The high speed ignition miss is gone after we installed an 18 volt
battery for the complete Motec system including the ignition system.

The prop tips are going transonic (8000 engine RPM and 2600 prop
RPM) at only 72% throttle opening and 60 inches of HG manifold
pressure. The intake manifold blow off valve is probably set to
around 80 inches of Hg.

More throttle opening and more boost will just fight the stone wall
drag on the prop tips. The thrust will not increase appreciably.

Here is the data out of the Motec 800 EFI system. The logged data
chart is attached.

The manual waste gate was wide open and there is still a 1.25 inch
diameter  vent hole in the exhaust manifold. We are still only using
some of the extraordinary  potential of this engine. I would say less
than half of the potential energy in the exhaust.

IMHO the prop blade area is too small. We need wider blades or a 4
bladed prop.  However it is climbing so fast we may still get the
record with this prop.

The airplane was gone out of sight in less than a minute. It got up
to 5500 feet but we did not have a camera in the cockpit this time
monitoring the altimeter..

The RV8 chase plane with Kelly Vogel flying  lost it. It was out of
sight before he got off the ground. He was delayed by about a minute
in taking off by the tower.

We are now up to six flights.

Paul Lamar


Paul, the area I see for concern is from 96 to 97 1/2 seconds. The computer looks like it's trying to learn/adjust the correct AFR and it is at the rich limit. That is at about 6000 RPM.
When it goes to full throttle close to 8000 RPM (98 sec) it is leaner than I would feel comfortable with. A .74 lambda target might be more appropriate.
Barry Bordes

It looks mostly constant in that range. Computers don't do things instantaneously.
It takes them time to adjust to the throttle opening, increasing RPM and increasing manifold pressure.
The software was probably written in "C" instead of assemble language which
further slows the response.


I just read a book on Bill Lear and he had a heck
of a time developing the auto pilot back in the days of the vacuum tube.
It was all analog computation back in those days.

Don't forget we are running methanol and Dan has manual over ride of the mixture.
He is kind of old fashion in that regard as I am :-) No telling what he was doing.

Paul Lamar


Paul,
Do you have a title on the Bill Lear book?
Thanks,

Jim Rudholm

"Stormy Genius" by Richard Rashke

ISBN 0-395-35372-6
1985

The author did a great job researching what Bill Lear did
his entire life. Bill  dropped out of high school and educated himself
on electronics and aeronautics. Very similar to what I did.

Bill was primarily a flyer. He loved airplanes.
One of his last projects was the Lear Fan'
https://en.wikipedia.org/wiki/LearAvia_Lear_Fan <https://en.wikipedia.org/wiki/LearAvia_Lear_Fan>


Paul Lamar

The Lear fan eventually became the challenger 600 I believe and ended up a Bombardier product line, which later spawned the 601, 603, 604, 605, latest one being the challenger 650.

By the time bombardier was done with the many changes to the original design it was a totally different airplane,

Alex Molteno


The Rotary Engine free News Letter. Powered by Linux. If you want
off the list PLEASE let me know and I will remove  you.  ACRE NL web
site. http://www.rotaryeng.net You Tube http://tinyurl.com/beqqxas
Copyright 1998-2017 All world wide rights reserved.