Hot Motor Abort - Fowler Flap Modified Hakan Lancair - Flight 2
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- Опубліковано 24 чер 2024
- The first flight of Hakan's Lancair was aborted due to high engine temperatures. After the flight Hakan installed a large oil cooler inlet on the left side of the fuselage. The goal for this flight was to get further than we did on the first flight with the help of this additional engine cooling. This is another "long format" video, please take advantage of the timestamps below to find the section you are interested in.
Thank you for coming along with Wasabi Flight Test. We hope that there are lessons learned in this video that can be applied to your aircraft projects. We would love to help you with your flight test project, give us a call. Thank you!
Website: www.wasabiaero.com
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Timestamps:
00:00 Teaser
00:36 Introduction
01:27 Ingress
01:48 Engine Start
02:10 Inside the fence/Outside the fence
04:33 Preflight Briefing
05:02 Detailed Briefing
06:57 Mission Limits
08:28 Taxi out
09:03 Emergency Procedures
10:19 Engine runup
10:36 Fighting w/ the EFIS
11:33 Maintenance Performed
11:38 Nose gear door adjustment
11:46 Nose gear door removed
12:30 Oil cooler NACA
12:55 Fuel cooler NACA
13:17 Flight Two Video
13:55 Chase Takeoff
14:32 Airborne Pickup Discussion
19:55 30 Second call
20:33 Brake Release call
21:01 Gear Retraction
21:38 Black smoke (sooty exhaust)
21:56 CHT Limit discussion
23:01 Gear Extension
23:14 Airspeed Correction (Great Chase Work)
23:48 Landing
24:15 Post Flight
25:39 Cooling measure and compare
Flt 002 Flight Report
Summary
Flt Date 5/21/2020
Engine Start: 12:09 LCL
Engine Shutdown: 12:27 LCL
Flt Time: 0.3 HRS
Landings: 1
Fuel State Takeoff: Topped
Total Time After Flight: 0.8 Hrs
Chase: Gillen/N131RG
Data:
Takeoff was flown initially with full mixture but was leaned (~2") shortly after brake release. This was done by feel due to rough running and a "high fuel flow" alarm. Before the crosswind turn CHT showed 400°F at which point prop was reduced to 2500 RPM, mixture was set to full, and the aircraft was accelerated to 130 KIAS. The flight was aborted due to high CHTs (417°F peak)during the downwind leg. Peak temperature was reached at 130 KIAS WOT/2500 with full mixture and the boost pump on. The EFIS was not set up to show which was the hottest cylinder during the flight. The aircraft would not climb very well in this configuration/speed (peak altitude 1100' AGL). Oil stayed remarkably cool 100°F peak for the flight. Nose gear doors much tighter than the previous flight.
Power Settings
Take Off WOT/2700
Climb WOT/2500
Cruise WOT/2500
Limits
VSO - 52 KIAS
VS - 65 KIAS
VRot - 70-75 KIAS
VL - 122 KIAS
VF - 100 MIAS
VA - 65 KIAS
VAPP - 100 KIAS
LLF - +3.8G/-1.52G
Flaps Dn
+2.0G/-1.52G
Maintenance Before Flight:
FWD nose gear door removed for cooling
Lip added to rear nose gear door
Large oil inlet (NACA) added left side cowling
Oil cooler air from plenum blocked off
Fuel cooling from small right cowling NACA
Propeller governor adjusted 1/2 turn higher RPM
Nose gear door linkages tightened
Planned Flight Profile:
Engine Start
Take Off
Initial climb 100 KIAS
First Power Reduction WOT/2500
Cruise climb 125 KIAS to 7500’ MSL
Cruise 10 minutes
Extend gear @ 100 KIAS
Handling checks 100 KIAS to 77
Simulated Go-around
RTB
SFO approach
Flaps up landing
Squawks:
Recommend different engine monitor with more display area
Recommend different airspeed indicator w/ only knots
High power mixture very rich (black smoke seen from chase)
High Fuel Flow Alarm at TakeOff
Low Manifold Pressure Alarm at RTB
Brakes Soft
Cylinder Cooling Inadequate
Cooling Inlets are half the size of the Tango
Peak CHT 417°F
Peak OT 100°F
Next Steps:
The first goal is to get the engine cooling properly so that we can do the longer flights required to start flap testing. For reference, the Tango with the same powerplant (climbs at 400°F CHT) has the same exhaust area and twice in the cylinder inlet area as this airplane.
- End Of Flight Report-
#flighttest #fly #pilot #aviation #aircraft #flight #fly #pilot #lancair #lancairpilot #renoairrace #avgeek #testpilot #experimentalaircraft #aircraft #airplane #pilot
Thank you for reading all the way down here. I (Elliot) feel very fortunate to be able to do this work and more so to be able to share it with you. It means a lot to me that you come along. So again thank you let me know how I can return the favor. - Авто та транспорт
There’s a military expression that says time spent on reconnaissance is never wasted. That makes me think of all the procedures and agreements you set up before the flight. Very professional way of working. Great vid.
Thank you Scott.
Love Wasabi's professionalism. Baffled by some hotshots who think they don't need experienced test pilots.
Thanks man, appreciate your support
Thanks for the chase pickup explanation - very clear and understandable! Sorry to see the flight was cut so short, but no need to risk the engine. When it comes to Experimental aviation, there are very few "hard" deadlines or due-dates where to cost of a delay is worth the potential expense of damage to the aircraft!
Keep rockin' it with the vids, appreciate your work bringing it out for all of us to see!
Thank you Noel!! More good stuff ahead on this program.
It'll be 1am here in Australia but I've set the reminder as a show of support.
Patrick Wenzel thanks man
"These are the wrong planes" lol. Another great episode. Keep up the good work. I don't think there's any content I'm enjoying more than this on YT these days.
Thanks man
Hey Elliot, I know you get a lot of these comments, but I wanted to mention just how informative and well put together your videos are. You really highlight the best of aviation and the decisions around safety critical engineering. Keep up the fab work.
Thank you for the note. I am glad you like it
General aviation has took another leap in innovation by experimentation . Awesome work
Thanks Karl!
@@utopiasnow You're very welcome, I'm finally getting to fly again after a short period of health issues this week WX permitting. Much love from the UK
Love the details. It's awesome that you let your kids "help" at the beginning of the video too! And side note, I had those same two metal models back in the day. So many mock F-19 v F-16 dogfights.
Awesome!! That F-19 gets me so much more stoked than it should. Thanks for the comment.
"These are the wrong planes." Got a laugh out of that one!
I definitely have to say the whole thing with Raptor has given me even MORE respect for your processes. I started following that after your very first video with that plane, so it's been a while. The fact that he has done all of your main suggestions but keeps on making excuses about things like his castering front wheel and cooling issues, etc. has made me decide to stop following that channel, though I truly wish him well. I just don't want to watch a guy dismiss an issue that may hurt himself or others, though he has done an amazing job to get it where it is and I hope I'm being too cautious about risk.
Yeah, the latest Raptor video in which he completely screws up the static port even worse and also talks himself into believing that its a *good thing* the elevator spring trim pulled the canard back to neutral was too much for me - feels like watching someone march towards injury or death, too grim and frustrating to watch.
VERY happy to keep watching and learning how Wasabi approaches flight tests & new designs smartly and with a solid eye on risk management!
@@noelwade mannn... I stopped after that video excusing the cooling issues. That's wild.
RainBowBlack - concur. Respect him (Raptor) for working so hard but unsubscribed because it’s pretty obvious it’s more passion than professional. Wasabi seems to be pretty serious about learning from their errors.
After Peter stated that he had disabled the second potentiometer for the throttle - if a warning light annoys you, just remove the bulb principle - i couldnt help but asking him if that means the engine throttle is now controlled by a SINGLE potentiometer. He said yes that always was the case, and the second one was just a sanity check. Well, who needs sanity checks, or redundant throttle control on a single engine airplane. And control surfaces that are moved into the opposite direction by the airflow they are supposed to control, even before takeoff speeds are reached, are perfectly ok. Oh my.
@@noelwade I'd be careful, your concerns regarding Peter and the raptor are valid IMO, but to suggest that Elliot has authority or is the high water mark within this space is taking it a bit far. Imo. I think Elliot's videos are cool, because he thinks airplanes are cool, but if I wanted to look up to a private test pilot I'd start with Steve Hinton. I'm disappointed that sides have been taken between Elliot and Peter, it's accurate to say that both are on the fringe of aviation. Why side with a side, at all?
Thank you for sharing your world with us! The explanations about what and the _why_ in all the different aspects of the operation is really appreciated.
Thank you for the comment
Another clean, information packed, professional video Elliot. Job well done. 💪🏾💪🏾
Thank you Derek!!
Great idea to measure cooling inlet/outlets on both planes! Takes the subjectiveness away from determining how to recommend a path forward. Also great explanations of the flight setup!
Thank you Mike!
An outstanding video with so much to digest. Thanks so very much. Shalom
Thank you James!
Amazing content again Elliot. I love your attention to detail and professionalism. Learning so much watching these vids, thank you for posting 👌👍
Thanks for saying that
Great video, keep up the technical details!
Thank you for the feedback
Great video and fantastic explanation on testing procedures. Also cool to see this being done out in my neck of the woods.
Glad you dig!!!
This is great content. Thank you for taking the time to explain the Brake release call, precalls and why everything is setup like that. Really interesting and professional.
Thank you for saying that
Great Video
Thanks!
I appreciate the condition of that mig-21 toy. Properly played with.
yeah its a good one
Excellent SA all around!! Thanks for sharing Elliot!! --gary
Thanks Gary!
I remember during the development of the RV9, the first Van's Aircraft that had the slotted flap, the test pilot reported the lower control authority of the elevator due to the different downwash characteristic of the slotted flap versus the simple split flap Van used up to that time. The elevator was redesigned to have longer span than the traditional trapezoidal shape of the RV8 and RV7. Elliot had reported lower elevator effectiveness of the elevator at low speed during his first test flight because this Lancair was redesigned with the slotted flap.
2Phast4Rocket yeah we are excited to study it.
It's amazing looking through your resume and not seeing any military flight time. These pre flight briefings and the way you are thinking about all the emergencies on the ground sounds exactly like military training. We make these briefs then hold ourselves to those numbers in the air and that was really cool to see you do here. I do hope to make it to TPS one day, your videos share just a taste of what that may be really like.
Great video.
Thank you
Another educational look at testing. Too bad it was over so quickly!! Keep em coming.
Thank you
Yeah, Airplanes are cool.
Kids hanging about as dad does a youtube video is pretty cool too!
More cool Content Elliot and Justin, brief with limits and sticking to those limits.
I Instruct here in NZ and always brief my departure with students. ie where I am going height climbing to etc.
Plus brief EFATO specific to that Runway the "classic" lower the nose pick a landing area doesn't work if the only places to go are houses. yet a good brief runway specific notes pitch down to maintain airspeed and a left or right turn to the know clear area.
Just want to let you know that if you did some sort of a podcast, be it fully fledged new content with Justin or guests, or even just trimmed audio versions of past briefings with your own commentary, I am 100% sure it would go down a storm. Big fan mate keep up the fantastic work, you’re a source of happiness to many in the industry during these strange times.
Thank you for saying that, I really like the briefing snippets idea. And a interview/chat format would sure be fun too. Thank you, stay healthy!
Always looking to your test videos they are best on youtube I am not sure there is another.
Thanks man
Excellent video....Your boys stole the show...Oman cute stuff....You are a very lucky man with those kid's an all....Thanks my friend....Fly safe...!
They are the coolest. Thanks for the comment.
@@utopiasnow l sure do like the shirt you have on Jet Warbirds,I don't know about the gaming part....But the F-4 was my game of all games....!
Airplanes are cool, but sometimes the engines are hot 😋
It happens
Good one
Thanks for another great video! I doubt I will ever get to do this kind of work, but I would love to get to interact with all those cool airplanes!
Thank you Chris!
Cool! cant wait more cool music and cool airplanes thanks Elliot!
g6rcteam thank you
Another amazing installment. Thank you
Thank you Gmoney. Great to have you along.
Near kcno in suspense. Why?
Cuz Elliot uploads are epic ! Why?
Cuz #airplanesarecool
Thanks man
A bit off topic but in previous videos I have heard you address some of the unique flight qualities of ultralights. Any chance you could do a video dedicated to that type of vehicle in the future?
Really enjoyed this one Elliot. My eyes lit up with mention of System Safety. Would be interesting to hear your thoughts on how GA could introduce commonality to risk assessments in such scenarios.
Thank you, I am glad you enjoyed it
very nice!👍 and more WASABI music plz.
Noted!
Long format rocks! Curious on thought process on wearing a chute vs. no chute. Also equipment like helmet, portable O2 with facemask, gloves, nomex, crash axe, etc. Your videos run the range from all of the above equipment like Bowers Pony Program to something like the JellyBean Thorp Program with no protective gear. I can hazard a guess that your decision making process analyzes the threat profile of the sortie, but to hear you break it down as part of the brief on each flight would be cool. You had an old video which you broke down and described all the safety equipment which I really enjoyed. Really solid content.
Thanks for the question. I try to make a habit of wearing the safety equipment but there are exceptions.
The Thorp was relatively low risk (other than the last flight) so I got lazy and wore jeans and a headset (I am not proud of that). In general that program is a great example of scope increase. Where initially I was only going to fly the plane once, but it just kept growing as we found more little things to fix. And no complaint from me, it is one of my favorite airplanes I have flown in the last several years.
In general thank you for the comment. I started filming my flying and briefs to protect myself from customers saying I did something they didn't want me to do in the cockpit. Very quickly the footage was valuable for me to evaluate my own processes in the cockpit. When we started publishing it added a whole other level of feedback (like this), keeps me honest.
Thank you
I noticed in the Limits, Vs and Va are the same. Can you help me understand this? I’m a new sub and I’m really enjoying these videos.
I think that I have heard all I need to know about the Raptor situation. That's just my tanners worth (10 cents worth ).Pleased to see that you are moving on and testing aeroplanes .
Thank you Lee
Interesting video Elliot!
If you have some time, could you segment it like you did with the Raptor video? It's just a little bit easier to use than timestamps in the Description.
I didn't realize it didn't work. I will try to fix it.
Is that Mig from your childhood? Looks seriously played with!
It’s a good one. Thanks for the comment
@@utopiasnow Thanks for the great content, having a binge at the moment 👍👍
I think there needs to be a chase and test cockpit dance off
This is the most important. Consider it priority one.
VFR only Lancair? Interesting that he went with only steam gauges. Always good content Elliot. Appreciate the videos, your commitment to a safe program, and professionalism.
Thanks Jeremy. Not to speak for Hakan but I believe the strategy is to prove the airframe mods before upgrading the panel.
Elliot Seguin that makes sense. I’m sure it will be a good machine once the bugs are worked out
I’m stoked to see where it goes
@@utopiasnow I've been following Peter's Raptor project as well, and your point here about proving the airframe first is well-taken as well. Things like compound turbochargers, air conditioning, first-time auto conversion and a clean sheet PSRU seem like biting off too much at once. I do wish him well, and I hope that the reality check and improvements you guys suggested have pulled some of the risk out of that program.
Sounded like that 2 going first 1 going second caused some confusion with the controller. Not sure if thats worth addressing with an adjusted procedure or not.
Yeah it was briefed with the controller. The controller suggested that chase be 2 and test be 1, looking back it confused everyone. Meh
Best one yet, Elliot. Pacing is excellent with this one - everything moves forward. I did think the music level was a little high, but I've gotten used to your signature sound, it's kinda come to mean "modern test pilot" for me... and damn that bird looks really cool.
And VERY on point with not wavering from decisions made on the ground. That's what keeps people from hitting 747s or committing other... adverse outcomes.
The decision about no chute bugged me a little; you're thinking if it gets too hot, we'll know it and shut it down before it gets to be smoke-in-the-cockpit time? Unlike the Bowers Pony where you did have leak problems and you went chute *and* O2? Not so much saying that's wrong as trying for understanding here; obviously the 320 isn't nearly the hotrod the Pony is...
Thanks man. I appreciate the feedback
Good work Wasabi. This is a good mission to identify cooling problems with go/no-go parameters. Just a suggestive thought I'm offering to the community... I've found that with air-cooled engine cooling engineering, considering tradeoffs of reducing drag just by aerodynamics of ram-air and suction induce drag with tractor configured aircraft... This fact simply equates to a bottom line of horsepower to overcome the induced parasitic drag. Understanding the overall CFM required to cool at WOT with labored loaded air-cooled engines equates to a HP formula that I'm finding can be best overcome with a robust alternator and electric fans. By considering electric turbo duct fans we can simplify complex control to automation. It appears that this particular client might consider this suggestion to get his ideas dialed in as it appears to me, that overall he has reduced the parasitic drag and with benefit of external forced electric turbo pressurization he can cool things down. His overall plane is beautiful and is a true asset to the experimental aircraft community! I'm looking forward to the next Wasabi Bell! Best wishes...
Thank you Will!
@@utopiasnow 👍👍👍
Interesting idea... Any links to videos of planes that use this technology for forced cooling?
It's basically similar to the electric fans on vehicles for cooling at low travel speeds....right? Not really needed once the vehicle is at speeds where sufficient CFM is achieved...
@@fabricationhintstipsmisc6192 No I haven't seen this being posted anywhere. I'm a commissioned R&D developer that works with PMM, PLDC, PMDC, MoGen Metronomic/Parametric motor technology. This is more than just an idea. Though It's not fully developed for aircraft. The original electric motors I developed are for oxygen and R1, R2 and alcohol fuel pumps for orbital rocket motors. One of the proven spinoffs (4 years) is an off grid swimming pool pump motor system from this technology. It would be simple for me to produce a ducted fan system if there is a proven need... I'm a Mooney pilot that installed the extended nose speed mods on C models and have learned with empirical application the cooling trade-offs... The system I have in mind would also facilitate extra propulsion...
Will-- thanks for the reply. I'd be curious on the estimated current load and run time for the ducted fans....and alternator load, HP requirements. It does sound quite intriguing!!! I wonder if this would provide a net efficiency to the cruise of the airplane......
Where would the ducted fan motor be placed to be the most efficient at moving air thru the cylinders? I.e. do you pressurize the top of the cylinders or try to draw air thru cylinders? With the fans near the exit..
"These are the wrong airplanes"
Funny.
Thanks for coming along
It says there are 11 people waiting literally 23 hours before this goes live. Hot Motor ABORT must have really hit a cord for you all. See y'all tomorrow.
Jared Slattery thanks man
I am curious on the test pilots glove choice. Is it for fire protection? Yet the jump suit seems light for fire protection. And thicker gloves affect feel and manipulating instruments.
Thanks for the note.
My flight-suit is Nomex. When it’s not a hundred degrees I back it up with nomex underwear.
As far as gloves yes those are Tig gloves. Yes they are thicker than standard nomex gloves but they also provide more protection and last longer. They are also about 1/3 the price.
Thanks again!!
@@utopiasnow tig gloves rock! Best bang for your buck gloves by far!
After his first major crash I asked mountain flying legend Sparky Imeson what piece of gear he wished he’d had. “No question, Nomex gloves, I burned the shit out of my hands getting out”. Sparkey died more than a decade ago after his second crash....but his recommendation lives on. I glove up now no matter how “safe” I think my plane may be.
Gonna need a foot of cowl induction port topside and probably a foot on each side for exit. May want to direct the flow with shrouding over the head fins just to be sure.That cowl oil cooler port may double as a exit port with a shroud over the front other wise it's a false induction open pressure gate that's gonna stall directional flow.
The exhaust manifold should be pointed down and away from the fuselage. 415 to 340 is a big ask. Really gonna need to manage that prop airflow.
Lots of fun work ahead!!!
Hakan needs a sealed plenum. Oil cooler inlet is also poor choice, NACA on the side does not want the air to flow into it as it is already low pressure there rather than the high pressure you need for an inlet. Ideally have a scoop outside the boundary layer for oil cooler inlet.
Thanks for the comment
Just a wag, maybe the timing is too advanced resulting in higher CHTs?
Generally retarded timing adds heat.
@@hookmaster1109 - Highly retarded timing might increase EGT temps (due to exhaust gasses still combusting after they exit the cylinder); but the original poster was commenting on CHTs - which in general do rise with advanced ignition timing.
i sent you an email about a ferry flight,
Received, replied. Thank you.
The problem is that World War II aircraft will never keep up with that Russian jet. Wait what?
There is a reason that they give that "music" away for free...
Did you get it muted before anyone got hurt?
@@utopiasnow You're a funny guy.
Just play the flight then narrate over it don’t cut the flight up
Thanks. We’ve tried it both ways. Trying to find a happy medium
Elliot Seguin ok keep up the great content!!
@@jacobpasco8623 Thanks
another muppet's show
I am not sure I follow?
Can you expand? What is he doing in particular that you object to?