X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 921317 for flyrotary@lancaironline.net; Sun, 01 May 2005 13:41:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-189-178.carolina.res.rr.com [24.74.189.178]) by ms-smtp-03-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id j41HeBY5004708; Sun, 1 May 2005 13:40:13 -0400 (EDT) Message-ID: <001001c54e74$f65add10$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" Cc: "Laura Crook" , "Tracy Crook" , "Bruce Turrentine, Rotary Resources, Inc" Subject: Home again, home again! Date: Sun, 1 May 2005 13:41:09 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000D_01C54E53.6EBC8D70" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_000D_01C54E53.6EBC8D70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Wife, drove me and my flight gear to aircraft getting there around 1100. = By time finished loading, reinstalling the avionics - the @$#%^ = transponder wouldn't slide all the way back in an engage the pins it was = 1130 and the wind was picking up. - I figured I'd stay low enough and = out of class B airspace anyway. =20 I told her that she could pick me up back at the home airport in NC if I = didn't have any problem - she said I wouldn't have any problem. = Curious, I asked how did she know I wouldn't have any problem - = "Headwind" she said. Women, got to love em. Cranked up the engine and let oil and coolant temp rise to 120F and = taxied to runup at end or runway. Everything looking good, I restricted = takeoff rpm to 5400 (6000 ft long runway), still accelerated rapidly and = lifted off. Kept it low until hitting 140 mph hoping to maintain good = cooling. However, coolant temp rose to 220F during the circuits of the = airport as I slowly climbed. I pulled the power back to 4500 rpm and = the temps stabilized at 210F. Oil temp was around 185F. Normally = coolant is in syn with the oil or perhaps 5F higher. After flying for = approx 20 minutes coolant temps were at 200F, so slowly coming down. This is pretty much what Tracy reported when first flying with the = Renesis engine - tight engine, more power, more heat. So it appears = that this engine is much tighter. I can now maintain level flight = burning 4 gph when it used to take 5.5 gph. Can't wait until its broken = in a bit more to see what the top end is. Overhaul kit from Real World = Solutions and parts from Bruce T appear to have come together in a tight = nit engine. But, it does appear the small cooling inlets (which I had planned to = open up a bit) are too small for the new HP being produced (are you = listening, AL {:>)?. Also, several people mentioned after I arrived back = at GooseCreek that the exhaust was deeper and louder. Even my wife = mentioned it no longer had that "whinny" sound. So thanks for all the well wishes from everyone, advice, and engineering = consultation on the cause. I have mailed seals to Tracy and Bob = Perkinson, so that should provide some "harder" data on the status of = the seals. Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com ------=_NextPart_000_000D_01C54E53.6EBC8D70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Wife, drove me and my flight gear to = aircraft=20 getting there around 1100. By time finished loading, reinstalling = the=20 avionics - the @$#%^ transponder wouldn't slide all the way back in an = engage=20 the pins it was 1130 and the wind was picking up. - I figured = I'd=20 stay low enough and out of class B airspace anyway.

I told her that she could pick me up = back at the=20 home airport in NC if I didn't have any problem - she said I wouldn't = have any=20 problem. Curious, I asked how did she know I wouldn't have any = problem -=20 "Headwind" she said. Women, got to love em.

Cranked up the engine and let oil and = coolant temp=20 rise to 120F and taxied to runup at end or runway. Everything = looking=20 good, I restricted takeoff rpm to 5400 (6000 ft long runway), still = accelerated=20 rapidly and lifted off. Kept it low until hitting 140 mph hoping = to=20 maintain good cooling. However, coolant temp rose to 220F during = the=20 circuits of the airport as I slowly climbed. I pulled the power = back to=20 4500 rpm and the temps stabilized at 210F. Oil temp was around = 185F. =20 Normally coolant is in syn with the oil or perhaps 5F higher. = After flying=20 for approx 20 minutes coolant temps were at 200F, so slowly coming=20 down.

This is pretty much what Tracy reported = when first=20 flying with the Renesis engine - tight engine, more power, more = heat. So=20 it appears that this engine is much tighter. I can now maintain = level=20 flight burning 4 gph when it used to take 5.5 gph. Can't wait = until its=20 broken in a bit more to see what the top end is. Overhaul kit from = Real=20 World Solutions and parts from Bruce T appear to have come together in a = tight=20 nit engine.

But, it does appear the small = cooling inlets=20 (which I had planned to open up a bit) are too small for the new HP = being=20 produced (are you listening, AL {:>)?. Also, several people = mentioned=20 after I arrived back at GooseCreek that the exhaust was deeper and = louder. Even my wife mentioned = it no longer=20 had that "whinny" sound.

So thanks for all the well wishes from = everyone,=20 advice, and engineering consultation on the cause. I have mailed = seals to=20 Tracy and Bob Perkinson, so that should provide some "harder" data on = the status=20 of the seals.

Ed Anderson
Rv-6A N494BW Rotary=20 Powered
Matthews, NC
eanderson@carolina.rr.com

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