X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao105.cox.net ([68.230.241.41] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTP id 3501923 for flyrotary@lancaironline.net; Thu, 19 Feb 2009 22:29:17 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.41; envelope-from=rv-4mike@cox.net Received: from fed1rmimpo01.cox.net ([70.169.32.71]) by fed1rmmtao105.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20090220032841.HDRW15318.fed1rmmtao105.cox.net@fed1rmimpo01.cox.net> for ; Thu, 19 Feb 2009 22:28:41 -0500 Received: from wills ([68.105.85.56]) by fed1rmimpo01.cox.net with bizsmtp id J3Ue1b0031CvZmk033Uhc4; Thu, 19 Feb 2009 22:28:41 -0500 X-Authority-Analysis: v=1.0 c=1 a=Ia-xEzejAAAA:8 a=mQ3Qg1ZyGJ3YAHT8lk4A:9 a=Dq8oobaQ5rdL_LdGRMwA:7 a=o1NUvPoEcz8kgnltk2KLi8FMCEcA:4 a=b8hG5vVbyAkA:10 a=EzXvWhQp4_cA:10 a=cq8ekTgn-WrZCTCU:21 a=FIsO9lQIiCIVa6dY:21 a=SSmOFEACAAAA:8 a=otLtsZP2AAAA:8 a=B4MBagArxJA8a2Y6h2kA:9 a=f0FI_6PuEW2GnYmlu0cA:7 a=3XhAg1nldn0R3YJ31T_fL59IYSgA:4 a=AfD3MYMu9mQA:10 a=3rcunIF0aIMA:10 X-CM-Score: 0.00 Message-ID: <004401c9930b$53cbd380$38556944@wills> From: "Mike Wills" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Second flight Date: Thu, 19 Feb 2009 19:28:41 -0800 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0041_01C992C8.45551C50" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 This is a multi-part message in MIME format. ------=_NextPart_000_0041_01C992C8.45551C50 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hey Chuck, Thanks. Good to hear from you - thought you'd dropped off the = face of the earth. For the moment I think I'm going to leave my staging point as is, though = i may spend a little more time trying to tune it. I need to fiigure out = whats normal for how i will operate the airplane. I dont think I'd have = even noticed this bog if the tower hadnt asked me to extend my downwind. = It appears that at my pattern speed, setting power to just hold altitude = puts me right at the staging point. I think I just need to remember not = to do that again. My -6A used to shimmy also. Lowering tire pressure in it did help = somewhat, but never cured it. In the -4 lower pressures arent really a = good option. I screwed up installing the wheel pants and they sit pretty = low on the wheels. With lower pressures I think they will probably hit = the ground on rough patches. Looking forward to seeing you at Copperstate this year! Mike Wills RV-4 N144MW ----- Original Message -----=20 From: Chuck Dunlap=20 To: Rotary motors in aircraft=20 Sent: Wednesday, February 18, 2009 10:31 PM Subject: [FlyRotary] Re: Second flight Hey Mike It sure is great to hear you finally got your project off the groundJ = Congratulations!! Seems like all that time you spent really paid off if = you met your goal on the second flight. I am impressed! Must be nice to = have the latest EC2 and Ed's instrument for tuning. I still have the = original EC1, I always have to remember to richen up the mixture when = pulling back on power through the staging point 13" to avoid a hiccup. = 14" is about my minimum MAP for level flight, so 12 -13 is what I use on = approach. Try lowering the tire pressure to avoid the shimmys. Sorry I am so far behind reading the posts =20 Chuck Dunlap RV6 13B =20 -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Mike Wills Sent: Sunday, February 15, 2009 9:52 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 ------=_NextPart_000_0041_01C992C8.45551C50 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hey Chuck, Thanks. Good to hear from = you - thought=20 you'd dropped off the face of the earth.
 
For the moment I think I'm going to = leave my=20 staging point as is, though i may spend a little more time trying to = tune it. I=20 need to fiigure out whats normal for how i will operate the airplane. I = dont=20 think I'd have even noticed this bog if the tower hadnt asked me to = extend my=20 downwind. It appears that at my pattern speed, setting power to just = hold=20 altitude puts me right at the staging point. I think I just need to = remember not=20 to do that again.
 
My -6A used to shimmy also. Lowering = tire pressure=20 in it did help somewhat, but never cured it. In the -4 lower pressures = arent=20 really a good option. I screwed up installing the wheel pants and they = sit=20 pretty low on the wheels. With lower pressures I think they will = probably hit=20 the ground on rough patches.
 
Looking forward to seeing you at = Copperstate this=20 year!
 
Mike Wills
RV-4 N144MW
----- Original Message -----
From:=20 Chuck = Dunlap=20
Sent: Wednesday, February 18, = 2009 10:31=20 PM
Subject: [FlyRotary] Re: Second = flight

Hey=20 Mike

It sure is = great to=20 hear you finally got your project off the groundJ = Congratulations!!=20 Seems like all that time you spent really paid off if you met your = goal on the=20 second flight. I am impressed! Must be nice to have the latest EC2 and = Ed=92s=20 instrument for tuning. I still have the original EC1, I always have to = remember to richen up the mixture when pulling back on power through = the=20 staging point 13=94 to avoid a hiccup. 14=94 is about my minimum MAP = for level=20 flight, so 12 -13 is what I use on = approach.

Try = lowering the tire=20 pressure to avoid the shimmys.

Sorry I am = so far=20 behind reading the posts

 

Chuck=20 Dunlap

RV6=20 13B

 

From: Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike = Wills
Sent: Sunday, February 15, 2009 = 9:52=20 PM
To: Rotary = motors in=20 aircraft
Subject: = [FlyRotary]=20 Second flight

 

Spent the last month = addressing=20 issues uncovered during my first flight. Today was the day for flight = number=20 2. OAT was in the low 50s. Temps during climbout up to 6,000 were = good.=20 Leveled out and stayed at full throttle for a couple of minutes just = to see=20 what happens. Saw indicated airspeed in the mid 150KTS range. RPM was = 5500.=20 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=20 and just flew racetracks over the airport for an hour. My flight test = area is=20 very restrictive. I've got a huge piece of the desert to the east but = have to=20 cross a 3500' mountain and 30 - 40 miles of rugged terrain to get = there. Not=20 until I have a few more hours on it in flight and have 100% = confidence. I have=20 the Mexican border 2 miles south, Class B 2 miles north and the = Pacific Ocean 5 miles west. So racetracks over = the=20 airport are going to be the norm for a few=20 hours.

 

 So, 5,000', 5,000 = RPM,=20 roughly 20 - 21" MAP, and indicating 140 KTS. Temps 170 on the coolant = and 168=20 on the oil. I've already met my goal for this airplane on the = second=20 flight - this airplane is a little faster than my old RV-6A was at = equal power=20 settings. The -6A had a 160 HP Lyc in = it.

 

 Looks like the = revised=20 static system has solved my airspeed indication problems. Stall speeds = are in=20 line with the Vans book numbers and airspeed correlates pretty well = with the=20 GPS groundspeed. Still need more left trim=20 tab.

 

 The engine ran = great. Anyone=20 trying to tune up Tracy's EC2 without either having = an EM2/3 or=20 Ed Anderson's EFISM, you're wasting your time. I spent the better part = of a=20 year tweaking the MAP table and thought I had it pretty well done. On = my first=20 flight I spent a fair amount of time fiddling with mixtures and had a = couple=20 of rough running spots. I installed Ed's EFISM and spent 2 days = tweaking. In=20 the process I got the engine running smoother than it ever has and now = have it=20 idling nicely at 1350 RPM. Thats 300 RPM lower than I was ever able to = get it=20 previously. In my opinion you really HAVE to have some sort of = indication=20 of what is loaded in the MAP table to effectively tune=20 it.

 

 The only hiccup = was when I=20 came in to land. Tower asked for me to extend my downwind for traffic = so I=20 added a little power to hold altitude. And ended up setting the power = right at=20 the injector staging point, which still seems to run a little lean. = Nothing=20 like having the engine cough just as the runway is receding over your = left=20 shoulder. Took me a couple of seconds to realize what was going on and = then=20 added a little power and that cleared it=20 up.

 

 Then managed to = bounce the=20 landing. How many landings can I log on one approach? Oh well, I guess = I'm a=20 little tailwheel rusty. And without the cowl cheeks the view over the = nose is=20 very different so I havent quite got the pitch attitude figured out=20 yet.

 

 Other impressions. = The=20 airplane is loud, but not painfully so. At least not from the pilot's = seat.=20 The handling and control power still seem quite a bit better than my = RV-6A=20 (which was great). Not really clear why but most of my flying in the = -6A I had=20 someone in the right seat so maybe the weight? Other than the rudder, = the=20 airplane flies perfectly straight.

 

 All things = considered I'm=20 real happy. This flight was considerably less stressful than the first = and I=20 actually was able to enjoy it. I honestly dont remember a lot of the = first=20 flight. Also, I took my glider data logger with me on this flight. I = havent=20 downloaded it yet, but when I do I'll know more about speeds, climb = rate,=20 etc.

 

 Dont know how you = guys feel=20 about these flight reports. Give me some feedback if you want more as = my=20 testing progresses. I know that I like reading about other's flight=20 experiences as it motivated me to keep going. After 13 years of = building I'll=20 tell you, its worth it. Now I wish I'd pressed harder to get it done=20 sooner.

 

 Next flight will = have to=20 wait until I get gear leg stiffeners added. Classic RV - pretty bad = shimmy on=20 the roll out after landing. 38.5 hours to=20 go!

 

Mike=20 Wills

RV-4=20 = N144MW

------=_NextPart_000_0041_01C992C8.45551C50--