Message
Hi Rusty,
You clearly don't need any more advice/suggestions
{:>). But (yep! some more of the same), I feel you truly should consider
the project a "long term" evolutionary project. Yes, I know we all want
to blast off at 5000 fpm rate of climb and hit 250 mph on 6 gph on the first
flight, but it generally takes a little fine tuning to get there {:>).
There was one year (after I flew off
my 40 hours) that I got 2 1/2 hours of flight time. It was one major thing
after another until if I had any good sense I would have tossed in the towel
(fortunately I don't ). Tracy will tell you a similar story (perhaps not
as extreme).
The cooling system is now on its 6th rendition
( if you count my experimenting with reducing my radiator inlet area. My
second set of radiator cores, my second oil cooler. I am on my second
PSRU as well as 13B block. As someone mentioned, I am working on my 4th
or 5th intake system (tough to keep track sometimes). My EFI system is
the second one on the aircraft. Its the third ignition CPU. I've taken
apart my engine several times (fortunately not the current one). Lets see
oh, yes.
The only major items FWF that are left
on the aircraft that were there for its first flight are
The motor mount
The exhaust headers
The Propeller and Spinner
The ignition components (well the wires
have been changed and the spark plugs {:>))
The fuel system (and its had blast tubes
added for cooling)
EVERY thing else has been changed at Least
once.
On the other hand, I must tell you (if
not already apparent) I LIKE tinkering with my set up - one of the reason
I went this route. Heck, with a Lycoming I would be bored to tears and
broke {:>).
While I believe my situation somewhat
extreme and have a certification to that affect from Real World Solutions
entitled the "Lightening Strikes Six Times (or More)" award for discovering
the most unlikely failure modes in a rotary powered aircraft (and I might
add, surviving them), I have found that you need to change one thing at a
time. Otherwise, it gets real hard to tell what the effect of any change
is.
My aircraft weighed approx 140 lbs heavier
than the "standard" RV-6A at its initial weigh-in, so I understand your
feeling about the weight. Also my CG is at the forward limit which adds
that damn trim drag (I have a faster top speed loaded to the gills than
when near minimum weight). Even with my weight reduction effort, it weights
(empty) over 200 lbs more than Tracy's RV4. But, I am still working on
bringing the weight down.
I think trying to solve all problems at
once can get your enthusasim down with perhaps no apparent results in any
area. Take it one problem at a time, isolate it, think about it (I know
you do) and take a course of action. Anything that might make you pucker
from time to time would be the first thing on my list to fix {:>). If
you really have your heart set on something (like the turbo), don't abandon
anything just because it may have teething problems - at least not until
you have spent at least six months trying to get the bugs out. I mean I've been
flying 4 years and I'm still changing (hopefully improving) things.
Now either this tale puts your situation
in a clearer perspective or you need to go buy a Lycoming {:>) (Kidding
of course)
Best Regards
Ed Anderson
:
I agree Ed. I've been flying over four years and 420 hours, and I'm still
changing things. I'm working on a new oil cooler installation now. Maybe
someday the plane will be "done".