As loyal viewers may recall in my first flight two weeks ago my oil temps
were higher
than desired. So, after using the fine guys and gals here as a resource
and some fact
checking I determined I was measuring the oil temps at the wrong location.
Since
coolant was measured coming out of the engine, I assumed the oil would be
measured
coming out too. Wrong.
So, over the last two weeks I moved one of my oil temp sensors location
after the
coolers just before it goes into the engine.
Ideally, I would have made it to the airport really early while still
somewhat cool
but my hostess and I lingered a bit this am. Then I had to drive home to
check on mom
who is fighting cancer.
I finally made to the hangar about1:30pm<x-apple-data-detectors://0. Yep.
Hot ad
hell. Called the tower on the phone to let them know intent. Same as last
time.
Desire to climb to about 1700 and fly around the field testing base flight
and engine
characteristics.
I did a slow preflight. Cranked up the engine which cooperated nicely.
Taxied from my
hangar and called tower on the radio. Was cleared to Echo on 35L.
Proceeded to echo.
Ran-up. Temps were sweet at about 160 coolant and 140 oil. Tower informed
me a C-130
was on final and asked how long I needed on the runway. I told him I could
roll and
go. I was cleared for immediate take off and to track the C-130. I applied
power,
lined up and added more power. Leaned the mixture slightly and power came
in. I had
coursed the prop a bit as to not again reach 3100 rpm. Airspeed was slower
to build
but was developing. When I hit 70 kts I pulled back and started flying.
Wow. It was
much more sluggish today but I was climbing while maintaining around 90
kts. I
flattened the prop a bit and climbed a bit better. The prop was turning
about 2800
rpm now. Turned to crosswind and kept climbing. Turned to downwind. I was
around 1500
on downwind. Well, kinda. My altitude was all over the place between 1400
and 1700.
Really bumpy today...not too surprising with ramp OAT showing 109. Hey, in
Houston,
ya gotta test in the heat cuz ya gonna be flying in the heat.
I then started flying around in circles. Checking engine parameters a lot
while
flying the airplane. Good news. Neither the oil or water ever broke 203
that I saw.
That was only on climb. I seconded from 1700, this time on purpose and
noted the
decreasing trend of both oil and coolant temps. Pressures were in the
middle of the
green bands. EGT's were green too. The engine sounded strong and steady.
I turned right, I turned left and low and behold, the dang thing turned
almost like
it was designed to do so brought back power and it actually kept flying.
Okay, the Dynon is telling me I have been FLYING working on 20 minutes.
Time to land.
Called tower and cleared to land but watch the jet wash of the NASA T-38
taking off
and the C-130 doing touch and goes with the option. Damn, busy airport. I
lined up
MUCH better with the runway this time. Nice shallow approach just like the
folks at
the factory showed me in Florida back in April. A bit fast as I test some
throttle
response. 120 on final slowed to 90 at the numbers. Pulling power to a bit
above 80
and settling nicely but a little fast. Pulled nose up SLIGHTLY. Whoa,
floated up.
Engine to idle and settled to the runway only a little hard, but pretty
smooth. No
bounce. Rolled out. Exited Delta. Checked temps. Damn. Oil at 165, coolant
175. Nice.
Taxied back. Temps played nicely. Shut down engine and no gushing or
hissing sounds.
Big smile on pilots face
The engine even started back up a few minutes later ;-)
Not a bad flight, if I do say so myself. Now to finish my test cards to
help remember
more stuff such as map relating to RPM etc.
Chris Barber
Velocity N17010
Turbo rotary
You make me jealous Chris. Good work. I have been so busy that I haven't
been able to work on my plane for almost 2 weeks now. I sit for my
Instrument at the end of this coming week, and I am hoping that in the next
2 weeks I can work on mine for 1 or 2 days per week to try to catch up.
Fly off your 40, and enjoy the plane!
What turbo did you use? Soon I will be mounting the ancillary parts on
mine, and I will be installing a turbo.
Kevin Alderman
These first flight experiences is really an inspiration to me when I have still a
long way to go. I've forwarded your first experience to all my friends and relatives
changing the Subject heading to "My time will also come!" I got cheers all around!
Pierre
Future Vision Pilot In Command!
Pierre Swanepoel
Logistics Co-ordinator
GoReefers Logistics Cape Town
You did not say what you mean by high oil temp. I think oil should be
around 195- 210 min., enough to evaporate any moisture from the oil. In
your hot, dry climate, you would have less problem than I would at the
north in the winter. I would be comfortable with oil temp around
230-240F. Oil temp can exceed the coolant's temp boil limit,which is 256
F at 50/50 mix and 15 PSI, unless you are using Evans Radiator fluid
which is 375 F, it also depends on what oil you are using. My Chevron
book says the flash point of aviation oil is 450-478F, best you stay
well clear of that. As oil get near its operating limits, the useful
life expectancy of the oil decrease.
Oil at a higher temp transfer heat better than at lower temp. The key is
the difference in temp with the cooling air. It will stabilize at some
point, and if you don't like that point, you will have to get a bigger
cooler, more oil capacity, or better ducting or a combination of each.
You had it right the first time measuring oil at the hottest point.
All fluids have limits. Of course the temp would drop if you switch the
probe as you did. If you dunk it into the fuel tank, it would be lower
still ! The idea is to know the hottest temp the oil is subjected to,
not to make you feel good. For overheated oil have all kind of nasty
effects.
Tony Lam
We don't need to use aviation oil. Synthetic oil like Mobil 1 can function at a
higher temp. Idmitsu makes a synthetic rotary engine oil specifically for the Mazda
rotary.
Paul Lamar
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