X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao104.cox.net ([68.230.241.42] verified) by logan.com (CommuniGate Pro SMTP 5.2.11) with ESMTP id 3409625 for flyrotary@lancaironline.net; Sat, 03 Jan 2009 18:46:26 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.42; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao104.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20090103234545.JYKX11567.fed1rmmtao104.cox.net@fed1rmimpo02.cox.net> for ; Sat, 3 Jan 2009 18:45:45 -0500 Received: from BigAl ([72.192.137.74]) by fed1rmimpo02.cox.net with bizsmtp id zBlk1a0081cVYgg04BlkYe; Sat, 03 Jan 2009 18:45:44 -0500 X-Authority-Analysis: v=1.0 c=1 a=kviXuzpPAAAA:8 a=igJ7BAm-wkeOzYX63gIA:9 a=_NMniMOV0uasZp0zZNIA:7 a=SNXb1OxLuXcMUP8-iv59E03vrfQA:4 a=v47ZLdibA2YA:10 a=pkCTSiL_JNYCCx1cBgAA:9 a=bbfH8jUI47JMlBzU9AIA:7 a=iPzY9wAedSk0lziRWiRQgwk423QA:4 a=37WNUvjkh6kA:10 X-CM-Score: 0.00 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: 20B install issues overcome Date: Sat, 3 Jan 2009 15:47:03 -0800 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000E_01C96DBA.85FD6290" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 In-Reply-To: Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_000E_01C96DBA.85FD6290 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Al,=20 That's a great shot. Have you had any "significant issues" with your install? If so, how did you overcome them? Mark S. =20 I had 2 issues that required some time and determination. The first was = the RWS EC2. I had an early version for the 3-rotor, and perhaps the first installed in a composite airplane. I had some kind of electrical noise related corruption of settings which persisted through a lot of effort = for over a years time. It has been resolved, and the engine running fine. = That has been discussed here more than once in the past. The other was less-than-expected performance of an oil cooler built into = the wing root, without much of a scoop for the inlet below the wing. The = theory was that the differential pressure below/above the wing would help = provide the necessary air flow. Not the case here as the location is too far = back on the wing; and behind the strake (the inboard section on the canard airplane). The pressure differential turned out to be only about 1" H20 = - very little help. I added a ram scoop, and installed a small oil/water = heat exchanger in the cowl. Currently oil temps are fine, and the coolant = temp is running a bit lower than I like at cruise. I may eventually install = some sort of air flow adjustment, or even consider installing a thermostat in = the engine. You may recall discussion of these changes here in the past as well. I'm just past 140 hours flying time, and feel quite fortunate with how = well things have worked out. Performance and economy are great. Al G http://members.cox.net/alg3/airplane.htm =20 =20 ------=_NextPart_000_000E_01C96DBA.85FD6290 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Al,

That's a great shot.  Have you had any "significant = issues" with your install?  If so, how did you overcome them?
Mark S. 

I had 2 issues that required some time and determination. The first was = the RWS EC2.  I had an early version for the 3-rotor, and perhaps the first installed in a composite airplane.  I had some kind of electrical = noise related corruption of settings which persisted through a lot of effort = for over a years time. It has been resolved, and the engine running fine.  = That has been discussed here more than once in the past.

The other was less-than-expected performance of an oil cooler built into the = wing root, without much of a scoop for the inlet below the wing.  The = theory was that the differential pressure below/above the wing would help = provide the necessary air flow.  Not the case here as the location is too far = back on the wing; and behind the strake (the inboard section on the canard = airplane).  The pressure differential turned out to be only about 1” H20 – = very little help.  I added a ram scoop, and installed a small oil/water heat = exchanger in the cowl.  Currently oil temps are fine, and the coolant temp is running a bit lower than I like at cruise.  I may eventually = install some sort of air flow adjustment, or even consider installing a thermostat in = the engine.  You may recall discussion of these changes here in the = past as well.

I’m just past 140 hours flying time, and feel quite fortunate with how well = things have worked out.  Performance and economy are = great.

Al = G   http://members.cox.net/= alg3/airplane.htm

 

 

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