Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2.3) with ESMTP id 431940 for flyrotary@lancaironline.net; Sat, 25 Sep 2004 09:18:21 -0400 Received-SPF: none receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-069-132-109-019.carolina.rr.com [69.132.109.19]) by ms-smtp-03-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i8PDHnZf027500 for ; Sat, 25 Sep 2004 09:17:49 -0400 (EDT) Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" Subject: First Flight with Monster Prop Date: Fri, 24 Sep 2004 10:17:58 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_AB2D_01C4A21F.C3AC4770" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_AB2D_01C4A21F.C3AC4770 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Folks, Finally back on the List after I lost my harddisk last week. Have not = had a chance to read through all the backlog, so if anyone addressed = anything to me personally, would appreciate it if you would resend the = message. Monday got first flight in with new prop, was probably not the best = day, but had waited for over a week as remanats of IVAN went through. = Wind was from the NE gusting to 18Kts.=20 "P" Factor I did find out on the first take off what the "P" factor really stood = for - and it isn''t "propeller"{:>). Wind was from the right quarant on = take- off, but knowing what to expect (I thought) based on my taxi test, = I proceeded down the runway. It was taking quite a bit of right rudder = to keep the nose pointed straight ahead - but with the nose wheel all = was managable - until I lifted off. The moment the tires left the ashaflt, the aircraft jumped to the left = side of the runway (hangars on that side). Full right rudder and then = some was required {:>). Wind from the right quardrant was probably a = major factor. The good news was ROC was over 1500 fpm which for my lead sled was about = 400-500 fpm greater than normally with a full load of fuel. So I was up = and high above the trees very quickly. I was climbing out at the IAS = (120 mph) that best suited my old installation - so it may prove that a = different airspeed will provide an even better rate of climb. Top Speed Climbed up to 7000 MSL for a high speed run. Eventually got up to 6300 = rpm (perhaps a bit more) and 175 mph indicated with OAT of 71F (actually = 5 deg warmer at 7000 than on surface). Calculations put this at 201 MPH = with a fuel burn of 11.28 GPH. At WOT at 7000 msl I would normally burn = 12 gph with the old set up. So the big prop has not hurt and may have = even helped top end speed. Although I did not time the climb to 7000 = msl, it certainly seemed to come by quicker than with the old prop and = gear box. Inlet Area Also, this was the first flight with my 2 GM cores inlet area reduced to = a total of 28 sq inches, temperatures were what I would excect on = climb-out on a 65F OAT day. Oil was approaching 200F and coolant 210F = when leveled off at 3000MSL and soon dropped down to 165 Oil and 170 = coolant at 5200 rpm at 6 GPH fuel burn. One thing I learned was that the 28 sq inch inlet is fine for cruise HP = with temps around 165-170F on oil and coolant at engine rpms of = 5000-5600 burning around 7 gph. But, by the end of my high speed run = the temps of both had pushed up to 200F where they stabilzed. So I will = probably open up the left hand inlet ( that I had reduced to 10 sq = inches) to the same area (18 sq inches) of the right hand inlet giving = me a total of 36 sq inches of inlet area for the radiators. Landed at an airfield with 100 wide runway to refine my take off = technique - but it turns out the wind was 90Deg across that runway and = the take off was not much different than the first (but with less of a = personal "P" factor having more runway to play with {:>). Once the = wheels left the ground the aircraft want to go left. So decided to get = back and set it down before the wind got worst. I guess the good news = is that even with a cross wind gusting to 18kts the "P" factor was = managable, if a bit hairy. On approach found that I will need to reduce my idle rpm, that big prop = even turning slowly was at my old idle (2000 rpm) simply still turning = too fast and it was difficult to keep the approach speed down. . But, landed safely and decided to wait for a better day. Injector Diffusers One other thing to report. I had stopped using the injector diffusers = (those little plastic inserts that are designed to break up the injected = fuel spray more) in my last two manifolds. After I had removed them, I = had noticed that I could not lean the engine much beyond 6 -7 gph = without the engine starting to stumble a bit. So this time I stuck them = back in front on the injectors and could lean the engine down to 4.5-5 = gph before it started to stumble. So don't know for certain but it = appears that the diffusers do help. Wonder if anyone else had attempted = flying with and without and noticed any difference? So hopefully the computer is finished with its problems and I will = report more from next flight. So all in all I am very pleased with the = first flight. My intially impression is I may need to have the prop = trimmed an inch or so as I would like a bit more rpm for take off and = climbout. But, will conduct a bunch more flights before deciding Best Regards Ed Anderson ------=_NextPart_000_AB2D_01C4A21F.C3AC4770 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Folks,
 
Finally back on the List after I lost = my harddisk=20 last week. Have not had a chance to read through all the backlog, = so if=20 anyone addressed anything to me personally, would appreciate it if = you=20 would resend the message.
 
 Monday got first flight in with = new prop, was=20 probably not the best day, but had waited for over a week as remanats of = IVAN=20 went through.   Wind was from the NE gusting to 18Kts. =
 
"P" = Factor
I did find out on the first take off = what the "P"=20 factor really stood for - and it isn''t "propeller"{:>).  Wind = was from=20 the right quarant on take- off, but knowing what to expect (I thought) = based on=20 my taxi test, I proceeded down the runway.  It was taking quite a = bit of=20 right rudder to keep the nose pointed straight ahead - but with the nose = wheel=20 all was managable - until I lifted off.
 
The moment the tires left the ashaflt, = the aircraft=20 jumped to the left side of the runway (hangars on that side).  Full = right=20 rudder and then some was required {:>).   Wind from the = right=20 quardrant was probably a major  factor.
 
The good news was ROC was over 1500 fpm = which for=20 my lead sled was about 400-500 fpm greater than normally with a full = load of=20 fuel. So I was up and high above the trees very quickly. I was climbing = out at=20 the IAS (120 mph) that best suited my old installation - so it may prove = that a=20 different airspeed will provide an even better rate of = climb.
 
Top Speed
Climbed up to 7000 MSL for a high speed = run. =20 Eventually got up to 6300 rpm (perhaps a bit more) and 175 mph indicated = with=20 OAT of 71F (actually 5 deg warmer at 7000 than on surface).  = Calculations=20 put this at 201 MPH with a fuel burn of 11.28 GPH. At WOT at 7000 = msl I=20 would normally burn 12 gph with the old set up.   So the big = prop has=20 not hurt and may have even helped top end speed.  Although I did = not time=20 the climb to 7000 msl, it certainly seemed to come by quicker than with = the old=20 prop and gear box.
 
Inlet = Area
Also, this was the first flight with my = 2 GM cores=20 inlet area reduced to  a total of 28 sq inches, temperatures were = what I=20 would excect on climb-out on a 65F OAT day.  Oil was approaching = 200F and=20 coolant 210F when leveled off at 3000MSL and soon dropped down to 165 = Oil and=20 170 coolant at 5200 rpm at 6 GPH fuel burn.
 
One thing I learned was that the 28 sq = inch inlet=20 is fine for cruise HP with temps around 165-170F on oil and coolant at = engine=20 rpms of 5000-5600 burning around 7 gph.  But, by the end of my high = speed=20 run the temps of both had pushed up to 200F where they = stabilzed. So I will=20 probably open up the left hand inlet ( that I had reduced to 10 sq = inches)=20 to the same area (18 sq inches) of the right hand inlet giving me a = total of 36=20 sq inches of inlet area for the radiators.
 
Landed at an airfield with 100 wide = runway to=20 refine my take off technique - but it turns out the wind was 90Deg = across that=20 runway and the take off was not much different than the first (but with = less of=20 a personal "P" factor having more runway to play with {:>).  = Once the=20 wheels left the ground the aircraft want to go left.  So decided to = get=20 back and set it down before the wind got worst.  I guess the good = news is=20 that even with a cross wind gusting to 18kts the "P" factor was = managable, if a=20 bit hairy.
 
On approach found that I will need to = reduce my=20 idle rpm, that big prop even turning slowly was at my old idle (2000 = rpm) simply=20 still turning too fast and it was difficult to keep the approach speed=20 down.  .
 
But, landed safely and decided to wait = for a better=20 day.
 
Injector = Diffusers
One other thing to report.  I had = stopped=20 using the injector diffusers (those little plastic inserts that are = designed to=20 break up the injected fuel spray more) in my last two = manifolds. After I=20 had removed them,  I had noticed that I could not lean the engine = much=20 beyond 6 -7  gph without the engine starting to stumble a = bit. =20 So this time I stuck them back in front on the injectors and could lean = the=20 engine down to 4.5-5 gph before it started to stumble.  So don't = know for=20 certain but it appears that the diffusers do help.  Wonder if = anyone else=20 had attempted flying with and without and noticed any = difference?
 
 
So hopefully the computer is finished = with its=20 problems and I will report more from next flight.  So all in all I = am very=20 pleased with the first flight.  My intially impression is I may = need to=20 have the prop trimmed an inch or so as I would like a bit more rpm for = take off=20 and climbout.  But, will conduct a bunch more flights before=20 deciding
 
Best Regards
 
 
Ed Anderson
 
 
 
 
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