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Date: Sat, 17 Jul 2010 06:53:14 -0700 (PDT)
From: Kelly Troyer <keltro@att.net>
Subject: Re: [FlyRotary] P-port Project Update
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
In-Reply-To: <list-4396408@logan.com>
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Mark,=0A=A0=A0=A0 What was the gph flow rate of=A0the previous injectors an=
d are you using 60 =0Agph injectors =0A=0Ain both primary and secondary pos=
itions ??..................Also what fuel =0Apressure are you=0Ausing ??...=
.............Has been very quiet lately..............OshKosh I =0Apresume..=
...........=0A=A0Kelly Troyer=0A"Dyke Delta"_13B ROTARY Engine=0A"RWS"_RD1C=
/EC2/EM2=0A"Mistral"_Backplate/Oil Manifold =0A=0A=0A=0A=0A________________=
________________=0AFrom: Mark Steitle <msteitle@gmail.com>=0ATo: Rotary mot=
ors in aircraft <flyrotary@lancaironline.net>=0ASent: Sat, July 17, 2010 8:=
04:58 AM=0ASubject: [FlyRotary] P-port Project Update=0A=0AA Flight Report =
to Spur a little discussion... =0A=0AFor those that haven't been following =
my project's progress (or lack thereof), I =0Areplaced my side-port 20B wit=
h a p-ported 20b in January of this year. =A0And have =0Abeen fighting "iss=
ues" ever since. =A0The main problem was a persistent misfire at =0Avarious=
 rpm. =A0That appears to have been solved with a new CAS bracket and =0Aset=
ting the gap to .025". =A0The rest seems to be tuning related. =A0I have fi=
nally =0Amanaged to get it to run smoothly through the rpm range needed for=
 safe flight. =0A=A0=0A=0A=0ASo, after a thorough pre-flight, I flew my p-p=
ort 3-rotor on Friday. =A0OAT was =0Aabout 90*F, but coolant stayed below 2=
00 during climb and oil temps were 185*F =0Amax, 165-170 in cruise. =A0The =
p-port engine ran great, except for a little =0Amis-firing around 5700 rpm,=
 which was corrected in flight with auto-tune. =0A=A0Pre-takeoff run-up gav=
e a brief excursion to 6900 rpm. =A0Takeoff run was 6500, =0Arunning very w=
ell, but limited by prop setting. =A0It started to lightly misfire =0Awhen =
I dialed the prop back for cruise-climb, so I dialed it back up to 2000 =0A=
(prop) and it ran smooth again. =A0Once at 3500 and leveled off, I entered =
=0Aauto-tune and brought the rpm down to the 5700 range and let the EM-2 tu=
ne the =0AEC-2, map addresses 90 - 92. =A0Afterwards, it ran great througho=
ut the rpm range. =0A=A0(I had "auto-tuned" much of the upper map range on =
the previous flight.) =A0 =0A=0A=0AAt 3500 - 4500 MSL, the EFIS was indicat=
ing 172-174 TAS at 1800 rpm prop =0Asetting, and 201-203 mph per the EM-2. =
=A0This is consistent with a previous test =0Arun I had recently done and r=
epresents a 12-14 knot improvement over the =0Aside-port motor. =A0The cool=
 thing is that these speeds are in "economy cruise" =0Amode. =A0EM-2 was in=
dicating 12.1 gph, but has not been calibrated since switching =0Ato the la=
rger 60 lb./hr injectors. =A0Engine was just purring along at 5500 rpm. =0A=
=A0There should be a bit more speed on the table as I realized after the fl=
ight =0Athat I had never closed the cowl flap. =A0Oh well, I guess I'll jus=
t have to go =0Afly again real soon to see how she performs with the cowl f=
lap closed.=0A=0ALater on, I plan to run it a bit harder, around 6500 rpm, =
and see how she =0Aperforms. =A0I could hit VNE with the old motor if I ran=
 it up to 6700-6800. =A0 But =0Asince the vast majority of my flights are i=
n the 5200 - 5500 rpm range the 12-14 =0Akt improvement is very good to see=
. =A0=0A=0AMark
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<html><head><style type=3D"text/css"><!-- DIV {margin:0px;} --></style></he=
ad><body><div style=3D"font-family:arial, helvetica, sans-serif;font-size:1=
2pt"><DIV></DIV>=0A<DIV>Mark,</DIV>=0A<DIV>&nbsp;&nbsp;&nbsp; What was the =
gph flow rate of&nbsp;the previous injectors and are you using 60 gph injec=
tors </DIV>=0A<DIV>in both primary and secondary positions ??..............=
....Also what fuel pressure are you</DIV>=0A<DIV>using ??................Ha=
s been very quiet lately..............OshKosh I presume.............<BR>&nb=
sp;</DIV>Kelly Troyer<BR>"Dyke Delta"_13B ROTARY Engine<BR>"RWS"_RD1C/EC2/E=
M2<BR>"Mistral"_Backplate/Oil Manifold =0A<DIV><BR></DIV>=0A<DIV style=3D"F=
ONT-FAMILY: arial, helvetica, sans-serif; FONT-SIZE: 12pt"><BR>=0A<DIV styl=
e=3D"FONT-FAMILY: times new roman, new york, times, serif; FONT-SIZE: 12pt"=
><FONT size=3D2 face=3DTahoma>=0A<HR SIZE=3D1>=0A<B><SPAN style=3D"FONT-WEI=
GHT: bold">From:</SPAN></B> Mark Steitle &lt;msteitle@gmail.com&gt;<BR><B><=
SPAN style=3D"FONT-WEIGHT: bold">To:</SPAN></B> Rotary motors in aircraft &=
lt;flyrotary@lancaironline.net&gt;<BR><B><SPAN style=3D"FONT-WEIGHT: bold">=
Sent:</SPAN></B> Sat, July 17, 2010 8:04:58 AM<BR><B><SPAN style=3D"FONT-WE=
IGHT: bold">Subject:</SPAN></B> [FlyRotary] P-port Project Update<BR></FONT=
><BR>A Flight Report to Spur a little discussion... =0A<DIV><BR></DIV>=0A<D=
IV>For those that haven't been following my project's progress (or lack the=
reof), I replaced my side-port 20B with a p-ported 20b in January of this y=
ear. &nbsp;And have been fighting "issues" ever since. &nbsp;The main probl=
em was a persistent misfire at various rpm. &nbsp;That appears to have been=
 solved with a new CAS bracket and setting the gap to .025". &nbsp;The rest=
 seems to be tuning related. &nbsp;I have finally managed to get it to run =
smoothly through the rpm range needed for safe flight. &nbsp;<BR>=0A<DIV><B=
R></DIV>=0A<DIV>So, after a thorough pre-flight, I flew my p-port 3-rotor o=
n Friday. &nbsp;OAT was about 90*F, but coolant stayed below 200 during cli=
mb and oil temps were 185*F max, 165-170 in cruise. &nbsp;The p-port engine=
 ran great, except for a little mis-firing around 5700 rpm, which was corre=
cted in flight with auto-tune. &nbsp;Pre-takeoff run-up gave a brief excurs=
ion to 6900 rpm. &nbsp;Takeoff run was 6500, running very well, but limited=
 by prop setting. &nbsp;It started to lightly misfire when I dialed the pro=
p back for cruise-climb, so I dialed it back up to 2000 (prop) and it ran s=
mooth again. &nbsp;Once at 3500 and leveled off, I entered auto-tune and br=
ought the rpm down to the 5700 range and let the EM-2 tune the EC-2, map ad=
dresses 90 - 92. &nbsp;Afterwards, it ran great throughout the rpm range. &=
nbsp;(I had "auto-tuned" much of the upper map range on the previous flight=
.) &nbsp; =0A<DIV><BR></DIV>=0A<DIV>At 3500 - 4500 MSL, the EFIS was indica=
ting 172-174 TAS at 1800 rpm prop setting, and 201-203 mph per the EM-2. &n=
bsp;This is consistent with a previous test run I had recently done and rep=
resents a 12-14 knot improvement over the side-port motor. &nbsp;The cool t=
hing is that these speeds are in "economy cruise" mode. &nbsp;EM-2 was indi=
cating 12.1 gph, but has not been calibrated since switching to the larger =
60 lb./hr injectors. &nbsp;Engine was just purring along at 5500 rpm. &nbsp=
;There should be a bit more speed on the table as I realized after the flig=
ht that I had never closed the cowl flap. &nbsp;Oh well, I guess I'll just =
have to go fly again real soon to see how she performs with the cowl flap c=
losed.</DIV>=0A<DIV><BR></DIV>=0A<DIV>Later on, I plan to run it a bit hard=
er, around 6500 rpm, and see how she performs. &nbsp;I could hit VNE with t=
he old motor if I ran it up to 6700-6800. &nbsp; But since the vast majorit=
y of my flights are in the 5200 - 5500 rpm range the 12-14 kt improvement i=
s very good to see. &nbsp;</DIV>=0A<DIV><BR></DIV>=0A<DIV>Mark</DIV></DIV><=
/DIV></DIV></DIV></div></body></html>
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