X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from web46408.mail.sp1.yahoo.com ([68.180.199.197] verified) by logan.com (CommuniGate Pro SMTP 5.3c2) with SMTP id 3974159 for flyrotary@lancaironline.net; Thu, 12 Nov 2009 19:54:29 -0500 Received-SPF: none receiver=logan.com; client-ip=68.180.199.197; envelope-from=dwayneparkinson@yahoo.com Received: (qmail 73136 invoked by uid 60001); 13 Nov 2009 00:53:54 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=yahoo.com; s=s1024; t=1258073634; bh=/PCPctHOz94yJsbkIcqYZgc7Tr1X0kQ8uA0ylLlkQRg=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=JW4VISH7pH1vLieOnlkz01ZYRK/q5wAq/UJKleemnEQyILRy6yxHvEmaw6qmaKYr1riAIhEcn8Py6CE31KdaT3gy2JKZGbR4/ZACXqVUoq+cfPr9MmZK0x4wOCjBZCdqtZzmHi874GFwPRKiz5Tj/5TkIXM7F6HSRTa3NuoWATQ= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=EFhrladGvHE9f0UU+dTC9WIc2R9qjeTPqH09DoTMqhBQ0tNduxel6zcVYvLM2t9D1X84NMn5w2frEhF+IWfMQpA702Tr+uLAY8YG89aPvT2QaXEizjrYpoyIAjw3m7GzZyWJmPgq+RDrn7MRaqB21VbCdxkL2RO2uFqj7sYxV5k=; Message-ID: <173233.73063.qm@web46408.mail.sp1.yahoo.com> X-YMail-OSG: xILH7woVM1lK557E5PX6sLMQXNdvMIMxwQTxYsH7byAjNgGrT_M5I5F0axjvbN6ip5etJUbSmLqrbuu49p9e.3Gh8yHQVln2y7v0ZQs8.6W8y2FOULdiRfhDMKCNawoU2AdEb.Ty8M3KBFWjR8J33fuh7FuVejJlORjTLBdCDAKXV9NKk6P2578osLTC9lE48NK5xprkgBWDDh5.lxvHV_Tb2NCrjd6np.6lvs3GM.HtTVQbOBPme9bm7hKwMAHG6qZVllSi380wW3Do9FXBjFMTHgIOdCnEXU9k8ifbXJu4CF4- Received: from [69.11.172.54] by web46408.mail.sp1.yahoo.com via HTTP; Thu, 12 Nov 2009 16:53:54 PST X-Mailer: YahooMailRC/211.6 YahooMailWebService/0.7.361.4 References: Date: Thu, 12 Nov 2009 16:53:54 -0800 (PST) From: Dwayne Parkinson Subject: Re: [FlyRotary] Phase 1 Flight Report--Since everyone is so bored. To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1693325487-1258073634=:73063" --0-1693325487-1258073634=:73063 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Bobby,=0A=0AGreat info. I hope you won't mind a few questions about that s= uper charged Renesis configuration. I find it very very interesting. =0A= =0ADid you ever put it on a dyno to figure out the HP? =0AWhat kind of fue= l burn are you seeing at cruise and what do you expect that HP may be? =0AW= hat is the installed weight of the complete engine?=0A=0AThanks in advance = for any info you can provide.=0A=0ADwayne=0A=0A=0A=0A=0A___________________= _____________=0AFrom: Bobby J. Hughes =0ATo: Rotary motor= s in aircraft =0ASent: Thu, November 12, 2009 = 5:57:01 PM=0ASubject: [FlyRotary] Phase 1 Flight Report--Since everyone is = so bored. =0A=0A=0A =0AI have 29 flight hours and 70 =0Ahours total time on= the engine. =0A =0AWater Cooling=0AWater cooling is good with max =0Atemps= around 185F in climb and 160F in cruise. During let down water drops to = =0A140F or lower. OAT at take off has been 70-80F. I have 780 cu in of wate= r =0Aradiator with the air making a 360 turn through the radiators and cowl= . The =0Ainlets have been enlarged from 21% to 26% of core face in an attem= pt to help the =0Aoil to water exchanger transfer more heat. It worked but = not well enough. I =0Astill have an oil cool deficit.=0A =0AOil Cooling=0AT= he oil to water exchanger is =0Alimited to 43F of transfer. Oil pan temps o= n climb-out can reach 262F. Moving =0Athe muffler to the belly and a new he= at shield by the oil pan had no effect on =0Aoil pan temps during flight. I= t may have had a positive effect on taxi ground =0Acooling but I will have = to wait until next summer and 100F+ to verify. The =0Alarger radiator inlet= s have improved the oil temps slightly. With OAT=E2=80=99s between =0A70-80= F I can maintain full power climb-out at 105 mph \ 1350 - 1000 fpm to =0A45= 00ft. Oil goes to about 226F. Lowering manifold pressure or the nose lowers= =0Athe oil temp. Once airspeed increase to 140 mph oil temps drop to about= 190F. I =0Aordered half size oil / air exchanger from Techwelding and it= =E2=80=99s going on the =0Anose under the front motor mount. After this ad= dition my cooling system should handle a 20B. (in a couple =0Aof years) My= large Mocal oil to =0Awater exchanger and at least 650 cu in of radiator s= hould handle a 180-200 hp =0Arotary aircraft.=0A =0AEaton MP62 Super Charge= r=0AThe MP62 is perfect for the RX8 =0Abut not an aircraft. I found a new M= P90 at a reasonable price and will be =0Aswapping it out early next year. R= edline for the MP62 is 16K rpm. I usually run =0A7000 motor rpm for the fir= st minute of climb and start reducing the prop speed =0Afrom there. With a = 2:1 pulley ratio that=E2=80=99s 14K rpm on the supercharger. This =0Aproduc= es 38=E2=80=9D MP. I have been cursing at 5800 rpm with the SC at 11,600 rp= m. The =0AMP90 will produce the same CFM at 8K rpm as the MP62 at 14K. Redl= ine on the MP90 =0Ais 14K. =0AShould be a lot less stress on =0Athe blower = and allow me to normalize above 10K ft. =0A =0AWater Injection.=0AWithout a= n intercooler and 4-5#=E2=80=99s =0Aof boost, intake charge temps would inc= rease 120F. I have been running 93 octane =0Awith no sign of detonation. Bu= t it=E2=80=99s been a nagging concern. Looked into an =0Aintercooler but th= e pressure drop does not seem to be worth it below 7 psi. So I =0Abuild a c= ircuit that reads the 0-5V output of my EFIS MP sensor. The circuit is =0At= uned to turn on a relay at 33=E2=80=9D MP. The relay turns on a small inver= ter, that =0Aturns on a 230 psi expresses machine pump and solenoid. The wh= ole system draws =0Aless than 3 amps. The pump, water jug, two solenoids an= d inverter weighs less =0Athan 5 pounds empty. I made the pump and water ju= g removable and are located the =0Abaggage compartment. The second solenoid= and switch controls a nozzle on one of =0Amy radiators. Insurance for a 10= 5F+ day and a half mile uphill taxi. I had to =0Ashut down during taxi one = time last summer. Don=E2=80=99t want to repeat that =0Aexperience. The ramp= temps must have been 115F. =0ABoth the radiator and manifold =0Anozzles ar= e 100CC \ min. Water is injected directly after the supercharger and =0Adro= ps the intake charge to about 15F over OAT. I have been running an overly = =0Arich fuel mixture during climb 11:1 but I am now comfortable leaning bac= k to =0A12.5:1 with the water injection. Of course I constantly monitor the= manifold =0Atemps. I get 5-6 climb outs on a gallon of water. The manifold= nozzle may be too =0Alarge. I plan to test a 80CC\ min with the next super= charger. I also have a leak =0Aaround one of the water solenoids that I nee= d to fix.=0A =0AOil \ Air separator.=0A =0AAdded an aircraft oil to air =0A= separator. It works. The vented catch can I using was only redistributing t= he =0Aoil around the cowl. No more chasing oil leaks that I didn=E2=80=99t = have. =0A =0ATwo exciting events. I had a -4 =0Afitting stress fracture on= the line feeding the gearbox. This happened in =0Aflight. I had spilled oi= l installing the oil separator and wrote off the smell =0Ato that. I was cl= ose to Dennis=E2=80=99s and decided to drop in for a visit. Much to my =0As= urprise I had about a cup of oil down the side of my cowl. I have two 6=E2= =80=9D x 3=E2=80=9D =0Aexits on the top of my cowl. I added these last summ= er in an attempt to improve =0Ataxi cooling. Remember the half mile up hill= taxi? I had convinced myself the =0Aexits would also provide an early indi= cation of any leaks. No one drop of oil on =0Amy windscreen. The oil on the= cowl seam was from the flywheel slinging it =0Aagainst the side. Dennis as= sisted me with the replacement and ordered a strict =0A30 minute flight res= triction to get me back to Lockhart. The fitting was also =0Asupporting my = oil pressure sender and really needed to be steel. However the =0Aflight re= striction was extended to 5 hours after a BBQ run to Llano was =0Ainstigate= d. That=E2=80=99s the picture Mark S. posted with the three rotary=E2=80=99= s a couple =0Aof weeks back. On the flight back =0Ato Lockhart I experienc= ed a small manifold leak shortly after take-off. A small =0Aamount of fuel = did make it to the windscreen. Reducing manifold pressure stopped =0Athe le= ak. The manifold has now been welded. It was braised before. =0A =0AStill n= ot happy with my EC2 =0Atuning. I have a strange area of addresses that I c= an=E2=80=99t make happy. It is taking =0Ato much attention during different= phases of flight. A trip to Shady Bend may be =0Ain order next year. Tracy= may need to take a look at this one. =0A =0A =0ABobby Hughes=0ARV10 Super = Renesis =0A=0A=0A --0-1693325487-1258073634=:73063 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Bobby,

Great info.  I hope you won'= t mind a few questions about that super charged Renesis configuration. &nbs= p;I find it very very interesting. 

Did you e= ver put it on a dyno to figure out the HP?  
What kind of fu= el burn are you seeing at cruise and what do you expect that HP may be?&nbs= p;
What is the installed weight of the complete engine?

Thanks in advance for any info you can provide.
<= br>
Dwayne


From:= Bobby J. Hughes <bhughes@qnsi.net>
T= o: Rotary motors in aircraft <flyrotary@lancaironline.net>=
Sent: Thu, November 12= , 2009 5:57:01 PM
Subject:<= /b> [FlyRotary] Phase 1 Flight Report--Since everyone is so bored.

=0A=0A=0A =0A =0A=0A
&nbs= p;
=0A
=0A

I h= ave 29 flight hours and 70 =0Ahours total time on the engine.

=0A

=0A  

=0A

Water Cooling

=0A

Water cooling is good with max= =0Atemps around 185F in climb and 160F in cruise. During let down water dr= ops to =0A140F or lower. OAT at take off has been 70-80F. I have 780 cu in = of water =0Aradiator with the air making a 360 turn through the radiators a= nd cowl. The =0Ainlets have been enlarged from 21% to 26% of core face in a= n attempt to help the =0Aoil to water exchanger transfer more heat. It work= ed but not well enough. I =0Astill have an oil cool deficit.

=0A

 

=0A

Oil Cooling

=0A

The oil to water exchanger is =0Alimited = to 43F of transfer. Oil pan temps on climb-out can reach 262F. Moving =0Ath= e muffler to the belly and a new heat shield by the oil pan had no effect o= n =0Aoil pan temps during flight. It may have had a positive effect on taxi= ground =0Acooling but I will have to wait until next summer and 100F+ to v= erify. The =0Alarger radiator inlets have improved the oil temps slightly. = With OAT=E2=80=99s between =0A70-80F I can maintain full power climb-out at= 105 mph \ 1350 - 1000 fpm to =0A4500ft. Oil goes to about 226F. Lowering m= anifold pressure or the nose lowers =0Athe oil temp. Once airspeed increase= to 140 mph oil temps drop to about 190F. I =0Aordered half size oil / air = exchanger from Techwelding and it=E2=80=99s going on the =0Anose under the = front motor mount.  =0AAfter this addition my = cooling system should handle a 20B. (in a couple =0Aof years)  My large Mocal oil to =0Awater exchanger and at least 650 = cu in of radiator should handle a 180-200 hp =0Arotary aircraft.

=0A

 

=0A

Eaton MP62 Super Charger

=0AThe MP62 is perfect for = the RX8 =0Abut not an aircraft. I found a new MP90 at a reasonable price an= d will be =0Aswapping it out early next year. Redline for the MP62 is 16K r= pm. I usually run =0A7000 motor rpm for the first minute of climb and start= reducing the prop speed =0Afrom there. With a 2:1 pulley ratio that=E2=80= =99s 14K rpm on the supercharger. This =0Aproduces 38=E2=80=9D MP. I have b= een cursing at 5800 rpm with the SC at 11,600 rpm. The =0AMP90 will produce= the same CFM at 8K rpm as the MP62 at 14K. Redline on the MP90 =0Ais 14K. =

=0A

Should be a lot= less stress on =0Athe blower and allow me to normalize above 10K ft.

= =0A

 

=0A

Water Injection.

=0A

Without an intercooler an= d 4-5#=E2=80=99s =0Aof boost, intake charge temps would increase 120F. I ha= ve been running 93 octane =0Awith no sign of detonation. But it=E2=80=99s b= een a nagging concern. Looked into an =0Aintercooler but the pressure drop = does not seem to be worth it below 7 psi. So I =0Abuild a circuit that read= s the 0-5V output of my EFIS MP sensor. The circuit is =0Atuned to turn on = a relay at 33=E2=80=9D MP. The relay turns on a small inverter, that =0Atur= ns on a 230 psi expresses machine pump and solenoid. The whole system draws= =0Aless than 3 amps. The pump, water jug, two solenoids and inverter weigh= s less =0Athan 5 pounds empty. I made the pump and water jug removable and = are located the =0Abaggage compartment. The second solenoid and switch cont= rols a nozzle on one of =0Amy radiators. Insurance for a 105F+ day and a ha= lf mile uphill taxi. I had to =0Ashut down during taxi one time last summer= . Don=E2=80=99t want to repeat that =0Aexperience. The ramp temps must have= been 115F.

=0A

Bot= h the radiator and manifold =0Anozzles are 100CC \ min. Water is injected d= irectly after the supercharger and =0Adrops the intake charge to about 15F = over OAT. I have been running an overly =0Arich fuel mixture during climb 1= 1:1 but I am now comfortable leaning back to =0A12.5:1 with the water injec= tion. Of course I constantly monitor the manifold =0Atemps. I get 5-6 climb= outs on a gallon of water. The manifold nozzle may be too =0Alarge. I plan= to test a 80CC\ min with the next supercharger. I also have a leak =0Aarou= nd one of the water solenoids that I need to fix.

=0A

 

=0A

Oil \ Air separator.

=0A

 

=0A

Added an aircraft oil to air =0Aseparator. It work= s. The vented catch can I using was only redistributing the =0Aoil around t= he cowl. No more chasing oil leaks that I didn=E2=80=99t have. 

=0A

 

=0A

Tw= o exciting events. I had a -4 =0Afitting stress fracture on the line feedin= g the gearbox. This happened in =0Aflight. I had spilled oil installing the= oil separator and wrote off the smell =0Ato that. I was close to Dennis=E2= =80=99s and decided to drop in for a visit. Much to my =0Asurprise I had ab= out a cup of oil down the side of my cowl. I have two 6=E2=80=9D x 3=E2=80= =9D =0Aexits on the top of my cowl. I added these last summer in an attempt= to improve =0Ataxi cooling. Remember the half mile up hill taxi? I had con= vinced myself the =0Aexits would also provide an early indication of any le= aks. No one drop of oil on =0Amy windscreen. The oil on the cowl seam was f= rom the flywheel slinging it =0Aagainst the side. Dennis assisted me with t= he replacement and ordered a strict =0A30 minute flight restriction to get = me back to Lockhart. The fitting was also =0Asupporting my oil pressure sen= der and really needed to be steel. However the =0Aflight restriction was ex= tended to 5 hours after a BBQ run to Llano was =0Ainstigated. That=E2=80=99= s the picture Mark S. posted with the three rotary=E2=80=99s a couple =0Aof= weeks back.  On the flight back =0Ato Lockhar= t I experienced a small manifold leak shortly after take-off. A small =0Aam= ount of fuel did make it to the windscreen. Reducing manifold pressure stop= ped =0Athe leak. The manifold has now been welded. It was braised before. <= /p>=0A

 

=0A<= p style=3D"MARGIN:0in 0in 0pt;" class=3D"MsoNormal">Still not happy with my= EC2 =0Atuning. I have a strange area of addresses that I can=E2=80=99t mak= e happy. It is taking =0Ato much attention during different phases of fligh= t. A trip to Shady Bend may be =0Ain order next year.=0A=0A Tracy may need = to take a look at this one.

=0A

 

=0A

 

=0A

Bobby Hughes

=0A

RV= 10 Super Renesis =0A

=0A
=
=0A=0A=0A=0A
=0A=0A --0-1693325487-1258073634=:73063--