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 4381796 for flyrotary@lancaironline.net; Mon, 05 Jul 2010 22:45:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.180; envelope-from=msteitle@gmail.com Received: by iwn8 with SMTP id 8so5302993iwn.25 for ; Mon, 05 Jul 2010 19:45:22 -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=UToKDA6HZlmlz9PV2w3iTAT6a2WsUC5ag0WBblSJr/8=; b=W1aylUl6bTWUzC+qDE+QRtrVZp1HNmyyAbfdz8REqNYW5B7FFp6ZsFT0OsreB5tiqK VXGfS8ox5Yjv1L0yVKaAWpJhb/4QXTAZy5uYe0axpwEy8d2ifLl4qGcTo7AQriTP4Y9+ fnQdX5Z0p6m82nQnaWaBwKCKzx5SMQQyrswGk= 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=Tt6aY8YpN+JCCC7059oOKNqFk9lLEfI22uTNTpBZx5Y4VOxmvIYqWz4JMb5qim3bdp GqugBFtkvqJQF3mMwRSRmHEkM6fguwXL8BZyMqb9qR45qznXBK4tZED1yS82qe6X7GHM DrGreFp/rGRyf4zJHjeKw99i1O/1V/5tvH2Cg= MIME-Version: 1.0 Received: by 10.231.168.135 with SMTP id u7mr4320125iby.125.1278384322045; Mon, 05 Jul 2010 19:45:22 -0700 (PDT) Received: by 10.231.190.213 with HTTP; Mon, 5 Jul 2010 19:45:21 -0700 (PDT) In-Reply-To: References: Date: Mon, 5 Jul 2010 21:45:21 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Flight Report From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=005045013df566e813048aaf0b9e --005045013df566e813048aaf0b9e Content-Type: text/plain; charset=ISO-8859-1 Richard, I have witnessed a nice idle down to 1200 rpm. There seems to be a difference in how it idles after a flight vs. just rolling it out of the hangar and running it briefly. Again, sounds like a tuning issue. Mark On Mon, Jul 5, 2010 at 8:44 PM, Richard Sohn wrote: > Mark, > > I am seeing the same at below 2500rpm, but it is practically the same down > to about 1600. I am running a carb with a 22" intake runner, and the > carburetor is not fully tuned for idle mixture yet. My gear ratio is 3.33:1, > so even at 2500 the prop speed is not an issue. > > Richard Sohn > N2071U > > ----- Original Message ----- > *From:* Mark Steitle > *To:* Rotary motors in aircraft > *Sent:* Monday, July 05, 2010 6:51 PM > *Subject:* [FlyRotary] Re: Flight Report > > 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 >> >> > --005045013df566e813048aaf0b9e Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Richard,=A0

I have witnessed a nice idle down to 1200 rp= m. =A0There seems to be a difference in how it idles after a flight vs. jus= t rolling it out of the hangar and running it briefly. =A0Again, sounds lik= e a tuning issue.

Mark


On Mo= n, Jul 5, 2010 at 8:44 PM, Richard Sohn <res12@fairpoint.net> wrote:
Mark,
=A0
I am seeing the same at below 2500rpm,= but it is=20 practically the same down to about 1600. I am running a carb with a 22"= ; intake=20 runner, and the carburetor is not fully tuned for idle mixture yet. My gear= =20 ratio is 3.33:1, so even at 2500 the prop speed is not an issue.
=A0
Richard Sohn
N2071U
----- Original Message -----
From:=20 Mark Steitle=20
Sent: Monday, July 05, 2010 6:51 PM=
Subject: [FlyRotary] Re: Flight=20 Report

Richard,=A0

Yes, it is a p-port. =A0I've got about 5 hours on it now. =A0It= =20 runs good, but I can't say that it runs as smooth at lower speeds (be= low 2500=20 rpm) than the side port engine did. =A0That may be due to some tuning=20 issues, maybe not. =A0Time will tell on that. =A0Besides, I don't run= =20 much at lower rpm. =A0However, above 3000 rpm, it runs better than the=20 side-port engine. =A0I suspect the tangential muffler is causing a loss o= f=20 power at higher rpm. =A0I'll explore other options later. =A0=20 =A0

I reported earlier that at "economy cruise" settings, I pi= cked up 10-12=20 knots with the p-port engine vs. the side port engine, but that came with= a=20 higher fuel burn. =A0No free lunch here. =A0This is at 5200 rpm.=20 =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 <= span dir=3D"ltr"><res12@fairpoint.net>=20 wrote:
Mark,
=A0
you are flying the PP engine? righ= t? I think=20 this is something worth mentioning. I believe it is the only PP flying = at=20 the time.
Judging by the issues you are deal= ing with, the=20 PP section seems to be a no brainer. The reason I am addressing this is= the=20 fact that during my work on the PP single rotor, there was never any is= sue=20 with the PP during all the testing and modifications, it just keeps run= ning=20 whenever I want it to, and it is running good. I am working hard on joi= ning=20 you soon with my PP Rotary.
=A0
Richard Sohn
N2071U
=A0
=A0
----- Original Message -----
Sent: Monday, July 05, 2010 4:1= 8=20 PM
Subject: [FlyRotary] Flight=20 Report

Guys,
=A0
Things have been a little too quiet on the list lately, so I tho= ught=20 I 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=20 water pump.=A0 I did this=A0after weighing the two and found that it= =20 would save 6-7 lbs.=A0 While=A0it was more work that I had=20 estimated, it=A0turned out well worth the effort.=A0 After working=20 through a persistent misfire issue over the past few weeks which was = cured=20 by careful attention to the CAS setup, I was finally able to take to = the=20 air last weekend.=A0 OAT was 69-70* @ 2,500 msl and there was a 3000&= #39;=20 ceiling, so I didn't go any higher.=A0=A0
=A0
Things went very well, climbing out at 6700 rpm water got to 175= *,=20 oil to 185*.=A0 Circling at a modest 25.5" MAP,=A0water temps=20 dropped to 143*, oil settled in at 160* (my oil temp target).=A0 Addi= ng=20 power, I saw the oil temps=A0starting to creap up a bit, bumping=20 165*.=A0 Cowl flap was left open during the entire=A0flight.=A0=20 Needless to say, I am very 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 t= he=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

=

--005045013df566e813048aaf0b9e--