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 4396461 for flyrotary@lancaironline.net; Sat, 17 Jul 2010 10:48:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.180; envelope-from=msteitle@gmail.com Received: by iwn8 with SMTP id 8so2938340iwn.25 for ; Sat, 17 Jul 2010 07:47:44 -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=p3Cgi31JIUXAeSWSPWjbCkUUcr2qWwcUoA2aoU/Y4BA=; b=b8jEkVRn7rRvNMssy4D041k+tCYQfvnVubuBwqkJnmIfucfkWahF9neaKVcuDP9ZjL MequsIELahnO2EKk3JBWXfATmb/qGnz33YWl/PfHubimqjcAIx6dxhoAMZ+Rf1q7HRIR sL+pmF0Hsgh/Kw9t+gBluOyW/3OQ8tAzKwolk= 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=UG0IOwL77qEg9botFUmRBCegpQZTZU3oN2UmePzBF+7MScwDjETafbznPxLok1xUDF cJi0d/IJ+F30tMWyelY9R2R45rm4oxOQZqhnakzqF3jNXqOoFWW97Ndgb23k5ZjGDg+i 6YI0DGVTZF/2u8JUz0yymKUdZcddo7LsMXjy8= MIME-Version: 1.0 Received: by 10.231.37.77 with SMTP id w13mr2336446ibd.93.1279378064060; Sat, 17 Jul 2010 07:47:44 -0700 (PDT) Received: by 10.231.183.138 with HTTP; Sat, 17 Jul 2010 07:47:44 -0700 (PDT) In-Reply-To: References: Date: Sat, 17 Jul 2010 09:47:44 -0500 Message-ID: Subject: Re: [FlyRotary] Re: P-port Project Update From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0022150491530ab383048b966b2c --0022150491530ab383048b966b2c Content-Type: text/plain; charset=ISO-8859-1 Kelly, The flow hasn't been recalibrated from the old 550's, but it was reading 12.1 gph. Didn't specifically read the fuel pressure, but it was a couple of ticks above the midpoint on the graph. Yes, I'm running Deka IV 60 lb/hr injectors in the primaries and secondaries. Too quite lately. Mark On Sat, Jul 17, 2010 at 8:53 AM, Kelly Troyer wrote: > Mark, > What was the gph flow rate of the previous injectors and are you using > 60 gph injectors > in both primary and secondary positions ??..................Also what fuel > pressure are you > using ??................Has been very quiet lately..............OshKosh I > presume............. > > Kelly Troyer > "Dyke Delta"_13B ROTARY Engine > "RWS"_RD1C/EC2/EM2 > "Mistral"_Backplate/Oil Manifold > > > ------------------------------ > *From:* Mark Steitle > *To:* Rotary motors in aircraft > *Sent:* Sat, July 17, 2010 8:04:58 AM > *Subject:* [FlyRotary] P-port Project Update > > A Flight Report to Spur a little discussion... > > For those that haven't been following my project's progress (or lack > thereof), I replaced my side-port 20B with a p-ported 20b in January of this > year. And have been fighting "issues" ever since. The main problem was a > persistent misfire at various rpm. That appears to have been solved with a > new CAS bracket and setting the gap to .025". The rest seems to be tuning > related. I have finally managed to get it to run smoothly through the rpm > range needed for safe flight. > > So, after a thorough pre-flight, I flew my p-port 3-rotor on Friday. OAT > was about 90*F, but coolant stayed below 200 during climb and oil temps were > 185*F max, 165-170 in cruise. The p-port engine ran great, except for a > little mis-firing around 5700 rpm, which was corrected in flight with > auto-tune. Pre-takeoff run-up gave a brief excursion to 6900 rpm. Takeoff > run was 6500, running very well, but limited by prop setting. It started to > lightly misfire when I dialed the prop back for cruise-climb, so I dialed it > back up to 2000 (prop) and it ran smooth again. Once at 3500 and leveled > off, I entered auto-tune and brought the rpm down to the 5700 range and let > the EM-2 tune the EC-2, map addresses 90 - 92. Afterwards, it ran great > throughout the rpm range. (I had "auto-tuned" much of the upper map range > on the previous flight.) > > At 3500 - 4500 MSL, the EFIS was indicating 172-174 TAS at 1800 rpm prop > setting, and 201-203 mph per the EM-2. This is consistent with a previous > test run I had recently done and represents a 12-14 knot improvement over > the side-port motor. The cool thing is that these speeds are in "economy > cruise" mode. EM-2 was indicating 12.1 gph, but has not been calibrated > since switching to the larger 60 lb./hr injectors. Engine was just purring > along at 5500 rpm. There should be a bit more speed on the table as I > realized after the flight that I had never closed the cowl flap. Oh well, I > guess I'll just have to go fly again real soon to see how she performs with > the cowl flap closed. > > Later on, I plan to run it a bit harder, around 6500 rpm, and see how she > performs. I could hit VNE with the old motor if I ran it up to 6700-6800. > But since the vast majority of my flights are in the 5200 - 5500 rpm range > the 12-14 kt improvement is very good to see. > > Mark > --0022150491530ab383048b966b2c Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Kelly,=A0

The flow hasn't been recalibrated from the= old 550's, but it was reading 12.1 gph. =A0Didn't specifically rea= d the fuel pressure, but it was a couple of ticks above the midpoint on the= graph. =A0Yes, I'm running Deka IV 60 lb/hr injectors in the primaries= and secondaries.

Too quite lately. =A0

Mark

On Sat, Jul 17, 2010 at 8:53 AM, Kelly Tro= yer <keltro@att.net<= /a>> wrote:
Mark,
=A0=A0=A0 What was the gph flow rate of=A0the previous injectors and a= re you using 60 gph injectors
in both primary and secondary positions ??..................Also what = fuel pressure are you
using ??................Has been very quiet lately..............OshKos= h I presume.............
=A0
Kelly Troyer
"Dyke Delta"= _13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_B= ackplate/Oil Manifold=20


From: Mark Steitle <msteitle@gmail.com&g= t;
To: Rotary motors in a= ircraft <flyrotary@lancaironline.net>
Sent: Sat, July 17, 2010 8:0= 4:58 AM
Subject: [FlyRota= ry] P-port Project Update

A= Flight Report to Spur a little discussion...=20

For those that haven't been following my project's progress (o= r lack thereof), I replaced my side-port 20B with a p-ported 20b in January= of this year. =A0And have been fighting "issues" ever since. =A0= The main problem was a persistent misfire at various rpm. =A0That appears t= o have been solved with a new CAS bracket and setting the gap to .025"= . =A0The rest seems to be tuning related. =A0I have finally managed to get = it to run smoothly through the rpm range needed for safe flight. =A0

So, after a thorough pre-flight, I flew my p-port 3-rotor on Friday. = =A0OAT was about 90*F, but coolant stayed below 200 during climb and oil te= mps were 185*F max, 165-170 in cruise. =A0The p-port engine ran great, exce= pt for a little mis-firing around 5700 rpm, which was corrected in flight w= ith auto-tune. =A0Pre-takeoff run-up gave a brief excursion to 6900 rpm. = =A0Takeoff run was 6500, running very well, but limited by prop setting. = =A0It started to lightly misfire when I dialed the prop back for cruise-cli= mb, so I dialed it back up to 2000 (prop) and it ran smooth again. =A0Once = at 3500 and leveled off, I entered auto-tune and brought the rpm down to th= e 5700 range and let the EM-2 tune the EC-2, map addresses 90 - 92. =A0Afte= rwards, it ran great throughout the rpm range. =A0(I had "auto-tuned&q= uot; much of the upper map range on the previous flight.) =A0=20

At 3500 - 4500 MSL, the EFIS was indicating 172-174 TAS at 1800 rpm pr= op setting, and 201-203 mph per the EM-2. =A0This is consistent with a prev= ious test run I had recently done and represents a 12-14 knot improvement o= ver the side-port motor. =A0The cool thing is that these speeds are in &quo= t;economy cruise" mode. =A0EM-2 was indicating 12.1 gph, but has not b= een calibrated since switching to the larger 60 lb./hr injectors. =A0Engine= was just purring along at 5500 rpm. =A0There should be a bit more speed on= the table as I realized after the flight that I had never closed the cowl = flap. =A0Oh well, I guess I'll just have to go fly again real soon to s= ee how she performs with the cowl flap closed.

Later on, I plan to run it a bit harder, around 6500 rpm, and see how = she performs. =A0I could hit VNE with the old motor if I ran it up to 6700-= 6800. =A0 But since the vast majority of my flights are in the 5200 - 5500 = rpm range the 12-14 kt improvement is very good to see. =A0

Mark

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