X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from rv-out-0506.google.com ([209.85.198.230] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTP id 3495157 for flyrotary@lancaironline.net; Mon, 16 Feb 2009 01:46:30 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.198.230; envelope-from=wdleonard@gmail.com Received: by rv-out-0506.google.com with SMTP id b25so1621146rvf.7 for ; Sun, 15 Feb 2009 22:45:55 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=j1KO+BCLbsh0mVNiVQ7DSSU7fcFf6vxFEkx6NRAdWxA=; b=egzou9zvzSo1BkcCiG44yOVS4m8Hbg6dSFul+pSUK/kVxfctlKACtnlw6x4DWBUAEh rGIoaRsxiJ34jX7fLmA+4E7FfPei/bgXSm/BIAF0/biYTMB9c01LpcOPhOa7vClB7nHs tS5Om92v0Skcv68L94MgUFdqXY0V2mtkEMRtc= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=RRONa6bONDPXbwEvIVzHCvEBw6Lad5Hylq9HfFs9JAy38LMOUo5DVH26rE4UWnXne8 Gidatc6JzMrI/DwNWFIrcSrrdt1dhXOgu3ectcT/fLswrEFn1jX7JmBvIqEQswrMDQ1T NUfk7rkokUHq8oS1IVbgLNXC+jCCWNUiAA6pw= MIME-Version: 1.0 Received: by 10.141.82.20 with SMTP id j20mr1414523rvl.54.1234766755019; Sun, 15 Feb 2009 22:45:55 -0800 (PST) In-Reply-To: References: Date: Sun, 15 Feb 2009 22:45:54 -0800 Message-ID: <1c23473f0902152245r71c4084cvaa920abc8ff37ea0@mail.gmail.com> Subject: Re: [FlyRotary] Second flight From: David Leonard To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=000e0cd15606d03ac404630389b7 --000e0cd15606d03ac404630389b7 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Hey Mike! Great report. That's what I want to hear! Nice! Of course, I'll have to say "told you so" about Ed's EFISM or the EM3. Also told you so about keeping that progress going, but you got there and she is beautiful. Let me know when you are ready for some air to air photos. -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sun, Feb 15, 2009 at 8:52 PM, Mike Wills wrote: > Spent the last month addressing issues uncovered during my first flight. > Today was the day for flight number 2. OAT was in the low 50s. Temps during > climbout up to 6,000 were good. Leveled out and stayed at full throttle for > a couple of minutes just to see what happens. Saw indicated airspeed in the > mid 150KTS range. RPM was 5500. Both were still creeping up when I throttled > back. Looks like I may be slightly over-propped. Temps still fine. > > Throttled back to 5000 RPM and just flew racetracks over the airport for > an hour. My flight test area is very restrictive. I've got a huge piece of > the desert to the east but have to cross a 3500' mountain and 30 - 40 miles > of rugged terrain to get there. Not until I have a few more hours on it in > flight and have 100% confidence. I have the Mexican border 2 miles south, > Class B 2 miles north and the Pacific Ocean 5 miles west. So racetracks over > the airport are going to be the norm for a few hours. > > So, 5,000', 5,000 RPM, roughly 20 - 21" MAP, and indicating 140 KTS. Temps > 170 on the coolant and 168 on the oil. I've already met my goal for this > airplane on the second flight - this airplane is a little faster than my old > RV-6A was at equal power settings. The -6A had a 160 HP Lyc in it. > > Looks like the revised static system has solved my airspeed indication > problems. Stall speeds are in line with the Vans book numbers and airspeed > correlates pretty well with the GPS groundspeed. Still need more left trim > tab. > > The engine ran great. Anyone trying to tune up Tracy's EC2 without either > having an EM2/3 or Ed Anderson's EFISM, you're wasting your time. I spent > the better part of a year tweaking the MAP table and thought I had it pretty > well done. On my first flight I spent a fair amount of time fiddling with > mixtures and had a couple of rough running spots. I installed Ed's EFISM and > spent 2 days tweaking. In the process I got the engine running smoother than > it ever has and now have it idling nicely at 1350 RPM. Thats 300 RPM lower > than I was ever able to get it previously. In my opinion you really HAVE to > have some sort of indication of what is loaded in the MAP table to > effectively tune it. > > The only hiccup was when I came in to land. Tower asked for me to extend > my downwind for traffic so I added a little power to hold altitude. And > ended up setting the power right at the injector staging point, which still > seems to run a little lean. Nothing like having the engine cough just as the > runway is receding over your left shoulder. Took me a couple of seconds to > realize what was going on and then added a little power and that cleared it > up. > > Then managed to bounce the landing. How many landings can I log on one > approach? Oh well, I guess I'm a little tailwheel rusty. And without the > cowl cheeks the view over the nose is very different so I havent quite got > the pitch attitude figured out yet. > > Other impressions. The airplane is loud, but not painfully so. At least > not from the pilot's seat. The handling and control power still seem quite a > bit better than my RV-6A (which was great). Not really clear why but most of > my flying in the -6A I had someone in the right seat so maybe the weight? > Other than the rudder, the airplane flies perfectly straight. > > All things considered I'm real happy. This flight was considerably less > stressful than the first and I actually was able to enjoy it. I honestly > dont remember a lot of the first flight. Also, I took my glider data logger > with me on this flight. I havent downloaded it yet, but when I do I'll know > more about speeds, climb rate, etc. > > Dont know how you guys feel about these flight reports. Give me some > feedback if you want more as my testing progresses. I know that I like > reading about other's flight experiences as it motivated me to keep going. > After 13 years of building I'll tell you, its worth it. Now I wish I'd > pressed harder to get it done sooner. > > Next flight will have to wait until I get gear leg stiffeners added. > Classic RV - pretty bad shimmy on the roll out after landing. 38.5 hours to > go! > > Mike Wills > RV-4 N144MW > --000e0cd15606d03ac404630389b7 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Hey Mike!

Great report.  That's what I want to hear!  = Nice!

Of course, I'll have to say "told you so" about = Ed's EFISM or the EM3.   Also told you so about keeping that = progress going, but you got there and she is beautiful.

Let me know when you are ready for some air to air photos.
--
Da= vid Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net

On Sun, Feb 15, 2009 at 8:52 PM, Mike Wills = <rv-4mike@cox.net<= /a>> wrote:
Spent the last month addressing issues= uncovered=20 during my first flight. Today was the day for flight number 2. OAT was in t= he=20 low 50s. Temps during climbout up to 6,000 were good. Leveled out and staye= d at=20 full throttle for a couple of minutes just to see what happens. Saw indicat= ed=20 airspeed in the mid 150KTS range. RPM was 5500. Both were still creeping up= when=20 I throttled back. Looks like I may be slightly over-propped. Temps still=20 fine.
 
 Throttled back to 5000 RPM and j= ust flew=20 racetracks over the airport for an hour. My flight test area is very=20 restrictive. I've got a huge piece of the desert to the east but have t= o cross a=20 3500' mountain and 30 - 40 miles of rugged terrain to get there. Not un= til I=20 have a few more hours on it in flight and have 100% confidence. I have the= =20 Mexican border 2 miles south, Class B 2 miles north and the Pacific Ocean 5= =20 miles west. So racetracks over the airport are going to be the norm for a f= ew=20 hours.
 
 So, 5,000', 5,000 RPM, rough= ly 20 - 21" MAP,=20 and indicating 140 KTS. Temps 170 on the coolant and 168 on the oil. I'= ve=20 already met my goal for this airplane on the second flight - this airp= lane=20 is a little faster than my old RV-6A was at equal power settings. The -6A h= ad a=20 160 HP Lyc in it.
 
 Looks like the revised static sy= stem has=20 solved my airspeed indication problems. Stall speeds are in line with the V= ans=20 book numbers and airspeed correlates pretty well with the GPS groundspeed. = Still=20 need more left trim tab.
 
 The engine ran great. Anyone try= ing to tune=20 up Tracy's EC2 without either having an EM2/3 or Ed Anderson's EFIS= M, you're=20 wasting your time. I spent the better part of a year tweaking the MAP table= and=20 thought I had it pretty well done. On my first flight I spent a fair amount= of=20 time fiddling with mixtures and had a couple of rough running spots. I inst= alled=20 Ed's EFISM and spent 2 days tweaking. In the process I got the engine r= unning=20 smoother than it ever has and now have it idling nicely at 1350 RPM. Thats = 300=20 RPM lower than I was ever able to get it previously. In my opinion you=20 really HAVE to have some sort of indication of what is loaded in the M= AP=20 table to effectively tune it.
 
 The only hiccup was when I came = in to land.=20 Tower asked for me to extend my downwind for traffic so I added a little po= wer=20 to hold altitude. And ended up setting the power right at the injector stag= ing=20 point, which still seems to run a little lean. Nothing like having the engi= ne=20 cough just as the runway is receding over your left shoulder. Took me a cou= ple=20 of seconds to realize what was going on and then added a little power and t= hat=20 cleared it up.
 
 Then managed to bounce the landi= ng. How many=20 landings can I log on one approach? Oh well, I guess I'm a little tailw= heel=20 rusty. And without the cowl cheeks the view over the nose is very different= so I=20 havent quite got the pitch attitude figured out yet.
 
 Other impressions. The airplane = is loud, but=20 not painfully so. At least not from the pilot's seat. The handling and = control=20 power still seem quite a bit better than my RV-6A (which was great). Not re= ally=20 clear why but most of my flying in the -6A I had someone in the right seat = so=20 maybe the weight? Other than the rudder, the airplane flies perfectly=20 straight.
 
 All things considered I'm re= al happy. This=20 flight was considerably less stressful than the first and I actually was ab= le to=20 enjoy it. I honestly dont remember a lot of the first flight. Also, I took = my=20 glider data logger with me on this flight. I havent downloaded it yet, but = when=20 I do I'll know more about speeds, climb rate, etc.
 
 Dont know how you guys feel abou= t these=20 flight reports. Give me some feedback if you want more as my testing progre= sses.=20 I know that I like reading about other's flight experiences as it motiv= ated me=20 to keep going. After 13 years of building I'll tell you, its worth it. = Now I=20 wish I'd pressed harder to get it done sooner.
 
 Next flight will have to wait un= til I get=20 gear leg stiffeners added. Classic RV - pretty bad shimmy on the roll out a= fter=20 landing. 38.5 hours to go!
 
Mike Wills
RV-4 N144MW



--000e0cd15606d03ac404630389b7--