X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from smtpauth08.mail.atl.earthlink.net ([209.86.89.68] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1087477 for flyrotary@lancaironline.net; Mon, 01 May 2006 14:46:03 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.68; envelope-from=jerryhey@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=PlbFBoKP+S6E4KKuD5540pd5PkH5ZwpjuRa1A7r1ZWgsC24dewlOC3XB4MGYBj6X; h=Received:Mime-Version:In-Reply-To:References:Content-Type:Message-Id:Content-Transfer-Encoding:From:Subject:Date:To:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.49.145.5] (helo=[192.168.0.100]) by smtpauth08.mail.atl.earthlink.net with asmtp (Exim 4.34) id 1FadOX-0000X2-Vx for flyrotary@lancaironline.net; Mon, 01 May 2006 14:45:18 -0400 Mime-Version: 1.0 (Apple Message framework v749.3) In-Reply-To: References: Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed Message-Id: Content-Transfer-Encoding: 7bit From: Jerry Hey Subject: Re: [FlyRotary] Re: Engine Run and Static RPM Report Date: Mon, 1 May 2006 14:45:15 -0400 To: "Rotary motors in aircraft" X-Mailer: Apple Mail (2.749.3) X-ELNK-Trace: 8104856d7830ec6b1aa676d7e74259b7b3291a7d08dfec79e0807ebb3b442edda89575658508f9ac350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.49.145.5 107 is loud, although it might be acceptable inside the cabin with headsets on. What do you think? I was hoping for much better. Perhaps turbulators in the down pipe would help. Performance seems to be o.k. thus far, would you agree? Jerry On May 1, 2006, at 9:07 AM, Bob White wrote: > Hi Jerry, > > Well, no. I noted max water temp at 201 F and measured the dB > level at > 6000 rpm and 50 ft in front of the plane to be 107 dB (A > weighting), but > I don't remember the EGT. I didn't leave it there too long, so it may > not have stabilized. Same for water temp. Oil temps have been > running > a little lower than water. I really need to get my video camera set > up. > > I still need to fiddle with tuning too. I added a can around the air > filter, and the mixture seems to be running leaner. This seems > counter intuitive unless I'm getting some positive pressure from the > prop blast. Or something else may have changed that I'm not thinking > about. The MAP readings are bouncing around a bit especially at low > RPM. I can get idle down to 1600 or so. At 1000-1200 I hit the > resonance in the gear box. > > Bob W. > > > On Mon, 1 May 2006 07:43:34 -0400 > Jerry Hey wrote: > >> Bob, Did you notice the EGT during the WOT? Jerry >> >> On Apr 28, 2006, at 11:13 PM, Bob White wrote: >> >>> Hi Buly, >>> >>> There's a few things on the list he sent that doesn't sound quite >>> right. As long as I can do it without too much of a hassle, I >>> guess I >>> will. The actual wording is "a ground run to max power in a nose >>> high >>> attitude approaching an in flight stall". That sounds like an >>> invitation to do an inadvertent take-off if I ever heard one. >>> When I >>> flew with the previous owner, the time from full power >>> application to >>> lift off was about 5 seconds. >>> >>> I think the A&P may be a problem also. I need one because I didn't >>> build the airplane. He sounded OK when I first talked to him, but >>> more >>> recently he's been talking about checking to make sure the plane was >>> built to plans and stuff. I think he's supposed to check the >>> brakes, >>> make sure the flaps aren't falling off, etc. I think his >>> implication >>> is that the original builder could modify anything he wanted to, but >>> that I can't. This view seems to me to go beyond the roll of the >>> A&P >>> as I understand it. I may have to find another one that understands >>> experimentals. >>> >>> Bob W. >>> >>> On Fri, 28 Apr 2006 22:35:30 -0400 >>> Bulent Aliev wrote: >>> >>>> Hi Bob, looks like you are making lots of power. My DAR never asked >>>> for high speed taxi, or even if I have run the engine. I don't >>>> think >>>> high speed taxi is a requirement. >>>> Buly >>>> On Apr 28, 2006, at 9:24 PM, Bob White wrote: >>>> >>>>> I've been trying to finish up all the little nitpicking details >>>>> and a >>>>> few big details so I haven't ran my engine for quite a while. I >>>>> made >>>>> up my mind to get some time on it today. The weather was a bit >>>>> nasty >>>>> today with the winds kicking up to 20-30 kts (it wasn't that bad >>>>> when I >>>>> started). I fired it up, and the first problem showed up - No >>>>> charging. The new alternator mount from Pineapple racing is power >>>>> coated and insulating the alternator from the block. I rigged >>>>> up a >>>>> jumper to fix that problem, and started the engine again. All was >>>>> well. After taxiing around for 1/2 hour or so, I hit 4 hours run >>>>> time. Bruce T.'s break in instructions was to run the engine 5 >>>>> hours >>>>> below 4500, but I couldn't stand the suspense any longer. I >>>>> really >>>>> wanted to find out what my static RPM was. So, I stopped it >>>>> heading >>>>> into the wind and gave it full throttle. I saw 6400 RPM and >>>>> backed >>>>> off. >>>>> The mixture was going a little lean, so I turned up the mixture >>>>> and >>>>> got >>>>> 6600 RPM. Max manifold pressure was a little over 23. (Don't >>>>> forget >>>>> that I'm at 6000 ft.) That's a little over the 6000 RPM limit >>>>> Bruce has >>>>> for the 5 to 15 hour segment, but his regime seems quite a bit >>>>> more >>>>> conservative that some of the other break-in schemes I've heard on >>>>> here. :) With this prop, I suspect I could exceed my RPM >>>>> redline of >>>>> 7500. If everything is looking OK, I may increase that to 7700. >>>>> >>>>> It seems like I'm a little under propped. This prop is 68 in. >>>>> dia, >>>>> with >>>>> a 78 in. pitch. >>>>> >>>>> I also found out that a little air flowing over the rads is a good >>>>> thing. As I mentioned earlier, the wind was kicking up to >>>>> about 30 >>>>> knots toward the end. While taxiing downwind, the water temp >>>>> started >>>>> climbing above 200 F. I shut the engine down, got out and pushed >>>>> the >>>>> plane around into the wind. After starting the engine back up, >>>>> the >>>>> temps dropped down to 160F. >>>>> >>>>> Now the next big question is how badly will my new cowling and >>>>> cooling >>>>> plenum screw up the cooling. I'm only about 1/2 done with the >>>>> cowling >>>>> mods and getting ready to jump back into some more fiberglass >>>>> work. >>>>> Apparently according to the checklist my DAR sent, I need to do a >>>>> high >>>>> speed taxi test. I'm not going to do that until I think the >>>>> plane is >>>>> airworthy, even if I don't have the paperwork!! >>>>> >>>>> Bob W. >>>>> >>>>> -- >>>>> http://www.bob-white.com >>>>> N93BD - Rotary Powered BD-4 (first engine start 1/7/06) >>>>> Custom Cables for your rotary installation - >>>>> http://www.roblinphoto.com/shop/ >>>>> >>>>> -- >>>>> Homepage: http://www.flyrotary.com/ >>>>> Archive and UnSub: http://mail.lancaironline.net/lists/ >>>>> flyrotary/ >>>> >>>> >>>> -- >>>> Homepage: http://www.flyrotary.com/ >>>> Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ >>> >>> >>> -- >>> http://www.bob-white.com >>> N93BD - Rotary Powered BD-4 (first engine start 1/7/06) >>> Custom Cables for your rotary installation - >>> http://www.roblinphoto.com/shop/ >>> >>> -- >>> Homepage: http://www.flyrotary.com/ >>> Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ >> >> >> -- >> Homepage: http://www.flyrotary.com/ >> Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ > > > -- > http://www.bob-white.com > N93BD - Rotary Powered BD-4 (first engine start 1/7/06) > Custom Cables for your rotary installation - > http://www.roblinphoto.com/shop/ > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/