Return-Path: Received: from [24.25.9.101] (HELO ms-smtp-02-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3203430 for flyrotary@lancaironline.net; Mon, 03 May 2004 10:19:30 -0400 Received: from EDWARD (clt25-78-058.carolina.rr.com [24.25.78.58]) by ms-smtp-02-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i43EJRkG020321 for ; Mon, 3 May 2004 10:19:28 -0400 (EDT) Message-ID: <000a01c43119$a97bc1e0$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Injector testing Date: Mon, 3 May 2004 10:19:35 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01C430F8.2235A460" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C430F8.2235A460 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable MessageJohn, Its largely a matter of your personal preference. I too = lean toward takeoff and initial climb performance, however, I would = recommend that you have the prop "calibrated" such that at max weight = take off on a high altitude density day, you have enough engine rpm to = produce sufficient power to get or at the very least remain airborne. = Otherwise, should you loose the turbo, you are coming down - how soon, = of course, depends on your altitude at loss. FWIW Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC ----- Original Message -----=20 From: John Slade=20 To: Rotary motors in aircraft=20 Sent: Sunday, May 02, 2004 10:36 PM Subject: [FlyRotary] Re: Injector testing > BTW, I'm guessing that your testing will reveal that you're pretty = far over propped. Once you get that =20 > reduced a bit, the loss of turbo failure mode will be even more = benign. =20 I probably am overpropped at static and low speed. I told Clark = Lydick to build me a speed prop. I figured that being overpropped on = take-off doesnt matter if you have lots of HP and can get off the ground = in 1200 ft and climb like a banshee anyway. I'll be sending the prop = back for adjustment once I get solid numbers, but I don't think I'll = want him to cut it back much. john Slade ------=_NextPart_000_0007_01C430F8.2235A460 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
John, Its largely a matter of your personal = preference.  I too lean toward takeoff and initial climb = performance,=20 however, I would recommend that you have the prop "calibrated" such that = at max=20 weight take off on a high altitude density day, you have enough engine = rpm to=20 produce sufficient power to get or at the very = least  remain=20 airborne.   Otherwise, should you loose the turbo, you are = coming down=20 - how soon, of course, depends on your altitude at loss.
 
FWIW
 
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
----- Original Message -----
From:=20 John=20 Slade
Sent: Sunday, May 02, 2004 = 10:36 PM
Subject: [FlyRotary] Re: = Injector=20 testing

> BTW, = I'm guessing that your=20 testing will reveal that you're pretty far over propped.  = Once you=20 get that  
> reduced a bit, the = loss of turbo=20 failure mode will be even more benign.   
&nbs= p;
I=20 probably am overpropped at static and low speed.  I told Clark = Lydick to=20 build me a speed prop. I figured that being overpropped on take-off = doesnt=20 matter if you have lots of HP and can get off the ground in 1200 ft = and climb=20 like a banshee anyway. I'll be sending the prop back for adjustment = once I get=20 solid numbers, but I don't think I'll want him to cut it back=20 much.
john=20 Slade
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