Return-Path: Received: from imf17aec.mail.bellsouth.net ([205.152.59.65] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 563635 for flyrotary@lancaironline.net; Sat, 11 Dec 2004 18:23:38 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.65; envelope-from=sqpilot@bellsouth.net Received: from paul52u7f5qyav ([209.214.44.11]) by imf17aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with SMTP id <20041211232306.VDNL1994.imf17aec.mail.bellsouth.net@paul52u7f5qyav> for ; Sat, 11 Dec 2004 18:23:06 -0500 Message-ID: <006b01c4dfd8$59f25440$0b2cd6d1@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: DAR visit? Date: Sat, 11 Dec 2004 17:22:26 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0068_01C4DFA5.FC5F5300" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0068_01C4DFA5.FC5F5300 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message ----- Original Message -----=20 From: Russell Duffy=20 To: Rotary motors in aircraft=20 Sent: Saturday, December 11, 2004 11:40 AM Subject: [FlyRotary] Re: DAR visit? Hi, Rusty....yep....airworthiness certificate in hand. =20 Congrats! =20 Not looking like the greatest choice of wind at your airport today. I = just checked the wx for the area, and find a 15kt gusting to 22kt, which = is almost a direct crosswind from the left. Should ease up this = afternoon, and be much better tomorrow. With that kind of left = crosswind, coupled with my ample left torque, I'd never be able to take = off :-) Cheers, Rusty (more bite than bark)=20 You're correct, Rusty....the winds were a direct crosswind 20 knots, = gusting higher (windsock standing straight out). At approximately 3:30 = P.M. my SQ2000 slipped the surly bounds of Earth....made a couple = circuits around the airport and had an uneventful (yawn) landing. The = precarious part was the take-off and climbout. I am not getting enough = power. From 1/4 to 1/2 throttle, engine accelerates smoothly and plenty = of power. As soon as I try to go above 1/2 throttle, the engine begins = to bog down. Advancing the throttle more only made it bog down even = more. On takeoff roll, I was only able to get 4400 rpm's at = approximately 1/2 throttle. Acceleration felt OK, and the nosewheel = lifted at around 70 knots. Mains lifted off shortly afterward, but it = just didn't want to climb. (Flew fine in ground effect, of course). = Unfortunately, I had reached the point of no return (short runway) and = past the accelerate/stop point, so I was committed. Found a "V" in the = treeline and headed for that. Made it...(whew)....continued slow climb = to 2000 feet, made a couple of circuits around the airport and had a = smooth landing (considering the strong, gusty crosswinds). Down and = stopped by mid field. =20 I had a few "bugs" to work out, like tightening the tension on = the nosewheel, so after 3 trips to the runway and back to the hangar, by = the time I got to the runway the fourth time, water temperatures were up = to 190 degrees. Fortunately, on climbout they started dropping, and by = the time I was downwind, they were stable at 170. I am pleased that the = temperature decreased in the climb.=20 I have to work on the power problem ASAP. I'm thinking it is = mixture related. I had programed the MicroTech ECU to be 10 percent = leaner (for all throttle settings), and perhaps that was a mistake. If = I remember correctly, you need sufficient air and sufficient fuel to = make power. Because the butterfly in the throttlebody continues opening = past 1/2 throttle, I'm reaonably certain that I am getting more air past = 1/2 throttle. I am assuming that I am not getting more fuel coming in = past that 1/2 throttle position, causing the engine to bog down past 1/2 = throttle. Best RPM I could obtain was 4400 rpm (in cruise with the prop = unloaded), and with a 2.19:1 gear reduction,that puts my max rpm on the = prop at only 2000. Barely enough to fly, let alone climb out. Will = continue problem solving and pass on results. On the positive side, = first flight was successful, aircraft flew well, and no-one got hurt. I = have to count that as a success. Take care. Paul Conner, Mobile, AL ------=_NextPart_000_0068_01C4DFA5.FC5F5300 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
 
----- Original Message -----
From:=20 Russell=20 Duffy
Sent: Saturday, December 11, = 2004 11:40=20 AM
Subject: [FlyRotary] Re: DAR = visit?

Hi, = Rusty....yep....airworthiness=20 certificate in hand.   
 
Congrats!  
 
Not looking like the greatest choice of wind = at your=20 airport today.  I just checked the wx for the area, and find a = 15kt=20 gusting to 22kt, which is almost a direct crosswind from the = left. =20 Should ease up this afternoon, and be much better tomorrow.  = With=20 that kind of left crosswind, coupled with my ample left torque, I'd = never be=20 able to take off :-)
 
Cheers,
Rusty (more bite than=20 bark) 
 
You're correct, Rusty....the winds were a = direct=20 crosswind 20 knots, gusting higher (windsock standing straight = out).  At=20 approximately 3:30 P.M.  my SQ2000 slipped the surly bounds of=20 Earth....made a couple circuits around the airport and had an = uneventful=20 (yawn) landing.  The precarious part was the take-off and = climbout. =20 I am not getting enough power.  From 1/4 to 1/2 throttle, engine=20 accelerates smoothly and plenty of power. As soon as I try to go above = 1/2=20 throttle, the engine begins to bog down. Advancing the throttle more = only made=20 it bog down even more.  On takeoff roll, I was only able to get = 4400=20 rpm's at approximately 1/2 throttle. Acceleration felt OK, and the = nosewheel=20 lifted at around 70 knots. Mains lifted off shortly afterward, but it = just=20 didn't want to climb. (Flew fine in ground effect, of course). =20 Unfortunately, I had reached the point of no return (short runway) and = past=20 the accelerate/stop point, so I was committed.  Found a "V" in = the=20 treeline and headed for that.  Made it...(whew)....continued slow = climb=20 to 2000 feet, made a couple of circuits around the airport and had a = smooth=20 landing (considering the strong, gusty crosswinds).  Down and = stopped by=20 mid field. 
     I had a few "bugs" = to work=20 out, like tightening the tension on the nosewheel, so after 3 trips to = the=20 runway and back to the hangar, by the time I got to the = runway the=20 fourth time, water temperatures were up to 190 degrees.  = Fortunately, on=20 climbout they started dropping, and by the time I was downwind, they = were=20 stable at 170.  I am pleased that the temperature decreased in = the climb.=20
     I have to work on = the power=20 problem ASAP.  I'm thinking it is mixture related. I had = programed the=20 MicroTech ECU to be 10 percent leaner (for all throttle settings), and = perhaps=20 that was a mistake.  If I remember correctly, you need sufficient = air and=20 sufficient fuel to make power.  Because the butterfly in the = throttlebody=20 continues opening past 1/2 throttle, I'm reaonably certain that I am = getting=20 more air past 1/2 throttle. I am assuming that I am not getting more = fuel=20 coming in past that 1/2 throttle position, causing the engine to bog = down past=20 1/2 throttle.  Best RPM I could obtain was 4400 rpm (in cruise = with the=20 prop unloaded), and with a 2.19:1 gear reduction,that puts my max rpm = on the=20 prop at only 2000. Barely enough to fly, let alone climb out. Will = continue=20 problem solving and pass on results.  On the positive side, first = flight=20 was successful, aircraft flew well, and no-one got hurt.  I have = to count=20 that as a success.  Take care.  Paul Conner, Mobile,=20 AL
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