X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.3.6) with ESMTP id 625283 for flyrotary@lancaironline.net; Thu, 04 Aug 2005 19:43:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-065-188-083-049.carolina.res.rr.com [65.188.83.49]) by ms-smtp-03-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id j74Nh5Y5014649 for ; Thu, 4 Aug 2005 19:43:06 -0400 (EDT) Message-ID: <000f01c580f2$288960e0$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Back from Osh Date: Mon, 4 Jul 2005 19:43:19 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000C_01C580D0.A1482560" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_000C_01C580D0.A1482560 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable And Laura wonders why I decline to fly cross-country to Oshkosh, = Copperstate, etc with Tracy {:>) Even if my bird could keep up with = Tracy's performance, I couldn't. Ed A ----- Original Message -----=20 From: Tracy Crook=20 To: Rotary motors in aircraft=20 Sent: Thursday, August 04, 2005 12:31 PM Subject: [FlyRotary] Re: lycoming O-320 / Back from Osh Really baffling set of test results Kevin. I am sort of curious what = the actual fuel flow is at 1500 rpm where the engine will run. It = should be a low number like maybe 3 gph or less. The power to turn a = fixed pitch prop is a *cube* function of rpm, not linear. These tests = were with prop on I assume. Also surprised at the temps still going up at 1500 but that may be = normal for rebuilt Lycs. What was CHT at 1500 before overhaul?=20 Back from Osh (great trip, 7 rotaries there) after an eventful return = flight. Entire state of Georgia was under a big dome of clouds with = MVFR conditions below. I made the decision to go on top which was at = around 12,500 ft when I reached edge of cloud cover at north end of Ga. = Had grand view of weather and could easily navigate around thunderstorms = that had buildups into FL 40. Bad news was that top of cloud cover kept = rising as I flew across Georgia and eventually reached 18,000 ft by the = time I reached the southern edge of cloud cover near Florida border. = Did I mention that I have no Oxygen on board? Had one exciting moment when I encountered one of those very thin = gauzy looking cloud layers at 18,000. Not wanting to break into Class A = airspace I descended through it figuring I would fly in the 200 foot gap = between it and the cloud layer below for the few minutes it would take = to get past it. The canopy (and wing too I suspect) immediately started = accumulating ice. Class A here I come, I'll deal with FAA if I have to. = By the time I spiraled down through closely spaced thunderstorms in = Florida I had spent about 2 hours between 16 and 18 thousand feet. It = was a fairly high stress period. Shady Bend was under a thunderstorm by this time so I diverted to Lake = City and landed. It was hot, I was dehydrated from not drinking enough = water and the 3 G spiral down through the clouds added to the discomfort = level. Nevertheless, I felt OK at touch down but by the time I taxied = to the FBO I felt violently ill. I assumed it was the hypoxia and heat = exhaustion (had that back in Army days) but Laura was concerned that the = symptoms could be heart attack. Went to hospital and blood tests showed = slightly elevated enzyme that indicates possible heart attack. Great. = Now I am obligated to go through the whole drill (cardiac = catheterization) to prove it was not a heart problem if I wanted to = keep my pilots license. Test came out good (cardiac guy said arteries = clean as a whistle and hopes his heart looks that good at 57). The plane was magnificent the whole trip and did anything I asked of = it. Still had respectable rate of climb at 18,500 (who needs a turbo?), = engine never skipped a beat, burned 101 gallons in 17.1 hours of flight = (includes taxi time) so fuel burn averaged about 6 gph. Glad to be = home. Tracy (belatedly ordering Oxygen system)=20 ------=_NextPart_000_000C_01C580D0.A1482560 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
And Laura wonders why I decline to fly=20 cross-country to Oshkosh, Copperstate, etc with Tracy {:>)  Even = if my=20 bird could keep up with Tracy's performance, I couldn't.
 
Ed A
----- Original Message -----
From:=20 Tracy = Crook
Sent: Thursday, August 04, 2005 = 12:31=20 PM
Subject: [FlyRotary] Re: = lycoming O-320 /=20 Back from Osh

Really baffling set of test results Kevin.  I am sort of = curious=20 what the actual fuel flow is at 1500 rpm where the engine will = run.  It=20 should be a low number like maybe 3 gph or less.  The power to = turn a=20 fixed pitch prop is a *cube* function of rpm, not linear.  These = tests=20 were with prop on I assume.
 
Also surprised at the temps still going up at 1500 but that may = be normal=20 for rebuilt Lycs.  What was CHT at 1500 before = overhaul? 
 
Back from Osh (great trip, 7 rotaries there) after an eventful = return=20 flight.  Entire state of Georgia was under a big dome of=20 clouds with MVFR conditions below.  I made the decision = to go=20 on top which was at around 12,500 ft when I reached edge of cloud=20 cover at north end of Ga.  Had grand view of weather and = could=20 easily navigate around thunderstorms that had buildups into FL = 40. =20 Bad news was that top of cloud cover kept rising as I flew across = Georgia=20 and eventually reached 18,000 ft by the time I reached the = southern edge=20 of cloud cover near Florida border.  Did I mention that I = have no=20 Oxygen on board?
 
  Had one exciting moment when I encountered one of = those very=20 thin gauzy looking cloud layers at 18,000.  Not wanting to break = into=20 Class A airspace I descended through it figuring I would fly in = the 200=20 foot gap between it and the cloud layer below for the few minutes it = would=20 take to get past it. The canopy (and wing too I = suspect) immediately=20 started accumulating ice.  Class A here I come, I'll deal = with FAA=20 if I have to.   By the time I spiraled down through = closely=20 spaced thunderstorms in Florida I had spent about 2 hours between = 16 and=20 18 thousand feet.  It was a fairly high stress period.
 
Shady Bend was under a thunderstorm by this time so I = diverted=20 to Lake City and landed.   It was hot, I was dehydrated from = not=20 drinking enough water and the 3 G spiral down through the clouds added = to the=20 discomfort level.  Nevertheless, I felt OK at touch down but by = the time=20 I taxied to the FBO I felt violently ill. I assumed it was the = hypoxia=20 and heat exhaustion (had that back in Army days) but Laura was = concerned that=20 the symptoms could be heart attack.  Went to hospital and blood = tests=20 showed slightly elevated enzyme that indicates possible heart = attack. =20 Great.  Now I am obligated to go through the whole drill (cardiac = catheterization)  to prove it was not a heart problem if I wanted = to keep=20 my pilots license.  Test came out good (cardiac guy said arteries = clean=20 as a whistle and hopes his heart looks that good at 57).
 
The plane was magnificent the whole trip and did anything I asked = of=20 it.  Still had respectable rate of climb at 18,500 (who needs a = turbo?),=20 engine never skipped a beat, burned 101 gallons in 17.1 hours of = flight=20 (includes taxi time) so fuel burn averaged about 6 gph.  Glad to = be=20 home.
 
Tracy  (belatedly ordering Oxygen system)
 
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