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 08:13:04 +0800
References: <list-10852796@logan.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
In-Reply-To: <list-10852796@logan.com>
Message-Id: <0EC77862-CBE9-4C99-BC22-72A95D61A118@gmail.com>

Tracy
When you say the rad and oil cooler are the same size as yours, were you =
referring to the RV 4 or 8?
Steve

> On 18 Mar 2018, at 8:08 am, Stephen Izett stephen.izett@gmail.com =
<flyrotary@lancaironline.net> wrote:
>=20
> Thanks Tracy.=20
> Much appreciated.
>=20
> 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
>>=20
>>=20
>>=20
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>=20
>=20
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