X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from gwa9.webcontrolcenter.com ([63.134.207.45] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4416226 for flyrotary@lancaironline.net; Mon, 02 Aug 2010 19:01:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=63.134.207.45; envelope-from=rotary@cmowens.com Received: from mailb12.webcontrolcenter.com (mailb12.webcontrolcenter.com [216.119.115.141]) by gwa9.webcontrolcenter.com with SMTP; Mon, 2 Aug 2010 16:01:15 -0700 Received: from [192.168.0.100] (24-241-159-144.dhcp.stpt.wi.charter.com [24.241.159.144]) by mailb12.webcontrolcenter.com with SMTP; Mon, 2 Aug 2010 16:00:38 -0700 Message-ID: <4C574E20.3070101@cmowens.com> Date: Mon, 02 Aug 2010 18:00:48 -0500 From: Christopher Owens User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.9.1.11) Gecko/20100711 Thunderbird/3.0.6 MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: Bad rotary week References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------010201080006050103000100" This is a multi-part message in MIME format. --------------010201080006050103000100 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 8bit I believe you're right, Al. I was at the same seminar, and I believe he is using the metering system on his engine. He described some items with the Renesis system that made sense for the car installation (crossflow intake, if that's the correct term), but made little sense in an aircraft installation. In an airplane, I expect the intake to be completely custom, and the intake tubeage configuration of the vehicle installation to be out of the picture entirely. Aside from some port timing differences and the side-port exhaust, it's still a rotary, right? ~Chris On 8/2/2010 6:51 PM, Al Gietzen wrote: > > David Atkins should not be allowed to give seminars at Oshkosh. If I > had not discovered the multiple errors made on the engine I got from > him early on; it would have failed long ago. > > Is everyone else really using 1 quart of oil every 5 hours? > > He is undoubtedly talking about his install, and using the oil > metering system for tip seal lube. I just did a 30 hour oil change on > my 20B. I added 1 pint since the previous oil change, and it was > still full. I use ¾ oz 2-stroke oil per gallon mixed with the fuel > for seal lube; so that's about 7 quarts for that duration. Meanwhile, > in that many hours, I have saved about $600 using mogas vs 100LL. > > Al > --------------010201080006050103000100 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit I believe you're right, Al. I was at the same seminar, and I believe he is using the metering system on his engine.

He described some items with the Renesis system that made sense for the car installation (crossflow intake, if that's the correct term), but made little sense in an aircraft installation. In an airplane, I expect the intake to be completely custom, and the intake tubeage configuration of the vehicle installation to be out of the picture entirely. Aside from some port timing differences and the side-port exhaust, it's still a rotary, right?

~Chris

On 8/2/2010 6:51 PM, Al Gietzen wrote:

David Atkins should not be allowed to give seminars at Oshkosh. If I had not discovered the multiple errors made on the engine I got from him early on; it would have failed long ago.

Is everyone else really using 1 quart of oil every 5 hours?

He is undoubtedly talking about his install, and using the oil metering system for tip seal lube. I just did a 30 hour oil change on my 20B. I added 1 pint since the previous oil change, and it was still full. I use ¾ oz 2-stroke oil per gallon mixed with the fuel for seal lube; so that’s about 7 quarts for that duration. Meanwhile, in that many hours, I have saved about $600 using mogas vs 100LL.

Al

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