Mailing List flyrotary@lancaironline.net Message #44608
From: Mark Steitle <msteitle@gmail.com>
Subject: Re: [FlyRotary] 20B install issues overcome
Date: Sat, 3 Jan 2009 18:57:36 -0600
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Al,

Thanks for the summary.  From what I've seen of your installation, it comes as no surprise.  Your experience sounds much like what I've experienced (high oil temps and EC-2 issues).  But, working with Tracy, the EC-2 has been tamed and is working quite well.  I absolutely love the auto-tune feature!  And I find myself looking more at the EM-2 than my EFIS engine gauges.  It makes a nice & very compact multi-function instrument.

The one nagging issue is the exhaust system, or should I say muffler.  I initially tried one of my own design, but it only lasted a short time.  I switched to a Hush Power II.  After a short test flight fiberglass packing was melting and dribbling out the tailpipe, and had gotten noticably louder than it was initially.  I have left it in service, but the exhaust gas diverter has pretty much self-destructed (picture attached), but the rest of the unit is holding up fairly well.  I need to remove the partially melted baffle before it comes loose and plugs up the exit.  I'm presently gathering materials to fabricate a tangential muffler made from inconel, similar to your design.  I take it from your report that your muffler is holding up well?        

Mark S.
99.4 hrs

On Sat, Jan 3, 2009 at 5:47 PM, Al Gietzen <ALVentures@cox.net> wrote:

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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