Today's Message Index:
----------------------
1. 06:16 AM - Re:Flight Test Report (Rob Mokry)
2. 08:00 AM - Re: Flight Test Progress (Jim Anglin)
3. 11:21 AM - Fuel Psi (Bob & Toodie Marshall)
4. 05:13 PM - ()
5. 06:52 PM - Re: Temps (JOHNTMEY@aol.com)
6. 07:43 PM - Re: Temps (css nico)
Message 1
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| Subject: | RE:Flight Test Report |
--> Rocket-List message posted by: "Rob Mokry" <robmokry@covad.net>
Subject: Rocket-List: Flight Test Progress
--> Rocket-List message posted by: JOHNTMEY@aol.com
John,
Your fuel burn sounds about right.
I have extended tanks one bay and get 52gal max. My airfoil has a smaller
radius and more gentle ramp back however.
I figure 2galls unusable but it is a bit less.
I would suggest you level the aircraft, get some tanks and carefully measure
exactly how much goes in and disconnect your fuel line and carefully measure
how much comes out. I actually had to do this to calibrate my electronic
fuel gauges and about as much fun as pro-sealing the tanks.
Vapor lock.....The only trouble I had was in the summer in Phoenix or Palm
Desert while ideling waiting for my clearance. I have had trouble with the
push-pull cables seizing up when hot - prior to installing them in
firesleave.
Oil Temp? Get the largest cooler you can find/afford!
Good Luck!
Rob
Message 2
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| Subject: | Re: Flight Test Progress |
--> Rocket-List message posted by: "Jim Anglin" <n144hr@earthlink.net>
I have been flying my HR II since May last year and would have to agree with your
observations, with the exception of unusable fuel. If you indeed have that
much unusable I would have to question where you placed your fuel pickup - of
course, it's too late to change it so...... Your speed and fuel burn are realistic
although I think you burn a higher rate than mine but not much. Mine also
backfired when I reduced power but now I leave it quite lean and it doesn't
do it. At reduced power lean mixture won't hurt anything. Just try leaning
a little on each approach and see if it reduces backfiring. Mine also pops a
little on the ground when it is hot. My fuel pressures don't remain steady,
and never have on any of the airplanes I have owned - as long as it has pressure
and the engine is happy, I'm happy. Have Fun.
Jim Anglin
HR II N144HR
DO NOT ARCHIVE
Message 3
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--> Rocket-List message posted by: "Bob & Toodie Marshall" <rtmarshall@osb.net>
Hi John, your fuel pressure is ? My fuel pressure had a habit of dropping from
25 Psi to about 16-19 and once in a while to about 12# and of course a short
switch of the boost pump would fix it. It has been doing this for about 100 hrs
and then the lyc fuel pump SB came out, apparently loose seat for ball check
inside these certain # pumps. I replaced pump and now fuel pressure remains at
24-25 Psi at all times,I obviously had a defective pump which by the way complied
with their last SB per ser# stamping. so I assume you have a good pump?
Ron Munson at performance engines has the # of the pumps affected, Latest was
service bulletin # 548A. But then of course you may know all about this and
I am flapping my gums. So congrats on your flying your rocket and having a blast,
your numbers sound similar to mine, I show 19" MP and 2150 rpm at 9K indicating
185 MPH average. To OSH and back here To O02 in the sierras I averaged 169
knots per gps data logger. These planes are fantastic performers for the mission.
Bob Marshall N#999RM
Do Not Archive
Message 4
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--> Rocket-List message posted by: <laboggan@mywdo.com>
Those of you that have multi sensor cylinder head
temperature gauges....
What cylinder usually runs the warmest on your Harmons?
And/or which two?
Mine has to be switched between sensors so I just wanted
to know which ones to watch the most.
Message 5
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--> Rocket-List message posted by: JOHNTMEY@aol.com
Mine only has 15 hours and I'm watching analyzer like a hawk:
>From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph IAS
EGT CHT
1 1365 343
2 1396 389
3 1372 380
4 1385 380
5 1367 387
6 1396 403
So, CHT for number 1 is notably cool... number 6 is the hottest.
J Meyers N5800
Message 6
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--> Rocket-List message posted by: "css nico" <nico@cybersuperstore.com>
Isn't this standard for the cylinders closest to the initial airflow to run
the coldest? The same thing happens in water-cooled engines where the #1
cylinder closest to the radiator would run considerably cooler than the last
cylinder and would, as a result of that, show more wear at the end of the
engine's life.
I made some calculations on your temps as follows. Col A is the variation in
temp with the previous cylinder, while col B is the variation with cyl. #1.
Your readings show an overall cylinder head temperature spread across the
engine of 57 deg.
EGT A B CHT A B
1 1365 343
2 1396 +31 +31 389 +46 +46
3 1372 -24 +7 380 -9 +37
4 1385 +13 +20 380 0 +37
5 1367 -18 +22 387 +7 +44
6 1396 +29 +31 403 +13 +57
If EGT was a problem there would have been a (near) consistent variation in
CHT linked to EGT but check cyl #3 : the EGT is only 7 deg hotter, while the
CHT is 37 deg hotter. It could point to a cooling problem. Perhaps a baffle
is not installed properly or it is missing? Why #2, which shares the front
row with #1, runs so much hotter than its sibling, could be an injector
tuning problem because the CHT is higher consistent with the EGT. They
should both be cooler than the rest, unless there are other factors
influencing the cooling.
Very interesting! Just some observations - I am sure the gurus would be able
to give a clearer picture on what this story tells. :-)
Nico
----- Original Message -----
From: <JOHNTMEY@aol.com>
Sent: Saturday, February 18, 2006 6:50 PM
Subject: Re: Rocket-List: Temps
> --> Rocket-List message posted by: JOHNTMEY@aol.com
>
> Mine only has 15 hours and I'm watching analyzer like a hawk:
>
> >From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph
IAS
>
EGT A B CHT A B
1 1365 343
2 1396 +31 +31 389 +46 +46
3 1372 -24 +7 380 -9 +37
4 1385 +13 +20 380 0 +37
5 1367 -18 +22 387 +7 +44
6 1396 +29 +31 403 +13 +57
> So, CHT for number 1 is notably cool... number 6 is the hottest.
>
> J Meyers N5800
>
>
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