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Ok.. Correct.. oil is measured after the cooler before it goes back
into the engine. Are you still using the 4 outlet bulkhead mounted
oil filter pedestal? When I left your project build, I'd put a blind
plug in one of the inlets, 1/2" temp probe or bushing/probe combo in
one of the outlets, and then left the pedestal with one inlet and
outlet reserved for oil flow.
Also.. just for reference purposes 24.7 inches of mercury MAP is
equivalent to near wide open throttle/high cruise in a normally
aspirated engine.. you should see about 25-26 inches normally
aspirated in an efficient intake at wide open throttle.. maybe a tad
more... 29-30 inches of mercury is sea level ambient pressure. A 1.5
lb spring only gives you 3 inches of boost... so at the power
settings you are describing you are not reaping the benefit of the
turbo yet.. but thats ok considering you are only in the pattern.
Do some math and figure out what 2400-2500 prop RPM is (cant
remember the redrive ratio for you).. also do the same for 1800,
2000, 2200 and just make a cheat sheet and use those for power
settings on your next hop. Adjust that prop for 2500 or so RPM for
downwind and patterns and see what your speeds are. Are you using
manually adjustable or "constant speed" functionality on the IVO?
Full fine manual is fine for starting off on the ground but once you
get to flying speed/positive rate of climb you dont need that fine a
pitch unless you are doing a VX climb trying to outclimb an
obstruction.... rough starting points to figure out your unboosted
cruising regimens will be prop speed of 2000 rpm and map of 20
inches... and 24 inches then do the same at 2400 rpm at 20 inches
and 24 inches.. look at the difference in speed, and NOISE. You can
play with power settings above 25 inches/boosted power later in your
flight test but get some basic flight test numbers down pat. I'm
extrapolating the numbers that I used in my instrument training in a
piper arrow.. its not the same plane nor engine, but its a starting
point if you dont have firm numbers already established.
When I was in the arrow, high cruise was 24"/2400 rpm, low cruise
was 20"/2000 rpm.. if I remember right the 20/20 gave me 90 knots
level and then with the landing gear extended it put me in a perfect
glideslope descent at those settings/trim. I'd be curious to hear
what speeds your bird gets with those.
Remember: Adjust your engine POWER with your throttle and adjust
your engine SPEED/prop speed with the prop control. Full throttle
with fine pitch is great for making noise. Pull the RPM down while
maintaining MP and you will really pick up speed. I dont know what
you've done recently, but I do know all your prior flying before I
left the project was fixed pitch prop and the adjustable prop adds a
little bit to the mental game. If what I'm talking about really
doesn't make much sense, go talk with Dave G in his RV and get him
to take you up and show you what its all about so you can wrap your
head around it.
Good luck.. keep it coming..
On 6/10/2012 2:52 PM, Chris Barber wrote:
Ok, here is new information to me. I posted on the
Velocity list regarding my oil temps and was informed that oil
temperature should be measured coming OUT of the coolers, not
out of the engine like I have set up.
This is just the opposite from the way the factory has the
coolant plumbing run as the stock coolant temperature sensor
is near the thermostat housing as it comes out of the engine
and into the radiator. I do not know where the stock oil
sensor is located (if I did, I now forget) but Al G. and John
Dibble state the temp should be taken for oil coming out of
the coolers. Heck, if this is the case, my oil may be quite a
bit cooler than I was thinking. Opinions please. It should
not be too difficult to add a sensor to where the oil enters
the engine. Don't know if the Delta will be much, but perhaps
enough....
What say Ye?
Chris
From: Chris
Barber
Sent: Sunday, June 10, 2012 1:26 PM
To: Rotary motors in aircraft
Subject: RE: [FlyRotary] Re: First flight -
Velocity N17010
I reviewed my very short and shaky video more. On
Downwind, it shows a GPS speed of 127 kts. The rotary
is turning at 6870 RPM (up about 600 RPM from
static) with a MAP of 24.7 (1.5 lb spring in the waste
gate). Coolant Temp was 187 degrees and oil temp was
224. Oil pressure and Coolant pressure numbers could
not be read but the "gauges" on the Dynon were in the
green.
A few minutes later I was able to get another picture
of my engine data taken as I was rolling off the
active. These reading are about 30 seconds after the
wheels touch down. I know it is 30 seconds since I can
hear the wheels touching the pavement since my I-phone
continued to record even though it was face down in
my passenger seat. Engine RPM was 2489 and the coolant
was down to 175. More interesting was that the oil temp
had already dropped to 204 (20 degree drop). Yeah,
still higher than I like but a pretty big drop a matter
of a few minutes. I do think oil takes longer to read
delta T's than coolant...but I could be damned wrong on
that.
Perhaps I just noticed the oil enough after a full
power climb before it had a chance to adapt and cool a
bit??
Chris
Congratulations Chris! I knew you'd do it this
morning. Please consider yourself hugged by both
of us.
What wastegate are you using with that spring?
Chrissi
& Randi
www.CozyGirrrl.com
CG Products, Custom Aircraft Hardware
Chairwomen, Sun-N-Fun Engine Workshop
Didn't notice MAP. Since I am
concerned about detonation I have the
weakest spring installed. It is 1.5
lbs.
Sent from my iPhone 4
YAA-HOO Chris
!!.................Congrats and keep
the reports coming............Be
interested in if your oil temp was
just
hi power takeoff temp that would
come down with reduced power and
more airspeed............Did you
notice what
MAP was (amount of boost)
??......................<:)
Kelly Troyer
On Sat, Jun
9, 2012 at 12:24 PM, Bobby J. Hughes
<bhughes@qnsi.net>
wrote:
Congrats Chris. Be safe
and keep the reports coming.
Does your Dynon have ant data
logging capability?
Bobby
Sent from my iPad
June 9, 2002
- A trailer pulled
up in front of a
simple but
comfortable home in
Houston.
Lots of
trails,
tribulations
blood, time,
money,
recreation,
education, fun,
friendships,
anger,
frustration,
problem solving,
sweat, pondering
etc....repeat
and repeat again
and again.
Fast forward
(it did go fast)
June
9, 2012 -
Ellington Field
- A lone, very
nervous man
arrives at the
airport shortly
before 0900 hrs.
Pushes onto the
ramp the
contraption
composed of
fiberglass,
metal et al and
the ingredients
listed above. He
sits down and
writes a simple
holographic
(hand written)
will and short
note with
information to
call "Mom" and
work. Calls
tower to relay
intent via the
phone.
Preflights
the contraption.
Gets in, goes
though basic
Checklist.
Cranks up the
engine, which
fires right up
at about 0920
hrs. Taxi to
Juliet. Calls
tower to verify
intent and to
taxi to active,
35L. Taxis to
Taxiway Echo.
Checks temps.
Pushing 195 with
OAT reading 95
degrees (geesh
it is only about
0930 hrs).
Cleared to
take active and
hold. Taxied
out. Lined up
castering nose
wheel down
center stripe.
Cleared to take
off. Added power
and engine
smoothly ran up.
Airspeed coming
in. 30 kts...50
kts ....60 kts,
approximate
rotation speed.
Lots of runway
(9000
ft).....hold
it....70
kts....72 kts...
Slight pull on
the
yoke....AIRBORNE!!!
Leaped into
ground effect.
Screw this,
pulled back on
yoke and I am
climbing.
Jiggled the yoke
a bit to verify control
authority.
Climbed to
about 400 feet and
turned right
pattern to
crosswind. The
Dynon altitude and
airspeed seem to
be working. That's
reassuring.
Pattern altitude
is only 600 feet
and I was there
already as I
turned to
downwind. Leveled
off and noticed
the clouds were
lower than
reported and
appeared on the
ground. Also,
noticed coolant
temps had dropped
to 190....but oil
temps were
flashing at me and
had reached 225
(synthetic Royal
Purple). Damn. Ok.
Fly the airplane,
the oil is not at
not a critical
level. , but let's
just finish the
pattern and land.
I grabbed my phone
while on downwind
and attempted to
record some data
but while I can
hear the engine
the video is
awful....uh, in
my defense, I was
a bit distracted
and way more
concerned with
flying. I called
the tower and
informed them I
was coming in. I
think they were
looking out for me
since as I turned
to base I noticed
the fire
department staged
just off the
runways threshold
I noted I was a
bit far out on
down wind so I
stared easing over
to turn base. Wow.
I really overshot
it as I blew by
the runway and had
to use full right
rudder to get back
to the runway. I
wish I had had
more rudder. In
hindsight I think
I was not using
much aileron as I
was cognoscente
that I had no idea
of stall
characteristics so
I did not yet wish
too strep a turn.
I was able to get
over the runway
and dump some
altitude as I got
over the numbers
and pulled power.
Crap, I am fast. I
am lined up and
right on the
numbers but at 95
kts. I come and
touchdown and
bounced. Pulled
power to idles and
settled down
easily but fast at
90 and rolled out
and exited at
Delta. The tower
was clearing me
back to the city
hangars as I was
exiting the
active. I taxi
back and noticed
the oil temps had
decreased but I
don't recall how
much, just noticed
they were lower.
I got back to
my hangar and
popped the door
and shut her down.
The engine went
silent without any
hissing or
gushing.
I called my
mom.
I am mowing
informing the
world.
I did a walk
around and did not
see anything
missing. I am
about to pull the
cowl and check
things out.
I did notice I
did not develop a
slight hand
shaking untill
after I landed and
exited the
aircraft. ;-) Hey,
how about
that, it really
is an aircraft
now. Ten years
to the day
following
delivery.
Thank you
for your
support.
Christopher
Barber, JD
Houston,
Ellington Field
(EFD)
Velocity
N17010
Turbo
Rotary 13b
RWS
Re-drive and
engine computers
Dynon
Skyview
Mistral
intake
Sent from my
iPhone 4
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