0D =0D >> Homepage: http://www.flyrotary.com/=0D >> Archive: http://lancaironline.net/lists/flyrotary/List.html=0D =0D =0D --=0D No virus found in this incoming message.=0D Checked by AVG Anti-Virus.=0D Version: 7.0.322 / Virus Database: 266.11.15 - Release Date: 5/22/2005=0D =0D =2E --------------Boundary-00=_T68YQL80000000000000 Content-Type: Text/HTML; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Re: Engine on test stand
I'm sure Tracy will concur, you would be surprised on the thing= s you notice & rectify while running an engine on a test stand (when = I ran a Blanton belt re-drive the drive sound scared the hell out of= me)  . Make sure the stand is really secure!! I bolt mine to a trai= ler (attached to a truck) remember you will need extra cooling (I add a t= hermostatically controlled  dual electric fans to a large rad) &= depending on the proximity of your neighbors, a large muffler(mine are 2= miles away, but being on Echo Lake.........). Pay close attention to tha= t PROP!! I ran the engines for at least 8 hours. On my 13b installation I= will use the 84" Ivo Magnum electric prop that I plan to use on the A/C,= I think the closer you can duplicate the final setup the better your cha= nces to get it right.
FWIW.
Georges B.
 
 
-------Original Message-------
 
Date: 05/23/05 06:= 43:31
Subject: [FlyRotar= y] Re: Technical Advisor
 
 
George Graham wrote:
 
>
>My general advice:
>
>    1. Develop your engine package on the gr= ound.  Mine was
>making full power for almost 40 hours before it went onto the
>airplane. Why not do that?
>
 
I plan to run extensively on the ground at high power... 40 hours?
maybe.. but several tankfuls of fuel at least. For a one-off
installation this seems almost to be a MUST. A ground or "in flight<= /DIV>
adjustable" IVO for run-in purposes would be even better, in order t= o
vary loads on the engine.
 
>    2. Know what altitude you need to have t= o turn back, and
>what speed and turn angle to use.
>
 
This falls under "type training". Chris and I intend to take factory=
transition training, and also as a favor from a friend, I may get so= me
Velocity time in Utah in the near future. Can you guess what I will<= /DIV>
practice?
 
>
>    3. Do your test flights from a long runw= ay which has lots
>of clear ground for emergency landings.
>
>
I will be flying from a former AF base with a runway layout that is<= /DIV>
conducive to a turnback (parralel runways, land upwind on the second= ) .
Both primary runways are 7000 feet long or so. CFR is onsite 24/7.
Tower. No airlines. A couple of "outs" without hitting homes or wood= s.
I will just say I am blessed with regards to the field
 
>None of those are new or original ideas, can you imagine
>otherwise?
>
>
>Sarasota Florida
>
>George Graham
>Mazda Rx7ez N4449E
>
 
It is sage advice, and I am certain it has been written in blood man= y
times over. I plan to take it.
 
Dave
 
 
 
>>  Homepage:  http://www.flyrotary.com/
 
 
--
No virus found in this incoming message.
Checked by AVG Anti-Virus.
Version: 7.0.322 / Virus Database: 266.11.15 - Release Date: 5/22/20= 05
 
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