X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from poplet2.per.eftel.com ([203.24.100.45] verified) by logan.com (CommuniGate Pro SMTP 5.3c2) with ESMTP id 3974199 for flyrotary@lancaironline.net; Thu, 12 Nov 2009 20:11:25 -0500 Received-SPF: none receiver=logan.com; client-ip=203.24.100.45; envelope-from=lendich@aanet.com.au Received: from sv1-1.aanet.com.au (sv1-1.per.aanet.com.au [203.24.100.68]) by poplet2.per.eftel.com (Postfix) with ESMTP id E2FE9173AB8 for ; Fri, 13 Nov 2009 09:10:49 +0800 (WST) Received: from ownerf1fc517b8 (203.171.92.134.static.rev.aanet.com.au [203.171.92.134]) by sv1-1.aanet.com.au (Postfix) with SMTP id 3D93CBEC00E for ; Fri, 13 Nov 2009 09:10:47 +0800 (WST) Message-ID: <64B406FA58944388B19F0B6BDE548C5C@ownerf1fc517b8> From: "George Lendich" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Phase 1 Flight Report--Since everyone is so bored. Date: Fri, 13 Nov 2009 11:10:50 +1000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0013_01CA6451.F55B2440" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5843 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 X-Antivirus: avast! (VPS 091112-0, 11/12/2009), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0013_01CA6451.F55B2440 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bobby, Nice report - a question if I may, what HP are you running in take-off = and climb. George (down under). I have 29 flight hours and 70 hours total time on the engine.=20 =20 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 21% 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 cool deficit. =20 Oil Cooling The oil to water exchanger is limited to 43F of transfer. Oil pan = temps on 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 may 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's 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's going on the nose under 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. =20 Eaton MP62 Super Charger The MP62 is perfect for 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 reducing the prop speed from there. With = a 2:1 pulley ratio that's 14K rpm on the supercharger. This produces 38" = 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.=20 Should be a lot less stress on the blower and allow me to normalize = above 10K ft.=20 =20 Water Injection. Without an intercooler and 4-5#'s of boost, intake charge temps would = increase 120F. I have been running 93 octane with no sign of detonation. = But it's been a nagging concern. Looked into an intercooler but the = pressure 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" 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't want to repeat that experience. The ramp = temps must have been 115F.=20 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 the water solenoids that I need to fix. =20 Oil \ Air separator. =20 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 = oil leaks that I didn't have. =20 =20 Two exciting events. I had a -4 fitting stress fracture on the line = feeding the gearbox. This happened in flight. I had spilled oil = installing the oil separator and wrote off the smell to that. I was = close to Dennis's 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" x 3" exits on the top of my cowl. I added these last summer in an = attempt to improve taxi cooling. Remember the half mile up hill taxi? I = had convinced myself the exits would also provide an early indication of = any leaks. No one drop of oil on my windscreen. The 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's the picture Mark S. posted with the three rotary's 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 = make it to the windscreen. Reducing manifold pressure stopped the leak. = The manifold has now been welded. It was braised before.=20 =20 Still not happy with my EC2 tuning. I have a strange area of addresses = that I can't make happy. It is taking to much attention during different = phases of flight. A trip to Shady Bend may be in order next year. Tracy = may need to take a look at this one.=20 =20 =20 Bobby Hughes RV10 Super Renesis=20 ------=_NextPart_000_0013_01CA6451.F55B2440 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Bobby,
Nice report - a question if I may, = what HP are=20 you running in take-off and climb.
George (down under).
 

I have 29 flight = hours and 70=20 hours total time on the engine.

 

Water Cooling

Water cooling is = good with max=20 temps around 185F in climb and 160F in cruise. During let down water = drops to=20 140F or lower. OAT at take off has been 70-80F. I have 780 cu in of = water=20 radiator with the air making a 360 turn through the radiators and = cowl. The=20 inlets have been enlarged from 21% to 26% of core face in an attempt = to help=20 the oil to water exchanger transfer more heat. It worked but not well = enough.=20 I still have an oil cool deficit.

 

Oil Cooling

The oil to water = exchanger is=20 limited to 43F of transfer. Oil pan temps on climb-out can reach 262F. = Moving=20 the muffler to the belly and a new heat shield by the oil pan had no = effect on=20 oil pan temps during flight. It may have had a positive effect on taxi = ground=20 cooling but I will have to wait until next summer and 100F+ to verify. = The=20 larger radiator inlets have improved the oil temps slightly. With = OAT=92s=20 between 70-80F I can maintain full power climb-out at 105 mph \ 1350 - = 1000=20 fpm to 4500ft. Oil goes to about 226F. Lowering manifold pressure or = the nose=20 lowers the oil temp. Once airspeed increase to 140 mph oil temps drop = to about=20 190F. I ordered half size oil / air exchanger from Techwelding and = it=92s going=20 on the nose under the front motor mount. =20 After this addition my cooling system should handle a 20B. (in = a couple=20 of years)  My large = Mocal oil to=20 water exchanger and at least 650 cu in of radiator should handle a = 180-200 hp=20 rotary aircraft.

 

Eaton MP62 Super = Charger

The MP62 is perfect = for the RX8=20 but not an aircraft. I found a new MP90 at a reasonable price and will = be=20 swapping it out early next year. Redline for the MP62 is 16K rpm. I = usually=20 run 7000 motor rpm for the first minute of climb and start reducing = the prop=20 speed from there. With a 2:1 pulley ratio that=92s 14K rpm on the = supercharger.=20 This produces 38=94 MP. I have been cursing at 5800 rpm with the SC at = 11,600=20 rpm. The MP90 will produce the same CFM at 8K rpm as the MP62 at 14K. = Redline=20 on the MP90 is 14K.

Should be a lot = less stress on=20 the blower and allow me to normalize above 10K ft.

 

Water = Injection.

Without an = intercooler and=20 4-5#=92s of boost, intake charge temps would increase 120F. I have = been running=20 93 octane with no sign of detonation. But it=92s been a nagging = concern. Looked=20 into an intercooler but the pressure drop does not seem to be worth it = below 7=20 psi. So I build a circuit that reads the 0-5V output of my EFIS MP = sensor. The=20 circuit is tuned to turn on a relay at 33=94 MP. The relay turns on a = small=20 inverter, that turns on a 230 psi expresses machine pump and solenoid. = The=20 whole system draws less than 3 amps. The pump, water jug, two = solenoids and=20 inverter weighs less than 5 pounds empty. I made the pump and water = jug=20 removable and are located the baggage compartment. The second solenoid = and=20 switch controls a nozzle on one of my radiators. Insurance for a 105F+ = day and=20 a half mile uphill taxi. I had to shut down during taxi one time last = summer.=20 Don=92t want to repeat that experience. The ramp temps must have been = 115F.

Both the radiator = and manifold=20 nozzles are 100CC \ min. Water is injected directly after the = supercharger and=20 drops the intake charge to about 15F over OAT. I have been running an = overly=20 rich fuel mixture during climb 11:1 but I am now comfortable leaning = back to=20 12.5:1 with the water injection. Of course I constantly monitor the = manifold=20 temps. I get 5-6 climb outs on a gallon of water. The manifold nozzle = may be=20 too large. I plan to test a 80CC\ min with the next supercharger. I = also have=20 a leak around one of the water solenoids that I need to fix.

 

Oil \ Air = separator.

 

Added an aircraft = oil to air=20 separator. It works. The vented catch can I using was only = redistributing the=20 oil around the cowl. No more chasing oil leaks that I didn=92t = have. 

 

Two exciting = events. I had a -4=20 fitting stress fracture on the line feeding the gearbox. This happened = in=20 flight. I had spilled oil installing the oil separator and wrote off = the smell=20 to that. I was close to Dennis=92s and decided to drop in for a visit. = Much to=20 my surprise I had about a cup of oil down the side of my cowl. I have = two 6=94 x=20 3=94 exits on the top of my cowl. I added these last summer in an = attempt to=20 improve taxi cooling. Remember the half mile up hill taxi? I had = convinced=20 myself the exits would also provide an early indication of any leaks. = No one=20 drop of oil on my windscreen. The oil on the cowl seam was from the = flywheel=20 slinging it against the side. Dennis assisted me with the replacement = and=20 ordered a strict 30 minute flight restriction to get me back to = Lockhart. The=20 fitting was also supporting my oil pressure sender and really needed = to be=20 steel. However the flight restriction was extended to 5 hours after a = BBQ run=20 to Llano was instigated. That=92s the picture Mark S. posted with the = three=20 rotary=92s a couple of weeks back.  On the flight back to = Lockhart I=20 experienced a small manifold leak shortly after take-off. A small = amount of=20 fuel did make it to the windscreen. Reducing manifold pressure stopped = the=20 leak. The manifold has now been welded. It was braised before.

 

Still not happy = with my EC2=20 tuning. I have a strange area of addresses that I can=92t make happy. = It is=20 taking to much attention during different phases of flight. A trip to = Shady=20 Bend may be in order next year. Tracy may need to take a look at = this one.=20

 

 

Bobby Hughes

RV10 Super Renesis=20

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