From: "Stephen Izett stephen.izett@gmail.com" <flyrotary@lancaironline.net>
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Subject: Re: [FlyRotary] Re: Glasair Testing
Date: Sun, 18 Mar 2018 08:08:55 +0800
References: <list-10852761@logan.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Message-Id: <9322A7C8-8817-4BD5-B914-278FA16451BD@gmail.com>

Thanks Tracy.=20
Much appreciated.

Steve
> On 18 Mar 2018, at 7:48 am, Tracy Crook rwstracy@gmail.com =
<flyrotary@lancaironline.net> wrote:
>=20
> The rad is the same size as mine so should be OK, oil cooler about the =
same as mine too.  Success depends as much on volume through them as =
size though.  I can=E2=80=99t guess on the inlet size since your =
airspeed will be higher than mine.  In my experience cooling on ground =
had very little bearing on how it works in flight. =20
> =20
> When you are committed to first flight, don=E2=80=99t wait for full =
oil & water temps,  start takeoff run as soon as min. temps reached if =
possible.   I use 120 F. as min.  That will give best chance to make it =
around the pattern for quick landing before overheating if cooling is =
not good enough.  I did many one circuit flights in the early days : )
> =20
> Tracy
> =20
> Sent from Mail for Windows 10
> =20
> From: Stephen Izett stephen.izett@gmail.com
> Sent: Saturday, March 17, 2018 7:13 PM
> To: Rotary motors in aircraft
> Subject: [FlyRotary] Re: Glasair Testing
> =20
> Hi Tracy.=20
>=20
> When you said you agree with Todd, was this in relation to the oil =
cooler appearing to be on the small side?
>=20
>=20
> Any other observation re temps etc?=20
>=20
> Water Cooler - 13x17.7x2.35 giving 541in3 fed by 20in2 right cheek =
which gets very little air from the prop.
>=20
> Oil Cooler - turbo rx7 11x8.75x2 giving 193in3 fed by 7.4in2 inlet =
12=E2=80=9D below spinner, which gets better prop blast.
>=20
> See photo for inlets (left cheek feeds air filter and cooling of coils =
only. Right cheek is mirror image)
>=20
> =20
> Thanks again for your gearbox, controllers and knowledge base over the =
years.
>=20
> Very much appreciated.
>=20
> =20
> Steve Izett
> =20
>=20
> On 18 Mar 2018, at 4:03 am, Tracy Crook rwstracy@gmail.com =
<flyrotary@lancaironline.net> wrote:
>=20
> Hi Steve,
>   I agree with Todd=E2=80=99s comments.  The EM2/3 will not give =
reliable airspeed readings below around 20 MPH due to the limitations of =
the sensor used and resolution of the ADC in the EM3.
> =20
> Glad to see the progress!
> =20
> Tracy
> =20
> Sent from Mail for Windows 10
> =20
> From: Stephen Izett stephen.izett@gmail.com
> Sent: Saturday, March 17, 2018 5:35 AM
> To: Rotary motors in aircraft
> Subject: [FlyRotary] Re: Glasair Testing
> =20
> Hi guys
> =20
> I repotted the graph using gps ground speed (there was no breeze that =
day) as it shows the lower speed taxing where the airspeed indicator =
doesn=E2=80=99t down low.
> =20
> Cheers
> =20
> Steve Izett
> <69C652B733844F5DB5ECD4A530438876.jpg>
> =20
> =20
> =20
> =20
> =20
> On 17 Mar 2018, at 5:28 pm, Stephen Izett stephen.izett@gmail.com =
<flyrotary@lancaironline.net> wrote:
>=20
> HI Todd
> Thanks for the feedback. And yes the manifold pressure does make =
sense, I was upside down expecting a lower manifold pressure at WOT. =
Doh!
> I=E2=80=99m colourblind and cant differentiate between some of those =
colours so was getting confused.=20
>=20
> Yes that Cri Cri is an interesting and tiny machine.
> Dawie and Sarki are great guys with heaps of experience and have been =
so very helpful.
> They bring it out every time we have an open day at our club. The =
crowds love it.
>=20
> On another note I=E2=80=99m very interested in the possibility of =
turboing the renesis in the future if all else goes well.
> What turbo are you using, what level of boost do you use and what hp =
do you think this is creating?
>=20
> Thanks again
>=20
> Steve Izett
>=20
>=20
>=20
> On 17 Mar 2018, at 4:29 pm, Todd Bartrim bartrim@gmail.com =
<flyrotary@lancaironline.net> wrote:
>=20
> Hi Steve;
> The manifold looks like exactly what I would expect to match your RPM, =
so no worries there. The temps don't look too bad to me. Possibly your =
oil cooling might be little low as it begins to increase rapidly when =
you add power and during an extended climb-out you may see that get a =
little hotter than you like, but it looks like it stabilizes quickly =
when you reduce the power.
>   If everything else is performing well (fuel, electrical) then I =
don't see why it's not time to see how it cools in the air. That's a =
quick plane so my guess is that if you have enough ground cooling for =
indefinate ground operation, you may find excess cooling (and drag) in =
the air.
>=20
> But the real reason I'm responding right now is not rotary related.... =
 A JET POWERED CRI CRI???? Holy s**t, what will they do next! So I found =
the YouTube video of it (VH-ZSE right?) That's pretty cool!
>=20
> Todd
> C-FSTB
> RV9 Turbo13B
>=20
> Todd Bartrim
>=20
> On Fri, Mar 16, 2018 at 6:29 PM, Stephen Izett =
stephen.izett@gmail.com<flyrotary@lancaironline.net> wrote:
> Hi people
>=20
> Continued testing the Glasair Super IIRG yesterday with an OAT of 70. =
See graph of 13 minutes of data (Note: temps in C, Speed in Knots)
>=20
> Apart from collecting data on the cooling I flooded my system with =
adrenaline.
>=20
> On the second run as I hit about 45knots I encountered very high =
vibration with no warning. I braked and turned of the engine thinking it =
emanated from the engine/prop.
> After leaving the runway and stopping for a few moments I tried a =
restart, and found all perfectly normal. Previously I had encountered =
huge missing at rpm so immediately thought that was the issue.
> Having wrongly diagnosed the phenomenon I taxied back and did another =
run seeking to emulate the fault. Well this time I got up to about =
47knots and all hell broke loose.=20
> I was barely able to control her, leaving the strip and into the ruff. =
Over the radio came the call =E2=80=9Cif you continue with that front =
nose shimmy you will destroy your aircraft=E2=80=9D.=20
> Well I had no interest in continuing the testing at that stage but was =
very thankful for the feedback from someone watching on. With my lack of =
expertise I had completely failed to realise what was happening.
>=20
> Back to the hangar and pulled the Shimmy Damper apart. Oil had gotten =
in at some point, so cleaned it up and re torqued the assembly.
>=20
> A friend on our airstrip with extensive experience in many different =
aircraft (he has an RV8, Longezy, jet powered cir cri, Comanche twin) =
then took it out with me (data not provided) and he confirmed he thought =
the aircraft seemed very responsive (shimmy Damper a little to tight =
now) and proceeded to lift the nose off for the first time under its own =
power at a little over 50 knots.
>=20
> So some big lessons for me in relation to my expertise and risk =
profiling.
> Temps still concerning but I=E2=80=99m wondering if there is enough =
capacity to attempt flight testing.
> I would appreciate any wisdom that any of you glean from the log data. =
(I expected a different result from the manifold readings, so not sure =
what is going on there)
>=20
> Thanks
>=20
> Steve Izett
> Perth WA - Glasair Super IIRG with Renesis 4 port, RD1C, EM3, EC3
>=20
> <Testing 16th March 18.jpeg>
>=20
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