X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5543205 for flyrotary@lancaironline.net; Tue, 15 May 2012 10:02:44 -0400 Received-SPF: none receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net X-MimeOLE: Produced By Microsoft Exchange V6.5 Content-class: urn:content-classes:message Return-Receipt-To: "Bobby J. Hughes" MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01CD32A3.513C927D" Subject: Fuel Flow Disposition-Notification-To: "Bobby J. Hughes" Date: Tue, 15 May 2012 09:02:08 -0500 Message-ID: <74120FDE88CAFE4DBDA8814BCE20A3F33F6260@qnsi-mail.qnsi.net> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: Fuel Flow Thread-Index: Ac0yo0+U+dqfh0JWQIizz+B6jNtTfQ== From: "Bobby J. Hughes" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01CD32A3.513C927D Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Charlie, =20 This configuration is my sweet spot. Efficiency declines rapidly with faster rpm. I can also run the same prop rpm at a lower manifold pressure 24-26 "and see almost the same fuel burn at 150 mph TAS. Increasing the manifold pressure to 30 or a little higher increases speed but the fuel burn barely increases. At the other extreme with prop set to 2350-2400, 30 -32" MP I see a top speed of 190 mph but the fuel burn shows 16 gph. Not good. The lyc RV10's are way more efficient at this speed. I suspect the super charger drive losses are a big factor at the high power settings. Possibly up to 2 gph? It's possible the fuel flow is not accurate in the high power configuration. I'm not comfortable running the engine that hard for very long so calibration verification is not possible. I've been reconsidering a turbo but still not convinced the renesis exhaust ports are up to the abuse. Although a looser turbo may eliminate the housing damage that has occurred in the turbo RX8's. I wonder what intercooled, 38" MP at 1900 rpm would do for speed and fuel burn? =20 Bobby =20 =20 =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Charlie England Sent: Monday, May 14, 2012 8:57 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Thanks Tracy! =20 Hi Bobby, Those are pretty good numbers for a 4seat plane, even a -10, at that fuel flow. Have you checked it at around 11gph?=20 Thanks, Charlie On 05/14/2012 03:26 PM, Bobby J. Hughes wrote:=20 Cruise rpm is typically 1700-1825 prop \ 4850-5200 engine. The low rpm may influence my EGT's. In this configuration I see 160-165 MPH TAS at 8-8.5 gph at 6000 foot. It does a little better up high.=20 =20 Bobby RV10 =20 Bill, =20 I see around 1650F max. At cruise altitude running less than 30"MP I can lean to about 1475F.=20 =20 Bobby=20 =20 =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Saturday, May 12, 2012 7:06 PM To: Rotary motors in aircraft Subject: [FlyRotary] Thanks Tracy! =20 The EM-2 mixture is working fine now, Tracy. I appreciate the rapid turnaround. =20 I wanted to ask you about the EGTs I should expect from the Renesis. I am getting EGTs in the upper 17s. I think I expected them to be a couple of hundred lower than that. I don't doubt the accuracy because the EGTs report a pretty accurate OAT when I first arrive at the hangar and before I start the engine. =20 I did some relearning of the EC-2 during the flight today between 18 and 29 inches manifold pressure. This was done at 2K feet. The MAP was lowered considerably and now the mid point of the graph is pretty close to the knob center, maybe 12:30-1:00 o'clock. =20 A good explanation of how to lean would be very helpful for me at this point. Also I am wondering what fuel burn most are getting at cruise. I am still calibrating this function, but I would like to know what to expect if I ever get it right. =20 Bill B =20 ------_=_NextPart_001_01CD32A3.513C927D Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Charlie,

 

This configuration is my sweet spot. Efficiency declines rapidly with = faster rpm.  I can also run the same prop rpm at a lower manifold = pressure 24-26 “and see almost the same fuel burn at 150 mph TAS. = Increasing the manifold pressure to 30 or a little higher increases = speed but the fuel burn barely increases. At the other extreme with prop = set to 2350-2400, 30 -32” MP I see a top speed of 190 mph but the = fuel burn shows 16 gph. Not good. The lyc RV10’s are way more = efficient at this speed. I suspect the super charger drive losses are a = big factor at the high power settings.  Possibly up to 2 = gph?   It’s possible the fuel flow is not accurate in = the high power configuration.  I’m not comfortable running = the engine that hard for very long so calibration verification is not = possible.  I’ve been reconsidering a turbo but still not = convinced the renesis exhaust ports are up to the abuse. Although a = looser turbo may eliminate the housing damage that has occurred in the = turbo RX8’s.   I wonder what intercooled, 38” MP = at 1900 rpm would do for speed and fuel burn?

 

Bobby

 

 

 

From: Rotary motors in aircraft [mailto:flyrotary@la= ncaironline.net] On Behalf Of Charlie England
Sent: = Monday, May 14, 2012 8:57 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: Thanks = Tracy!

 

Hi = Bobby,

Those are pretty good numbers for a 4seat plane, even a = -10, at that fuel flow. Have you checked it at around 11gph? =

Thanks,

Charlie


On 05/14/2012 03:26 PM, Bobby = J. Hughes wrote:

Cruise rpm is typically 1700-1825 prop \ 4850-5200 engine. The low = rpm may influence my EGT’s. In this configuration I see 160-165 = MPH TAS at 8-8.5 gph at 6000 foot. It does a little better up high. =

 

Bobby

RV10

 

Bill,

 

I see around 1650F max. At cruise altitude running less than = 30”MP I can lean to about 1475F.

 

Bobby

 

 

From:= = Rotary motors in aircraft [mailto:flyr= otary@lancaironline.net] On = Behalf Of Bill Bradburry
Sent: Saturday, May 12, 2012 7:06 = PM
To: Rotary motors in aircraft
Subject: = [FlyRotary] Thanks Tracy!

 

Th= e EM-2 mixture is working fine now, Tracy.  I appreciate the rapid = turnaround.

&n= bsp;

I = wanted to ask you about the EGTs I should expect from the Renesis.  = I am getting EGTs in the upper 17s.  I think I expected them to be = a couple of hundred lower than that.  I don’t doubt the = accuracy because the EGTs report a pretty accurate OAT when I first = arrive at the hangar and before I start the = engine.

&n= bsp;

I = did some relearning of the EC-2 during the flight today between 18 and = 29 inches manifold pressure.  This was done at 2K feet.  The = MAP was lowered considerably and now the mid point of the graph is = pretty close to the knob center, maybe 12:30-1:00 = o’clock.

&n= bsp;

A = good explanation of how to lean would be very helpful for me at this = point.  Also I am wondering what fuel burn most are getting at = cruise.  I am still calibrating this function, but I would like to = know what to expect if I ever get it right.

&n= bsp;

Bi= ll = B

<= p class=3DMsoNormal> 

------_=_NextPart_001_01CD32A3.513C927D--