I
was in the right seat (flight engineer) when my homebuilt 2+2 made its first
flight yesterday with the 13B Mazda engine, but not without problems. The
coolant temperature reached 230F by circuit altitude; after throttle back and
approach it had only dropped to about 225F; the oil temperature was indicating
only 160F (this could be a mounting-point issue or real I’m not sure … oil
temp measure point is from a small manifold bolted to the PSRU mounting plate,
with oil flowing from engine to PSRU) outside air temperature was about
32-33F. The coolant pressure pegged the gauge beyond 20 psi, which was a
surprise as the pressure cap is rated for 20 psi … I expected the engine to
burp itself out and maintain 20 psi.
I
tightened up the cowling around the radiator and removed the thermostat in an
attempt to make a second flight but while removing the thermostat I noticed
one of the alternator V-belts was broken … got another belt only to find it
didn’t match the other … these belts really need to be a matched-pair. Prior
to flight, I noticed the outside belt (which broke) did not have the same
tension as the inside belt; it must have climbed out of the pulley groove and
got sliced by the pulley. Previously I bought a double alternator pulley from
Racing Beat but never installed it, due to difficulty with removing the nut …
thought it best to leave well enough alone … I will now put on that new
pulley.
Hope
to make another flight next weekend if the test pilot is in
agreement.
Any
comments/experience on thermostat Vs no thermostat?
Why
would the pressure cap hold beyond its rating?
Jeff
Whaley
C-FJWW
From: Rotary motors in
aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy
Crook
Sent: Saturday, November 29, 2008 3:10 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Renesis fuel
burn
If you haven't calibrated the
EM2 fuel flow yet, the GPH reading does not mean anything. Don't make
any decisions based on that reading. Calibrating the fuel flow is
the most difficult and time consuming parts of EM2 setup. That's
the down side of doing it with such an inexpensive flow sensor ($0.00) since
it has none. The other option is to use a Floscan flow sensor with
the EM2 but they are pricy.
At 30" of manifold pressure
and best power mixture setting and 6400 RPM you should get a fuel burn
somewhere around 15 - 18 GPH. The exact amount will depend on other
factors like exact mixture setting, your intake manifold, exhaust system, air
temp, etc.
Tracy Crook
On Thu, Nov 27, 2008 at 6:32 PM, Rino <lacombr@nbnet.nb.ca>
wrote:
Where can I
get information on fuel burn and power for the
renesis?
The maximum
fuel burn I can get on takeoff is 11.7 gph (reading on the EM2) at 64 00
rpm. The EM2 is not fully calibrated yet! I think I
should be able to get a higher fuel burn than
that.
The other
part of the problem. What should be the intake manifold runner length on
the Renesis. Best power has to be between 6000 and 6500 rpm
limited by the propeller and redrive configuration. I cannot use
more than 65" dia. prop.
The present
runner length is 17" and I think it is not enough.
Renesis powered
Glass Goose