X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [216.211.128.10] (HELO mail-in02.adhost.com) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1099236 for flyrotary@lancaironline.net; Wed, 10 May 2006 12:52:40 -0400 Received-SPF: none receiver=logan.com; client-ip=216.211.128.10; envelope-from=joeh@pilgrimtech.com Received: from Pilgrim10 (tide36.microsoft.com [131.107.0.86]) by mail-in02.adhost.com (Postfix) with ESMTP id 4E4C72C6162 for ; Wed, 10 May 2006 09:51:43 -0700 (PDT) (envelope-from joeh@pilgrimtech.com) From: "Joe Hull" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Airworthiness Date: Wed, 10 May 2006 09:51:42 -0700 Message-ID: <006b01c67452$043f85d0$cda0389d@redmond.corp.microsoft.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_006C_01C67417.58C31E90" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcZ0PoS2FBTCNQVzQeuKK9dWy+2HagAEydvg X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_006C_01C67417.58C31E90 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit WAY TO GO!! CONGRATULATIONS! Joe Hull Cozy Mk-IV #991 (In Phase1 Flight Test - 10.9 hrs flown) Redmond (Seattle), Washington _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Al Gietzen Sent: Wednesday, May 10, 2006 7:31 AM To: Rotary motors in aircraft Subject: [FlyRotary] Airworthiness Good News: Velocity N755V received FAA airworthiness certification yesterday. Also survived an intensive 4-hr inspection by a factory authorized insurance inspector with a small list of minor items to attend to. Not So Good News: Main issue now seems to be cooling during ground operations, particularly oil cooling, and the secondary temporary issue of mixture reprogramming (again, after software update). With the wing root cooler in a pusher configuration there is almost no oil cooling when standing still. So running at significant power to adjust mixture allows little time to do anything before reaching temp limits. Then, with cowl on, it takes hours for it to cool down. My expectation was for enough natural convection cooling on the ground to handle low power taxi operations. Earlier static running suggested that there would be sufficient time, but I'm finding that; a) taxi maneuvering with brake steering takes more power than anticipated, and b) the 3" thick, 16 fins/in. oil cooler core has almost no natural-convection cooling. Have no good ideas at the moment how to improve this situation. Haven't gotten to high speed taxi yet to see if temps stabilize. Tracy; can you tell me the basics of your water spray system? The in-cowl coolant rad gets reasonable air flow because of negative pressure generated by the prop aft of the cowl. More later, Al ------=_NextPart_000_006C_01C67417.58C31E90 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

WAY TO GO!! = CONGRATULATIONS!

 

Joe = Hull

Cozy Mk-IV #991 (In Phase1 Flight = Test - 10.9 hrs flown)

Redmond (Seattle), Washington

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Al Gietzen
Sent: Wednesday, May 10, = 2006 7:31 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] = Airworthiness

 

Good News:  Velocity N755V received FAA = airworthiness certification yesterday.  Also survived an intensive 4-hr = inspection by a factory authorized insurance inspector with a small list of minor items = to attend to.

 

Not So Good News:  Main issue now seems to be = cooling during ground operations, particularly oil cooling, and the secondary = temporary issue of mixture reprogramming (again, after software update). =  With the wing root cooler in a pusher configuration there is almost no oil = cooling when standing still.  So running at significant power to adjust mixture = allows little time to do anything before reaching temp limits. Then, with cowl = on, it takes hours for it to cool down.

 

My expectation was for enough natural convection = cooling on the ground to handle low power taxi operations.  Earlier static = running suggested that there would be sufficient time, but I’m finding = that; a) taxi maneuvering with brake steering takes more power than anticipated, = and b) the 3” thick, 16 fins/in. oil cooler core has almost no natural-convection cooling. Have no good ideas at the moment how to = improve this situation.  Haven’t gotten to high speed taxi yet to see = if temps stabilize.

 

Tracy; can you tell me the basics of your water spray = system?

 

The in-cowl coolant rad gets reasonable air flow = because of negative pressure generated by the prop aft of the = cowl.

 

More later,

 

Al

 

 

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