Ed,
Congratulations on the successful rebuild and safe
flight back to home base.

I've been off email for the last couple of days, so
I'm trying to catch up.

I made a trip to SC, first in about a month and a
half.  Had a good day yesterday with three flights,
but only 1 1/2 hours total.  It was pretty bumpy.
Engine is running very good, and no problems.

Hoping to get in at least 3 hours today.

Steve Brooks (fuel it and fly it)


--- Ed Anderson <eanderson@carolina.rr.com> wrote:

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.

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

 Homepage:  http://www.flyrotary.com/
 Archive:   http://lancaironline.net/lists/flyrotary/List.html