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Thanks guys, I get that. A lot was going on and my main focus was flying an utterly unproved plane and engine. Yes. The IVO was at full flat/fine as one would do on a first flight and climbing. I am pleased I was able to get the pictures so we can all
Monday morning quarterback together. Please, keep the input coming. It all helps.
Chris
Sent from my iPhone 4
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
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