X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ew0-f52.google.com ([209.85.215.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4574888 for flyrotary@lancaironline.net; Thu, 11 Nov 2010 07:16:29 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.215.52; envelope-from=msteitle@gmail.com Received: by ewy6 with SMTP id 6so266652ewy.25 for ; Thu, 11 Nov 2010 04:15:52 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:received:in-reply-to :references:date:message-id:subject:from:to:content-type; bh=VR/TLDGSkZTt7X2gVZJfk/xjdK3dk8QfqzcELuqccXI=; b=nIKx5+cwaHe5dgcKiPVLZIJiqYyZa4olRApPbEHZvCNjyvFHKTQRPjx91sDP366FMs zyMH43rpLNUkeOUhw/pGjGWw0D24mTVtlkZbyj1+qgKkfWQJjdVeFHhJj2oOR7BSBNEr aiieIyG41pF38dECsQvK07GZh4aGk7jBNd7Ts= 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=OV039m8S6qMlYuVhS4OTUYzRY1B5pAh+2lGohdmztHJ17WhjleHrAoRuC0XqjmnlFG PTLEWEL5V3pGqACg689jnzlYc08FX322BC7HkTXXqJDuy8ONpzlIZDx+Ejw3ZrDN05M8 rttfeX/tDXPcWoKZNkLtQBmsdkyLQ0o9mfzLI= MIME-Version: 1.0 Received: by 10.213.20.20 with SMTP id d20mr1625119ebb.51.1289477751717; Thu, 11 Nov 2010 04:15:51 -0800 (PST) Received: by 10.213.36.17 with HTTP; Thu, 11 Nov 2010 04:15:51 -0800 (PST) In-Reply-To: References: Date: Thu, 11 Nov 2010 06:15:51 -0600 Message-ID: Subject: Re: [FlyRotary] Re: Improved performance of my new (2009) intake manifold From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0015174be444563fc10494c5ef81 --0015174be444563fc10494c5ef81 Content-Type: text/plain; charset=ISO-8859-1 Brian, Good report... It is always interesting to hear how others are doing. Makes me feel more normal. Running equal sized injectors on primary and secondary, the factory settings worked fine for me. I've adopted the philosophy of not screwing with any more of the settings than necessary to get it to run. However, currently my EC-2 is on its way back from Tracy's after getting a mod and a s/w upgrade, so it is anyone's guess what I'll need to do to get things ironed out. I'm confused by your explanation of rough-running *abov*e the staging point, but smooth running *below* the staging point. And then you describe flying at 4800 rpm. What is your MAP at 4800 rpm? What is your EC-2's staging point set at? My staging point is at the factory setting of 15", which is just a little above idle. There is no way that I could fly it below the staging point. I've never accidentally flipped the cold start switch to the ON position while in the air, but that sounds like it would surely get your heart pumping. However, due to turbulence, I recently bumped the ON/OFF switch for the EFIS shutting it off just as I was entering the pattern. The re-boot seemed to take forever. While not very elegant, I like your idea of using a rubber band on the cold start switch, I may try that until I can find a nice switch guard. Mark S. On Wed, Nov 10, 2010 at 11:27 PM, wrote: > Oh, I forgot to ask my questionof those who are using Tracy's EM2- what are > your settings for manifold pressure- scale and offset, etc? > > Thanks, > Brian Trubee > > > > -----Original Message----- > From: bktrub@aol.com > To: Rotary motors in aircraft > Sent: Wed, Nov 10, 2010 6:51 pm > Subject: [FlyRotary] Re: Improved performance of my new (2009) intake > manifold > > Interesting manifold. Are you still using the VDO fuel pressure sender? I > had heard that it might not be suitable for use with fuel, I am still using > mine at present however. > > I went up today for a few laps at 3000 over Paine Field. The engine ran > well below the staging point, but started stumbling when above the staging > point. It ran smoothly through the staging transition on the ground, but > when in the air I could not tell by the mixture monitor if it was lean or > rich. I tried leaning it out and richening it up, but results were > inconclusive so I stayed below the staging point for the remainder of the > flight. Temps were down around 130 degrees at 4800 RPM and 110 mph, MP was > not noted. > > I accidently hit the cold start switch while on downwind with two other > planes ahead of me, the tower told me to go around on final, but the plane > ahead turned off onto the taxiway just in time so I told the tower that I > would really like to land, so they cleared me. The engine died as I turned > off onto the taxiway and then I noticed the cold start switch. The first > order of business was making and installing a switch guard for the cold > start switch. I'm also going to pre-load the switch with a rubber band so it > stays in the off position unless I'm pushing it on, and can just pull the > rubber band off of it if I need to shut down a set of injectors and run the > remaining injectors on cold start.(limp home mode for failed injector.) > > The fuel self transfering issue was resolved by installing manual valve on > the transfer line between the tanks. > > Brian Trubee > > > > > > -----Original Message----- > From: Dennis Havarlah > To: Rotary motors in aircraft > Sent: Wed, Nov 10, 2010 12:27 pm > Subject: [FlyRotary] Improved performance of my new (2009) intake manifold > > As some of you know I started flying my RV-7A with a cut - off Renesis > intake manifold. In 2009 I installed an new intake designed to > route pressure waves from the closing of rotor #1's intake into rotor #2 > just before rotor #2's intake closed. After using the new intake for over a > year I am still very happy with it's performance. > > I gained about 15 mph TAS at the same altitude and manifold pressure > My static engine rpm increased 300 to 350 rpm. > My takeoffs are faster and shorter with noticeable increase in acceleration > My climb rate increased > My oil and water cooling is more critical now because I make more HP. > > But - I must confess I don't believe the manifold can be reproduced > economically. It's just too complicated. > I also believe it should have slightly shorter intake runners to increase > the performance at higher RPM. Decreasing the intake runner length probably > would require complete new geometry of the system. > > I have another concept for designing a Renesis intake that using a > reflected wave from Rotor #1 returning to Rotor #1 . > I believe it would be much easier to build and small enough to fit into the > James rotorary cowl but because my intake works well I am not moving ahead > with completing the design and building it. > > Dennis Haverlah > > > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html > > > --0015174be444563fc10494c5ef81 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Brian,=A0

Good report... It is always interesting to hea= r how others are doing. =A0Makes me feel more normal. =A0

Running equal sized injectors on primary and secondary, the factory= settings worked fine for me. =A0I've adopted the philosophy of not scr= ewing with any more of the settings than necessary to get it to run. =A0How= ever, currently my EC-2 is on its way back from Tracy's after getting a= mod and a s/w upgrade, so it is anyone's guess what I'll need to d= o to get things ironed out. =A0

I'm confused by your explanation of rough-running <= u>above the staging point, but smooth running=A0below the stagin= g point. =A0And then you describe flying at 4800 rpm. =A0What is your MAP a= t 4800 rpm? =A0What is your EC-2's staging point set at? =A0My staging = point is at the factory setting of 15", which is just a little above i= dle. =A0There is no way that I could fly it below the staging point. =A0 = =A0

I've never accidentally flipped the cold start swit= ch to the ON position while in the air, but that sounds like it would surel= y get your heart pumping. =A0However, due to turbulence, I recently bumped = the ON/OFF switch for the EFIS shutting it off just as I was entering the p= attern. =A0The re-boot seemed to take forever. =A0While not very elegant, I= like your idea of using a rubber band on the cold start switch, I may try = that until I can find a nice switch guard. =A0

Mark S. =A0

On Wed, N= ov 10, 2010 at 11:27 PM, <bktrub@aol.com> wrote:
Oh, I forgot to ask my questionof those who are using Tracy's EM2-= what are your settings for manifold pressure- scale and offset, etc?
=A0
Thanks,
Brian Trubee



-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
<= div>
Sent: Wed, Nov 10, 2010 6:51 pm
Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old

Interesting manifold. Are = you still using the VDO fuel pressure sender? I had heard that it might not= be suitable for use with fuel, I am still using mine at present however. <= /font>
=A0
I went up today for a few laps at 3000 over Paine Field. The engine ra= n well below the staging point, but started stumbling when above the stagin= g point. It ran smoothly through the staging transition on the ground, but = when in the air I could not tell by the mixture monitor if it was lean or r= ich. I tried leaning it out and richening it up, but results were inconclus= ive so I stayed below the staging point for the remainder of the flight. Te= mps were down around 130 degrees at 4800 RPM and 110 mph, MP was not noted.=
=A0
I accidently hit the cold start switch while on downwind with two othe= r planes ahead of me, the tower told me to go around on final, but the plan= e ahead turned off onto the taxiway just in time so I told the tower that I= would really like to land, so they cleared me. The engine died as I turned= off onto the taxiway and then I noticed the cold start switch. The first o= rder of business was making and installing a switch guard for the cold star= t switch. I'm also going to pre-load the switch with a rubber band so i= t stays in the off position unless I'm pushing it on, and can just pull= the rubber band off of it if I need to shut down a set of injectors and ru= n the remaining injectors on cold start.(limp home mode for failed injector= .)
=A0
The fuel self transfering issue was resolved by installing manual valv= e on the transfer line between the tanks.
=A0
Brian Trubee




-----= Original Message-----
From: Dennis Havarlah <clouduster@austin.rr.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Nov 10, 2010 12:27 pm
Subject: [FlyRotary] Improved performance of my new (2009) intake manifold<= br>
As some of you know I started flying m= y RV-7A with a cut - off Renesis intake manifold.=A0 In 2009 I installed an= new intake designed to route=A0pressure waves=A0from the closing of rotor = #1's intake=A0into rotor #2 just before rotor #2's intake closed.= =A0 After using the new intake for over a year I am still=A0very happy with= it's performance.
=A0
I gained about 15 mph TAS at the same = altitude and manifold pressure
My static engine rpm increased 300 to = 350 rpm.
My takeoffs are faster and shorter wit= h noticeable increase in acceleration
My climb rate increased
My oil and water cooling is more criti= cal now because I make more HP.
=A0
But - I must confess I don't belie= ve the manifold can be reproduced economically.=A0 It's just too compli= cated.
I also believe it should have slightly= shorter intake runners to increase the performance at higher RPM.=A0 Decre= asing the intake runner length probably would require complete new geometry= of the system.
=A0
I have another concept for designing a= Renesis=A0intake that using a reflected wave from Rotor #1 returning to Ro= tor #1 .=A0=A0
I believe it would be much easier to b= uild and small enough to fit into the James rotorary cowl but because my in= take works well I am not moving ahead with completing the design and buildi= ng it.
=A0
Dennis Haverlah
=A0
=A0
=A0


--0015174be444563fc10494c5ef81--