| Richard,
Then, wouldn't you refer to half a 12A as a 6A?
Mark On Tue, Jul 6, 2010 at 12:27 PM, Richard Sohn <res12@fairpoint.net> wrote:
Yes Mark,
the airframe is my AVID Heavy Hauler, which I flew
for 10 years with a SOOB. Airframe mods are done, and the engine is on the test
stand for shake down runs.
I would call that engine a 12B because it uses a
12A rotor and rotor housing.
Richard Sohn
N2071U
----- Original Message -----
Sent: Tuesday, July 06, 2010 9:52
AM
Subject: [FlyRotary] Re: Flight
Report
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 <res12@fairpoint.net>
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 -----
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 -----
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 -----
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
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