X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from willowsprings.uwyo.edu ([129.72.10.31] verified) by logan.com (CommuniGate Pro SMTP 6.0c2) with ESMTPS id 5801035 for flyrotary@lancaironline.net; Mon, 08 Oct 2012 12:31:58 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.31; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht3.uwyo.edu (extlb.uwyo.edu [172.26.4.4]) by willowsprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id q98GVEdd008711 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Mon, 8 Oct 2012 10:31:18 -0600 (MDT) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-m10.uwyo.edu ([fe80::60dd:cb9e:6f71:3d48]) by ponyexpress-ht3.uwyo.edu ([fe80::4cde:db24:a0a9:ba5%15]) with mapi id 14.02.0318.001; Mon, 8 Oct 2012 10:30:05 -0600 From: "Steven W. Boese" To: "flyrotary@lancaironline.net" Subject: Rotorfest 2012 report Thread-Topic: Rotorfest 2012 report Thread-Index: AQHNpXBwlBWnwFGqY0C23xonSyKeUw== Date: Mon, 8 Oct 2012 16:30:04 +0000 Message-ID: <3E8191F276108F4481AB0721BBA9269E05DE3C9E@ponyexpress-m10.uwyo.edu> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [75.220.100.163] Content-Type: multipart/alternative; boundary="_000_3E8191F276108F4481AB0721BBA9269E05DE3C9Eponyexpressm10u_" MIME-Version: 1.0 --_000_3E8191F276108F4481AB0721BBA9269E05DE3C9Eponyexpressm10u_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable While various events conspired to keep the attendance at the fly-in/seminar= at Slobovia Outernational Airport in Pocahontis, MS less that it could hav= e been, Those that attended were rewarded for their efforts. Charlie and Tupper England deserve special recognition for hosting the even= t with such enthusiasm, thorough planning, and "Southern Hospitality". The three rotary powered aircraft that flew in were diverse examples of the= adaptation of the rotary engine to aviation use: Tracy's modified RV8 uses a normally aspirated 3 rotor 20B which he reports= to have outstanding power reserve for take off and climb while operating a= t economy cruise at manifold pressures lower than normally associated with = flight requirements. This brings to mind the proverb that "there is no rep= lacement for displacement". Bobby's Renesis equipped RV10 demonstrates the enhancement of displacement = by the use of a supercharger to extract sufficient reliable power for the l= arger aircraft. This approach effectively increases displacement by boosti= ng the manifold pressure. Dennis's Renesis powered RV (7A?) uses dynamic tuning of the intake manifol= d to optimize volumetric efficiency of the engine at RPM ranges appropriate= for flight. This approach effectively enhances the displacement of the en= gine under selected conditions through design choices made in the construct= ion of the intake manifold. Examination of the three aircraft engine installations with the cowls opene= d evoked discussions of cooling challenges. The importance of cooling inle= t location, shape, and size was discussed. The sometimes (often?) non-intu= itive effects of diffuser shape and heat exchanger geometry were also demon= strated in these installations accompanied by many questions and answers. = The importance of cooling air exit strategies did not escape without examin= ation and analysis. A presentation on possible explanations for the SAG phenomenon was given. = The discussion that followed, particularly the observation by Tracy of an i= nstance where the appearance of SAG was reversed by a change from 100LL to = mogas, made it clear that investigations providing possible answers inevita= bly create more questions. Bobby gave a presentation on the challenges of implementing the supercharge= r in his Renesis installation with regard to decisions affecting efficiency= and reliability. Extracting heat from the installation with respect to co= olant, oil, and intake charge temperatures was shown to be critical. The n= ecessity for the compromises to be made while maintaining the underlying go= al of safety was emphasized. Bill gave a presentation on his research into the aspects of cooling relate= d to water pump performance. The methods used to produce the data and the = implications of that data with respect to belt driven stock water pump inst= allations as well as electric water pump installations was discussed. Phil brought his partially completed intake manifold for his 20B to show. = This was the basis for suggestions on intake design and construction based = on experiences and observations from both the aviation and automotive arena= s. The subject of exhaust header and muffler design with respect to power, con= struction, noise, and reliability inevitably found its way into the discuss= ions. The difference in requirements for the peripheral exhaust port of th= e older 13B engines compared to the requirements for the side exhaust port = of the Renesis engines was agreed to be of major significance. There was a discussion of alternatives for tuning the controller mixture co= rrection table arising from the effect of injector dead time. Tracy, alway= s two steps ahead, indicated that a controller dead time correction has bee= n implemented in recent controller programming which should simplify the tu= ning process. With regard to the two steps ahead, Tracy also reported on t= he positive results of the auto-tuning function and the implementation of a= closed loop mode of operation (that's at least three steps ahead, isn't it= ?). Dennis mentioned that he has what seems to be an intermittent single misfir= e in stable cruise occurring several minutes apart. Tracy responded that h= e had recently discovered and corrected a programming structure where an un= likely simultaneous occurence of events could cause dropping of one ignitio= n cycle. So it is possible that a controller update may resolve this inter= mittent miss. Dale and Charlie are at the point in their projects where they are faced wi= th decisions on construction of their intake systems. Dennis indicated tha= t he has ideas in this regard based on his experience. It is possible that= some answers to their questions may be obtained from the engine test stand= in Wyoming. Of course they were reminded that the answers will come at th= e expense of additional questions. Dennis has initiated an inquiry into the possibility of making the B contro= ller more redundant by implementing an independent crank angle sensor for i= t. We are always reminded of the safety implications of our decisions as t= hey may impact those who trust our judgment. Beth, Carmen, Dianne, and Shi= rley genuinely enjoyed the activities arranged by Tupper as well as just "h= anging out". There was also at least one instance of the issuance of a rew= ard for participation in that group. Of course there were discussions of many subjects other than rotary engines= at the wonderful meals both on site and at the catfish and the Mexican res= taurants. Definitely a weekend to remember. My apologies for anyone or anything that I've left out. If anyone has photos that they can send to me directly, I would be happy to= try to post them on my website which may remove the image data size restri= ction of the list. Steve --_000_3E8191F276108F4481AB0721BBA9269E05DE3C9Eponyexpressm10u_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

While various events conspired to keep the attendance at the fly-in/semi= nar at Slobovia Outernational Airport in Pocahontis= , MS less that it could have been, Those that attended were rewarded= for their efforts. 

 

Charlie and Tupper England deserve special recognition for hosting the e= vent with such enthusiasm, thorough planning, and "Southern Hospitalit= y".

 

The three rotary powered aircraft that flew in were diverse examples of = the adaptation of the rotary engine to aviation use:

 

Tracy's modified RV8 uses a normally aspirated 3 rotor = 20B which he reports to have outstanding power reserve for take off = and climb while operating at economy cruise at manifold pressures lower tha= n normally associated with flight requirements.  This brings to mind the proverb that "there is no replacement for dis= placement".

 

Bobby's Renesis equipped RV10 demonstrates the e= nhancement of displacement by the use of a supercharger to extract sufficie= nt reliable power for the larger aircraft.  This approach effectively = increases displacement by boosting the manifold pressure.

 

Dennis's Renesis powered RV (7A?) uses dynamic t= uning of the intake manifold to optimize volumetric efficiency of the = engine at RPM ranges appropriate for flight.  This approach effectivel= y enhances the displacement of the engine under selected conditions through design choices made in the construction of the intake m= anifold.

 

Examination of the three aircraft engine installations with the cowls op= ened evoked discussions of cooling challenges.  The importance of cool= ing inlet location, shape, and size was discussed.  The sometimes= (often?) non-intuitive effects of diffuser shape and heat exchanger geometry were also demonstrated in these installations = accompanied by many questions and answers.  The importance of cooling = air exit strategies did not escape without examination and analysis.

 

A presentation on possible explanations for the SAG phenomenon was given= .  The discussion that followed, particularly the observation by Tracy=  of an instance where the appearance of SAG was reversed by a change f= rom 100LL to mogas, made it clear that investigations providing possible answers inevitably create mor= e questions.

 

Bobby gave a presentation on the challenges of implementing the supercha= rger in his Renesis installation with regard to decisions affec= ting efficiency and reliability.  Extracting heat from the installatio= n with respect to coolant, oil, and intake charge temperatures was shown to be critical.  The necessity for the = compromises to be made while maintaining the underlying goal of safety= was emphasized.

 

Bill gave a presentation on his research into the aspects of cooling rel= ated to water pump performance.  The methods used to produce the data = and the implications of that data with respect to belt driven stock water p= ump installations as well as electric water pump installations was discussed.

 

Phil brought his partially completed intake manifold for his 20B= to show.  This was the basis for suggestions on intake design and= construction based on experiences and observations from both the aviation = and automotive arenas.

 

The subject of exhaust header and muffler design with respect to power, = construction, noise, and reliability inevitably found its way into the disc= ussions.  The difference in requirements for the peripheral exhaust po= rt of the older 13B engines compared to the requirements for the side exhaust port of the Renesis e= ngines was agreed to be of major significance.

 

There was a discussion of alternatives for tuning the controller mixture= correction table arising from the effect of injector dead time.  Trac= y, always two steps ahead, indicated that a controller dead time correction= has been implemented in recent controller programming which should simplify the tuning process.  With regard to= the two steps ahead, Tracy also reported on the positive results of the au= to-tuning function and the implementation of a closed loop mode of operatio= n (that's at least three steps ahead, isn't it?).

 

Dennis mentioned that he has what seems to be an intermittent single mis= fire in stable cruise occurring several minutes apart.  Tracy responde= d that he had recently discovered and corrected a programming structure whe= re an unlikely simultaneous occurence of events could cause dropping of one ignition cycle.  So it is possi= ble that a controller update may resolve this intermittent miss.

 

Dale and Charlie are at the point in their projects where they are faced= with decisions on construction of their intake systems.  Dennis indic= ated that he has ideas in this regard based on his experience.  It is = possible that some answers to their questions may be obtained from the engine test stand in Wyoming.  Of course the= y were reminded that the answers will come at the expense of = ;additional questions.

 

Dennis has initiated an inquiry into the possibility of making the B con= troller more redundant by implementing an independent crank angle sensor fo= r it.  We are always reminded of the safety implications of our decisi= ons as they may impact those who trust our judgment.  Beth, Carmen, Dianne, and Shirley genuinely enjoyed th= e activities arranged by Tupper as well as just "hanging out".&nb= sp; There was also at least one instance of the issuance of a reward for pa= rticipation in that group.

 

Of course there were discussions of many subjects other than rotary engi= nes at the wonderful meals both on site and at the catfish and the Mex= ican restaurants.

 

Definitely a weekend to remember.

 

My apologies for anyone or anything that I've left out.

 

If anyone has photos that they can send to me directly, I would be happy= to try to post them on my website which may remove the image data size res= triction of the list.

 

Steve

 

 

 

 

 

 

 

 

 

  

 

  

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