I have made quite a number of these runs to test various changes but have never documented them here as I did not feel my results were "good". I am now using the "speed run" measuring method from Paul Lipps as published in Contact! Magazine. I feel is a very "solid" method that produces repeatable results.
At the time of the test, the wind aloft forecast for 9,000' was 260 @10 and +13 degrees. The station data for ABQ was 46 degrees, 42 degree dewpoint, and barometer at 30.34.
Run Heading: 090-270
At Run-up: 4829’, 30.26”(?), BAR 25.3”, 64 OAT
Speeds in knots.
Temperature in degree F.
Temp1: Thermocouple on right side coolant outlet port.
Temp2: Thermocouple on coolant tube before radiator inlet
Temp3: Thermocouple on coolant tube after radiator outlet
Flight2 OAT sensor: Left canard root (outside of fuselage)
EM3 OAT sensor: Right canard root (outside of fuselage)
**Flight included a large cardboard extension to the coolant duct outlet. This was in an attempt to get more air flowing thru ducting and colder coolant temps.
|
Altitude |
OAT |
Density Altitude |
RPM |
MAP |
IAS (kts) |
GS (kts) |
Ground Track |
Coolant Temp |
Oil Temp |
GPH |
Temp1 |
Temp2 |
Temp3 |
|
9000 |
Flight2: 58
EM3: 60 |
10736 |
4320 |
22.1 |
124 |
122 |
270 |
203 |
210? |
5.8 |
200 |
179 |
165 |
|
9000 |
Flight2: 58
EM3: 59 |
10736 |
4340 |
22.1 |
126 |
142 |
090 |
202 |
210? |
5.8 |
200 |
181 |
165
|
155 Kts TAS (178 mph)
