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Hi Paul,
I'm running a 72" 3 blade Ivo Magnum (ground
adjustable), which isn't known for it top end speed,
but since I didn't know what ptch I needed, it seemed
to a really good place to start.
Yesterday, I retorqued the prop, and changed the ptch
adding about 2.5 degrees more pitch, so that was what
led to the 4400 cruise at a MAP of about 22. I was
showing a speed of 130 kts indicated, which seemed to
match the GPS when you average the winds.
The highest I've pushed it so far was 150 kts, and
that was for a short time. I don't have wheel pants
on yet, and I'm trying to me kind to my turbo, so it
doesn't pack up.
I'm going to retorque the prop again this morning, and
change the pitch back to where it was. actually I'm
going to reduce it about a 1/2 degree from where it
was originally. Before the change a 22 MAP was
yeilding about 4900 RPM's with a take off RPM of about
5500 at 5lbs of boost on the turbo. I think that is
probably closer to what I want to run at, rather than
where it is right now.
I'm curious about what kind of muffler you are
running. You've probably said, but I don't remember.
I'm thinking about getting rid of the turbo later on,
and looking for info now. Also any photos of your
exhaust setup would be helpful.
Steve
--- sqpilot@bellsouth.net wrote:
> Hi, Steve....glad to hear you are flying/enjoying
> your rotary powered
> canard. I found that a cruise rpm of 4400 rpm's
> makes for a very quiet
> cabin. What size prop are you using and what is
> your IAS at 4400 rpm's?
> Thanks for the info. Paul Conner, also enjoying
> cruising around at 4400
> rpm's in Mobile, AL
>
> ----- Original Message -----
> From: "Steve Brooks" <prvt_pilot@yahoo.com>
> To: "Rotary motors in aircraft"
> <flyrotary@lancaironline.net>
> Sent: Tuesday, May 03, 2005 7:56 PM
> Subject: [FlyRotary] Re: Home again, home again!
>
>
> > Ed,
> > I don't beleive that I'm going to make the flyin.
> > Flying has gone exceptionally well this week. I
> have
> > flown over 4 hours in the last two days, and I
> plan on
> > getting in at least 2 more hours tomorrow, before
> > heading back to the Raleigh area.
> >
> > I am very happy with the way that the rotary is
> > perfoming now. Temps are good, and it is very
> smooth
> > accross the power range. Most of my cruising
> around
> > has been at low cruise. About 4400 RPMs and
> proabably
> > about 55%=60% power. Trying to conserve both fuel
> and
> > turbo.
> >
> > I'm also considering removing the turbo, as I see
> it
> > as the weakest link. I have most of what I need
> to
> > convert to a T04 turbo, but wondering if I
> shouldn't
> > just go to N/A. Still kicking it around, but
> probably
> > won't do anything untill I get the 40 hours flown
> off.
> > Just over 20 hours so far, but going strong,
> > especially if I can get to over 6 hours in three
> days.
> > It has been pretty bumpy up there, especially this
> > afternoon.
> >
> > Steve
> > --- Ed Anderson <eanderson@carolina.rr.com> wrote:
> >
> >> Thanks, Steve
> >>
> >> Great to have my aircraft back in its hangar
> with
> >> thunderstorm season
> >> beginning.
> >>
> >> Going out today to enlarge the 10 sq inch inlet
> left
> >> duct opening to around
> >> 18 sq inches
> >> Are you going to the Mid-Atlantic Flyin? Sounds
> >> like you are getting your
> >> time burnt off - bit by bit.
> >>
> >> Ed
> >> ----- Original Message -----
> >> From: "Steve Brooks" <prvt_pilot@yahoo.com>
> >> To: "Rotary motors in aircraft"
> >> <flyrotary@lancaironline.net>
> >> Sent: Tuesday, May 03, 2005 7:44 AM
> >> Subject: [FlyRotary] Re: Home again, home again!
> >>
> >>
> >> > Ed,
> >> > Congratulations on the successful rebuild and
> safe
> >> > flight back to home base.
> >> >
> >> > I've been off email for the last couple of
> days,
> >> so
> >> > I'm trying to catch up.
> >> >
> >> > I made a trip to SC, first in about a month and
> a
> >> > half. Had a good day yesterday with three
> >> flights,
> >> > but only 1 1/2 hours total. It was pretty
> bumpy.
> >> > Engine is running very good, and no problems.
> >> >
> >> > Hoping to get in at least 3 hours today.
> >> >
> >> > Steve Brooks (fuel it and fly it)
> >> >
> >> >
> >> > --- Ed Anderson <eanderson@carolina.rr.com>
> wrote:
> >> >> Wife, drove me and my flight gear to aircraft
> >> >> getting there around 1100. By time finished
> >> >> loading, reinstalling the avionics - the @$#%^
> >> >> transponder wouldn't slide all the way back in
> an
> >> >> engage the pins it was 1130 and the wind was
> >> picking
> >> >> up. - I figured I'd stay low enough and out
> of
> >> >> class B airspace anyway.
> >> >>
> >> >> I told her that she could pick me up back at
> the
> >> >> home airport in NC if I didn't have any
> problem -
> >> >> she said I wouldn't have any problem.
> Curious, I
> >> >> asked how did she know I wouldn't have any
> >> problem -
> >> >> "Headwind" she said. Women, got to love em.
> >> >>
> >> >> Cranked up the engine and let oil and coolant
> >> temp
> >> >> rise to 120F and taxied to runup at end or
> >> runway.
> >> >> Everything looking good, I restricted takeoff
> rpm
> >> to
> >> >> 5400 (6000 ft long runway), still accelerated
> >> >> rapidly and lifted off. Kept it low until
> >> hitting
> >> >> 140 mph hoping to maintain good cooling.
> >> However,
> >> >> coolant temp rose to 220F during the circuits
> of
> >> the
> >> >> airport as I slowly climbed. I pulled the
> power
> >> >> back to 4500 rpm and the temps stabilized at
> >> 210F.
> >> >> Oil temp was around 185F. Normally coolant is
> in
> >> >> syn with the oil or perhaps 5F higher. After
> >> flying
> >> >> for approx 20 minutes coolant temps were at
> 200F,
> >> so
> >> >> slowly coming down.
> >> >>
> >> >> This is pretty much what Tracy reported when
> >> first
> >> >> flying with the Renesis engine - tight engine,
> >> more
> >> >> power, more heat. So it appears that this
> engine
> >> is
> >> >> much tighter. I can now maintain level flight
> >> >> burning 4 gph when it used to take 5.5 gph.
> >> Can't
> >> >> wait until its broken in a bit more to see
> what
> >> the
> >> >> top end is. Overhaul kit from Real World
> >> Solutions
> >> >> and parts from Bruce T appear to have come
> >> together
> >> >> in a tight nit engine.
> >> >>
> >> >> But, it does appear the small cooling inlets
> >> (which
> >> >> I had planned to open up a bit) are too small
> for
> >> >> the new HP being produced (are you listening,
> AL
> >> >> {:>)?. Also, several people mentioned after I
> >> >> arrived back at GooseCreek that the exhaust
> was
> >> >> deeper and louder. Even my wife mentioned it
> no
> >> >> longer had that "whinny" sound.
> >> >>
> >> >> So thanks for all the well wishes from
> everyone,
> >> >> advice, and engineering consultation on the
> >> cause.
> >> >> I have mailed seals to Tracy and Bob
> Perkinson,
> >> so
> >> >> that should provide some "harder" data on the
> >> status
> >> >> of the seals.
> >> >>
> >> >>
> >> >> Ed Anderson
> >> >> Rv-6A N494BW Rotary Powered
>
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