|
|
Will you be able to share the pictures,
Chris?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Chris Barber
Sent: Monday, June 11, 2012 8:19
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: First
flight - Velocity N17010
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.
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)
??......................<:)
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?
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 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.
Houston, Ellington Field (EFD)
RWS Re-drive and engine computers
|
|