Return-Path: <13brv3@bellsouth.net> Received: from imf20aec.mail.bellsouth.net ([205.152.59.68] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3160546 for flyrotary@lancaironline.net; Sat, 10 Apr 2004 19:59:57 -0400 Received: from rad ([65.0.140.55]) by imf20aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040410235956.VKMZ1705.imf20aec.mail.bellsouth.net@rad> for ; Sat, 10 Apr 2004 19:59:56 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: long comments after 2 hours on rev-2 Date: Sat, 10 Apr 2004 18:59:55 -0500 Message-ID: <049a01c41f57$ef5fdf30$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_049B_01C41F2E.0689D730" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_049B_01C41F2E.0689D730 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 I made a couple more flights today, and have a few comments about the = rev-2 configuration. =20 =20 The best news is that I haven't had one single leak, loose bolt, or = other issue with the new configuration. I'm actually comfortable enough to venture away from the airport now. =20 =20 The other best news is that cooling is a complete non-issue. With 82 F ambient temps, I couldn't overheat the water or oil if I tried. The = highest I've seen oil is 180 F, and water was maybe 160 F. I'm still running distilled water, so when I add some coolant, it will probably heat up a little. It will also get about 20 degrees hotter in the next couple = months, so that won't help either. I'm willing to bet that cooling will still = work well enough to install the cowl cheek extensions. =20 =20 More good news- the handling is much better now that that 42 lbs is gone from the nose. It actually flies like an RV, and stall speed is down a = few MPH as well. =20 I've got all the wheel pant brackets installed now, but haven't = installed the wheel pants yet. I'm certain that the pants, and gear fairings will make a large difference in speed (15-20 mph), and perhaps even climb. I also need to install the gear leg stiffeners due to some shimmy that I'm having. Currently, the speed is 170 mph TAS at full throttle, = regardless of prop pitch it seems. This is as fast as it ever was before, so the lack = of a turbo doesn't seem to be hurting me here. At 13 degrees, the rpm is = 6700, and at 15 degrees, the rpm is 6200. Once I get the airframe cleaned up, I'll feed the numbers to Warp Drive, and let them taper the blades. = They claim the tapering will add about 4 degrees of effective pitch to high speed, but have virtually no effect on climb. I've actually read = comments by owners who say this is really true, and that it acts almost like a CS prop. We shall see. =20 =20 The worst news is probably climb performance. The best I can manage now = is 1500 fpm, which is still at only 100 mph. I'm hoping the wheel pants = and fairings will improve this, and put it back in the 120 mph range where = you would expect it to be. Either way, it's unlikely that I'll ever make it back to 2700 fpm like it was with the turbo. It does appear that the = turbo was pulling it's own weight, but I'm still happy to be rid of it. This = is another area where the prop pitch baffles me. You would think that = reducing pitch, and increasing rpm would help climb, but that just isn't the = case. At 13 degrees, the best climb was 1000 fpm, at 5400 rpm, and 100 mph. = At 15 degrees, best climb is 1500 fpm, at 5100 rpm, and 100 mph. I just do = NOT understand this, but it also happened back with the turbo. Is it = possible that this is just something goofy about the Warp Drive prop? I want to = run the engine at higher rpms, but neither speed, nor climb improves. Am I losing all the extra power on the prop? =20 Finally (I heard that sigh of relief), I'm not convinced that the long intake runners are causing me any real harm (another sigh of relief = heard from Paul). Throttle response is not that bad, and I've been monitoring = the temp of the runners. So far, the temp has remained right around = ambient. The only thing I'm wondering about are some high EGT's. This was = something that was mentioned as a result of this long intake scheme, and I can = easily exceed 1800 degrees. Which brings me to a question: =20 I'm running along at normal mixture, and settle into a cruise = configuration. When I start to lean the mixture, EGT's go immediately up to 1800 plus degrees (about 10 inches from the port). This trips the alarm that = Tracy had pre-set in the EM-2, and I richened it back up. What should I shoot = for on leaning the rotary? Is there a rule of thumb such as X number of = degrees on the rich side of peak EGT? =20 =20 Thanks for any comments. =20 =20 Cheers, Rusty (driving to Cleveland all day tomorrow) =20 =20 =20 ------=_NextPart_000_049B_01C41F2E.0689D730 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 
I made a couple = more=20 flights today, and have a few comments about the rev-2 = configuration. =20
 
The best news = is that I=20 haven't had one single leak, loose bolt, or other issue with the new=20 configuration.  I'm actually comfortable enough to venture away = from the=20 airport now. 
 
The other best = news is that=20 cooling is a complete non-issue.  With 82 F ambient temps, I = couldn't=20 overheat the water or oil if I tried.  The highest I've seen oil is = 180 F,=20 and water was maybe 160 F.  I'm still running distilled water, so = when I=20 add some coolant, it will probably heat up a little.  It will also = get=20 about 20 degrees hotter in the next couple months, so that won't help=20 either.  I'm willing to bet that cooling will still work well = enough to=20 install the cowl cheek extensions.  
 
More good news- = the=20 handling is much better now that that 42 lbs is gone from the = nose.  It=20 actually flies like an RV, and stall speed is down a few MPH as=20 well.
 
I've got all = the wheel pant=20 brackets installed now, but haven't installed the wheel pants = yet. =20 I'm certain that the pants, and gear fairings will make a=20 large difference in speed (15-20 mph), and perhaps even = climb.  I also=20 need to install the gear leg stiffeners due to some shimmy that I'm=20 having.  Currently, the speed is 170 mph TAS at full throttle, = regardless=20 of prop pitch it seems.  This is as fast as it ever was before, so = the lack=20 of a turbo doesn't seem to be hurting me here.  At 13 degrees, the = rpm is=20 6700, and at 15 degrees, the rpm is 6200.  Once I get the airframe = cleaned=20 up, I'll feed the numbers to Warp Drive, and let them taper = the=20 blades.  They claim the tapering will add about 4 degrees of = effective=20 pitch to high speed, but have virtually no effect = on climb.  I've=20 actually read comments by owners who say this is really true, and that = it acts=20 almost like a CS prop.  We shall=20 see.    
 
The worst news = is probably=20 climb performance.  The best I can manage now is 1500 fpm, which is = still=20 at only 100 mph.  I'm hoping the wheel pants and fairings will = improve=20 this, and put it back in the 120 mph range where you would expect it to=20 be.  Either way, it's unlikely that I'll ever make it back to 2700 = fpm like=20 it was with the turbo.  It does appear that the turbo was pulling = it's own=20 weight, but I'm still happy to be rid of it.   This is another = area=20 where the prop pitch baffles me.  You would think that = reducing pitch,=20 and increasing rpm would help climb, but that just isn't the case.  = At 13=20 degrees, the best climb was 1000 fpm, at 5400 rpm, and 100 = mph.  At 15=20 degrees, best climb is 1500 fpm, at 5100 rpm, and 100 mph.   I = just=20 do NOT understand this, but it also happened back with the=20 turbo.  Is it possible that this is just something goofy about=20 the Warp Drive prop?  I want to run the engine at higher = rpms,=20 but neither speed, nor climb improves.  Am I losing all = the extra=20 power on the prop?
 
Finally (I = heard that sigh=20 of relief), I'm not convinced that the long intake runners are causing = me any=20 real harm (another sigh of relief heard from Paul).  Throttle = response is=20 not that bad, and I've been monitoring the temp of=20 the runners.  So far, the temp has remained right = around=20 ambient.  The only thing I'm wondering about are some high = EGT's. =20 This was something that was mentioned as a result of this long = intake=20 scheme, and I can easily exceed 1800 degrees.  Which brings me to a = question:
 
I'm running = along at normal=20 mixture, and settle into a cruise configuration.  When I start = to lean=20 the mixture, EGT's go immediately up to 1800 plus degrees (about 10 = inches=20 from the port).  This trips the alarm that Tracy had = pre-set in=20 the EM-2, and I richened it back up.  What should I shoot for = on=20 leaning the rotary?  Is there a rule of thumb such as X number of = degrees=20 on the rich side of peak EGT?  
 
Thanks for any=20 comments.  
 
Cheers,
Rusty (driving = to Cleveland=20 all day tomorrow)  
 
 
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