Paul,

  Here's some video data for you.

 http://www.youtube.com/watch?**v=dZrADAieO6w<http://www.youtube.com/watch?v=dZrADAieO6w

  It was taken this morning with a Flip video camera during my takeoff run
  and
  climb to about 4k msl.  OAT was 78.  Initially, the mixture was set the
  same
  as my last report as indicated by the EM-2's mixture bar.  Then I
adjusted
  the mixture a bit richer, toward "best power".  Best I can tell, the fuel
  flow went to 28.6 gph.  Sorry for the shaking as I was both the pilot and
  the cameraman.  I stopped recording when the sun blanked out the EM-2's
  screen.  I need to design a camera mount before I try this again.

  Prop was set to 2100 rpm for initial takeoff, then to 1900, and finally
to
  1700.  Max engine RPM (that I can read) was 6926, but dropped back to
  approx. 6350 as speed increased, prop still at 2100.  You can hear engine
  rpm drop when I changed prop setting.

  It should be noted that the primary oil and water temps are on the EFIS,
  not
  the EM-2.

  Mark S.

  Good work Mark. Thanks for the data. I discovered Mike did not install
the
  4 push button sw's on my EM-2 so I'll have to do that to read that kind
of
  data.

  At a BSFC of .6 that is 286 HP. Not bad for only 6336 engine RPM. I get
  2223
  prop RPM with a 2.85 gear. Why do you set the prop RPM so low? What is
the
  tip speed at 2223 RPM on a 76 inch prop?

  What is wrong with the EM-2 display? It looks like mixture bars are over
  writing  the text.

  Sounds like you need a set of David Clarks for your video camera :)


  Paul Lamar

  Glad you found that exercise of interest.  I need to either, 1) build a
  camera mount, 2) put some tape over the mic, and/or 3) have someone else
 do
  the filming while I fly the airplane.

  Regarding prop rpm, sometimes I use 2150, but normally I set it at 2100
  prop
  rpm because it works without over-revving the engine.  Tracy has the EC-2
  rev-limiter set at 7500 rpm.  The M/T electric prop adjusts very slowly.
  When I first start feeding in the power the rpm goes to 6900-7000rpm as
  seen in the video.  It doesn't come down until I'm a good ways down the
  runway.  I may try 2200 and feed the power slower and see how that works.
  Or, start out with it set to 2100 and then re-set it once I'm rolling.
At
  2100 it climbs at 1300-1500 fpm, so that works just fine for Texas.  I
  don't
  want to cause my pax any nosebleeds.  BTW, I was carrying 80 gallons of
  100LL in the video.

  According to my calculations, the prop tip speed at 2223 would be about
 737
  fps.

  Mark

  It was very informative. I screen captured half a dozen at different
  RPM's.

  Speed of sound at sea level = 1116 feet per second
  so that is only .66 Mach. Try setting the prop at 2400 RPM.
  You cannot over rev a rotary with a prop connected.
  It sounds like there is too much pitch at the start of the
  take off roll.

  The Rolex 3 rotor RX8 car's used to run 10,000 RPM for up to 24 hours
  before the race organizers put a 8500 Limit on them to make
  everybody else competitive.

  I think if you do that you will shorten the take off roll.

  80 gallons is 480 pounds of fuel. ES empty weight is supposed to
  be 1900 pounds and gross weight 3200 pounds.

  That is a much better ratio than a C182. Max fuel on my C182 is 88
 gallons.
  If I lean it very carefully I can get the fuel burn down to about 13
  gallons an hour but I am only doing about 140 Kts. A used C182 is about
 100K
  and a new one half a million :)

  Paul Lamar



  Paul,

  Those speeds are pretty much meaningless.  Vy for the Lancair ES is 105
 kts,
  so that was my target.  Vx is 85 kts and it climbs much better at Vx.
  I'll
  do another video once I figure out a camera mount.

  Regarding RPM limits, Tracy programmed the EC-2 for a max of 7500 rpm.
  So,
  that's my effective max rpm.  Almost criminal for a p-port engine to
limit
  it to 7500 rpm.

  Mark

  As Rick Perry says "almost treasonous" :)

  Paul Lamar


 Mark was kind enough to take me up in his Lancair ES a few weeks ago
 and I was thrilled and amazed...Mark is a great pilot, and his airplane is
 the Ferrari of the air.  228 MPH casually while the engine wasn't even
 doing 6K.  Light responsive controls, perfectly stable.

 Gene Kahn

Gene - Thanks for the kind words.  It was a nice day to fly.  We flew up
over the Highland Lakes.  You got some stick time.  I agree, it was a great
flight!!!  Glad you enjoyed it.

Paul - Actually, what I think he is saying is that I didn't hurt anyone, I
didn't break the airplane, and I didn't upset the FAA.  ;-)

Mark

When you get the camera mounted Mark please select some of the other
screens
from time to time so we can see all the data. I am really interested in
cruise screens at altitude. If your video camera has a mike input you could
say what altitude you are at from time to time and other things like gross
weight. The documentation of the EM-2 could be better with more pictures of
the various screens possible.

Paul Lamar


I'm curious Mark, how much fuel mileage change did you see by going to
peripheral porting?


Bob Mears

Bob,

Saw your video of your ground run and slow taxi (looked like you went to get
fuel).  Too cool, and the sound of that 3-rotor was awesome.  Beautiful
airplane.

My "economy cruise" GPH increased by about one gph when I switched to
p-port.  But then my "economy cruise" speed increased about 12-14 kts too,
so I look at it as an net-sum-gain.  What really increased was the gph at
max power.  Of course, that's the downside of having additional horsepower.
Luckily, I don't spend too much time in that mode.

I'll see if I can add some comments to the videos to explain what was going
on.  You can pretty much figure it out by watching the rpm, fuel flow, a/f
mixture bar, and speeds.  I change the rpm by changing the prop setting...
engine rpm follows.  Mixture lean, bar low or off the bottom, and fuel flow
drops, so does speed.  Mixture rich, mixture bar high, gph reading high,
speed increases.

Mark S Tx