---------------------------------------------------------- Lightning-List Digest Archive --- Total Messages Posted Thu 08/13/09: 4 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:23 PM - Re: more prop test info (Dave) 2. 05:17 PM - Re: more prop test info (N1BZRich@AOL.COM) 3. 08:21 PM - Lightning C.G. Change? + question for Johnny Thompson (Brian Whittingham) 4. 09:47 PM - Re: Lightning C.G. Change? + question for Johnny Thompson (Johnny Thompson) ________________________________ Message 1 _____________________________________ Time: 04:23:05 PM PST US From: "Dave" Subject: Re: Lightning-List: more prop test info Buz Would you be kind enough to do me a favor, Charley at Sensensich is thinking of switching out props for a 58. Before I do that would you please measure yours "pitch in degrees every 6 inches from tip to see if we both have same cut, or easier, just send me your prop and I'll send you mine-just kidding. I doo have all the mods as you do so Nick and I are stumped. Dave ----- Original Message ----- From: Dave To: lightning-list@matronics.com Sent: Saturday, August 08, 2009 7:39 PM Subject: Re: Lightning-List: more prop test info Buz Today was prop day, I tried 3 different ones. Learned a couple of things that may be helpful. Had a vibration till I removed my fiberglass spinner, yes it was true, but not balanced. Took it home and floated it in the sink with some water also in the center. Sure enough it floated like the titanic, I added stick on lead weights to the light side to make it float level. my vibration was gone. Did one flight and weights stayed in place. another thing is auto pilot, you mounted yours forward as I did, this means the auto pilot controls through your bell crank, I found my bushing was a "cut" off tube that I replaced and removed any play.. My auto pilot now instead of always searching for altitude within 50 ft and progressing, now will only search 20 then correct back to hold. Got the composite prop back on, not sure if the FK prop is for my Esqual. Someone may get a good deal on it for a Lightning, just not sure. ???????????????? Dave ----- Original Message ----- From: N1BZRich@aol.com To: lightning-list@matronics.com Sent: Friday, August 07, 2009 7:27 PM Subject: Re: Lightning-List: more prop test info In a message dated 8/6/2009 8:26:01 P.M. Eastern Daylight Time, corky@hbci.com writes: I put the 62FK60 on today. Don't know what to think just yet. Testing was done at 3,000 ft, 85 degrees and indicated only new prop----------- RPM Fuel burn Speed mph 2850 8.1 152 2750 6.6 146 2650 5.7 140 WOT 3,000 rpm, static 2560 rpm at WOT the EGT was 1450 degrees composite ground adjustable (old prop) 2850 6.1 145 2650 5.1 137 WOT 3200 RPM I reached the 150 mph point but lost 2 gal per hr. Short story long--- what are you running for jetting and I am thinking this may be an altitude prop--not used for skud running? Nick or Buz, what jetting is needed? Thanks for any advise Dave McC Dave, Finally got a chance to go for a short hop this afternoon delivering a part to Linda. First flight since I got back from Oshkosh. I tired to duplicate your flight conditions so flew at 3,000 feet (DA was almost 4500') and OAT was 83 degrees which was close to your 85 degrees. With the auto pilot on and 2850 rpm set, my indicated airspeed was 152 to 153 mph and the true airspeed was 163 to 164 mph. Fuel flow was 5.3 gallons per hour. I then pushed the power all the way in and WOT resulted in 3250 rpm with an indicated airspeed of 177 to 178 mph and true airspeed of 188 to 190 mph. Fuel flow at that high rpm and low altitude was 11.1 gph or so. As Lynn mentioned be sure to provide some good EGT readings to Nick so he can recommend jetting for you. Also, comparing speeds is more accurate using true airspeeds and flying at the same density altitude, but maybe you don't have that capability. Overall, you are getting great results, particularly if you have not made the mods that I have. But based on your WOT of only 3,000 rpm with your new prop, and assuming your have a solid lifter engine with the valves set good, only getting 3,000 rpm would tend to tell me you have a draggier airframe for the engine to pull around. What color is your airplane? You may have a high drag paint scheme and colors. Blue Skies, Buz ------------------------------------------------------------------------- --- href="http://www.matronics.com/Navigator?Lightning-List">http://www.mat ronics.com/Navigator?Lightning-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________ Message 2 _____________________________________ Time: 05:17:03 PM PST US From: N1BZRich@AOL.COM Subject: Re: Lightning-List: more prop test info Dave, I am on another trip (this time in NC on other business) and it will be several days or more before I get home and can get to that. But will be happy to do so. I will try to get the airplane as level as possible, then will start by measuring the top of the engine to see how level that is. Then measurements will be based on the prop being horizontal. Will that work? Buz ________________________________ Message 3 _____________________________________ Time: 08:21:18 PM PST US From: Brian Whittingham Subject: Lightning-List: Lightning C.G. Change? + question for Johnny Thompson All=2C Can anybody tell me what the difference in C.G. between an aircraf t with the shorter motor mount verses the longer motor mount is? Has any a ircraft had one and then switched to the other?Johnny=2C You had a write up in a recent Lightning newsletter about Greg's version 2.0 Lightning. I had flown his first version previously. Do you know if he switched motor m ounts to the longer=2C or is that entire C.G. movement due to the lighter f uselage than the original? I am working on a new article for the newslette r and these things would help me to figure a couple of things out. Thanks =2C Brian W. _________________________________________________________________ Get back to school stuff for them and cashback for you. http://www.bing.com/cashback?form=MSHYCB&publ=WLHMTAG&crea=TEXT_MSHYC B_BackToSchool_Cashback_BTSCashback_1x1 ________________________________ Message 4 _____________________________________ Time: 09:47:54 PM PST US From: "Johnny Thompson" <8wn@comcast.net> Subject: Re: Lightning-List: Lightning C.G. Change? + question for Johnny Thompson Hello Brian Greg's lightning went from short mount to long. There are some major differences in his old fuselage to others. His tail section was very heavy so he put about 14 pounds of lead on the very front of the engine. This was done to bring his CG forward to match other aircraft in the fleet. All this being said, the long engine mount was the main reason the CG shifted forward even with the weights removed from the engine. I weighed it on my certified aircraft scales and will look up the numbers and get back to you. Johnny ----- Original Message ----- From: Brian Whittingham To: lightning-list@matronics.com Sent: Thursday, August 13, 2009 8:00 PM Subject: Lightning-List: Lightning C.G. Change? + question for Johnny Thompson All, Can anybody tell me what the difference in C.G. between an aircraft with the shorter motor mount verses the longer motor mount is? Has any aircraft had one and then switched to the other?Johnny, You had a write up in a recent Lightning newsletter about Greg's version 2.0 Lightning. I had flown his first version previously. Do you know if he switched motor mounts to the longer, or is that entire C.G. movement due to the lighter fuselage than the original? I am working on a new article for the newsletter and these things would help me to figure a couple of things out. Thanks, Brian W. ------------------------------------------------------------------------- ----- Get back to school stuff for them and cashback for you. 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