Today's Message Index:
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1. 12:15 PM - N811WT flies! (thomas sargent)
2. 12:31 PM - Re: N811WT flies! (Jeff Orear)
3. 12:38 PM - Re: N811WT flies! (Ralph E. Capen)
Message 1
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Test pilot Joe Shetterly took N811WT off this morning about 7am and stayed
close to Ryan Field for about an hour. I was expecting the usual cooling
problems, but Joe says the cylinder head temps in my Aerosport Power rebuilt
IO-360-B2B stayed below 400 F and the oil temp was at 210, and this is in
Tucson in the summer time. Stall clean was 45 knots - right on Van's
numbers. I made a fiberglass cooling plenum for the thing, maybe that has
had some benefit. At this point I really don't know. It hasn't seemed to
cause a problem at least.
Only squawk was that when he throttled back to 1700 rpm after half an hour
of high cruise operation, the engine loped for a while. He described it as
the typical fuel injected engine loping. Boost pump made no difference.
After a few minutes it settled down and was running smooth when he was in
the pattern. Perhaps that will settle down as the engine breaks-in? I'll
talk to Bart at Aerosport about it.
I haven't flown it yet. I get my transition training on tuesday and
wednesday in an RV-7A at Gillespie Field in San Diego, so I will probably
fly next Friday.
I couldn't have done it without The List!
--
Tom Sargent, RV-6A with air under the tires after a mere 12 years.
Message 2
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| Subject: | Re: N811WT flies! |
Tom:
Like you, I have been on the list for what seems an eternity, and have
noted your posts over the years. Just want to wish you congrats after
a long build time and wish you the best during phase I testing and
beyond.
Well Done!
Best Regards.
Jeff Orear
RV6A N782P
On Jul 17, 2010, at 2:13 PM, thomas sargent wrote:
> Test pilot Joe Shetterly took N811WT off this morning about 7am and
> stayed close to Ryan Field for about an hour. I was expecting the
> usual cooling problems, but Joe says the cylinder head temps in my
> Aerosport Power rebuilt IO-360-B2B stayed below 400 F and the oil
> temp was at 210, and this is in Tucson in the summer time. Stall
> clean was 45 knots - right on Van's numbers. I made a fiberglass
> cooling plenum for the thing, maybe that has had some benefit. At
> this point I really don't know. It hasn't seemed to cause a problem
> at least.
>
> Only squawk was that when he throttled back to 1700 rpm after half
> an hour of high cruise operation, the engine loped for a while. He
> described it as the typical fuel injected engine loping. Boost pump
> made no difference. After a few minutes it settled down and was
> running smooth when he was in the pattern. Perhaps that will settle
> down as the engine breaks-in? I'll talk to Bart at Aerosport about it.
>
> I haven't flown it yet. I get my transition training on tuesday and
> wednesday in an RV-7A at Gillespie Field in San Diego, so I will
> probably fly next Friday.
>
> I couldn't have done it without The List!
>
> --
> Tom Sargent, RV-6A with air under the tires after a mere 12 years.
>
>
Message 3
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| Subject: | Re: N811WT flies! |
Congrats - now the real fun begins.
One of the things I did with my AFP injection system was to reduce the
size of the restrictors from .028 to .024 - I then added one land of
idle mixture adjustment. Mine's an IO360B1F6 with 9.2:1 pistons so
YMMV. You might need a cooling shroud on your fuel pump with fresh air
from the cooling plenum - that should help your running temp on the fuel
pump. I have since balanced the injectors so the all peak within .1gph
- adds to the smoothness.
Break-in and 'regular' oil will drop the temps too.
The list is a treasure trove....
Ralph Capen
RV6A N822AR @ N06 75hrs
----- Original Message -----
From: thomas sargent
To: rv-list
Sent: Saturday, July 17, 2010 3:13 PM
Subject: RV-List: N811WT flies!
Test pilot Joe Shetterly took N811WT off this morning about 7am and
stayed close to Ryan Field for about an hour. I was expecting the usual
cooling problems, but Joe says the cylinder head temps in my Aerosport
Power rebuilt IO-360-B2B stayed below 400 F and the oil temp was at 210,
and this is in Tucson in the summer time. Stall clean was 45 knots -
right on Van's numbers. I made a fiberglass cooling plenum for the
thing, maybe that has had some benefit. At this point I really don't
know. It hasn't seemed to cause a problem at least.
Only squawk was that when he throttled back to 1700 rpm after half an
hour of high cruise operation, the engine loped for a while. He
described it as the typical fuel injected engine loping. Boost pump made
no difference. After a few minutes it settled down and was running
smooth when he was in the pattern. Perhaps that will settle down as the
engine breaks-in? I'll talk to Bart at Aerosport about it.
I haven't flown it yet. I get my transition training on tuesday and
wednesday in an RV-7A at Gillespie Field in San Diego, so I will
probably fly next Friday.
I couldn't have done it without The List!
--
Tom Sargent, RV-6A with air under the tires after a mere 12 years.
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