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Date: Mon, 1 May 2006 19:29:45 -0600
From: Bob White <rlwhite@comcast.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: Engine Run and Static RPM Report
Message-Id: <20060501192945.506cd487.rlwhite@comcast.net>
In-Reply-To: <list-1087478@logan.com>
References: <list-1087478@logan.com>
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Hi Jerry,

Sitting inside with the headsets on is quite quiet.  I talked to Steve
Hill about the propeller this morning.  He built it for a 150 HP
Lycoming O320 but could only got 1900 RPM static and that was after
cutting it down to 68 inches.  The original length was 72 inches.  With
the prop in exactly the same configuration, I can turn it to 2315.  Now,
can't I calculate the percent increase in HP as compared to what the
O320 was doing?

I ran the engine up to 6000 RPM again, and noted the EGT readings at
around 1600F.  Water temps were climbing over 200 so I didn't hold it
there too long.  The EGT reading didn't seem to be increasing.  The
mixture was on the rich side.

So far I'm quite happy with the performance of the exhaust system.
I'll bet the noise level isn't any higher than the IO-360 with straight
pipes on it was.  Did I mention it's smooth as glass!

Also today, I did an exhaust driven vacuum pump test.  This is a
project I've been thinking about for a while and it only took a day to
put everything together.  I made a 1/2 venturi tube by bending a piece
of SS sheet and welding it to a shorter piece of SS sheet. I welded a
1/2 inch OD Tube to the center of the venturi and brought it thru the
narrow side of the square exhaust tube.  Rough sketch of the venturi
attached.  The overall length is about 4 inches, and the height (or
width) is about 1.5 inches.  Results were less than spectacular.  At
6000 RPM, I could see the vacuum guage move a little. I would estimate
about 0.15 inches vacuum.  I probably need about 4 or 5 inches to run
my DG and artificial horizon.  If I had gotten 0.5 inches, I would
consider working on it some more.  I'm sure I could make it work
better, but I'm not sure I would like what it did to the exhaust
restriction.  If anyone can suggest a way to improve this I would be
glad to try it.

Bob W.


On Mon, 1 May 2006 14:45:15 -0400
Jerry Hey <jerryhey@earthlink.net> wrote:

> 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 <jerryhey@earthlink.net> 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 <atlasyts@bellsouth.net> 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/
> 
> 
> --
> 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/

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