X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bw0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4382289 for flyrotary@lancaironline.net; Tue, 06 Jul 2010 10:53:27 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com Received: by bwz14 with SMTP id 14so76602bwz.25 for ; Tue, 06 Jul 2010 07:52:51 -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=YoU4yYwXKTetzb/blkFD0kXsQi7fYEapMmEDB6t6mtA=; b=Qg1VWV9/Ix/S94YzojIJHcN+aADQYeoyRG0xLoFyXDYa75lpJdzCHl1i9oEQVMHDq3 E7wSY+PjNbCFbsquN43PLs8oTQn5eErpDORQCcwW+SGDUNbH0GXQC32l8sGLNcF5mTxg HE2abIqON8RtOdxg+0aATmf8pPn1yYSo6ckHs= 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=EwdEzwD67oDaLaRpGLy5v8/827pY6hHYyaW0hWW6xMu9ITn4n/jymvh4vSb9FvhzTn WTbmi06jvJKkI+9lUAVdWWn998FCEYi6e12F4tH8R7y+X9gw2/b4TaWWWAqSjPr9muSc kWuad3Bh8EVbfyKHn76dnR/QuEFdR/Lz7xHvY= MIME-Version: 1.0 Received: by 10.204.83.194 with SMTP id g2mr3814464bkl.48.1278427970739; Tue, 06 Jul 2010 07:52:50 -0700 (PDT) Received: by 10.231.190.213 with HTTP; Tue, 6 Jul 2010 07:52:49 -0700 (PDT) In-Reply-To: References: Date: Tue, 6 Jul 2010 09:52:49 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Flight Report From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e6d644eb112169048ab9353c --0016e6d644eb112169048ab9353c Content-Type: text/plain; charset=ISO-8859-1 Richard, So, are you now installing your 6.5b on the airframe? How's that going? Mark On Tue, Jul 6, 2010 at 6:59 AM, Richard Sohn wrote: > Mark, > > I never got that low, the engine quits at around 1400rpm. This low idle on > your engine sounds like being the result of the short intake runner between > the throttle(slide-) and the port. Would be my guess. > > Richard Sohn > N2071U > > ----- 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 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 >>> >>> >> > --0016e6d644eb112169048ab9353c Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Richard,

So, are you now installing your 6.5b on the air= frame? =A0How's that going?

Mark

On Tue, Jul 6, 2010 at 6:59 AM, Richard Sohn <res12@fairpoint.net= > wrote:
Mark,
=A0
I never got that low, the engine quits= at around=20 1400rpm. This low idle on your engine sounds like being the result of the s= hort=20 intake runner between the throttle(slide-)=A0and the port. Would be my=20 guess.
=A0
Richard Sohn
N2071U
----- Original Message -----
From:=20 Mark Steitle=20
Sent: Monda= y, July 05, 2010 9:45 PM
Subject: [FlyRotary] Re: Flight=20 Report

Richard,=A0

I have witnessed a nice idle down to 1200 rpm. =A0There seems to be = a=20 difference in how it idles after a flight vs. just rolling it out of the= =20 hangar and running it briefly. =A0Again, sounds like a tuning issue.

Mark


On Mon, Jul 5, 2010 at 8:44 PM, Richard Sohn <= span dir=3D"ltr"><res12@fairpoint.net>=20 wrote:
Mark,
=A0
I am seeing the same at below 2500= rpm, but it=20 is practically the same down to about 1600. I am running a carb with a = 22"=20 intake runner, and the carburetor is not fully tuned for idle mixture y= et.=20 My gear ratio is 3.33:1, so even at 2500 the prop speed is not an=20 issue.
=A0
Richard Sohn
N2071U
----- Original Message -----
Sent: Monday, July 05, 20= 10 6:51=20 PM
Subject: [FlyRotary] Re: Flight= =20 Report

Richard,=A0=20

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= (below=20 2500 rpm) than the side port engine did. =A0That may be due to some= =20 tuning issues, maybe not. =A0Time will tell on that. =A0Besides, I=20 don't run much at lower rpm. =A0However, above 3000 rpm, it runs = better=20 than the side-port engine. =A0I suspect the tangential muffler is=20 causing a loss of power at higher rpm. =A0I'll explore other opti= ons=20 later. =A0 =A0

I reported earlier that at "economy cruise" settings, = I picked up=20 10-12 knots with the p-port engine vs. the side port engine, but that= came=20 with a higher fuel burn. =A0No free lunch here. =A0This is at 5200=20 rpm. =A0I'll report later on speeds in the mid to upper 6k range.= =20 =A0

Mark =A0 =A0

On Mon, Jul 5, 2010 at 6:16 PM, Richard So= hn <res12@fairpoint.net> wrote:
Mark,
=A0
you are flying the PP engine? = right? I=20 think this is something worth mentioning. I believe it is the only = PP=20 flying at the time.
Judging by the issues you are = dealing with,=20 the PP section seems to be a no brainer. The reason I am addressing= this=20 is the fact that during my work on the PP single rotor, there was n= ever=20 any issue with the PP during all the testing and modifications, it = just=20 keeps running whenever I want it to, and it is running good. I am= =20 working hard on joining you soon with my PP Rotary.
=A0
Richard Sohn
N2071U<= /div>
=A0
=A0
----- Original Message -----
From: Mark Steitle
Sent: Monday, July 05= , 2010 4:18=20 PM
Subject: [FlyRotary] Flight= =20 Report

Guys,
=A0
Things have been a little too quiet on the list lately, so I= =20 thought I would post a flight report on=A0the Renesis water pump= =20 conversion I 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=20 that it would save 6-7 lbs.=A0 While=A0it was more work that I=20 had estimated, it=A0turned out well worth the effort.=A0 After=20 working through a persistent misfire issue over the past few week= s=20 which was cured by careful attention to the CAS setup, I was fina= lly=20 able to take to the air last weekend.=A0 OAT was 69-70* @ 2,500 m= sl=20 and there was a 3000' ceiling, so I didn't go any higher.= =A0=A0=20
=A0
Things went very well, climbing out at 6700 rpm water got to= =20 175*, oil to 185*.=A0 Circling at a modest 25.5" MAP,=A0wate= r=20 temps dropped to 143*, oil settled in at 160* (my oil temp=20 target).=A0 Adding power, I saw the oil temps=A0starting to=20 creap up a bit, bumping 165*.=A0 Cowl flap was left open during t= he=20 entire=A0flight.=A0 Needless to say, I am very=20 pleased.=A0=A0
=A0
It should be noted that=A0in=A0conjuction to the Renesis=20 water pump, I added a Laminova oil/water exchanger.=A0 It is=20 connected to the coolant return line=A0and in series with the=20 oil/air exchanger.=A0 I measured a 10* increase in coolant temp= =20 through the exchanger.=A0 I haven't=A0measured the oil temp= =20 drop=A0yet.=A0 However I=A0estimate the oil temp=20 drop=A0through the exchanger to be=A020-25*.=A0=A0
=A0
Mark=A0=A0=A0=A0
=


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