X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail0.mx.voyager.net ([216.93.66.205] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 921529 for flyrotary@lancaironline.net; Sun, 01 May 2005 16:37:51 -0400 Received-SPF: none receiver=logan.com; client-ip=216.93.66.205; envelope-from=dsbarno@vbe.com Received: from u036fr3za011 (d15.as0.wtma.wi.core.com [64.77.136.143]) by mail0.mx.voyager.net (8.13.2/8.10.2) with SMTP id j41Kb4nt088773 for ; Sun, 1 May 2005 16:37:04 -0400 (EDT) Message-ID: <022c01c54e8d$9896c4a0$3c40fea9@u036fr3za011> From: "Barnhart" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Home again, home again! Date: Sun, 1 May 2005 15:37:29 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0229_01C54E63.AF0079E0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1123 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1123 This is a multi-part message in MIME format. ------=_NextPart_000_0229_01C54E63.AF0079E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ed,=20 Good to hear your back "home". How did you put the engine on the plane = from the back of a van? Barny=20 MGDQ 20bt (removing engine and engine mount to take care of some Murphy = tail related problems) ----- Original Message -----=20 From: Ed Anderson=20 To: Rotary motors in aircraft=20 Sent: Sunday, May 01, 2005 12:41 PM Subject: [FlyRotary] Home again, home again! Wife, drove me and my flight gear to aircraft getting there around = 1100. By time finished loading, reinstalling the avionics - the @$#%^ = 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 -------------------------------------------------------------------------= ----- This message scanned for viruses by CoreComm ------=_NextPart_000_0229_01C54E63.AF0079E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Ed,
 
Good to hear your back "home".  = How did you=20 put the engine on the plane from the back of a van?
 
Barny
MGDQ 20bt (removing engine and engine = mount to take=20 care of some Murphy tail related problems)
----- Original Message -----
From:=20 Ed=20 Anderson
Sent: Sunday, May 01, 2005 = 12:41 PM
Subject: [FlyRotary] Home = again, home=20 again!

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=20 temp rise to 120F and taxied to runup at end or runway.  = Everything=20 looking good, I restricted takeoff rpm to 5400 (6000 ft long runway), = still=20 accelerated rapidly and lifted off.  Kept it low until hitting = 140 mph=20 hoping to maintain good cooling.  However, coolant temp rose to = 220F=20 during the circuits of the airport as I slowly climbed.  I pulled = the=20 power back to 4500 rpm and the temps stabilized at 210F.  Oil = temp was=20 around 185F.  Normally coolant is in syn with the oil or perhaps = 5F=20 higher.  After flying for approx 20 minutes coolant temps were at = 200F,=20 so slowly coming down.
 
This is pretty much what Tracy = reported when=20 first flying with the Renesis engine - tight engine, more power, more=20 heat.  So it appears that this engine is much tighter.  I = can now=20 maintain level flight burning 4 gph when it used to take 5.5 = gph.  Can't=20 wait until its broken in a bit more to see what the top end is.  = Overhaul=20 kit from Real World Solutions and parts from Bruce T appear to have = come=20 together in a tight nit engine.
 
But, it does appear the  small = cooling=20 inlets (which I had planned to open up a bit) are too small for the = new HP=20 being produced (are you listening, AL {:>)?. Also, several = people=20 mentioned after I arrived back at GooseCreek that the exhaust = was  deeper=20 and louder.  Even my wife = mentioned it no=20 longer 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=20 to Tracy and Bob Perkinson, so that should provide some "harder" data = on the=20 status of the seals.
 
 
Ed Anderson
Rv-6A N494BW Rotary=20 Powered
Matthews, NC
eanderson@carolina.rr.com
 
This message scanned = for viruses by=20 CoreComm=20
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