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new Rocket data

 
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Vince Frazier



Joined: 10 Jan 2006
Posts: 132

PostPosted: Mon Feb 20, 2006 9:00 am    Post subject: new Rocket data Reply with quote

John and Nico,

Hi guys. I've attached a spreadsheet of data that I've collected.
Notice that I didn't say it was GOOD data, but most of it is reliable
enough to make some comparisons.

John, congrats on the first 15 hours. I know you're having fun now.

If you look at the spreadsheet you will notice that the initial data is
wacky due to sensor calibration issues with the fuel flow, OAT, etc. My
OAT gauge is simply in a bad spot and reads at least 15 to 20 too high.

FWIW, the OAT is in the cabin air inlets on the side of the forward
fuselage.... a HOT place to sample the air and I need to completely redo
the cabin air inlets before next summer. They suck hot air. Ugh.
Much too hot for comfort in the summertime.

Some of the data was collected with electronic ignition, which I removed
later. Two mags were used for almost all of the data.

Anyway, you might find a few pearls in there, if you can understand the
changes that I made during the last 95 flight hours. I'm sorry that I
didn't document it better as I went along.

In a nutshell, here are the changes that I've made and how they turned
out. Please refer to my website for additional info... it's all in
there somewhere. If you can't find it, send me an email and I'll see if
my pea-sized brain can recall it. Wink

Worthwhile changes:

1) put a 1/8" spacer in between the #2 and #5 baffles and cylinder face.
That helped to cool both cylinders nicely. If you look at the
spreadsheet you'll see that #2 and #5 ran hot up until last summer when
I added the spacer.

2) cleaned out the casting flash that was left in the cylinder fins near
the exhaust valves.

3) seal all baffle leaks with RTV. It might not look as nice, but if
you get rid of the air leaks it really helps.

4) balance your injectors per Don Rivera's instructions
http://www.airflowperformance.com/. I still need to tweak mine a bit
more, but I run LOP almost all of the time (55% power or less has been
no problem whatsoever) and saving several gallons/hour is great. I can
fly with my RV buddies and burn the same or less fuel than them at the
same speeds. AND the temps all go DOWN.

http://vincesrocket.com/Engine%20and%20Prop.htm here's a link. I feel
that these first 4 things are HUGE in keeping the cylinders cool and
temps even. My CHTs are usually within 15 degrees of each other.

FWIW, Mark Frederick told me that my inlets were probably ramped all
wrong and my outlet was too small but that the temps and performance
that I'm getting made his opinion moot. Maybe my inlets and outlet
aren't optimal, but the proof is that my oil temps and my CHTs are LOW
even on 95 F humid Midwest summer days. I did add the lower cowl
louvers late last summer. They do reduce temps even more. I'm not sure
that I really need them, but I have the option of removing a sliding
cover to expose the louvers if I ever do want more cooling... maybe
someday I'll need them open for a full power race through Death Valley?

5) I put an airflow smoothing aluminum cover the lower engine mount.
You can see it at the bottom of this photo.
http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg

6) I'm using a Positech cooler mounted in the center of the engine
behind the engine mount. It's a different installation than any I've
ever seen but it works very well. You'd never get it to fit if you have
a vacuum pump or mechanical tach drive in the way though.

I have a butterfly valve to control airflow to the cooler and it works
very well also. At any OAT ( other than yesterday when it was 10F OAT)
I can warm or cool the oil just by moving the valve. Yesterday after 30
minutes of flying the oil was at 180 F... not bad since it was so
freaking cold outside.

Things that didn't work:
Rose electronic ignition with the magneto pickup. No. Bad. One of
these days I'd like to try the electronic ignition with the front pickup
instead. Probably a LSE unit, but a Rose unit with the front pickup
would probably be fine.

<<N540VF data.xls>>

Your unusable fuel should be measured in ounces unless you are using a
flop tube.

My fuel pressure is 28psi with the boost pump on. It is rock solid
23psi when the boost pump is off.

I hope you find some useful info in all of this. YMMV!!!

Anyone on the Rocket list that wants the spreadsheet should email me
DIRECTLY and I'll send it to you. I'm sure that the Matronics email
program will strip it off of the list emails.

vfrazier(at)usi.edu

Vince
F-1H Rocket, N540VF
http://vincesrocket.com/


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_________________
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://vincesrocket.com/
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PostPosted: Mon Feb 20, 2006 9:28 pm    Post subject: new Rocket data Reply with quote

Vince:

Have you had any trouble with your exhaust moving? I've put a brace between
mine but maybe at the expense of air flow in that area.

Regards,
Jeff

Quoting "Frazier, Vincent A" <VFrazier(at)usi.edu>:

Quote:


John and Nico,

Hi guys. I've attached a spreadsheet of data that I've collected.
Notice that I didn't say it was GOOD data, but most of it is reliable
enough to make some comparisons.

John, congrats on the first 15 hours. I know you're having fun now.

If you look at the spreadsheet you will notice that the initial data is
wacky due to sensor calibration issues with the fuel flow, OAT, etc. My
OAT gauge is simply in a bad spot and reads at least 15 to 20 too high.

FWIW, the OAT is in the cabin air inlets on the side of the forward
fuselage.... a HOT place to sample the air and I need to completely redo
the cabin air inlets before next summer. They suck hot air. Ugh.
Much too hot for comfort in the summertime.

Some of the data was collected with electronic ignition, which I removed
later. Two mags were used for almost all of the data.

Anyway, you might find a few pearls in there, if you can understand the
changes that I made during the last 95 flight hours. I'm sorry that I
didn't document it better as I went along.

In a nutshell, here are the changes that I've made and how they turned
out. Please refer to my website for additional info... it's all in
there somewhere. If you can't find it, send me an email and I'll see if
my pea-sized brain can recall it. Wink

Worthwhile changes:

1) put a 1/8" spacer in between the #2 and #5 baffles and cylinder face.
That helped to cool both cylinders nicely. If you look at the
spreadsheet you'll see that #2 and #5 ran hot up until last summer when
I added the spacer.

2) cleaned out the casting flash that was left in the cylinder fins near
the exhaust valves.

3) seal all baffle leaks with RTV. It might not look as nice, but if
you get rid of the air leaks it really helps.

4) balance your injectors per Don Rivera's instructions
http://www.airflowperformance.com/. I still need to tweak mine a bit
more, but I run LOP almost all of the time (55% power or less has been
no problem whatsoever) and saving several gallons/hour is great. I can
fly with my RV buddies and burn the same or less fuel than them at the
same speeds. AND the temps all go DOWN.

http://vincesrocket.com/Engine%20and%20Prop.htm here's a link. I feel
that these first 4 things are HUGE in keeping the cylinders cool and
temps even. My CHTs are usually within 15 degrees of each other.

FWIW, Mark Frederick told me that my inlets were probably ramped all
wrong and my outlet was too small but that the temps and performance
that I'm getting made his opinion moot. Maybe my inlets and outlet
aren't optimal, but the proof is that my oil temps and my CHTs are LOW
even on 95 F humid Midwest summer days. I did add the lower cowl
louvers late last summer. They do reduce temps even more. I'm not sure
that I really need them, but I have the option of removing a sliding
cover to expose the louvers if I ever do want more cooling... maybe
someday I'll need them open for a full power race through Death Valley?

5) I put an airflow smoothing aluminum cover the lower engine mount.
You can see it at the bottom of this photo.
http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg

6) I'm using a Positech cooler mounted in the center of the engine
behind the engine mount. It's a different installation than any I've
ever seen but it works very well. You'd never get it to fit if you have
a vacuum pump or mechanical tach drive in the way though.

I have a butterfly valve to control airflow to the cooler and it works
very well also. At any OAT ( other than yesterday when it was 10F OAT)
I can warm or cool the oil just by moving the valve. Yesterday after 30
minutes of flying the oil was at 180 F... not bad since it was so
freaking cold outside.

Things that didn't work:
Rose electronic ignition with the magneto pickup. No. Bad. One of
these days I'd like to try the electronic ignition with the front pickup
instead. Probably a LSE unit, but a Rose unit with the front pickup
would probably be fine.



<<N540VF data.xls>>

Your unusable fuel should be measured in ounces unless you are using a
flop tube.

My fuel pressure is 28psi with the boost pump on. It is rock solid
23psi when the boost pump is off.

I hope you find some useful info in all of this. YMMV!!!

Anyone on the Rocket list that wants the spreadsheet should email me
DIRECTLY and I'll send it to you. I'm sure that the Matronics email
program will strip it off of the list emails.

vfrazier(at)usi.edu

Vince
F-1H Rocket, N540VF
http://vincesrocket.com/


















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Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

http://www.matronics.com/Navigator?Rocket-List
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