X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from EXHUB003-3.exch003intermedia.net ([207.5.74.110] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTPS id 3497310 for flyrotary@lancaironline.net; Tue, 17 Feb 2009 12:10:43 -0500 Received-SPF: none receiver=logan.com; client-ip=207.5.74.110; envelope-from=jwhaley@datacast.com Received: from EXVMBX003-5.exch003intermedia.net ([207.5.74.45]) by EXHUB003-3.exch003intermedia.net ([207.5.74.110]) with mapi; Tue, 17 Feb 2009 09:10:05 -0800 From: Jeff Whaley To: Rotary motors in aircraft Date: Tue, 17 Feb 2009 09:10:06 -0800 Subject: RE: [FlyRotary] Second flight Thread-Topic: [FlyRotary] Second flight Thread-Index: AcmP8zQiPm0FCeFaRrmXjZKk0DRxNwBG/HqQAASyGeA= Message-ID: References: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_C03ABB0A7362B84BB53D544B3C305E0ED14653A127EXVMBX0035exc_" MIME-Version: 1.0 --_000_C03ABB0A7362B84BB53D544B3C305E0ED14653A127EXVMBX0035exc_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Correction in last post: I'm flying without an EM2/3 at the moment (thinkin= g of getting the EM3) ... I do have the EC2. Sorry Tracy for sending misinformation about fuel doubling ... I made that = assumption based on having to lean all settings above "new" staging point. Jeff From: Jeff Whaley Sent: Tuesday, February 17, 2009 10:18 AM To: 'Rotary motors in aircraft' Subject: RE: [FlyRotary] Second flight Great news Mike; your accomplishment in only 2 flights is amazing. I'm flying without an EC2/3 at the moment (thinking of getting the EC3) but= am not seeing the staging point stumbling you described. One experience I'= ve had was the staging point being effectively absent, as per an earlier po= st (from Chris Barber?) at power settings in excess of 20" MAP the secondar= y injectors were simply not active ... I spoke to Tracy about it and I rese= t the staging point to 17" MAP ... this required a complete retune of the M= AP table, especially above the new setting, as now the fuel delivery was ap= proximately double. Jeff From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf 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. To= day was the day for flight number 2. OAT was in the low 50s. Temps during c= limbout 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 throttl= ed 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 a= n hour. My flight test area is very restrictive. I've got a huge piece of t= he 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, C= lass 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 a= irplane 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 pro= blems. Stall speeds are in line with the Vans book numbers and airspeed cor= relates 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 t= he 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 an= d spent 2 days tweaking. In the process I got the engine running smoother t= han it ever has and now have it idling nicely at 1350 RPM. Thats 300 RPM lo= wer than I was ever able to get it previously. In my opinion you really HAV= E to have some sort of indication of what is loaded in the MAP table to eff= ectively tune it. The only hiccup was when I came in to land. Tower asked for me to extend m= y downwind for traffic so I added a little power to hold altitude. And ende= d up setting the power right at the injector staging point, which still see= ms to run a little lean. Nothing like having the engine cough just as the r= unway is receding over your left shoulder. Took me a couple of seconds to r= ealize 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 app= roach? 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 p= itch attitude figured out yet. Other impressions. The airplane is loud, but not painfully so. At least no= t 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 o= f 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 st= ressful 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 wit= h me on this flight. I havent downloaded it yet, but when I do I'll know mo= re about speeds, climb rate, etc. Dont know how you guys feel about these flight reports. Give me some feedb= ack if you want more as my testing progresses. I know that I like reading a= bout 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 harde= r to get it done sooner. Next flight will have to wait until I get gear leg stiffeners added. Class= ic RV - pretty bad shimmy on the roll out after landing. 38.5 hours to go! Mike Wills RV-4 N144MW --_000_C03ABB0A7362B84BB53D544B3C305E0ED14653A127EXVMBX0035exc_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Correction in last post: I’m flying without = an EM2= /3 at the moment (thinking of getting the EM3) … I do hav= e the EC2.

Sorry Tracy for sending misinformation about fuel doubling &= #8230; I made that assumption based on having to lean all settings above “ne= w” staging point.

Jeff

 

From: Jeff Whaley <= br> Sent: Tuesday, February 17, 2009 10:18 AM
To: 'Rotary motors in aircraft'
Subject: RE: [FlyRotary] Second flight

 

Great news Mike; your accomplishment in only 2 flights is amazing.

I’m flying without an EC2/3 at the moment (thinking of getting the EC3) but am not seeing the staging point stumbling you describe= d. One experience I’ve had was the staging point being effectively absen= t, as per an earlier post (from Chris Barber?) at power settings in excess of 20” MAP the secondary injectors were simply not active … I spok= e to Tracy about it and I reset the staging point to 17” MAP … this required a complete retune of the MAP table, especially above the new setti= ng, as now the fuel delivery was approximately double.

Jeff

 

From: Rotary motors= in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Will= s
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 wa= s 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. Loo= ks 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 t= o the east but have to cross a 3500' mountain and 30 - 40 miles of rugged ter= rain to get there. Not until I have a few more hours on it in flight and have 10= 0% 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 havin= g 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 wh= at 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 attitu= de 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 t= he -6A I had someone in the right seat so maybe the weight? Other than the rud= der, the airplane flies perfectly straight.

 

 All things considered I'm real happy. This flight was considerably less stressf= ul than the first and I actually was able to enjoy it. I honestly dont remembe= r 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 spee= ds, 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 buil= ding 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

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