REFLECTOR: First flight
John Dibble
aminetech at bluefrog.com
Sun Jun 10 14:07:12 CDT 2012
I think you want it the way you have it for the coolant. This temp is
analogous to CHT for an air cooled engine and you want to know what you
cylinder temps are, not the coolant after the radiator.
For oil you want the temp going to the engine after the cooler. My oil
temp (going into the engine) data agrees well with the engine specs.
When my oil temp is below the limit, I have no problems. When it goes
over the limit, rings start seizing and CHTs jump up. Of course, since
I installed a larger cooler, I am no longer collecting data above the
oil temp limit.
John
>
> Thanks
>
> 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 1:36 PM
> *To:* Velocity Aircraft Owners and Builders list
> *Subject:* Re: REFLECTOR: First flight
>
> Ahh. There's your problem. You should be measuring the temp of the
> oil going into the engine from the coolers. So you oil wasn't as hot
> as indicated.
>
> John
>
> On 6/10/2012 1:12 PM, Chris Barber wrote:
>>
>> Maybe, but both get hot. I am taking the temp reading as it is
>> coming out of the engine at the filter.
>>
>> *From:* reflector-bounces at tvbf.org
>> <mailto:reflector-bounces at tvbf.org> [reflector-bounces at tvbf.org
>> <mailto:reflector-bounces at tvbf.org>] on behalf of John Dibble
>> [aminetech at bluefrog.com <mailto:aminetech at bluefrog.com>]
>> *Sent:* Sunday, June 10, 2012 12:57 PM
>> *To:* Velocity Aircraft Owners and Builders list
>> *Subject:* Re: REFLECTOR: First flight
>>
>> 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
>>> <mailto:reflector-bounces at tvbf.org> [reflector-bounces at tvbf.org
>>> <mailto:reflector-bounces at tvbf.org>] on behalf of John Dibble
>>> [aminetech at bluefrog.com <mailto: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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>>>
>>>
>>>
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>>
>>
>>
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>
>
>
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