----- Original Message -----

From: Mark Steitle

To: Rotary motors in aircraft

Sent: Monday, July 05, 2010 9:45 PM

Subject: [FlyRotary] Re: Flight Report

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 <res12@fairpoint.net> 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 <res12@fairpoint.net> 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