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Message-ID: <20050504005628.9972.qmail@web31509.mail.mud.yahoo.com>
Date: Tue, 3 May 2005 17:56:28 -0700 (PDT)
From: Steve Brooks <prvt_pilot@yahoo.com>
Subject: Re: [FlyRotary] Re: Home again, home again!
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
In-Reply-To: <list-930881@logan.com>
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Ed,
I don't beleive that I'm going to make the flyin.
Flying has gone exceptionally well this week.  I have
flown over 4 hours in the last two days, and I plan on
getting in at least 2 more hours tomorrow, before
heading back to the Raleigh area.

I am very happy with the way that the rotary is
perfoming now. Temps are good, and it is very smooth
accross the power range.  Most of my cruising around
has been at low cruise.  About 4400 RPMs and proabably
about 55%=60% power.  Trying to conserve both fuel and
turbo.

I'm also considering removing the turbo, as I see it
as the weakest link.  I have most of what I need to
convert to a T04 turbo, but wondering if I shouldn't
just go to N/A.  Still kicking it around, but probably
won't do anything untill I get the 40 hours flown off.
 Just over 20 hours so far, but going strong,
especially if I can get to over 6 hours in three days.
 It has been pretty bumpy up there, especially this
afternoon.

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

> Thanks, Steve
> 
>  Great to have my aircraft back in its hangar with
> thunderstorm season 
> beginning.
> 
> Going out today to enlarge the 10 sq inch inlet left
> duct opening to around 
> 18 sq inches
> Are you going to the Mid-Atlantic Flyin?  Sounds
> like you are getting your 
> time burnt off - bit by bit.
> 
> Ed
> ----- Original Message ----- 
> From: "Steve Brooks" <prvt_pilot@yahoo.com>
> To: "Rotary motors in aircraft"
> <flyrotary@lancaironline.net>
> Sent: Tuesday, May 03, 2005 7:44 AM
> Subject: [FlyRotary] Re: Home again, home again!
> 
> 
> > 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
> > 
> 
> 
> 
> >>  Homepage:  http://www.flyrotary.com/
> >>  Archive:  
> http://lancaironline.net/lists/flyrotary/List.html
>