X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 5.0.8) with ESMTP id 989422 for flyrotary@lancaironline.net; Fri, 17 Feb 2006 18:15:32 -0500 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-025-165.carolina.res.rr.com [24.74.25.165]) by ms-smtp-03-eri0.southeast.rr.com (8.13.4/8.13.4) with SMTP id k1HNEfJL023212; Fri, 17 Feb 2006 18:14:43 -0500 (EST) Message-ID: <001701c63417$abb44c90$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" Cc: "Laura Crook" Subject: Long Trip - but interesting Date: Fri, 17 Feb 2006 18:12:49 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0014_01C633ED.C285EB60" 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 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C633ED.C285EB60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Well, this trip set a number of records for me. This is a bit long so = if you are looking for any germs of rotary information might as well = skip it {:>). Tracy, Charlie and Bill have already reported all the = significant things at the flyin - so here's something a bit different. 1. First take off on skis Starting with Charlie's place. Beat the heaviest rain into Lower = Slobovia and spent Friday night at Charlie's with he, his lovely wife, = Tupper, and Tracy. A great evening talking rotaries and politics.=20 Next morning, I needed to taxi down several hangars to get to the fuel = pump. The all-night rain had make the grass somewhat soggy - to say = the least. I found that with my nose gear aircraft that it took full = power just to get me moving and considerable power to keep moving. Was = sure glad I had the bigger prop and 2.85 gearbox. Also, I got a taste = for what it must feel like to have an aircraft on snow skis. The grass = would pile up in front of the wheels and the wheels would stop rolling = and start sliding - had some control with the rudder - but felt that if = I had stopped at a few of the lower spots they would have had to come = for me in a row boat. Anyhow, Charlie got me refueled, and one of the locals (David, I = believe) offered to go down to the end of the runway to weigh down the = tail so I could turn around (thanks, David). Fortunately, he did not = have to as I got turned around in a rolling turn. =20 I slowly applied power and worked the rudder as I had no differential = braking and started the take off roll. I rolled and rolled slowly = applying more power, but acceleration was at a snail space. I had the = stick all the way back in my lap to unload the nose gear, but things = were not progressing very rapidly. Airspeed had not come off the peg = and I was starting to think about aborting the take off - not a pleasant = prospect with no brakes or differential steering (but, really had plenty = of runway - so no danger - provided I could keep it between the = markers). About, the time I decided to abort, I hit a bump and found myself = airborne in slow flight with the engine running full blast and just = enough rudder control to keep it more or less down the runway. Got it = stabilized above the ground and soon reached climb speed and climbed on = out. I pass over once as Tracy and Charlie prepared for take off and then = headed west at a slow speed. I quickly found a hole in the low lying = clouds and climbed out on top. Charlie and Tracy stay low as we all = headed west. I finally climbed to 8500 MSL, but found the head wind = component there more than I cared for. By this time Charlie and Tracy = had gotten ahead of me down low and broke out into clear weather. Took = about 30minutes to finally catch them and join up. Rest of trip was = trying to find an altitude with a little less head wind and/or = turbulence. Already mentioned it was 12F OAT, so a cold trip. 2. Lowest Fuel Reserve on Landing. =20 Arrived at 0TX1 with the lowest fuel reserve I had yet landed with - = 6.7 gallons. Knew there was no weather out there and several airports = along the way if fuel got critical, but we all make it despite the = headwinds which had ground speeds down to as low as 115 mph. Still only = took us 2.5 hours from Mississippi to Dallas, Texas. 3. Highest Headwind Component As best I figured it out, at times we had a headwind component of around = 40-50 MPH even down at 2000 msl. Pretty certain it was even more higher = up. 4. Auto Fuel fill up. =20 Bill Eslick kindly offer both Tracy and I fuel on Sunday. Well, he and = I were talking and he was wondering what I thought was a fair division = of the fuel. I told him to just fill me up and give Tracy what was = left. He looked a bit surprised at my answer and said he wasn't sure = that was fair division. I then (continuing to pull his leg) stated that = Tracy was always bragging about his low fuel burn and besides he would = have a healthy tail wind. About, that time, I wasn't sure if Bill knew = I was kidding, so stopped pulling his leg. So about 20 gallons of auto = fuel to make the trip to San Antonio, Tx. Most auto gas I've burned in = quite a while. 5. Highest Tailwind Component. After departing OTX1 for San Antonio, it was a pleasing change to find = my GPS reporting a ground speed of 220 MPH, again looked like about 50 = mph on the tail. Considering I seldom find myself with a tailwind = component of any kind, this was especially nice. 6. Most hours flow without peeking under the cowl Total time flow on this trip was 17.3 hours and never had the cowl off a = time {:>). Normally would have taken it off at Bill's, but the cold and = windy conditions make it unpleasant to anticipate - besides everyone = wanted to see Tracy's Rensis installation rather than this decade old = 13B. Guess its the beginning of that long down hill slide {:>) 6. Most miles flow=20 Trip total 2460 miles (actually a bit more as that was the straight line = distance and I did wander around looking for an airport that had = gasoline when I took off from Louisiana. Took three airports before I = found gas - cash only - at $3.70 a gallon. 7. Fewest hours before SAG After taking off (the final time) from Louisiana, I noticed during = climbout to 7500 msl that SAG had occurred on one of the rotors. EGT = was down to 1350F on the front rotor. Well, I had reached 7500, so = throttled back and leaned it down to 6 GPH flow. It took about 5 = minutes before the EGT went back up and everything was normal. It = happened again on takeoff from my refueling stop (same rotor), but = cleared up after level off. I put these plugs (stock) in just before = the trip. Jason's surface fire plugs are going to get a try. Also will = try a few of the stuff reported on cleaning lead from plugs. Well, that's about it. Home again and no further trips planned until = Sun & Fun. Sorry, some of you could not make the flyin - great fun as always Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com ------=_NextPart_000_0014_01C633ED.C285EB60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Well, this trip set a number of records for = me.  This=20 is a bit long so if you are looking for any germs of rotary information = might as=20 well skip it {:>).  Tracy, Charlie and Bill have already = reported all=20 the significant things at the flyin - so here's something a bit=20 different.
 
1.  First take off on skis
 
Starting with Charlie's place.  Beat the = heaviest=20 rain into Lower Slobovia and spent  Friday night at Charlie's with = he, his=20 lovely wife, Tupper, and Tracy.  A great evening talking rotaries = and=20 politics. 
 
  Next morning, I needed to taxi down = several=20 hangars to get to the fuel pump.  The all-night  rain had = make=20 the grass somewhat soggy - to say the least.  I found that = with my=20 nose gear aircraft that it took full power just to get me moving and=20 considerable power to keep moving.  Was sure glad I had the bigger = prop and=20 2.85 gearbox.  Also, I got a taste for what it must feel like to = have an=20 aircraft on snow skis.  The grass would pile up in front of the = wheels and=20 the wheels would stop rolling and start  sliding - had some control = with=20 the rudder - but felt that if I had stopped at a few of the lower spots = they=20 would have had to come for me in a row boat.
 
Anyhow, Charlie  got me  refueled, and = one of=20 the locals (David, I believe) offered to go down to the end of the = runway to=20 weigh down the tail so I could turn around (thanks, David).  = Fortunately,=20 he did not have to as I got turned around in a rolling turn.  =
 
I slowly applied power and worked the rudder as = I had no=20 differential braking and started the take off roll.  I rolled and = rolled=20 slowly applying more power, but acceleration was at a snail space.  = I had=20 the stick all the way back in my lap to unload the nose gear, but things = were=20 not progressing very rapidly.  Airspeed had not come off the peg = and I was=20 starting to think about aborting the take off - not a pleasant prospect = with no=20 brakes or differential steering (but, really had plenty of runway - so = no danger=20 - provided I could keep it between the markers).
 
About, the time I decided to abort, I hit a bump = and found=20 myself airborne in slow flight with the engine running full blast and = just=20 enough rudder control to keep it more or less down the runway.  Got = it=20 stabilized above the ground and soon reached climb speed and climbed on=20 out.
 
I pass over once as Tracy and Charlie prepared = for take=20 off and then headed west at a slow speed.  I quickly  found a = hole in=20 the low lying clouds and climbed out on top.  Charlie and Tracy = stay low as=20 we all headed west.  I finally climbed to 8500 MSL, but found the = head wind=20 component there more than I cared for.  By this time Charlie and = Tracy had=20 gotten ahead of me down low and broke out into clear weather.  Took = about=20 30minutes to finally catch them and join up.  Rest of trip was = trying to=20 find an altitude with a little less head wind and/or = turbulence.  =20 Already mentioned it was 12F OAT, so a cold trip.
 
2.  Lowest Fuel Reserve on=20 Landing.  
 
 Arrived at 0TX1 with the lowest fuel = reserve I had=20 yet landed with - 6.7 gallons.  Knew there was no weather out there = and=20 several airports along the way if fuel got critical, but we all make it = despite=20 the headwinds which had ground speeds down to as low as 115 mph. Still = only took=20 us 2.5 hours from Mississippi to Dallas, Texas.
 
3.  Highest Headwind Component
 
As best I figured it out, at times we had a = headwind=20 component of around 40-50 MPH even down at 2000 msl.  Pretty = certain it was=20 even more higher up.
 
4.  Auto Fuel fill up. 
 
Bill Eslick kindly offer both Tracy and I fuel = on=20 Sunday.  Well, he and I were talking and he was wondering what I = thought=20 was a fair division of the fuel.  I told him to just fill me up and = give=20 Tracy what was left.  He looked a bit surprised at my answer and = said he=20 wasn't sure that was fair division.  I then (continuing to pull his = leg)=20 stated that Tracy was always bragging about his low fuel burn and = besides he=20 would have a healthy tail wind.  About, that time, I wasn't sure if = Bill=20 knew I was kidding, so stopped pulling his leg.  So about 20 = gallons of=20 auto fuel to make the trip to San Antonio, Tx.  Most auto gas I've = burned=20 in quite a while.
 
5.  Highest Tailwind = Component.
 
After departing OTX1 for San Antonio, it was a = pleasing=20 change to find my GPS reporting a ground speed of 220 MPH, again looked = like=20 about 50 mph on the tail.  Considering I seldom find myself with a = tailwind=20 component of any kind, this was especially nice.
 
6.  Most hours flow without peeking under = the=20 cowl
 
Total time flow on this trip was 17.3 hours and = never had=20 the cowl off a time {:>).  Normally would have taken it off at = Bill's,=20 but the cold and windy conditions make it unpleasant to anticipate - = besides=20 everyone wanted to see Tracy's Rensis installation rather than this = decade old=20 13B.  Guess its the beginning of that long down hill slide=20 {:>)
 
6.  Most miles flow
 
Trip total 2460 miles (actually a bit more as = that was the=20 straight line distance and I did wander around looking for an airport = that had=20 gasoline when I took off from Louisiana.  Took three airports = before I=20 found gas - cash only - at $3.70 a gallon.
 
7.  Fewest hours before SAG
 
After taking off (the final time) from = Louisiana, I=20 noticed during climbout to 7500 msl that SAG had occurred on one of the=20 rotors.  EGT was down to 1350F on the front rotor.  Well, I = had=20 reached 7500, so throttled back and leaned it down to 6 GPH flow.  = It took=20 about 5 minutes before the EGT went back up and everything was = normal.  It=20 happened again on takeoff from my refueling stop (same rotor), but = cleared up=20 after level off.  I put these plugs (stock) in just before the = trip. =20 Jason's surface fire plugs are going to get a try.  Also will try a = few of=20 the stuff reported on cleaning lead from plugs.
 
Well, that's about it.  Home again and no = further=20 trips planned until Sun & Fun.
 
Sorry, some of you could not make the flyin - = great fun as=20 always
 
Ed
 
 
Ed Anderson
Rv-6A N494BW Rotary = Powered
Matthews,=20 NC
eanderson@carolina.rr.com
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