Return-Path: <13brv3@bellsouth.net> Received: from imf16aec.mail.bellsouth.net ([205.152.59.64] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 374674 for flyrotary@lancaironline.net; Sun, 22 Aug 2004 22:13:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.64; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf16aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040823021320.EXPG1721.imf16aec.mail.bellsouth.net@rd> for ; Sun, 22 Aug 2004 22:13:20 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: today's rev-3 report Date: Sun, 22 Aug 2004 21:13:40 -0500 Message-ID: <008801c488b6$d044c610$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0089_01C4888C.E76EBE10" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 This is a multi-part message in MIME format. ------=_NextPart_000_0089_01C4888C.E76EBE10 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 Thanks to all who commented on the low MAP readings, and intake = questions. After today's flight, I'm fairly certain the low MAPs are correct, unfortunately. =20 =20 Rusty (almost bought a flying Kolb SlingShot today) =20 =20 =20 =20 8-22-04 1.1 hours / 29.7 total =20 Took the plane up for some testing today, and believe I've found that it isn't putting out the power I'd hoped for. I couldn't tell if the low = MAP readings were real or not, but now I think they are. =20 =20 First, the takeoff was less eventful. I very slowly added power until I = got going fast enough to raise the tail. At that point, it was easy to add throttle and adjust the rudder to match. Piece of cake, though I will = still plan to shim the mount at some point. In cruise, the ball is just about = the same amount off as it was with the previous B drive version, so the left mount offset doesn't see to have that much effect on cruise. Need to = start thinking about a trim tab though. =20 =20 Climb at 130 mph was only about 1200 fpm, at 5800 rpm, and a MAP of 24.5 around 1500 ft MSL. Tracy was reporting 6200 rpm at 120-130, so I'm = clearly below his 13B performance. =20 =20 Climb at 100 mph was about 2400 fpm, at about 5600 rpm, but I didn't = note the MAP. I might have gotten a little more climb rate from 90 mph, but = the oil temps rang the bell on the EM-2. They seemed to want to stay in the = 215 range after a few thousand feet (97 degrees on the ground), though the = water temps were still OK. I removed the rear bulkheads of the cowl cheeks = for the next test. =20 =20 Full throttle at 7k ft was a dismal 190 mph TAS, at 6200 rpm. I think = this was a step backwards from the B drive. =20 =20 My conclusion is that the engine isn't making enough power for the = current prop and redrive. I'm starting to believe the low MAP readings are = real, and not an error from the port placement. Eventually, this will mean = intake #4, and an new inlet scheme, but perhaps not right now. =20 =20 Finally, I brought the muffler home to weld on a tailpipe. The = slipstream is blowing the exhaust on the bottom of the fuselage, right under my = butt. I'm also smelling a little more exhaust than I care to, so this will = help eliminate that as well. It will also perhaps reduce the sound in the cockpit as well. =20 =20 The best news is that the engine continues to run flawlessly, though not = as powerfully as I'd like. =20 ------=_NextPart_000_0089_01C4888C.E76EBE10 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 
Thanks to all = who commented=20 on the low MAP readings, and intake questions.   After today's = flight,=20 I'm fairly certain the low MAPs are correct, unfortunately. =20
 
Rusty (almost = bought a=20 flying Kolb SlingShot today)
 

 

 

 

8-22-04 =20 1.1 hours  /  29.7 total

 

Took = the plane up=20 for some testing today, and believe I’ve found that it isn’t = putting out the=20 power I’d hoped for.  I couldn’t tell if the = low MAP readings=20 were real or not, but now I think they are. 

 

First, = the takeoff=20 was less eventful.  I very = slowly=20 added power until I got going fast enough to raise the tail.  At that point, it was easy to = add=20 throttle and adjust the rudder to match. =20 Piece of cake, though I will still plan to shim the mount at some = point.  In cruise, the = ball is just=20 about the same amount off as it was with the previous B drive version, = so the=20 left mount offset doesn’t see to have that much effect on = cruise.  Need to start thinking about a = trim=20 tab though. 

 

Climb = at 130 mph was=20 only about 1200 fpm, at 5800 rpm, and a MAP of 24.5 around 1500 ft = MSL. =20 Tracy was reporting = 6200 rpm=20 at 120-130, so I’m clearly below his 13B=20 performance.  =

 

Climb = at 100 mph was=20 about 2400 fpm, at about 5600 rpm, but I didn’t note the MAP.  I might have gotten a little = more climb=20 rate from 90 mph, but the oil temps rang the bell on the EM-2.  They seemed to want to stay in = the 215=20 range after a few thousand feet (97 degrees on the ground), though the = water=20 temps were still OK.  I = removed the=20 rear bulkheads of the cowl cheeks for the next test. 

 

Full = throttle at 7k=20 ft was a dismal 190 mph TAS, at 6200 rpm. =20 I think this was a step backwards from the B drive. 

 

My = conclusion is=20 that the engine isn’t making enough power for the current prop and = redrive.  I’m starting to believe = the low MAP=20 readings are real, and not an error from the port placement.  Eventually, this will mean = intake #4,=20 and an new inlet scheme, but perhaps not right now. 

 

Finally, I brought=20 the muffler home to weld on a tailpipe. =20 The slipstream is blowing the exhaust on the bottom of the = fuselage,=20 right under my butt.  = I’m also=20 smelling a little more exhaust than I care to, so this will help = eliminate that=20 as well.  It will also = perhaps=20 reduce the sound in the cockpit as well. =20

 

The = best news is=20 that the engine continues to run flawlessly, though not as powerfully as I’d like.  =

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