X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTP id 3495345 for flyrotary@lancaironline.net; Mon, 16 Feb 2009 07:41:36 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Received: from computername ([75.191.186.236]) by cdptpa-omta02.mail.rr.com with ESMTP id <20090216124057.QSJC18810.cdptpa-omta02.mail.rr.com@computername> for ; Mon, 16 Feb 2009 12:40:57 +0000 From: "Ed Anderson" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Second flight Date: Mon, 16 Feb 2009 07:41:03 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001E_01C99009.EBCE21B0" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 thread-index: AcmP8noXvzZsCEebRkuPUdQmfiO82gAP3Zcg X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 In-Reply-To: Message-Id: <20090216124057.QSJC18810.cdptpa-omta02.mail.rr.com@computername> This is a multi-part message in MIME format. ------=_NextPart_000_001E_01C99009.EBCE21B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Great to hear good flight reports, Mike. That=92s the pudding of the = effort. =20 I found that (apparently due to ) more air flow in the induction system during flight than on the ground that air/fuel ratios tend to apparently lean out a bit. In any case, whatever the cause, I found it necessary = for a bit more richness for smooth reliable low rpm operation in flight than = on the ground. Also, increasing your idle rpm a bit could help =96 it=92s = not a welcome feeling to have the engine run anything other than smooth = especially when near the ground. =20 Thanks for the Plug on the EFISM. I agree that the use of a graphical display of the fuel map is much easier for most folks to see peaks and valleys in their fuel map. So either Tracy=92s EM2/3 or (shameless plug = =96 learned that phrase from someone {:>)) the EFISM can truly assist in smoothing it out and getting a smoother running engine. The manifold = bins are around =BD=94 =96 =BE=94 =93wide=94 and each of the 128 bins should = receive individual attention =96 however, I personally found it very difficult = to keep the engine stabilized in a pressure bin while I tried to tune it. Making it richer or leaner would most of the time change the manifold pressure as engine operation changed slightly =96 besides trying to tell = =BD=94 manifold pressure on my gauge was nearly impossible. =20 There=92s no question you can get the engine tuned well enough to fly = safely without such fine tuning =96 but, not really optimum. =20 I=92d like to keep hearing your flight reports, Mike. Flight safe. =20 Ed =20 =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills Sent: Sunday, February 15, 2009 11:52 PM To: Rotary motors in aircraft Subject: [FlyRotary] Second flight =20 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. =20 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. =20 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. =20 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. =20 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. =20 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. =20 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. =20 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. =20 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. =20 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. =20 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! =20 Mike Wills RV-4 N144MW __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_001E_01C99009.EBCE21B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Great to hear good flight reports, = Mike.=A0 That’s the pudding of the effort.

 

I found that (apparently due to ) = more air flow in the induction system during flight than on the ground that = air/fuel ratios tend to apparently lean out a bit.=A0 In any case, whatever the = cause, I found it necessary for a bit more richness for smooth reliable low rpm operation in flight than on the ground.=A0 Also, increasing your idle = rpm a bit could help – it’s not a welcome feeling to have the engine = run anything other than smooth especially when near the = ground.

 

Thanks for the Plug on the = EFISM.=A0 I agree that the use of a graphical display of the fuel map is much easier for = most folks to see peaks and valleys in their fuel map.=A0 So either = Tracy’s EM2/3 or (shameless = plug – learned that phrase from someone {:>)) the EFISM can truly assist in smoothing it out and getting a smoother running engine. The manifold = bins are around =BD” – =BE”=A0 “wide” and each of = the 128 bins should receive individual attention – however, I personally = =A0found it very difficult to keep the engine stabilized in a pressure bin while I = tried to tune it.=A0 Making it richer or leaner would most of the time change the = manifold pressure as engine operation changed slightly – besides trying to = tell =BD” manifold pressure on my gauge was nearly = impossible.

 

There’s no question you can = get the engine tuned well enough to fly safely without such fine tuning – = but, not really optimum.

 

I’d like to keep hearing your = flight reports, Mike.=A0 Flight safe.

 

Ed

 

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills
Sent: Sunday, February = 15, 2009 11:52 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] = Second flight

 

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



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

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