REFLECTOR: First flight

Sun Jun 10 12:57:58 CDT 2012

Hmmm.  With the coolers in parallel, how do you know where the oil is 
going?  Seems like it will take the path of least resistance.  Maybe one 
cooler isn't doing much?

John

On 6/10/2012 8:34 AM, Chris Barber wrote:
>
> I have two oil coolers already.  The standard cooler mounted under the 
> aircraft laid flat with the radiator to make one large unit and fed 
> with a large ram air scoop on the bottom of the cowl.  I also have a 
> second oil cooler (standard aircraft cooler as provided by Velocity) 
> in the nose per planes plumbed in parallel.  It was originally plumbed 
> in series but since it has smaller fittings, it was causing a pressure 
> issue and oil would seep out from around my oil filter.
>
> I got some pondering to do.
>
> I was just looking at the distorted video I took while in the pattern 
> on downwind.  It is only a few seconds long.  Very hard to see some of 
> the info.  It does show my rpm got up to 6870 rpm but the map on 
> the RWS monitor was only indicating 24.7. (?)  I am running a spring 
> in the waste gate at 1.5 lbs. Coolant temps were 187 degrees while oil 
> was 224 degrees.  GPS speed showed 128 kts per the Dynon.
>
> The IVO in-flight adjustable prop was at full fine. The IVO pith range 
> is 45 - 105 and IIRC it is 68 inches.
>
> Chris
>
> *From:* reflector-bounces at tvbf.org [reflector-bounces at tvbf.org] on 
> behalf of John Dibble [aminetech at bluefrog.com]
> *Sent:* Sunday, June 10, 2012 7:27 AM
> *To:* Velocity Aircraft Owners and Builders list
> *Subject:* Re: REFLECTOR: First flight
>
> I second that for the oil cooler.  Are you using the standard oil 
> cooler?  I think a problem is that the standard oil cooler is intended 
> for engines in the 180-200 hp range and for engines with more hp, a 
> larger cooler is needed.  It doesn't take much increase in cooler size 
> to make a big difference in cooling, so a larger cooler (1" taller) 
> may be all you need and simpler than adding a second.
>
> John
>
> On 6/9/2012 8:28 PM, Al Gietzen wrote:
>> Way to go Chris!!  That is a life-changing milestone.  Congratulations!
>> Reminiscent of 1st flight with my plane - oil temp hit 225 and ended 
>> the flight with one turn around the patch. As you said; not critical, 
>> but you  don't want to run a rotary very long above that temp.  For 
>> me it took some work on the scoop; and eventually a second oil cooler 
>> to keep things in the comfort zone on a hot day.  You might consider 
>> an auxiliary oil/coolant heat exchanger.
>> Now that you are a "real" pilot, get out there at 0700 when air temp 
>> is below 80 and maybe you can fly long enough to enjoy it.
>> Al
>>
>>     -----Original Message-----
>>     *From:* reflector-bounces at tvbf.org
>>     <mailto:reflector-bounces at tvbf.org>
>>     [mailto:reflector-bounces at tvbf.org] *On Behalf Of *Chris Barber
>>     *Sent:* Saturday, June 09, 2012 9:50 AM
>>     *To:* REFLECTOR
>>     *Subject:* REFLECTOR: First flight
>>
>>     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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