X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-fx0-f213.google.com ([209.85.220.213] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3861231 for flyrotary@lancaironline.net; Mon, 21 Sep 2009 14:44:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.213; envelope-from=msteitle@gmail.com Received: by fxm9 with SMTP id 9so2444383fxm.1 for ; Mon, 21 Sep 2009 11:44:21 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=wnWdfaKhhBsi6Z/AeGFIj/epa3olyyRpGRc5zjfqXhM=; b=F2oTlI3p6uw3tC2dSikyXWqf1EltUF7pKR+LBYkMJd5A6SukRGmL+yHZHQbnbChhpl DnmxxjkcB9jAHYZV3zsOXOgLvzKpojgKu7Z9yvw7x94XKnN1vEXvkxYBIFPqTEqZ0wCf PudCDwxVPBkQQOo8Iw4OEvBDlC5OIKYSjqilw= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=nnwhd+ZR0sp0YXTNzwTXSKSSaO3keYLl8eKYcLmB75uuwQa/3r5y/Dk3MgmMwpXzUR ilcYaXtdkwuVo2qXb2xlU/t9O+gQn2LAqcuzH7HiVF1viGJ2MAQT+DtqKWxMbRHUY4Ex ufx6+7XAnkrw1yt3mSuTEP2RMWuPv4NDZjnnM= MIME-Version: 1.0 Received: by 10.204.163.11 with SMTP id y11mr4580841bkx.89.1253558661112; Mon, 21 Sep 2009 11:44:21 -0700 (PDT) In-Reply-To: References: Date: Mon, 21 Sep 2009 13:44:20 -0500 Message-ID: <5cf132c0909211144k111fb1d4x9d1494124d983f6c@mail.gmail.com> Subject: Re: [FlyRotary] Re: Progress report from Houston From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00032555af3ab39df004741ade0d --00032555af3ab39df004741ade0d Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill, I'm not sure what's changed, but my oil temps are up from what I reported earlier. I routinely see 220-225 on climbout, then they settle down to 200 in cruise. Maybe I'm producing more hp now, or maybe the earlier temperature report was not in mid-summer, or possibly my system is not cooling as well as it did earlier. I'm just glad that I installed TES o-rings throughout. My cowl flap initially had an aluminum lip, that protruded into the airstream about 1". This was a quick and dirty test to see the result. I couldn't open or close it, it was open all the time. I have since replaced the 1" lip with a servo-controlled door so I can open/close as desired. When closed it is the same as a stock cowl. This is very helpful in cooler climates, not so much during triple-digit Texas summer months. I also added an "airfoil shaped" piece on the firewall directly above the cowl flap opening. This was done in the hope of helping coax the heated ai= r out of the cowl. But I didn't detect any great improvement in cooling. Oh= , well. Next thing I plan on adding is small air dams on each end of the fla= p door. The idea here is to promote more efficient airflow out of the cowl flap. I've heard that these make a big difference. We'll see. If you are considering installing a cowl flap, you may want to consider locating it on the side, or possibly install one on each side, back near th= e firewall. This would allow you to make the opening larger, and this location may be in a lower pressure area than the bottom, especially during climbout. Just a thought. Cooling is still marginal in the Texas heat, and it will be worse with the new P-port 20B engine. So, I may be forced to make some major changes to get the more powerful engine to cool, or else be forced to throttle back during climbout. I've been considering relocating the radiator from under the engine to the cool side of the engine (fore/aft). This would allow me to use a slightly larger radiator. It would clean up the plumbing and significantly shorten the cooling lines too. No, I haven't experienced SAG. But then I'm running Renesis type irridium spark plugs. I'm at 143 hours now. Personally, I won't use anything else. Mark On Mon, Sep 21, 2009 at 10:51 AM, Bill Bradburry wrote: > Thanks Mark, > > > > I found this msg when I was going back thru your msgs looking for your > coolant and oil temps. I didn=92t find anything recent and they were > 195-193. What is happening now? Also I found where you got an additiona= l > 11 mph out of your cowl flap. That started me thinking=85what did you ch= ange > from to the cowl flap? If you just added the flap, with it closed, your > configuration would be the same as before the flap=85??? > > I plan to copy your flap, but not till I get my cooling changes done and > see what happens with those before I add the extra exit opening. > > Last I heard, you had about 140 hrs. Have you had any SAG yet? > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Mark Steitle > *Sent:* Monday, September 21, 2009 11:32 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Progress report from Houston > > Bill, > > > > I just ran a separate ground wire from one of the screws on the instrumen= t > sub-panel to the forest of tabs. It makes a lot of sense as the sub pane= l > is mounted on a fiberglass frame, essentially insulating it from the rest= of > the airplane. Who knows how the ground path was completed. It probably > wouldn't have hurt a thing to do the same with the other two sub panels. > > > > Mark > > On Mon, Sep 21, 2009 at 10:15 AM, Bill Bradburry > wrote: > > Mark, > > I copied the below from an msg from you last Oct.. Which pin on the PCM > did you connect to ground? The only pin I can find in the instructions f= or > the PCM that is identified as ground is pin 1 which is called out to be > connected to pin 16 on the Controller? Did you splice this wire to groun= d > or did you connect a different pin on the PCM? > > > > =93 Keep in mind that I had some data corruption problems similar to Al > Gietzen. It seems to be a problem with fiberglass airplanes, so don't be > surprised if you experience this too. With me, it always happened while= on > the ground. Last time it happened, I looked at each of the 3 tables and = saw > that only one was actually corrupted, so it is possible that it may have > happened in the air, but since I was running above 3800 rpm (and operatin= g > in the upper table), I didn't notice any difference. Nobody really knows > what causes this problem, but I seem to have fixed it by running a separa= te > ground from the PCM to the forest-of-tabs ground. The thought was that t= he > sub-panel was mounted on a fiberglass frame and therefore was isolated fr= om > ground. I have not had an episode since I added the ground.=94 > > > > Bill B > > > --00032555af3ab39df004741ade0d Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
Bill,
=A0
I'm not sure what's changed, but my oil temps are up from what= I reported earlier.=A0 I routinely see 220-225 on climbout, then they sett= le down to 200 in cruise.=A0 Maybe I'm producing more hp now, or maybe = the earlier temperature report was not in mid-summer, or possibly my system= is not cooling as well as it did earlier.=A0 I'm just glad that I=A0in= stalled TES o-rings throughout.=A0
My cowl flap initially had an aluminum lip, that=A0protruded into the = airstream=A0about 1".=A0 This was a quick and dirty test to see the re= sult.=A0=A0I couldn't open or close it, it was open all the time.=A0 I = have since replaced the 1" lip with a servo-controlled=A0door so I can= open/close as desired.=A0 When closed it is the same as a stock cowl.=A0 T= his is very helpful in cooler climates, not so much during triple-digit Tex= as summer months.
=A0
I also added an "airfoil shaped" piece on the firewall direc= tly above the cowl flap opening.=A0 This was done=A0in the hope=A0of helpin= g coax=A0the heated air out of=A0the cowl.=A0 But I didn't detect any g= reat improvement in cooling.=A0 Oh, well.=A0=A0Next thing I plan on adding = is small air dams on each end of the flap door.=A0 The idea here is to prom= ote more efficient airflow out of the cowl flap.=A0 I've heard that the= se make a big difference.=A0 We'll see.=A0=A0=20
=A0
If you are considering installing a cowl flap, you may want to conside= r locating=A0it on the side, or=A0possibly install one on=A0each side, back= near the firewall.=A0 This would allow you to make=A0the opening=A0larger,= and this location=A0may=A0be=A0in a lower pressure area than=A0the bottom,= especially during climbout.=A0 Just a thought.
=A0
Cooling is still marginal in the Texas=A0heat, and=A0it will be worse = with=A0the new P-port 20B engine.=A0 So, I may be forced to make some major= changes to get the more powerful=A0engine to cool, or else be forced to th= rottle back during climbout.=A0 I've=A0been considering=A0relocating th= e radiator from under the engine to=A0the cool side of the engine (fore/aft= ).=A0 This would allow me to use a slightly larger radiator.=A0 It would cl= ean up the plumbing and significantly shorten the cooling lines too.=A0=A0= =A0
No, I haven't experienced SAG.=A0 But then I'm running Renesis= type irridium spark plugs.=A0 I'm at 143 hours now.=A0 Personally, I w= on't use anything else.=A0
=A0
Mark
=A0
On Mon, Sep 21, 2009 at 10:51 AM, Bill Bradburry= <bbradbur= ry@bellsouth.net> wrote:

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of Mark S= teitle
Sent: Monday, September 21,= 2009 11:32 AM
To: Rotar= y motors in aircraft
Subject: [FlyRotary] Re: Progress report from Houston

= Mark=A0

bbradburry@bellsouth.net> = wrote: