X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 58 [XX] (100%) SPAM TRICK: contains gapped text Return-Path: Received: from alnrmhc12.comcast.net ([206.18.177.52] verified) by logan.com (CommuniGate Pro SMTP 5.1.4) with ESMTP id 1732902 for flyrotary@lancaironline.net; Wed, 03 Jan 2007 10:20:29 -0500 Received-SPF: none receiver=logan.com; client-ip=206.18.177.52; envelope-from=wschertz@comcast.net Received: from 7n7z201 (c-24-7-194-231.hsd1.il.comcast.net[24.7.194.231]) by comcast.net (alnrmhc12) with SMTP id <20070103151921b1200bpjjre>; Wed, 3 Jan 2007 15:19:42 +0000 Message-ID: <001301c72f4a$91b08aa0$e7c20718@7n7z201> From: "Bill Schertz" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: EM2 Data Logger pix Date: Wed, 3 Jan 2007 09:19:10 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0010_01C72F18.3A63FB60" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 This is a multi-part message in MIME format. ------=_NextPart_000_0010_01C72F18.3A63FB60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Tracy, Very nice, If you do decide to send the excel spreadsheet with the data = to any individuals, please include me on the list. I would be interested = in trying some different forms of data analysis. Thanks for sharing this data with us. Bill Schertz KIS Cruiser # 4045 ----- Original Message -----=20 From: Tracy Crook=20 To: Rotary motors in aircraft=20 Sent: Tuesday, January 02, 2007 8:43 PM Subject: [FlyRotary] Re: EM2 Data Logger pix The JPEG is about 2 minutes of engine monitor data (from a 1 hour = log). I'd post the entire Excel spreadsheet itself but 6 meg is way too = much for up/download. The X axis is in Time (seconds) and Y is the = value. Note that some of the parameters (like rpm and fuel flow) are = scaled so they fit the Y scale of the chart A few details about flight conditions so the data can be placed in = context. The chart starts with the plane at minimum power for level = flight (MPLF) at around 1500 ft with all temperatures and pressures = stabilized. The throttle is opened to max (notice that fuel flow goes = from 3 gph to ~18 gph) and the airspeed climbs to ~150 mph. The plane = was then pitched up into a climb at Vx to see worst case cooling = conditions. WOT is maintained for about 1 minute then reduced to MPLF = again. Most of the chart is self explanatory but there are a few interesting = and (to me) mystifying points. Note the L. Rad Air Out temperature (air = temp after passing through rad). According to Paul L., the optimum for = this parameter is 10 - 20 deg F. above ambient OAT. I wanted a lot more = than that to minimize the number of CFM required and as you can see, = mine is running as much as 127 deg F above OAT which is even more than I = figured on.=20 The real mystery is the comparisons between rad inlet temp, rad outlet = temp and C.C. coolant temp (coolant temp measured right after passing = both rotor combustion chambers). In a 2nd gen 13B the CC coolant temp = is the hottest coolant in the engine because it normally cools slightly = after passing through the cooler intake port side of the engine. This = is the rad inlet temperature. As you can see, the CC temp and rad inlet = temp start out the same. When the power is increased, the rad inlet = temp climbs faster and higher than CC in the Renesis. I assume this is = caused by the increased heat picked up from the longer exhaust ports. = It is the amount that surprises me. Study the temp differentials = between these three temps and see if you can see the mystery and make = sense of this. The Chart is pretty crowded even after I eliminated several parameters = for this jpeg but when viewing it in Excel, it is very easy to see and = identify all the data. Moving the mouse pointer to any point of any = parameter pops up a little tag showing what the item is and the exact = digital value at that point in time. Tracy -------------------------------------------------------------------------= ----- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ ------=_NextPart_000_0010_01C72F18.3A63FB60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Tracy,
Very nice, If you do decide to send the excel = spreadsheet=20 with the data to any individuals, please include me on the list. I would = be=20 interested in trying some different forms of data analysis.
 
Thanks for sharing this data with = us.
Bill Schertz
KIS Cruiser # 4045
----- Original Message -----
From:=20 Tracy = Crook
Sent: Tuesday, January 02, 2007 = 8:43=20 PM
Subject: [FlyRotary] Re: EM2 = Data Logger=20 pix

 
The JPEG is about 2 minutes of engine monitor data (from a 1 = hour=20 log).  I'd post the entire Excel spreadsheet itself but 6 = meg is way=20 too much for up/download. The X axis is in Time (seconds) and Y = is the=20 value.  Note that some of the parameters (like rpm and fuel flow) = are=20 scaled so they fit the Y scale of the chart
 
 A few details about flight conditions so the data can be = placed in=20 context.   The chart starts with the plane at minimum = power for=20 level flight (MPLF) at around 1500 ft with all temperatures and = pressures=20 stabilized.   The throttle is opened to max (notice that = fuel flow=20 goes from 3 gph to ~18 gph) and the airspeed climbs to ~150 mph.  = The=20 plane was then pitched up into a climb at Vx to see worst case cooling = conditions.  WOT is maintained for about 1 minute then reduced to = MPLF=20 again.
 
Most of the chart is self explanatory but there are a few = interesting and=20 (to me) mystifying points.  Note the L. Rad Air Out temperature = (air temp=20 after passing through rad).  According to Paul L., the optimum = for this=20 parameter is 10 - 20 deg F. above ambient OAT.  I wanted a lot = more than=20 that to minimize the number of CFM required and as you can see, mine = is=20 running as much as 127 deg F above OAT which is even more than I = figured=20 on. 
 
The real mystery is the comparisons between rad inlet temp, rad = outlet=20 temp and C.C. coolant temp (coolant temp measured right after = passing=20 both rotor combustion chambers).  In a 2nd gen 13B the CC = coolant=20 temp is the hottest coolant in the engine because it normally cools = slightly=20 after passing through the cooler intake port side of the engine.  = This is=20 the rad inlet temperature.  As you can see, the CC temp and rad = inlet=20 temp start out the same.  When the power is increased, the rad = inlet temp=20 climbs faster and higher than CC in the Renesis.  I assume this = is caused=20 by the increased heat picked up from the longer exhaust ports.  = It is the=20 amount that surprises me.  Study the temp differentials between = these=20 three temps and see if you can see the mystery and make sense of = this.
 
The Chart is pretty crowded even after I eliminated several = parameters=20 for this jpeg but when viewing it in Excel, it is very easy to see and = identify all the data.  Moving the mouse pointer to any point of = any=20 parameter pops up a little tag showing what the item is and the exact = digital=20 value at that point in time.
 
Tracy

--
Homepage:  http://www.flyrotary.com/
Archive and=20 UnSub:  =20 http://mail.lancaironline.net/lists/flyrotary/
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