Return-Path: Received: from fed1rmmtao08.cox.net ([68.230.241.31] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 493765 for flyrotary@lancaironline.net; Sun, 31 Oct 2004 23:53:49 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.31; envelope-from=daveleonard@cox.net Received: from davidandanne ([68.111.224.107]) by fed1rmmtao08.cox.net (InterMail vM.6.01.03.04 201-2131-111-106-20040729) with SMTP id <20041101045308.OHCT768.fed1rmmtao08.cox.net@davidandanne> for ; Sun, 31 Oct 2004 23:53:08 -0500 From: "DaveLeonard" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: Phase one complete, official climb results disappointing Date: Sun, 31 Oct 2004 20:53:33 -0800 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001D_01C4BF8B.AF34F7E0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 In-Reply-To: Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_001D_01C4BF8B.AF34F7E0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit MessageRusty, If it makes you feel any better, I am getting less than 1000 FPM. This is a combination of low compression rotors, non-ported engine, intake runners too long and poorly designed, and the exhaust going through a turbine housing. None the less, it still kicks ass over any Cessna and is a joy to fly. Every time I tell myself that I believe it for 10-15 min. :-) Good job on getting those impressive numbers. I'm really jealous. Bout time on the 40 hrs. must be a good feeling. I just flew my 79th hr today. (Not much better than grilling steak and drinking beer). The TO4 will be mounted before the new year. I will start making preparations to keep it cool... may include some spray bars. Dave Leonard (Only goal in life is to beat Tracy and Rusty at the next Sun-n-fun) Greetings, Posted below are the details of today's final phase one flight. I'm truly at a loss to explain how I saw 3000 fpm yesterday, because I sure couldn't do it today. I know I've seen 2500+ on a couple of occasions before, but not today. Sorry to get everyone (particularly myself) overly excited about the climb rate. I'm still not sure how I'm getting 500 fpm less than Tracy, while running the same prop, and rpm. Oh well, the testing will never really end, which is what keeps it all interesting. Cheers, Rusty (grilling steak, and drinking beer now) 10-31-04 1.9 hours / 40.0 total I finished up the climb testing, and did some descent testing. Unfortunately, I must have been seeing things yesterday when I though I saw 3000 rpm. Either that, or it was a bit of an extended zoom climb. The real figure is 2222 fpm, which is almost depressing, but it was 85 degrees, and I have full fuel, so I'm sure I can improve this with better conditions. The goal is still 3000 fpm, but I'm wondering if I'll make it now. The main climb test was done at 4000 ft. I started at 3500, then established a climb at the designated speed. Once it was stabilized, and I passed through 4000 ft, I recorded the reading from the VSI. This was just to get an idea of the best ROC, without regard to the actual figure. Climb testing : mph / fps climb 90 / 2100 100 / 2200 110 / 2000 120 / 1900 130 / 1700 140 / 1400 Since 100 mph was the best, I dropped to 1500 feet, established 100 mph at full throttle climb, and timed how long it took to get from 2000 to 3000 feet. The average of a few runs was 27 seconds, which calculates to 2222 fpm. If nothing else, it shows that my VSI is pretty accurate. I also did some descent rate testing around 3000 feet. Basically, I went to idle, and noted the VSI descent rate at the following speeds. Mph / fps descent 80 / 700 90 / 900 100 / 1100 I had added a trim tab to the (new) rudder, and found that it wasn't quite enough. It's amazing the power it has though. In high power cruise, I still need a little right rudder (added more trim after the flight), but in descent testing, I had to add a bunch of left rudder to counteract the trim tab. I also tried to un-squeeze the trailing edge of the new left aileron, to try to correct a little left rolling motion that was aggravated when I replaced the aileron. It may have been a little better, but it still took some trim. After the flight, I gently squeezed the right aileron a little, so we'll see if that helps more. Finally, this concludes the phase one testing. I had to circle around the area for the last couple tenths to be legal, but it's done. The airframe itself has behaved just as any RV should, and since I did fairly through airframe testing on my previous RV-8, I was able to get through the testing of this plane fairly quickly. Just gotta love Van's RV's :-) Now that the official time is over, I plan to pull the cowl, and do some work on the oil temp scoop. I'm also going to vastly improve the TB air inlet that's in the right radiator duct. ------=_NextPart_000_001D_01C4BF8B.AF34F7E0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Rusty,=20 If it makes you feel any better, I am getting less than 1000 = FPM. =20 This is a combination of low compression rotors, non-ported engine, = intake=20 runners too long and poorly designed, and the exhaust going = through a=20 turbine housing.  None the less, it still kicks ass over any Cessna = and is=20 a joy to fly.  Every time I tell myself that I believe it for 10-15 = min.=20 :-)
 
Good=20 job on getting those impressive numbers.  I'm really=20 jealous.
 
Bout=20 time on the 40 hrs. must be a good feeling. I just flew my 79th hr = today. =20 (Not much better than grilling steak and drinking beer).  The TO4 = will be=20 mounted before the new year.  I will start making preparations to = keep it=20 cool...  may include some spray bars.
 
Dave=20 Leonard (Only goal in life is to beat Tracy and Rusty at the next=20 Sun-n-fun)
Greetings,

 

Posted below are the = details of=20 today's final phase one flight.  I'm truly at a loss to explain = how I saw=20 3000 fpm yesterday, because I sure couldn't do it today.  I know = I've=20 seen 2500+ on a couple of occasions before, but not today.  Sorry = to get=20 everyone (particularly myself) overly excited about the climb = rate.  I'm=20 still not sure how I'm getting 500 fpm less than Tracy, while running = the same=20 prop, and rpm.  Oh well, the testing will never really end, which = is what=20 keeps it all interesting. 

 

Cheers,

Rusty (grilling steak, = and=20 drinking beer now)

 

 

 

 

10-31-04  1.9=20 hours  /  40.0 total

 

I finished up the climb testing, and did = some descent=20 testing.  Unfortunately, I must have been seeing things yesterday = when I=20 though I saw 3000 rpm.  Either that, or it was a bit of an = extended zoom=20 climb.  The real figure is 2222 fpm, which is almost depressing, = but it=20 was 85 degrees, and I have full fuel, so I’m sure I can improve = this with=20 better conditions.  The goal is still 3000 fpm, but I’m = wondering if I’ll=20 make it now. 

 

The main climb test was done at 4000 = ft.  I=20 started at 3500, then established a climb at the designated = speed.  Once=20 it was stabilized, and I passed through 4000 ft, I recorded the = reading from=20 the VSI.  This was just to get an idea of the best ROC, without = regard to=20 the actual figure. 

 

Climb testing :  mph  /  fps=20 climb

  90  /  = 2100

100  /  2200

110  /  2000

120  /  1900

130  /  1700

140  /  1400

 

Since 100 mph was the best, I dropped to = 1500 feet,=20 established 100 mph at full throttle climb, and timed how long it took = to get=20 from 2000 to 3000 feet.  The average of a few runs was 27 = seconds, which=20 calculates to 2222 fpm.  If nothing else, it shows that my VSI is = pretty=20 accurate. 

 

I also did some descent rate testing around = 3000=20 feet.  Basically, I went to idle, and noted the VSI descent rate = at the=20 following speeds.

 

Mph  /  fps descent =

  80  /  = 700

  90  /  = 900

100  /  1100

 

I had added a trim tab to the (new) rudder, = and found=20 that it wasn’t quite enough.  It’s amazing the power = it has though. =20 In high power cruise, I still need a little right rudder (added more = trim=20 after the flight), but in descent testing, I had to add a bunch of = left rudder=20 to counteract the trim tab. 

 

I also tried to un-squeeze the trailing edge = of the=20 new left aileron, to try to correct a little left rolling motion that = was=20 aggravated when I replaced the aileron.  It may have been a = little=20 better, but it still took some trim.  After the flight, I gently = squeezed=20 the right aileron a little, so we’ll see if that helps = more. =20

 

Finally, this concludes the phase one = testing.  I=20 had to circle around the area for the last couple tenths to be legal, = but it’s=20 done.   The airframe itself has behaved just as any RV = should, and=20 since I did fairly through airframe testing on my previous RV-8, I was = able to=20 get through the testing of this plane fairly = quickly.    Just=20 gotta love Van’s RV’s :-)

 

Now that the official time is over, I plan = to pull the=20 cowl, and do some work on the oil temp scoop.  I’m also = going to vastly=20 improve the TB air inlet that’s in the right radiator = duct. =20

------=_NextPart_000_001D_01C4BF8B.AF34F7E0--