X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=QoAc5h6d c=1 sm=1 tr=0 a=kjOKOzI3IlTL5syjdgeOhQ==:117 a=R9QF1RCXAYgA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=eRLigfuSAAAA:8 a=7g1VtSJxAAAA:8 a=J0P0UOaFkAUw0684sGMA:9 a=__8g2O97kdBIyOPB:21 a=iXQG5UHeQofJSPmD:21 a=QEXdDO2ut3YA:10 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=sXfRlgAjEkKmr6XBRacA:9 a=4PX6RxhmdZ8rOiTt:21 a=cGsBp8B0l8WcsaiQ:21 a=n-q4OGEFikruajPn:21 a=Urk15JJjZg1Xo0ryW_k8:22 a=BfhXYjFvZD4iae-mNffo:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "Andrew Martin andrew@martinag.com.au" Received: from mail-qk0-f180.google.com ([209.85.220.180] verified) by logan.com (CommuniGate Pro SMTP 6.2.6) with ESMTPS id 11449962 for flyrotary@lancaironline.net; Sun, 29 Jul 2018 09:27:10 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.220.180; envelope-from=andrew@martinag.com.au Received: by mail-qk0-f180.google.com with SMTP id b66-v6so6194532qkj.1 for ; Sun, 29 Jul 2018 06:27:10 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=martinag-com-au.20150623.gappssmtp.com; s=20150623; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=Q1eHCEMztudcS5OTjuGxNUMIss/dWltbgtAjtKU1tUQ=; b=PyStw+liiA3KTjIAzUb1C94v/SHOcDV3dEEKFRwAiD+rFL8TOpWjNsFdIKFOeKHzMp J+xJsPs4lrzx6XsVkoSA4jQeFcJ5RTRJD9yclGPWx+X1bV6ruz/LfVitoyoC20a0zJ4/ dClCrjxkcG68hkJ16ietVm2YFd5VtazMsbez8OsO/TKB2UM4p1NcSFQLJiwmAALIJgxh rd1a+2gYb8Op5gUZRxtu6B+0excy38g1vtUzHPTsUaNLm7lwTf9kUxOKSHUDrbNzb69l yi5+BSf3LOd5Q2Zf8+5mZUzDeaUefcfSErqRYlctOKAFRW0hiUjKf/BQXwh5u2WfFfgF hrpA== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=Q1eHCEMztudcS5OTjuGxNUMIss/dWltbgtAjtKU1tUQ=; b=K6USXUJBjQw7IwvevpaU5lu4ak/AYuZ+DvlGwZMEccym8FapGA6lybv/+3+ItSSQk4 gRQr7DnAU8YXi25yZsl9wALwEeOY/4KRbUv/Um3jqriPZz2iV3boabJ/urNRitkkXWXA 7s2flBabq+Y1eq3cqBX4HmIgYcOAIm/xaTHBVCsxCdPD7oKF8oDgxWamOYKag9ZE8Dr8 rELIbEW+NZ6Rm5TK2gSP9HFuWmBbSyER9ybT4dIX9CbtVzoNcI/HbDp+g2uGOoPjUjdo S1iPAFUlz4ryk6xitlopMHZ9mcPsl8Xcd6k0IRaelVeXJRCHVkmU8Ta5qyB/TeiyiI5Y jmbw== X-Gm-Message-State: AOUpUlEO2J9YJLFzVBhFv85TL7CHr/GQxdr9Z4R/VeuQOyKz+xSgkZnS oo9EejT//b7itfaBxh8xQTYT7w2bc++n2WjLj+QJuDs= X-Google-Smtp-Source: AAOMgpcZYU5GMa9/bG/wsvX3ltQgwi2AszH6YxyzYR6qkYfMEPcLhOJSyTxAjD7s9iQ166fllARhq8Ix3s5qv356k6c= X-Received: by 2002:a37:7607:: with SMTP id r7-v6mr13073216qkc.133.1532870812964; Sun, 29 Jul 2018 06:26:52 -0700 (PDT) MIME-Version: 1.0 References: In-Reply-To: Date: Sun, 29 Jul 2018 21:26:41 +0800 Message-ID: Subject: Re: [FlyRotary] Re: cooling To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="0000000000004b2bb40572234cbb" --0000000000004b2bb40572234cbb Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Thanks Tracy, so nothing out of ordinary then. just did 1 circuit full at throttle. Will try and take it higher next time & relax a bit. Need to add a camera to record EM2 & efis as its all just information overload at the moment. Everything appeared fine on this post flight check, so thats a first. Need to go and re read all the manuals again as its been such a long time since starting this project. I very nearly lost interest but glad now that I didn=E2=80=99t. Andrew On Sun, 29 Jul 2018 at 8:43 pm, Tracy Crook rwstracy@gmail.com < flyrotary@lancaironline.net> wrote: > Hi Andrew, > I regularly saw EGT temps at 1850 at full throttle on take with a 13B. > Were you at full throttle the whole time? They should come down at lower > power. EGTs are a bit lower on the Renesis. When boring holes at low > throttle (17=E2=80=9D hg.) I see around 1525. > > Tracy > > Sent from my iPad > > On Jul 29, 2018, at 05:01, Andrew Martin andrew@martinag.com.au < > flyrotary@lancaironline.net> wrote: > > Finally managed to fly again this afternoon, seems the new oil cooler has > done its magic now I found one that actually lets the oil through (Mocal > 34row). and is actually probably on the cold side for oil & coolant, but= I > can live with that for now. Can't give accurate figures as it was a bit > busy around the airport, & EC2 has no data recording function. > So now that I didn't have to fixate one the oil temp gauge, I seemed to > gravitate to the next set of flashing numbers, EGT at 1875 seemed a bit > high, adding fuel just made it run rough, did try leaning to the point of > rpm drop, A/F went above 18:1 but EGTemps remained when I expected a drop > due to the lower power. so not sure whats going on, maybe EGT probes are > too close to engine at 55mm from the ports and are still in the flame. > Would appreciate input from the group, otherwise I'm likely to cut the eg= t > wires and fly in an ignorant bliss. > Cheers Andrew > > > > > On Fri, Jul 27, 2018 at 9:04 AM, Christian And Tamara Mcdonald > christamarmc@gmail.com wrote: > >> Hey excellent Neil >> Will be interesting to see how she flies tas when u get her fine tuned >> >> Cheers >> >> Sent from my iPhone >> >> > On 27 Jul 2018, at 7:57 am, Neil Unger 12348ung@gmail.com < >> flyrotary@lancaironline.net> wrote: >> > >> > Steve and Chris, >> > >> > Finally got the fibreglass dry and >> fired up the revised cooling system and temp as follows Water 90 degrees= , >> (on thermostat) Oil 80 degrees, and oil to reduction box 70 degrees ( f= rom >> oil cooler). To fill other in on how stupid I can be, I had the origin= al >> set up, that ran far too cool, so I also believed that I was getting >> massive cooling drag as my sportsman could only get 120 Kts instead of t= he >> usual 135 kts. So I set about making up a very sexy cowling where the a= ir >> from the radiator exhausted into the cowling. This put the gap between = the >> radiator and the sump of only 4 - 6 inches, which worked well in that a= ll >> it did was heat the oil in the sump marvelously!! I was getting oil tem= ps >> 20 degrees hotter than the water. So after booting the cat many times i= n >> frustration, I finally realised that I had to exhaust the rads into the >> outside air as per the original. Fibreglass in the middle of winter ???= ?. >> > >> > Final part of the jig saw was that when I removed the original set up >> to mount my new engine and cowling, I found that I had never bolted the >> positive lead to the back coil, and it has come off who knows when? Res= ult >> I was flying with the back rotor on the trailing plug only!!! Hence the >> slower speed which I thought was the cooling drag! >> > >> > So basically I am now right back where I started as per cooling >> exhausting into the outside air, A lot more experience that I did not n= eed >> and confirmation that I am an idiot! >> > >> > Neil Unger. >> > >> > >> > -- >> > Homepage: http://www.flyrotary.com/ >> > Archive and UnSub: >> http://mail.lancaironline.net:81/lists/flyrotary/List.html >> >> -- >> Homepage: http://www.flyrotary.com/ >> Archive and UnSub: >> http://mail.lancaironline.net:81/lists/flyrotary/List.html >> > > -- Regards Andrew Martin Martin Ag --0000000000004b2bb40572234cbb Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Thanks Tracy, so nothing out of ordinary then. just = did 1 circuit full at throttle. Will try and take it higher next time &= relax a bit. Need to add a camera to record EM2 & efis as its all just= information overload at the moment. Everything appeared fine on this post = flight check, so thats a first.
Need to go and= re read all the manuals again as its been such a long time since starting = this project. I very nearly lost interest but glad now that I didn=E2=80=99= t.
Andrew


On Sun= , 29 Jul 2018 at 8:43 pm, Tracy Crook rwstracy@gmail.com <= flyrotary@lancaironline.net> wrote:
Hi Andrew,
=C2=A0 =C2=A0I regularly saw EGT t= emps at 1850 at full throttle on take with a 13B.=C2=A0 Were you at full th= rottle the whole time?=C2=A0 They should come down at lower power.=C2=A0 EG= Ts are a bit lower on the Renesis.=C2=A0 When boring holes at low throttle = (17=E2=80=9D hg.) I see around 1525.

Tracy

=
Sent from my iPad

On Jul 29, 2018, at 05:01, And= rew Martin andr= ew@martinag.com.au <flyrotary@lancaironline.net> wrote:

Finally managed to fly a= gain this afternoon, seems the new oil cooler has done its magic now I foun= d one that actually lets the oil through (Mocal 34row).=C2=A0 and is actual= ly probably on the cold side for oil & coolant, but I can live with tha= t for now. Can't give accurate figures as it was a bit busy around the = airport, & EC2 has no data recording function.
So now tha= t I didn't have to fixate one the oil temp gauge, I seemed to gravitate= to the next set of flashing numbers, EGT at 1875 seemed a bit high, adding= fuel just made it run rough, did try leaning to the point of rpm drop, A/F= went above 18:1 but EGTemps remained when I expected a drop due to the low= er power. so not sure whats going on, maybe EGT probes are too close to eng= ine at 55mm from the ports and are still in the flame.
Would = appreciate input from the group, otherwise I'm likely to cut the egt wi= res and fly in an ignorant bliss.
Cheer= s Andrew




On Fri, Jul 27, 2018 at 9:04 AM, Christian A= nd Tamara Mcdonald christamarmc@gmail.com <flyrotary@lancaironline.net&= gt; wrote:
Hey excellent Neil
Will be interesting to see how she flies tas when u get her fine tuned

Cheers

Sent from my iPhone

> On 27 Jul 2018, at 7:57 am, Neil Unger 12348ung@gmail.com <flyrotary@lancaironline.net&g= t; wrote:
>
> Steve and Chris,
>
>=C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 = =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0Finally got the fibr= eglass dry and fired up the revised cooling system and temp as follows Wate= r 90 degrees, (on thermostat) Oil=C2=A0 80 degrees, and oil to reduction bo= x 70 degrees ( from oil cooler).=C2=A0 To fill other in on how stupid I can= be,=C2=A0 I had the original set up, that ran far too cool, so I also beli= eved that I was getting massive cooling drag as my sportsman could only get= 120 Kts instead of the usual 135 kts.=C2=A0 So I set about making up a ver= y sexy cowling where the air from the radiator exhausted into the cowling.= =C2=A0 This put the gap between the radiator and the sump of only 4 - 6 inc= hes,=C2=A0 which worked well in that all it did was heat the oil in the sum= p marvelously!!=C2=A0 I was getting oil temps 20 degrees hotter than the wa= ter.=C2=A0 So after booting the cat many times in frustration, I finally re= alised that I had to exhaust the rads into the outside air as per the origi= nal.=C2=A0 Fibreglass in the middle of winter ????.
>
> Final part of the jig saw was that when I removed the original set up = to mount my new engine and cowling, I found that I had never bolted the pos= itive lead to the back coil, and it has come off who knows when?=C2=A0 Resu= lt I was flying with the back rotor on the trailing plug only!!! Hence the = slower speed which I thought was the cooling drag!
>
> So basically I am now right back where I started as per cooling exhaus= ting into the outside air,=C2=A0 A lot more experience that I did not need = and confirmation that I am an idiot!
>
> Neil Unger.
>
>
> --
> Homepage:=C2=A0 http://www.flyrotary.com/
> Archive and UnSub:=C2=A0 =C2=A0http:/= /mail.lancaironline.net:81/lists/flyrotary/List.html

--
Homepage:=C2=A0 http://www.flyrotary.com/
Archive and UnSub:=C2=A0 =C2=A0http://mail= .lancaironline.net:81/lists/flyrotary/List.html

--
Regards Andrew Martin Martin Ag
--0000000000004b2bb40572234cbb--