X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imf16aec.mail.bellsouth.net ([205.152.59.64] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1303723 for flyrotary@lancaironline.net; Sat, 05 Aug 2006 12:23:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.64; envelope-from=atlasyts@bellsouth.net Received: from ibm58aec.bellsouth.net ([70.149.3.54]) by imf16aec.mail.bellsouth.net with ESMTP id <20060805162303.TSQK3536.imf16aec.mail.bellsouth.net@ibm58aec.bellsouth.net> for ; Sat, 5 Aug 2006 12:23:03 -0400 Received: from [192.168.0.192] (really [70.149.3.54]) by ibm58aec.bellsouth.net with ESMTP id <20060805162302.RPAG10031.ibm58aec.bellsouth.net@[192.168.0.192]> for ; Sat, 5 Aug 2006 12:23:02 -0400 Mime-Version: 1.0 (Apple Message framework v752.2) In-Reply-To: References: Content-Type: text/plain; charset=WINDOWS-1252; delsp=yes; format=flowed Message-Id: Content-Transfer-Encoding: quoted-printable From: Bulent Aliev Subject: Re: [FlyRotary] It's officially an airplane Date: Sat, 5 Aug 2006 12:22:59 -0400 To: "Rotary motors in aircraft" X-Mailer: Apple Mail (2.752.2) Congratulations Al! Looks like very much the same first flight as =20 mine. I worked on my cooling and improved it so that at the second =20 flight the temps were much better. I'm sure you'll find a way to =20 improve the oil cooling. The temps do not come down that fast when =20 you level out. On the second flight my temps stopped climbing and =20 than very slowly started dropping down. It is not an instant thing. =20 Your water temp going only to 190 is a very good thing. Mine went to =20 222, but I started at 210 on takeoff. Again, congratulations and good =20= luck on solving the oil cooling issue. Bulent "Buly" Aliev FXE Ft lauderdale, FL http://tinyurl.com/s5xw8 On Aug 5, 2006, at 10:44 AM, Al Gietzen wrote: > A high speed nose lift; a high speed crow hop; and finally off and =20 > away around the pattern; the 20B powered Velocity, N755V maid its =20 > maiden flight yesterday,8/04/06. What an exciting milestone =96 even =20= > though in this case I was watching from the ground as the test =20 > pilot did his thing. > > > The engine performed well, and the pilot reported that all handling =20= > characteristics were good. The flight was short, however; because =20 > the oil temp was 10-15F higher than the limit I had set, and the =20 > pilot did the right thing in abbreviating the flight so that can be =20= > evaluated and changes made as necessary. All in all, with that as =20 > the only issue of note at this point; it was a good day. > > > It=92s such a common thing, isn=92t it =96 these cooling issues. The = oil =20 > temp (downstream from the cooler) peaked at 230F, somewhat after =20 > the end of the climb (OAT about 80F); I guess it takes a little =20 > while for the hot oil to get to the bottom of the 8 qt sump and =20 > back through the cooler. The main concern was that the temp didn=92t =20= > drop more that 3-4 degrees as he went around the pattern, and after =20= > landing and rolling out it was still 225F. Coolant temps peaked =20 > about 190F. > > > I had a video camera mounted reading the engine monitor display =20 > which is great for review later. Unfortunately, even though I have =20= > all sorts of instrumentation for doing diagnostics, in his focusing =20= > on flight characteristics, and the concern about the high oil temp =20 > the pilot forgot to push the =91page up=92 button; so the only data I =20= > have is page 1. Regardless of further data, it seems clear that =20 > there is insufficient air flow through the wing root oil cooler =96 a =20= > condition that was not entirely unexpected. > > > Another major step in an on-going process. > > > Al > > > > > >