X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-iw0-f173.google.com ([209.85.223.173] verified) by logan.com (CommuniGate Pro SMTP 5.3.5) with ESMTP id 4213707 for flyrotary@lancaironline.net; Wed, 07 Apr 2010 20:43:34 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.223.173; envelope-from=msteitle@gmail.com Received: by iwn3 with SMTP id 3so1145809iwn.3 for ; Wed, 07 Apr 2010 17:42:58 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:received:message-id:subject:from:to:content-type; bh=TtNz4LZdNnoNtb89BKC/r3j1YwzH6qmTJpsr7EKhLf0=; b=f0/2+QHxpFSox2lF4T/Ala/17fHucr3qWbxTecDMmahAHZBo44lGZLeuKcVdhybddZ 2XT+IRp2TI6Q5E3xWhgEKo/8bR7vGZW7XfN2b0OFdoX82c3EINNU/KvWfamccZfkBoRh KBNgjfCNmU+c9MRM/opy73WTO88VUcp9XaTjI= 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=CneDYDeQLAdGIdEJTfPll7OfnswIJPUUft7BQXuPnl4p0Q9wBq7XmbvQI2x1MSctUn lBK/KEJnvgeLbsQz5U1rB4uXW5uvJrQEX5Buqmx6jKrCu3f4reVpuXQ1M1+nMTr5by9e MuWHMILXczmX5Z8EHr05xbEEEzqbyMWOfWkxg= MIME-Version: 1.0 Received: by 10.231.183.195 with HTTP; Wed, 7 Apr 2010 17:42:58 -0700 (PDT) In-Reply-To: References: Date: Wed, 7 Apr 2010 19:42:58 -0500 Received: by 10.231.145.206 with SMTP id e14mr4393226ibv.10.1270687378381; Wed, 07 Apr 2010 17:42:58 -0700 (PDT) Message-ID: Subject: Re: [FlyRotary] Progress?? From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e6476656cf1d4a0483aef5dd --0016e6476656cf1d4a0483aef5dd Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill, I don't feel a surge in speed when going from takeoff mode to cruise mode. You can hear the engine slow down, but since I usually start dialing back the prop rpm's shortly after takeoff, I am still in climb mode when I do this. The M/T prop changes pitch very slowly, so that would work against feeling a boost of speed when changing prop settings. My best guess on the smoking rivets is that it may have been caused by running the engine at around 5100 rpm for long periods. This is possible a= t full throttle with the c/s prop set to 1700 rpm. When running at that rpm (cruise), I can feel a slight vibration in the airframe. Run the engine faster and the vibration goes away, but the fuel burn goes up too. So this may be a harmonics issue caused by running the engine too slowly. Solution is to not run at less than 5500 rpm. We'll see how that works out. I have been fabricating a new intake and slide-throttle for the new p-port motor, along with a new inconel tangential exhaust, and installing an MSD ignition on the leading plugs. I've also removed the water cabin heater in favor of a heat muff, and CO detector. I had a setback with my new engine when I noticed portions of the #3 rotor TES o-rings "oozing" out from between the seams on the cold side of the engine. Upon disassembly it appeared that the o-ring got pinched during assembly. I believe this was caused by me using too much Hylomar during assembly which reduced the available area for the o-ring to squeeze during torquing. I have reassembled the engine with new TES o-rings, using a minimal amount of Hylomar. I have run the engine about 1/2 hour now and it looks to be good to go. Lesson learned! I'm very pleased with the new inconel tangential muffler. It is discernibly quieter than my old exhaust system (with DNA muffler). The entire exhaust weighs 17.4 lbs, but the fact that it also replaces the wate= r cabin heater makes up for about 6# for a net weight savings. The big improvement is in noise reduction. I'll take some measurements and post them later. I should make it clear that my tangential muffler uses a slotted tube that runs down through the length of the 5" tube. This tube i= s also inconel and is welded to both ends, thereby adding strength to the fla= t ends. I utilized Lynn's coupling design to allow for movement between the muffler and the engine. I'll post more on my MSD conversion later, but it is set up to provide mult= i spark throughout the entire rpm range. I hope to get lower fuel burn at cruise altitude from the MSD ignitions. I hope to be back into the air this weekend. Mark S. On Wed, Apr 7, 2010 at 5:00 PM, Bill Bradburry wr= ote: > Hi Mark, > > > > You have several projects in works=85getting your drive plate back togeth= er, > building the PP 20B. How are you progressing? How about an update? On > both projects. > > > > Regards the rivets loosening. You are one of the few with a constant spe= ed > prop. I am assuming that when you dial from takeoff prop to cruise prop, > the plane would surge forward with acceleration and the engine would redu= ce > rpm as the prop starts to bite. That would have put a lot of force on th= e > rivets. This, along with you more powerful engine, could have been a > player??? If so, those quarter inch bolts should move the weak spot up t= he > chain to wherever the next weakest link is. That, hopefully, may be abov= e > your operating envelope. :>) > > > > Bill B > > > > > > > --0016e6476656cf1d4a0483aef5dd Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill,=A0

I don't feel a surge in speed when going fr= om takeoff mode to cruise mode. =A0You can hear the engine slow down, but s= ince I usually start dialing back the prop rpm's shortly after takeoff,= I am still in climb mode when I do this. =A0The M/T prop changes pitch ver= y slowly, so that would work against feeling a boost of speed when changing= prop settings. =A0

My best guess on the smoking rivets is that it may have= been caused by running the engine at around 5100 rpm for long periods. =A0= This is possible at full throttle with the c/s prop set to 1700 rpm. When r= unning at that rpm (cruise), I can feel a slight vibration in the airframe.= =A0Run the engine faster and the vibration goes away, but the fuel burn go= es up too. =A0So this may be a harmonics issue caused by running the engine= too slowly. =A0Solution is to not run at less than 5500 rpm. =A0We'll = see how that works out. =A0

I have been fabricating a new intake and slide-throttle= for the new p-port motor, along with a new inconel tangential exhaust, and= installing an MSD ignition on the leading plugs. =A0I've also removed = the water cabin heater in favor of a heat muff, and CO detector. =A0

I had a setback with my new engine when I noticed porti= ons of the #3 rotor TES o-rings "oozing" out from between the sea= ms on the cold side of the engine. =A0Upon disassembly it appeared that the= o-ring got pinched during assembly. =A0 I believe this was caused by me us= ing too much Hylomar during assembly which reduced the available area for t= he o-ring to squeeze during torquing. =A0I have reassembled the engine with= new TES o-rings, using a minimal amount of Hylomar. =A0I have run the engi= ne about 1/2 hour now and it looks to be good to go. =A0Lesson learned!

I'm very pleased with the new inconel tangential mu= ffler. =A0It is=A0discernibly=A0quieter than my old exhaust system (with DN= A muffler). =A0The entire exhaust weighs 17.4 lbs, but the fact that it als= o replaces the water cabin heater makes up for about 6# for a net weight sa= vings. =A0The big improvement is in noise reduction. =A0I'll take some = measurements and post them later. =A0I should make it clear that my tangent= ial muffler uses a slotted tube that runs down through the length of the 5&= quot; tube. =A0This tube is also inconel and is welded to both ends, thereb= y adding strength to the flat ends. =A0I utilized Lynn's coupling desig= n to allow for movement between the muffler and the engine. =A0

I'll post more on my MSD conversion later, but it i= s set up to provide multi spark throughout the entire rpm range. =A0I hope = to get lower fuel burn at cruise altitude from the MSD ignitions.

I hope to be back into the air this weekend.

<= /div>
Mark S.

=A0

On Wed, Apr 7, 2010 at 5:00 PM, Bill Bradburry <= bbradburry@bellsouth.net>= ; wrote:

=A0Hi Mark,

=A0

You have several projects in works=85getting your dr= ive plate back together, building the PP 20B.=A0 How are you progressing?=A0 How about an update?=A0 On both projects.

=A0

Regards the rivets loosening.=A0 You are one of the = few with a constant speed prop.=A0 I am assuming that when you dial from takeoff prop to cruise prop, the plane would surge forward with acceleration and the eng= ine would reduce rpm as the prop starts to bite.=A0 That would have put a lot o= f force on the rivets.=A0 This, along with you more powerful engine, could have been a player???=A0 If so, those quarter inch bolts should move the we= ak spot up the chain to wherever the next weakest link is.=A0 That, hopefully,= may be above your operating envelope.=A0=A0 :>)

=A0

Bill B

=A0

=A0

=A0


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