X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from smtp103.sbc.mail.ac4.yahoo.com ([76.13.13.242] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4396642 for flyrotary@lancaironline.net; Sat, 17 Jul 2010 15:11:55 -0400 Received-SPF: none receiver=logan.com; client-ip=76.13.13.242; envelope-from=bryanwinberry@bellsouth.net Received: (qmail 56843 invoked from network); 17 Jul 2010 19:11:20 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=bellsouth.net; s=s1024; t=1279393880; bh=vsWkuR93CAE8l4DmCH/aKhz2SRuOAurEHeQVZ13QVMo=; h=Received:X-Yahoo-SMTP:X-YMail-OSG:X-Yahoo-Newman-Property:From:To:References:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:X-MimeOLE:Thread-Index:In-Reply-To; b=GU+YUrosc1qYaqm2U/++BVvy+QhgTe2Qs2AYBCzP/t04XJkJJS92TDiCsBEowsIIsofhpL2smHqZGS114OP9JIUwKnAiyJJUThlEV6Zer4vd+g9Ufk77qewXodU35hadz6lY6XOWVDMgnt3wwp6FRbFsDjDOZpk+n48F284syUI= Received: from acer7fbfa7e2f7 (bryanwinberry@98.88.52.222 with login) by smtp103.sbc.mail.ac4.yahoo.com with SMTP; 17 Jul 2010 12:11:20 -0700 PDT X-Yahoo-SMTP: OSuEAS2swBAaBd4uKxevNivslbMG7JXpWjAWZVmoYyRm6qcW_W2VUA-- X-YMail-OSG: YnKztggVM1k1BIoBzAwvsF5PKeYF0ZG3b7x9PrluEKdbeLW 7vAAbnW.P5eg3H6NZOOfLeNH9HAvLIrGSGUGCq90qR5cT87Fo3T1Bcwlawn0 2wTxMJUAstfFzAJ6IO9CQeAVovXsSXf8.BAW.ywREEj62O1OMcnW.dmYhiuS h8u64W.zMfoYsbZoP2l27E9Qg1hr.ymKf8Of_TLN0hvMjSEYGUQ178d_xUVt 9t7o8I7.4F27eQxGAzs1hAlVEUs8G75YFq80fEq9zL.Mi X-Yahoo-Newman-Property: ymail-3 From: "Bryan Winberry" To: "'Rotary motors in aircraft'" References: Subject: RE: [FlyRotary] P-port Project Update Date: Sat, 17 Jul 2010 15:11:17 -0400 Message-ID: <8E5C3C948A72477D8AC6B103A965FD00@acer7fbfa7e2f7> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001E_01CB25C2.4E3FAC70" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5931 Thread-Index: AcslsMRqg8nAjAFeQOGPlLe563HpswAMvWUg In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_001E_01CB25C2.4E3FAC70 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Congrats Mark, Encouraging results for those of us pondering the PP. BW _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle Sent: Saturday, July 17, 2010 9:05 AM To: Rotary motors in aircraft 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 ------=_NextPart_000_001E_01CB25C2.4E3FAC70 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Congrats = Mark,

Encouraging  results for those = of us pondering the PP.

BW

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Saturday, July 17, = 2010 9:05 AM
To: Rotary motors in aircraft
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

------=_NextPart_000_001E_01CB25C2.4E3FAC70--