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 Post subject: Re: You say you want an Evolution ...
PostPosted: 20 Jan 2018, 23:20 
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Hi Dave-

I am enjoying living vicariously through your updates; please keep them coming!

Regards,

Bob

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S35 - IO550
Brookeridge Airpark (LL22)
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 Post subject: Re: You say you want an Evolution ...
PostPosted: 24 Jan 2018, 12:09 
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Is the windshield in the Evo replaceable? Looking at how it goes in it would appear that its a major structural component by the time its fixed in there. How would one replace it if need be?


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 25 Jan 2018, 01:45 
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Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
Username Protected wrote:
Is the windshield in the Evo replaceable? Looking at how it goes in it would appear that its a major structural component by the time its fixed in there. How would one replace it if need be?
Yes, both structural and replaceable. Here's some pics of the installation process for a side window, the windshield is similar.
Attachment:
DSCF0500.JPG
Attachment:
DSCF0502.JPG
Attachment:
DSCF0503.JPG
Attachment:
DSCF0504.JPG
Like the window, the windshield has a c-channel carbon layup around the edge and is larger than the opening in the pressure vessel, to which it is bonded with a sealant. The windshield uses a different sealant, with less give than the black stuff used for the side windows, to make the windshield structural. After this, not shown, a carbon layup goes over the c-channel to bear the weight of the windshield assembly when the plane is unpressurized, the big load from pressurization is pushing the windshield outward, against the pressure vessel. To replace, cut through the layup to get access to the c-channel, cut/grind it free, clean up the sealant and you're back to the beginning, ready to install a new one. As my shop guys are fond of saying about everything, "it's just carbon".


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 25 Jan 2018, 22:51 
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Joined: 08/12/08
Posts: 7399
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Company: Retired
Location: Santa Barbara, CA
Aircraft: '76 A36 TAT TN 550
Hi Dave,

I'm wondering - do you have a guesstimate as to when you might be airborne in that beast?

Best, Jim

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 Post subject: Re: You say you want an Evolution ...
PostPosted: 26 Jan 2018, 02:41 
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Company: Retired
Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
Username Protected wrote:
Hi Dave,
I'm wondering - do you have a guesstimate as to when you might be airborne in that beast?
Best, Jim
Hi Jim. Hope the mudslides gave you a wide berth! As to when, the usual answer is that it'll be a Thursday. Beyond that .... There has been some slippage from the original schedule. The Garmin debacle put me at the end of the line for the G3X panel and wiring harness, there were 4 people ahead of me and it takes 3 weeks for Evolution (yes, they're still in business) to make each one so that's late March. There's a de-ice issue that needs to be resolved before we can schedule the installation, they book weeks out, the installation itself takes a couple of weeks and has to be done before paint, which takes a few more weeks. So, put it all together and we're looking at first flight maybe 2nd quarter, fingers crossed. Once the test pilots fly off the 40 hours, they do my transition training before they cut me loose. So it'll be later in the year before I bring it home.


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 26 Jan 2018, 10:04 
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Aircraft: '76 A36 TAT TN 550
Hi Dave,

Sounds fantastic. I've been watching your progress; very impressive.

We're fine, thanks for asking. Although some of the areas we bicycled in when you visited were severely impacted. It's hard to imagine boulders larger than cars being pushed into the streets by the mudslides/water, but there were a lot of them.

Best, Jim

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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 02:47 
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Joined: 11/22/12
Posts: 2572
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Company: Retired
Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
The Evolution evolves. The original inlet was inefficient (18% losses, according to Pratt). Square, raked and not very big but it looked good.
Attachment:
13601.jpg
Aerotek designed another, more rounded and larger but didn't separate the boundary layer.
Attachment:
Evo-3.jpg
Attachment:
old_mid inlets.jpg
The latest is a redesign from the factory, larger, rounded, separated boundary layer and close behind the prop for more ram effect.
Attachment:
P1040315.JPG
Attachment:
P1040380.JPG
Changing to the latest cowling isn't cheap but a few planes have done it, they report picking up 5-10 knots.


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Last edited on 01 Feb 2018, 12:33, edited 1 time in total.

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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 07:55 
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Joined: 06/08/12
Posts: 12587
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Company: Mayo Clinic
Location: Rochester, MN
Aircraft: Planeless in RST
Username Protected wrote:
The Evolution evolves. The original inlet was inefficient (18% losses, according to Pratt). Square, raked and not very big but it looked good.
Attachment:
13601.jpg
Aerotek designed another, more rounded and larger but didn't separate the boundary layer.
Attachment:
Evo-3.jpg
Attachment:
old_mid inlets.jpg
The latest is a redesign from the factory, larger, rounded, separated boundary layer and close behind the prop for more ram effect.
Attachment:
P1040315.JPG
Attachment:
P1040380.JPG


Oh Dave, you can almost taste it now!!!! She looks awesome!
Bruce covers making you a new inlet cover??

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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 12:59 
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Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
To clarify, my plane's not painted yet, that's a different plane, picture included to show the new inlet. The most recent plane that I know of is serial #80 (mine is #86). Number 80's first flight was late December, it's now about halfway through the 40 hour flight test (pretty good pace, for January in Oregon). They flew a GPS box at 17,500 to check the speed, it came out to 295 kts. at a TIT of 755 deg. That's with the new cowling, of course, and the standard -135A engine with 4 blade Hartzell. Test pilots report the new cowling adds about 100 ft-lbs of torque.


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 13:17 
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Company: Mayo Clinic
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Username Protected wrote:
To clarify, my plane's not painted yet, that's a different plane, picture included to show the new inlet. The most recent plane that I know of is serial #80 (mine is #86). Number 80's first flight was late December, it's now about halfway through the 40 hour flight test (pretty good pace, for January in Oregon). They flew a GPS box at 17,500 to check the speed, it came out to 295 kts. at a TIT of 755 deg. That's with the new cowling, of course, and the standard -135A engine with 4 blade Hartzell. Test pilots report the new cowling adds about 100 ft-lbs of torque.



:drool: :drool: :drool:

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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 14:01 
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Joined: 01/30/09
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Location: $ilicon Vall€y
Aircraft: Columbia 400
Do the Evo's have the fine mesh metal screening (for conductivity and discharge) in the carbon fiber layups, like my Columbia has?

Just curious. Jealous too!


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 01 Feb 2018, 15:40 
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Username Protected wrote:
Do the Evo's have the fine mesh metal screening (for conductivity and discharge) in the carbon fiber layups, like my Columbia has?
No, carbon fiber conducts better than the fiberglass that is most of the Columbia. But it's not as good a conductor as metal. Even with static wicks, one of the recurring issues is static discharges that "pop" little holes through the paint, usually on the leading edge, that have to be touched up every few years.


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 11 Feb 2018, 01:11 
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Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
Got a couple intake comparison pictures at the shop. This is the original inlet
Attachment:
IMG_20180207_162719627.jpg
vs. the latest inlet (please forgive the work stand in the way)
Attachment:
IMG_20180207_162850475.jpg
The new inlet is much closer to the back of the blade, recovering much more of the prop energy in the airstream. Now for the air's perspective, the view into the inlet; old
Attachment:
IMG_20180207_170405069.jpg
and new
Attachment:
IMG_20180207_170455790.jpg
In the original inlet, some of the airflow was diverted into the oil cooler in the bottom of the inlet, then overboard. The new inlet doesn't have to share, the oil cooler gets its air from a separate NACA duct on the bottom of the inlet.


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 10 Mar 2018, 21:49 
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Aircraft: 1993 Bonanza A36TN
Some good news on one of the items holding up the project, the new Villinger electric de-icing system. After some scheduling and weather delays, the first Evolution installation was flown with instrumentation to test its performance. From the flight report:

"For those that are not familiar with the Villinger system, it consists of (.020" semiconductive heating zones that are controlled by a computer system based upon OAT, among other parameters. Some heating zones are powered by the 28-volt aircraft generator. These zones include: propeller zone (one zone for MT props and 2 zones for Hartzell props), inlet parting zone, inlet shedding zone, and elevator horn zone. Other heating zones are powered by a dedicated 70-volt alternator. These zones include a single wing/horizontal parting zone, and 6 wing/horizontal shedding zones.

The theory behind the system is that the parting zones, which are on the leading edges of the wing and the horizontal, are held above freezing so that when the ice hits the zones, the ice melts and runs back onto the wing. The 6 shedding zones, which are immediately behind the parting zones, are kept below freezing except for short periods of time. Thus, the shedding zones accumulate ice for up to 2 minutes. The 6 shedding zones, are cycled on an off so that every 2 minutes, they each briefly exceed freezing. When the shedding zones exceed freezing temperatures, then they "shed" the built-up ice.

One item to note is that the Villinger system does not significantly change the shape of the wing, horizontal, or prop. The heating zones have 2 layers of fiberglass between them and the carbon and one or two layers of fiberglass on the outside of the heating zones. Bodywork, primer and paint are then applied on top of the outermost fiberglass layer. Thus, the shape of the wing is very close to the shape of the wing that Greg Cole designed. ...

The Villinger system has two primary modes of operation. One mode, the Normal mode, measures the OAT and then determines the amount of power to apply to the heating zones based upon the OAT. The lower the temperature, the more power is applied to the heating zones. The power is controlled by pulse-width modulation at 16 hz. The other mode, the Max mode, applies full power to the heating zones regardless of OAT.

As discussed above, over the last two days, the Villinger system was flight-tested. The system demonstrated, when operating in Max mode, that it would consistently increase the temperature of the leading edges of the wing and horizontal by at least 45C. For example, when flying at -26C (in Max mode), the leading edges were measured to be at or above 19C (66F). The temperatures of the shedding zones, at -26C were also measured and found to exceed freezing every 2 minutes.

The above tests were run at 97% Ng.

The tests indicated that the heating of the 28-volt zones met or exceeded expectations. For example, the temperature rise of the inlet heating zone was 76C. Thus, the inlet parting zone was 50C (104F) when the OAT was -26C.

However, the heating of some of the 70-volt zones were about 20% lower than expected. During flight-testing, we tested the system at different % Ng values and measured the voltage produced by the alternator. We found that the voltage produced by the alternator varied with % Ng, but never exceeded 56 volts. After a bit of head-scratching, we determined that the alternator pulley drove the alternator approximately 19% slower than intended. No one in the group recalls (or admits) to designing such a conservative/de-rated pulley.

One other item that we found was that the leading edges of the wing and horizontal varied a moderate amount. For example, at -26C, when in Max mode, the following temperature were measured:

Left Wing: 32C
Right Wing: 19C
Left Horizontal: 21C
Right Horizontal: 37C

We are confident that the power densities of the above four sub-zones zones are nearly identical. In addition, we are confident the four above sub-zones are controlled in an identical manner. Currently, we attribute these temperature-variances to different thicknesses of micro that were utilized when body-working [this] plane. As micro is a very good thermal insulator, we believe that the micro is the primary cause of the temperature variances.

Next steps:

(1) Fabricate a pulley that has a 19% smaller diameter than the current pulley. Then, perform additional flight-tests. We expect to see that the 70-volt heating zones will increase the surface temperatures at least by 56C (45C * (70 volts/56 volts)). Thus, when flying at -30C in Max mode, the leading edges of the system should be 26C (79F).

(2) Consider dividing the single parting zone, which includes 4 sub-zones (left and right wing and horizontal) into two more zones. This will enable pulse-width-modulation control of the sub-zones so that the various temperatures of the sub-zones can be normalized.

(3) Villinger will design a production system that includes a single mountable unit and a wiring harness so that installation time can be greatly reduced."


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 Post subject: Re: You say you want an Evolution ...
PostPosted: 11 Mar 2018, 16:50 
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That's interesting. I like the efficiency of cycling in less critical areas.

Surely the temperature will depend on airspeed and on ice/water that's heated? What speed(s) did you test at? Isn't the air generally pretty dry at -26C? And what does % Ng mean?

Ashley
I ask a lot of questions because there is much I don't know.


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