Paul Lamar and I have been having a discussion offline.  He feels that
 he
is
doing more good for the rotary aviation community by continuing with
 this
discussion board and website than by actually finishing his plane.  I
  agree
completely.

I also feel that for himself, he should quit with the newsletter for a
while
and concentrate on his plane.  There is nothing quite like the personal
satisfaction you get from flying the plane you built yourself.  The
archives
alone should keep any new-be busy long enough for Paul to finish is
 plane
and join a very select few.

So what say you all?  Can we do without Paul long enough for him to
 finish
his plane? If so, lend some encouragement.
--
David Leonard

Turbo Rotary RV-6 N4VY
 http://n4vy.rotaryroster.net/
http://RotaryRoster.net


Well, speaking from my own selfish perspective, Paul has my permission to
complete his airplane once he has successfully gotten MY engine flying.  As
the semi-official experimental platform for all the ACRE "bright ideas"
Paul
keeps churning up, he can't finish his airplane until he solves my endless
dilemmas anyway...  Can you imagine the horror if he installed (gasp) a
Lycoming in his Kis Cruiser in order to get it done quick??!!

For those wondering, yes Paul did tell me to write this as we wrestled with
my engine this weekend.  And yes, believe it or not, he did try to tell me
to think about putting a [P-port] Renesis in there, to test out the latest
batch of
bright [P-port] ideas.  Even I'm not THAT gullible ;-)

Mark (Rocky Mtn High)

That is not what I had in mind Mark :)
You could be a bit more grateful. After all You are getting 50 more HP
than anyone else except Steve Beckham.

BTW Mark's Teflon slide throttle is working slicker than snot
and his engines is cooling well even on the ground at full power.


Paul Lamar



Paul did seem surprised that the slide throttle moved so smoothly.  It never
even occurred to me that it could/should get difficult to move at high RPM.
That is not the case (at least during the ground runs for static RPM).  It
does it's thing with no extra effort needed regardless of how fast the
engine is running - so that appears to be a win.  Why I didn't have Paul sit
in the cockpit & run the engine himself a bit while he was here is a mystery
to me.  We were a bit focused on setting up for the next run to collect the
next bits of data, so it never occured to me.

BTW -- for those wondering the extents of Paul's contributions, consider
this:  how many of you would have volunteered to sit in FRONT of the leading
edge, just aft of the prop spinning 6600 rpm to monitor the computer
collecting the data?  Paul may have poo-poo'd it, but I had cramps in my
calves from pressing the rudder brakes so hard while the Mustang II leaned
into the chocks.

A bit of a clarification regarding cooling -- the engine seems able to run
all day at low rpm / idle with no cooling issues.  The limited higher rpm
we've run while doing some taxi testing down the runway (appx 40mph) seems
to indicate that coolant & oil temps drop while the airplane is moving
(these are at 4500 - 5000 rpm).  When we run for WOT while sitting outside
the hangar, temps climb rapidly & we have to keep an eye on the water temp
in particular.  Before Paul arrived here this weekend, we got a little
carried away & had water temp up to 250 before we shut down.

And yes, I do love my extra 50hp -- especially when the day comes that I can
use it to cruise at some obscenely fast economy speed & wave to the Lycoming
guys as I go past...

Mark (Rocky Mtn High)

The prop was only going 2315 RPM :)

Paul Lamar