X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [199.185.220.223] (HELO priv-edtnes51.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 921333 for flyrotary@lancaironline.net; Sun, 01 May 2005 13:53:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.223; envelope-from=echolakeresort@telus.net Received: from boucher-oddle24 ([207.194.26.152]) by priv-edtnes51.telusplanet.net (InterMail vM.6.01.04.04 201-2131-118-104-20050224) with ESMTP id <20050501175255.NCEP10474.priv-edtnes51.telusplanet.net@boucher-oddle24> for ; Sun, 1 May 2005 11:52:55 -0600 Received: from 127.0.0.1 (AVG SMTP 7.0.308 [266.11.0]); Sun, 01 May 2005 10:52:53 -0700 Message-Id: <42751772.000012.02736@BOUCHER-ODDLE24> Date: Sun, 1 May 2005 10:52:50 -0700 (Pacific Standard Time) X-Mailer: IncrediMail (3001609) From: "Echo Lake Fishing Resort (Georges Boucher)" References: To: Subject: Re: [FlyRotary] Home again, home again! X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-427517755307=======" --=======AVGMAIL-427517755307======= Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_2COTDL51VA4000000000" --------------Boundary-00=_2COTDL51VA4000000000 Content-Type: Text/Plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Ed=0D It sounds like a whole new experience coming up with the new engine particularly after you ad an air filter. We are all waiting to here the results as they develop. Level flight at 4gph, what speed?=0D Georges B. (waiting to hear from other "low & slow" 13b powered A/C)=0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: 05/01/05 10:41:02=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Home again, home again!=0D =0D 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. =0D =0D 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.= =20 Women, got to love em.=0D =0D Cranked up the engine and let oil and coolant temp rise to 120F and taxie= d to runup at end or runway. Everything looking good, I restricted takeoff rpm to 5400 (6000 ft long runway), still accelerated rapidly and lifted o= ff. Kept it low until hitting 140 mph hoping to maintain good cooling. Howe= ver 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.=0D =0D This is pretty much what Tracy reported when first flying with the Renesi= s 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 wh= en it used to take 5.5 gph. Can't wait until its broken in a bit more to se= e what the top end is. Overhaul kit from Real World Solutions and parts fr= om Bruce T appear to have come together in a tight nit engine.=0D =0D But, it does appear the small cooling inlets (which I had planned to ope= n 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.=0D =0D So thanks for all the well wishes from everyone, advice, and engineering consultation on the cause. I have mailed seals to Tracy and Bob Perkinso= n, so that should provide some "harder" data on the status of the seals.=0D =0D =0D Ed Anderson=0D Rv-6A N494BW Rotary Powered=0D Matthews, NC=0D eanderson@carolina.rr.com=0D =20 --------------Boundary-00=_2COTDL51VA4000000000 Content-Type: Text/HTML; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Ed
It sounds like a whole new experience coming up with the new engine = particularly after you ad an air filter. We are all waiting to here = the results as they develop. Level flight at 4gph, what speed?
Georges B. (waiting to hear from other "low & slow" 13b powered = A/C)
 
-------Original Message-------
 
Date: 05/01/05 10:= 41:02
Subject: [FlyRotar= y] Home again, home again!
 
Wife, drove me and my flight gear to air= craft getting there around 1100.  By time finished loading, reinstal= ling 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.  -&n= bsp;I figured I'd stay low enough and out of class B airspace anyway.&nbs= p;
 
I told her that she could pick me up bac= k at the home airport in NC if I didn't have any problem - she said I wou= ldn'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 co= olant temp rise to 120F and taxied to runup at end or runway.  Every= thing looking good, I restricted takeoff rpm to 5400 (6000 ft long runway= ), still accelerated rapidly and lifted off.  Kept it low until hitt= ing 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.&n= bsp; Oil temp was around 185F.  Normally coolant is in syn with the = oil or perhaps 5F higher.  After flying for approx 20 minutes coolan= t 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, mor= e 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.&nb= sp; 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 appe= ar to have come together in a tight nit engine.
 
But, it does appear the  small cool= ing inlets (which I had planned to open up a bit) are too small for the n= ew HP being produced (are you listening, AL {:>)?. Also, several = people mentioned after I arrived back at GooseCreek that the exhaust was&= nbsp; deeper and louder.  Even my= wife mentioned it no longer had that "whinny" sound.
 
So thanks for all the well wishes from e= veryone, advice, and engineering consultation on the cause.  I have = mailed seals to Tracy and Bob Perkinson, so that should provide some "har= der" data on the status of the seals.
 
 
Ed Anderson
Rv-6A N494BW Rotary Power= ed
Matthews, NC
eander= son@carolina.rr.com
 
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