X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-iw0-f180.google.com ([209.85.214.180] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4381627 for flyrotary@lancaironline.net; Mon, 05 Jul 2010 19:52:12 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.180; envelope-from=msteitle@gmail.com Received: by iwn8 with SMTP id 8so5179693iwn.25 for ; Mon, 05 Jul 2010 16:51:37 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:received:in-reply-to :references:date:message-id:subject:from:to:content-type; bh=hjj3zC6xQplQfkBgt3F8SKOjTKlERt80I73iViPpeqM=; b=PKzAtEp+gbRImHk4J1+0PNVsffFbb5E4A26AC5RyPepf6M9P8IHyDvh3ybdF1M1kuI VOY8cPtUER3dsr68+m52ViZYxa4khpX7h42tqdgRbKMrXdGjwthlM6TtgGJlwN339vdd 0d7RNkIBzTaW3jufKnkhSQvRNEc4lbP8Q+FRE= 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=RwDVoT7DQe3qdOcdvR5wvz7qAnQjdHn3pE8VkCNfTpi6qTcnkxnMRDDzW/yu0/5yVk p5LmRXOlYsfloQQHc/4rsRtKnRNCOVlw9r8y7bK1PBj0fUu5nAr81nLZaNJfckmm6R0Q U2ajBYx0sMSdilwMDcQH5tY61r6xhbZ4F+Jws= MIME-Version: 1.0 Received: by 10.231.200.146 with SMTP id ew18mr3475532ibb.117.1278373895596; Mon, 05 Jul 2010 16:51:35 -0700 (PDT) Received: by 10.231.190.213 with HTTP; Mon, 5 Jul 2010 16:51:35 -0700 (PDT) In-Reply-To: References: Date: Mon, 5 Jul 2010 18:51:35 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Flight Report From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=90e6ba615326efed12048aac9d52 --90e6ba615326efed12048aac9d52 Content-Type: text/plain; charset=ISO-8859-1 Richard, Yes, it is a p-port. I've got about 5 hours on it now. It runs good, but I can't say that it runs as smooth at lower speeds (below 2500 rpm) than the side port engine did. That may be due to some tuning issues, maybe not. Time will tell on that. Besides, I don't run much at lower rpm. However, above 3000 rpm, it runs better than the side-port engine. I suspect the tangential muffler is causing a loss of power at higher rpm. I'll explore other options later. I reported earlier that at "economy cruise" settings, I picked up 10-12 knots with the p-port engine vs. the side port engine, but that came with a higher fuel burn. No free lunch here. This is at 5200 rpm. I'll report later on speeds in the mid to upper 6k range. Mark On Mon, Jul 5, 2010 at 6:16 PM, Richard Sohn wrote: > Mark, > > you are flying the PP engine? right? I think this is something worth > mentioning. I believe it is the only PP flying at the time. > Judging by the issues you are dealing with, the PP section seems to be a no > brainer. The reason I am addressing this is the fact that during my work on > the PP single rotor, there was never any issue with the PP during all the > testing and modifications, it just keeps running whenever I want it to, and > it is running good. I am working hard on joining you soon with my PP Rotary. > > Richard Sohn > N2071U > > > > ----- Original Message ----- > *From:* Mark Steitle > *To:* Rotary motors in aircraft > *Sent:* Monday, July 05, 2010 4:18 PM > *Subject:* [FlyRotary] Flight Report > > Guys, > > Things have been a little too quiet on the list lately, so I thought I > would post a flight report on the Renesis water pump conversion I > recently completed on my 20B. > > I recently converted my 20B to accept the Renesis water pump. I did > this after weighing the two and found that it would save 6-7 lbs. While it > was more work that I had estimated, it turned out well worth the effort. > After working through a persistent misfire issue over the past few weeks > which was cured by careful attention to the CAS setup, I was finally able to > take to the air last weekend. OAT was 69-70* @ 2,500 msl and there was a > 3000' ceiling, so I didn't go any higher. > > Things went very well, climbing out at 6700 rpm water got to 175*, oil to > 185*. Circling at a modest 25.5" MAP, water temps dropped to 143*, oil > settled in at 160* (my oil temp target). Adding power, I saw the oil > temps starting to creap up a bit, bumping 165*. Cowl flap was left open > during the entire flight. Needless to say, I am very pleased. > > It should be noted that in conjuction to the Renesis water pump, I added a > Laminova oil/water exchanger. It is connected to the coolant return > line and in series with the oil/air exchanger. I measured a 10* increase in > coolant temp through the exchanger. I haven't measured the oil temp > drop yet. However I estimate the oil temp drop through the exchanger to > be 20-25*. > > Mark > > --90e6ba615326efed12048aac9d52 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Richard,=A0

Yes, it is a p-port. =A0I've got about 5= hours on it now. =A0It runs good, but I can't say that it runs as smoo= th at lower speeds (below 2500 rpm) than the side port engine did. =A0That = may be due to some tuning issues, maybe not. =A0Time will tell on that. =A0= Besides, I don't run much at lower rpm. =A0However, above 3000 rpm, it = runs better than the side-port engine. =A0I suspect the tangential muffler = is causing a loss of power at higher rpm. =A0I'll explore other options= later. =A0 =A0

I reported earlier that at "economy cruise" s= ettings, I picked up 10-12 knots with the p-port engine vs. the side port e= ngine, but that came with a higher fuel burn. =A0No free lunch here. =A0Thi= s is at 5200 rpm. =A0I'll report later on speeds in the mid to upper 6k= range. =A0

Mark =A0 =A0

On Mon, = Jul 5, 2010 at 6:16 PM, Richard Sohn <res12@fairpoint.net> wrote:
Mark,
=A0
you are flying the PP engine? right? I= think this=20 is something worth mentioning. I believe it is the only PP flying at the ti= me.=20
Judging by the issues you are dealing = with, the PP=20 section seems to be a no brainer. The reason I am addressing this is the fa= ct=20 that during my work on the PP single rotor, there was never any issue with = the=20 PP during all the testing and modifications, it just keeps running whenever= I=20 want it to, and it is running good. I am working hard on joining you soon w= ith=20 my PP Rotary.
=A0
Richard Sohn
N2071U
=A0
=A0
----- Original Message -----
From:=20 Mark Steitle=20
Sent: Monday, July 05, 2010 4:18 PM=
Subject: [FlyRotary] Flight Report<= /div>

Guys,
=A0
Things have been a little too quiet on the list lately, so I thought= I=20 would post a flight report on=A0the Renesis water pump conversion I=20 recently=A0completed on my 20B.=A0
=A0
I recently converted=A0my 20B to=A0accept=A0the Renesis water=20 pump.=A0 I did this=A0after weighing the two and found that it would=20 save 6-7 lbs.=A0 While=A0it was more work that I had estimated,=20 it=A0turned out well worth the effort.=A0 After working through a=20 persistent misfire issue over the past few weeks which was cured by caref= ul=20 attention to the CAS setup, I was finally able to take to the air last=20 weekend.=A0 OAT was 69-70* @ 2,500 msl and there was a 3000' ceiling,= so I=20 didn't go any higher.=A0=A0
=A0
Things went very well, climbing out at 6700 rpm water got to 175*, o= il to=20 185*.=A0 Circling at a modest 25.5" MAP,=A0water temps dropped to 14= 3*,=20 oil settled in at 160* (my oil temp target).=A0 Adding power, I saw the o= il=20 temps=A0starting to creap up a bit, bumping 165*.=A0 Cowl flap was left= =20 open during the entire=A0flight.=A0 Needless to say, I am very=20 pleased.=A0=A0
=A0
It should be noted that=A0in=A0conjuction to the Renesis water= =20 pump, I added a Laminova oil/water exchanger.=A0 It is connected to the= =20 coolant return line=A0and in series with the oil/air exchanger.=A0 I=20 measured a 10* increase in coolant temp through the exchanger.=A0 I=20 haven't=A0measured the oil temp drop=A0yet.=A0 However=20 I=A0estimate the oil temp drop=A0through the exchanger to=20 be=A020-25*.=A0=A0
=A0
Mark=A0=A0=A0=A0

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