|
|
Tracy...
Chris is flying from KEFD. Elevation is MAYBE 40 feet.. if that..
MSL.
my speculation is... based on his comment about rpm improving over
static once he got moving, is that he was in a full fine pitch
setting on his IVO.
Chris.. what we are saying is.. you were revving it pretty high in
first gear.. upshift/pitch the prop once you are moving and drop
that rpm.. get into high gear.
On 6/11/2012 8:25 AM, Tracy wrote:
FWIW, my
observations on your data Chris.
I forget what the field elevation is where you test but that
engine RPM at 127 kts and 24.7 MAP suggests a few things. First,
you probably should have more pitch in the prop, That rpm is high
for that flight condition. If you were on downwind with the
intention of landing, you had a lot more MP than needed. (24" Hg
is standard setting for 75% cruise power). Your field elevation
is either very high or you didn't have a throttle setting high
enough to generate any boost so the waste gate spring wasn't
affecting anything. BTW, what was the throttle setting? What
MAP do you read at WOT?
From the few flights I've done with the data logger on, it looks
like it takes at least 3 minutes for engine temperatures to
stabilize after a large change in flight conditions or power
settings on my installation. I doubt things would even start to
reach equilibrium on a single circuit of the field after takeoff.
BTW, send me your address for "The Button" . Same for any other
post first flight rotary builders who missed their buttons. I
have Bill Schertz & John Downing's so far.
Tracy
On Sun, Jun 10, 2012 at 2:26 PM, Chris Barber <cbarber@texasattorney.net>
wrote:
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
|
|