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Bobby, The freight will kill you back and forwards across the
ditch. Will talk to randy Kempf to do it in the US. It is not
difficult. Most here charge $900 to $1000 for the 2 which I feel
is well paid. Will discuss with randy. Neil.
On 10/21/2016 1:05 AM, Bobby J. Hughes
wrote:
Bill,
If
no sealant is used then I’m assuming the coolant passages
are not totally blocked. Mark Steitle’s P-Port has about
150 hours with the inserts welded to the liner. Mark was an
excellent welding and I’m sure he back purged to minimize
crystallization. But who knows how long they will last and
the failure mode. Small coolant leak, large coolant leak or
apex seal failure. At least with the 20B an apex seal
failure is not likely to stress the gearbox and should allow
for a safe landing with a reasonable smooth engine. Not so
with 2 rotors.
Any
chance you guys will offer the p-port housing service to
folks on this list? I’ve got another FWF renesis under slow
development in the garage. Getting close to finishing up the
plugs up oil pan and block off plate. The exhaust headers
and turbo are next and then the intake manifold. On the
fence about the p-port but I’m encouraged by all the effort
and seemingly positive results from your efforts and they
guy down under. I’m running 7000 rpm / 38” MP for takeoff
with the super charger and cruise at 4800 – 5200 rpm /
28-32” MP. P-Porting would probably allow for lower MP for
takeoff and still normalize for cruise.
Bobby
RV10
\ Super Charged Renesis
About
400 hobbs / 310 flight hours
bhughes@qnsi.net
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Monday, October 17, 2016 5:59 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Just a bit of a update
Charlie,
Pardon my haste in the original reply.
The butterflies are very similar to the original, with the
exception that we have devised a new way to make them that
doesn't require drilling through the housings. Can't say
more right now other than we do NOT use epoxy in the
housings and NO sealing problems. Don't expect any. Also
we DO NOT weld to the liner as sometimes pushed by others.
I do not believe you can weld to the liner without
catastrophic failure later. I believe you will either fail
your apex seals or crack the weld due to crystallization
of the steel. The muffler is a MAJOR win. It is quieter
than a unmuffled Lyc, and successfully kills the annoying
hi frequencies. It is more restrictive than some but only
costs us a few HP. It also fits in an RV-3! I am
experimenting with a larger version in hopes of repeating
the success with a bit less restriction on cowls that
aren't as tight as the RV-3
On Mon, Oct 17, 2016 at 3:15 PM,
Charlie England <flyrotary@lancaironline.net>
wrote:
Hi Bill,
Thanks for the link. I've been
following it on the Homebuilt Airplanes forum; are you
'billsrv4' over there?
I've been trying to find a throttle
mechanism in the video, but don't see one. Are they
using the custom 'in the housing' butterflies, like
the original Powersport engine?
Have you heard it run in person? If
so, does the muffler work as well as it seems to in
the video? (Hard to know how much the audio is clipped
in level on a recording.)
On Mon, Oct 17, 2016 at 4:52
PM, William Jepson <flyrotary@lancaironline.net>
wrote:
Since it has been so quiet
thought I would make some noise.
Try this package on for
size.
Think
you will find it interesting.
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