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Andrew,
Congrats on getting to this point! If
you can get some pics it could help to advise you. One thing
about your oil temps, if I understand what you are saying, the air flow for the
oil coolers comes in under the prop and flows out at the top of the cowl just
under the windscreen. I am not certain about running on the ground, but
both these areas are high pressure zones in flight and I suspect that you are
not getting air flow thru the coolers. You need the air to come in at a
high pressure area and exit in a low pressure area so it will flow. If you
have a way to test it check either pressure on both sides of the coolers with a
manometer or flow on both sides of the coolers with a pitot. I suspect
your flow is going to be pretty stagnant.
Is the flow of air thru the water any
different than thru the oil?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Sunday, June 28, 2015 10:36
AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: West
Aussie Rotary
On Sun, Jun 28, 2015 at 1:52 AM, Andrew Martin <flyrotary@lancaironline.net>
wrote:
Take 2 without photo
Hi All
Over the last 6 weeks I've got my plane to the airport, assembled &
running.B Now wouldn't it be great if it was just that easy.
Firstly I found when trying to start the engine, it didn't want to
start, everything made right noises but 0 fuel, I mean absolutely no fuel would
flow through any of the injectors, which annoyed me as they only hadB about 10
min running time from a couple of years ago. Got them cleaned & all good.
Almost every day since I've been trying to tune this thing. Seems easy
enough after re reading Tracy's manuals a couple more times, in practice has
been a bit of a pain, at each start it seems previous fuelB map settings were
wrong, today I think I may have found the issue.
Fuel could be pooling in the intake runnersB at low rpm then creating a
rich situation as it is consumed. My intake runners are fairly short at about
12", from the flange they are angled down about 1 dia then turn upB into
the bottom of the plenum extending to the top. I thought this would be ok as at
flight rpm should be enough airflow to keep the fuel moving, just to get to
flight rpm!
Have managed some highB rpm runsB after tying the plane down,B get toB
about 7200rpm before oil temp and blistering paint on the cowl stops play
pretty quick. Seems to happen too quick to write down all temps & pressures
but coolant seems to max out at about 180 oil just keeps climbing at anything
more than about 4000 rpm but can get it below 200 after idling.
So me thinks, need to set higher minimum pitch on prop, maybe a oil to
coolant heat exchanger, maybe something similar to what Tracy done early on,B in the oil panB on his
rv4. Some heat shielding on cowl,B Then wait until all pooled fuel is gone each
timeB before trying to tune.
Engine is a 4 port Renesis, heat exchangers are against the firewall
with cool air ducted from just under the spinner, under the motor then up the
firewall.B hot air exits on top front of cowl. Other than the oil temp seems to
work quite well, heat exchangersB share air but coolant one might be getting
more than it should.
Hi Andrew,B
Good to hear that another rotary is 'close' (to flying). I noticed the
1st line 'without photo'. Did earlier attempts bounce? I think the message
size, including attachments, is around 200KB. Try resizing the image to 150K or
smaller. If you need help resizing, let us know. There's a plugin for Win XP
that makes it very easy; Win7/8 is a bit more convoluted but not that hard. I
for one would love to see as many pics as you have time to send.B
Please help those of us who are memory challenged & let us know which
airframe. Runner length shouldn't be an issue (I hope it isn't; that's about
the length of mine), since Tracy's
Renesis uses intakes about that long.
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