X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao02.cox.net ([68.230.241.37] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1301756 for flyrotary@lancaironline.net; Sat, 05 Aug 2006 10:45:21 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.37; envelope-from=ALVentures@cox.net Received: from BigAl ([72.192.132.90]) by fed1rmmtao02.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20060805144434.SSZY12581.fed1rmmtao02.cox.net@BigAl> for ; Sat, 5 Aug 2006 10:44:34 -0400 From: "Al Gietzen" To: "Rotary motors in aircraft" Subject: It's officially an airplane Date: Sat, 5 Aug 2006 07:44:46 -0700 Message-ID: <000001c6b89d$b24747f0$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C6B863.05E86FF0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C6B863.05E86FF0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable A high speed nose lift; a high speed crow hop; and finally off and away around the pattern; the 20B powered Velocity, N755V maid its maiden = flight yesterday, 8/04/06. What an exciting milestone - even though in this = case I was watching from the ground as the test pilot did his thing. =20 The engine performed well, and the pilot reported that all handling characteristics were good. The flight was short, however; because the = oil temp was 10-15F higher than the limit I had set, and the pilot did the = right thing in abbreviating the flight so that can be evaluated and changes = made as necessary. All in all, with that as the only issue of note at this point; it was a good day. =20 It's such a common thing, isn't it - these cooling issues. The oil temp (downstream from the cooler) peaked at 230F, somewhat after the end of = the climb (OAT about 80F); I guess it takes a little while for the hot oil = to get to the bottom of the 8 qt sump and back through the cooler. The = main concern was that the temp didn't drop more that 3-4 degrees as he went around the pattern, and after landing and rolling out it was still 225F. Coolant temps peaked about 190F. =20 I had a video camera mounted reading the engine monitor display which is great for review later. Unfortunately, even though I have all sorts of instrumentation for doing diagnostics, in his focusing on flight characteristics, and the concern about the high oil temp the pilot = forgot to push the 'page up' button; so the only data I have is page 1. = Regardless of further data, it seems clear that there is insufficient air flow through = the wing root oil cooler - a condition that was not entirely unexpected. =20 Another major step in an on-going process. =20 Al =20 =20 =20 =20 ------=_NextPart_000_0001_01C6B863.05E86FF0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

A high speed nose lift; a high speed crow hop; and = finally off and away around the pattern; the 20B powered Velocity, N755V maid = its maiden flight yesterday, 8/04/06.  What an exciting milestone – even though in this case I was = watching from the ground as the test pilot did his thing.

 

The engine performed well, and the pilot reported = that all handling characteristics were good.  The flight was short, however; because the oil temp was 10-15F higher than the limit I had set, and the = pilot did the right thing in abbreviating the flight so that can be evaluated = and changes made as necessary.  All in all, with that as the only issue = of note at this point; it was a good day.

 

It’s such a common thing, isn’t it = – these cooling issues.  The oil temp (downstream from the cooler) = peaked at 230F, somewhat after the end of the climb (OAT about 80F); I guess it = takes a little while for the hot oil to get to the bottom of the 8 qt sump and back = through the cooler.  The main concern was that the temp didn’t drop = more that 3-4 degrees as he went around the pattern, and after landing and = rolling out it was still 225F.  Coolant temps peaked about = 190F.

 

I had a video camera mounted reading the engine = monitor display which is great for review later.  Unfortunately, even = though I have all sorts of instrumentation for doing diagnostics, in his focusing = on flight characteristics, and the concern about the high oil temp the = pilot forgot to push the ‘page up’ button; so the only data I have is = page 1.  Regardless of further data, it seems clear that there is insufficient = air flow through the wing root oil cooler – a condition that was not = entirely unexpected.

 

Another major step in an on-going = process.

 

Al

 

 

 

 

------=_NextPart_000_0001_01C6B863.05E86FF0--