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 5543265 for flyrotary@lancaironline.net; Tue, 15 May 2012 10:16:43 -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_01CD32A5.45D2A712" Subject: Fuel Flow Disposition-Notification-To: "Bobby J. Hughes" Date: Tue, 15 May 2012 09:16:08 -0500 Message-ID: <74120FDE88CAFE4DBDA8814BCE20A3F33F6263@qnsi-mail.qnsi.net> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: Fuel Flow Thread-Index: Ac0ypUV6HiKsUGfnSW6eYe+rf3muDw== From: "Bobby J. Hughes" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01CD32A5.45D2A712 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Bill, =20 Yes I'm super charged with MT prop. Most of the time I'm at WOT and dial in the prop rpm. I control boost\MP with a 1" butterfly valve that allows air to bypass the super charger rotors. Try dial the rpm down and see what happens. Mark S. cruises with his prop around 1700 also.=20 =20 Bobby =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Monday, May 14, 2012 10:43 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Thanks Tracy! =20 I am still trying to get my head around this, Bobby. =20 I don't remember if you have a turbo or supercharger. I assume you are running WOT? I am not running my rpm that low for fear of "pinging" that I would not be able to hear. I am normally aspirated but you know how a car will ping when you climb a hill in high gear.. You have the MT prop so you can control the rpm, correct? =20 What does your plane weigh? It seems that you are really getting great performance out of your install! My fuel flow is not yet calibrated, but it is not going to get into the 8s from the way things look now. =20 Bill ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bobby J. Hughes Sent: Monday, May 14, 2012 4:27 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Thanks Tracy! =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 ------_=_NextPart_001_01CD32A5.45D2A712 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Bill,

 

Yes I’m super charged with MT prop. Most of the time I’m = at WOT and dial in the prop rpm. I control boost\MP with a 1” = butterfly valve that allows air to bypass the super charger rotors. Try = dial the rpm down and see what happens. Mark S. cruises with his prop = around 1700 also.

<= o:p> 

Bobby

 

From:= = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry
Sent: Monday, May 14, 2012 10:43 = PM
To: Rotary motors in aircraft
Subject: = [FlyRotary] Re: Thanks Tracy!

 

I = am still trying to get my head around this, = Bobby.

 

I = don’t remember if you have a turbo or supercharger.  I assume = you are running WOT?  I am not running my rpm that low for fear of = “pinging” that I would not be able to hear.  I am = normally aspirated but you know how a car will ping when you climb a = hill in high gear..  You have the MT prop so you can control the = rpm, correct?

 

Wh= at does your plane weigh?  It seems that you are really getting = great performance out of your install!  My fuel flow is not yet = calibrated, but it is not going to get into the 8s from the way things = look now.

 

Bi= ll

From:= = Rotary motors in aircraft [mailto:flyrotary@la= ncaironline.net] On Behalf Of Bobby J. Hughes
Sent: = Monday, May 14, 2012 4:27 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: Thanks = Tracy!

 

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:flyrotar= y@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.

 

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.

 

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.

 

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.

 

Bi= ll = B

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