X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-fx0-f216.google.com ([209.85.220.216] verified) by logan.com (CommuniGate Pro SMTP 5.3c2) with ESMTP id 3974160 for flyrotary@lancaironline.net; Thu, 12 Nov 2009 20:07:28 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.216; envelope-from=msteitle@gmail.com Received: by fxm8 with SMTP id 8so2979606fxm.27 for ; Thu, 12 Nov 2009 17:06:53 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=prDO9+WATfQyGY0jEgMGqoWOUgFnUgUY8/Sc7zwC1QU=; b=sHcWHPKSedmSNTjd1bw/zQdi5CpVRBxlvG6ufLzZ1Vx28SOp/2I3rsEwag+8SDX19g /wCNl4gbn5uYoplsYIsxVjrw7VY+CECTJeNg2bnrSWvrBkm8GlEERytLx4d1WtFsCX1k iwbFC+h9wUmZYL7qdjKK+I0RDvqf7tbkFQv1w= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=QKec7z2bV5tvYWy9AuhBpF7RhwRH58RStwg+Mbeo5imNFnpFORkxWswE520Y/aF6JM COTm2NHh3FLK6d231ieNqQ8zKGKF6MpawEoyl00C347idqXNRC1oqAzk6OwO89iROhNn QvNaiuTUbJsgy0EI8PNWOsGMZVliSnWiAj/OE= MIME-Version: 1.0 Received: by 10.204.33.140 with SMTP id h12mr2807877bkd.167.1258074413555; Thu, 12 Nov 2009 17:06:53 -0800 (PST) In-Reply-To: References: Date: Thu, 12 Nov 2009 19:06:53 -0600 Message-ID: <5cf132c0911121706m87a8bfcteef12c6442e490c@mail.gmail.com> Subject: Re: [FlyRotary] Phase 1 Flight Report--Since everyone is so bored. From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00032555b63685616c04783646b4 --00032555b63685616c04783646b4 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable "I have been cursing at 5800 rpm " Wow, I can't curse at more than a few hundred rpm. ;-) (Yes, things must be really slow on the list...) Mark On Thu, Nov 12, 2009 at 5:57 PM, Bobby J. Hughes wrote: > > > I have 29 flight hours and 70 hours total time on the engine. > > > > Water Cooling > > Water cooling is good with max temps around 185F in climb and 160F in > cruise. During let down water drops to 140F or lower. OAT at take off has > been 70-80F. I have 780 cu in of water radiator with the air making a 360 > turn through the radiators and cowl. The inlets have been enlarged from 2= 1% > to 26% of core face in an attempt to help the oil to water exchanger > transfer more heat. It worked but not well enough. I still have an oil co= ol > deficit. > > > > Oil Cooling > > The oil to water exchanger is limited to 43F of transfer. Oil pan temps o= n > climb-out can reach 262F. Moving the muffler to the belly and a new heat > shield by the oil pan had no effect on oil pan temps during flight. It ma= y > have had a positive effect on taxi ground cooling but I will have to wait > until next summer and 100F+ to verify. The larger radiator inlets have > improved the oil temps slightly. With OAT=92s between 70-80F I can mainta= in > full power climb-out at 105 mph \ 1350 - 1000 fpm to 4500ft. Oil goes to > about 226F. Lowering manifold pressure or the nose lowers the oil temp. O= nce > airspeed increase to 140 mph oil temps drop to about 190F. I ordered half > size oil / air exchanger from Techwelding and it=92s going on the nose un= der > the front motor mount. After this addition my cooling system should > handle a 20B. (in a couple of years) My large Mocal oil to water > exchanger and at least 650 cu in of radiator should handle a 180-200 hp > rotary aircraft. > > > > Eaton MP62 Super Charger > > The MP62 is perfect for the RX8 but not an aircraft. I found a new MP90 a= t > a reasonable price and will be swapping it out early next year. Redline f= or > the MP62 is 16K rpm. I usually run 7000 motor rpm for the first minute of > climb and start reducing the prop speed from there. With a 2:1 pulley rat= io > that=92s 14K rpm on the supercharger. This produces 38=94 MP. I have been > cursing at 5800 rpm with the SC at 11,600 rpm. The MP90 will produce the > same CFM at 8K rpm as the MP62 at 14K. Redline on the MP90 is 14K. > > Should be a lot less stress on the blower and allow me to normalize above > 10K ft. > > > > Water Injection. > > Without an intercooler and 4-5#=92s of boost, intake charge temps would > increase 120F. I have been running 93 octane with no sign of detonation. = But > it=92s been a nagging concern. Looked into an intercooler but the pressur= e > drop does not seem to be worth it below 7 psi. So I build a circuit that > reads the 0-5V output of my EFIS MP sensor. The circuit is tuned to turn = on > a relay at 33=94 MP. The relay turns on a small inverter, that turns on a= 230 > psi expresses machine pump and solenoid. The whole system draws less than= 3 > amps. The pump, water jug, two solenoids and inverter weighs less than 5 > pounds empty. I made the pump and water jug removable and are located the > baggage compartment. The second solenoid and switch controls a nozzle on = one > of my radiators. Insurance for a 105F+ day and a half mile uphill taxi. I > had to shut down during taxi one time last summer. Don=92t want to repeat= that > experience. The ramp temps must have been 115F. > > Both the radiator and manifold nozzles are 100CC \ min. Water is injected > directly after the supercharger and drops the intake charge to about 15F > over OAT. I have been running an overly rich fuel mixture during climb 11= :1 > but I am now comfortable leaning back to 12.5:1 with the water injection.= Of > course I constantly monitor the manifold temps. I get 5-6 climb outs on a > gallon of water. The manifold nozzle may be too large. I plan to test a > 80CC\ min with the next supercharger. I also have a leak around one of th= e > water solenoids that I need to fix. > > > > Oil \ Air separator. > > > > Added an aircraft oil to air separator. It works. The vented catch can I > using was only redistributing the oil around the cowl. No more chasing oi= l > leaks that I didn=92t have. > > > > Two exciting events. I had a -4 fitting stress fracture on the line feedi= ng > the gearbox. This happened in flight. I had spilled oil installing the oi= l > separator and wrote off the smell to that. I was close to Dennis=92s and > decided to drop in for a visit. Much to my surprise I had about a cup of = oil > down the side of my cowl. I have two 6=94 x 3=94 exits on the top of my c= owl. I > added these last summer in an attempt to improve taxi cooling. Remember t= he > half mile up hill taxi? I had convinced myself the exits would also provi= de > an early indication of any leaks. No one drop of oil on my windscreen. Th= e > oil on the cowl seam was from the flywheel slinging it against the side. > Dennis assisted me with the replacement and ordered a strict 30 minute > flight restriction to get me back to Lockhart. The fitting was also > supporting my oil pressure sender and really needed to be steel. However = the > flight restriction was extended to 5 hours after a BBQ run to Llano was > instigated. That=92s the picture Mark S. posted with the three rotary=92s= a > couple of weeks back. On the flight back to Lockhart I experienced a > small manifold leak shortly after take-off. A small amount of fuel did ma= ke > it to the windscreen. Reducing manifold pressure stopped the leak. The > manifold has now been welded. It was braised before. > > > > Still not happy with my EC2 tuning. I have a strange area of addresses th= at > I can=92t make happy. It is taking to much attention during different pha= ses > of flight. A trip to Shady Bend may be in order next year. Tracy may need= to > take a look at this one. > > > > > > Bobby Hughes > > RV10 Super Renesis > --00032555b63685616c04783646b4 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
"I have been cursing at 5800 rpm "
=A0
Wow, I can't curse at more than a few hundred rpm.=A0 ;-)
(Yes, things must be really slow on the list...)
=A0
Mark
On Thu, Nov 12, 2009 at 5:57 PM, Bobby J. Hughes= <bhughes@qnsi.net= > wrote:
=A0

I have 29 flight hours= and 70 hours total time on the engine.

=A0

Water Cooling

Water cooling is good = with max temps around 185F in climb and 160F in cruise. During let down wat= er drops to 140F or lower. OAT at take off has been 70-80F. I have 780 cu i= n of water radiator with the air making a 360 turn through the radiators an= d cowl. The inlets have been enlarged from 21% to 26% of core face in an at= tempt to help the oil to water exchanger transfer more heat. It worked but = not well enough. I still have an oil cool deficit.

=A0

Oil Cooling

The oil to water excha= nger is limited to 43F of transfer. Oil pan temps on climb-out can reach 26= 2F. Moving the muffler to the belly and a new heat shield by the oil pan ha= d no effect on oil pan temps during flight. It may have had a positive effe= ct on taxi ground cooling but I will have to wait until next summer and 100= F+ to verify. The larger radiator inlets have improved the oil temps slight= ly. With OAT=92s between 70-80F I can maintain full power climb-out at 105 = mph \ 1350 - 1000 fpm to 4500ft. Oil goes to about 226F. Lowering manifold = pressure or the nose lowers the oil temp. Once airspeed increase to 140 mph= oil temps drop to about 190F. I ordered half size oil / air exchanger from= Techwelding and it=92s going on the nose under the front motor mount.=A0 After this addition my cooling system should handle a 20B. (in = a couple of years)=A0 My large Mocal oil to water exchanger an= d at least 650 cu in of radiator should handle a 180-200 hp rotary aircraft= .

=A0

Eaton MP62 Super Charg= er

The MP62 is perfect fo= r the RX8 but not an aircraft. I found a new MP90 at a reasonable price and= will be swapping it out early next year. Redline for the MP62 is 16K rpm. = I usually run 7000 motor rpm for the first minute of climb and start reduci= ng the prop speed from there. With a 2:1 pulley ratio that=92s 14K rpm on t= he supercharger. This produces 38=94 MP. I have been cursing at 5800 rpm wi= th the SC at 11,600 rpm. The MP90 will produce the same CFM at 8K rpm as th= e MP62 at 14K. Redline on the MP90 is 14K.

Should be a lot less s= tress on the blower and allow me to normalize above 10K ft.

=A0

Water Injection.

Without an intercooler= and 4-5#=92s of boost, intake charge temps would increase 120F. I have bee= n running 93 octane with no sign of detonation. But it=92s been a nagging c= oncern. Looked into an intercooler but the pressure drop does not seem to b= e worth it below 7 psi. So I build a circuit that reads the 0-5V output of = my EFIS MP sensor. The circuit is tuned to turn on a relay at 33=94 MP. The= relay turns on a small inverter, that turns on a 230 psi expresses machine= pump and solenoid. The whole system draws less than 3 amps. The pump, wate= r jug, two solenoids and inverter weighs less than 5 pounds empty. I made t= he pump and water jug removable and are located the baggage compartment. Th= e second solenoid and switch controls a nozzle on one of my radiators. Insu= rance for a 105F+ day and a half mile uphill taxi. I had to shut down durin= g taxi one time last summer. Don=92t want to repeat that experience. The ra= mp temps must have been 115F.

Both the radiator and = manifold nozzles are 100CC \ min. Water is injected directly after the supe= rcharger and drops the intake charge to about 15F over OAT. I have been run= ning an overly rich fuel mixture during climb 11:1 but I am now comfortable= leaning back to 12.5:1 with the water injection. Of course I constantly mo= nitor the manifold temps. I get 5-6 climb outs on a gallon of water. The ma= nifold nozzle may be too large. I plan to test a 80CC\ min with the next su= percharger. I also have a leak around one of the water solenoids that I nee= d to fix.

=A0

Oil \ Air separator.

=A0

Added an aircraft oil = to air separator. It works. The vented catch can I using was only redistrib= uting the oil around the cowl. No more chasing oil leaks that I didn=92t ha= ve.=A0

=A0

Two exciting events. I= had a -4 fitting stress fracture on the line feeding the gearbox. This hap= pened in flight. I had spilled oil installing the oil separator and wrote o= ff the smell to that. I was close to Dennis=92s and decided to drop in for = a visit. Much to my surprise I had about a cup of oil down the side of my c= owl. I have two 6=94 x 3=94 exits on the top of my cowl. I added these last= summer in an attempt to improve taxi cooling. Remember the half mile up hi= ll taxi? I had convinced myself the exits would also provide an early indic= ation of any leaks. No one drop of oil on my windscreen. The oil on the cow= l seam was from the flywheel slinging it against the side. Dennis assisted = me with the replacement and ordered a strict 30 minute flight restriction t= o get me back to Lockhart. The fitting was also supporting my oil pressure = sender and really needed to be steel. However the flight restriction was ex= tended to 5 hours after a BBQ run to Llano was instigated. That=92s the pic= ture Mark S. posted with the three rotary=92s a couple of weeks back. =A0On the flight back to Lockhart I experienced a small manifold le= ak shortly after take-off. A small amount of fuel did make it to the windsc= reen. Reducing manifold pressure stopped the leak. The manifold has now bee= n welded. It was braised before.

=A0

Still not happy with m= y EC2 tuning. I have a strange area of addresses that I can=92t make happy.= It is taking to much attention during different phases of flight. A trip t= o Shady Bend may be in order next year. Tracy may need to take a look at th= is one.

=A0

=A0

Bobby Hughes

RV10 Super Renesis


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