X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=QoAc5h6d c=1 sm=1 tr=0 a=aDzoflcFKt+rPTde/4DNXA==:117 a=29enrAnRItQSTk1fLlBiTQ==:17 a=7oIiURvLaKEA:10 a=17xQtuQ_ucwA:10 a=x7bEGLp0ZPQA:10 a=Fee85h93u3AA:10 a=R9QF1RCXAYgA:10 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=eRLigfuSAAAA:8 a=7g1VtSJxAAAA:8 a=sXfRlgAjEkKmr6XBRacA:9 a=_wzyFNM-__pl4ynv:21 a=ygHD4ku2o0O0UN8p:21 a=QEXdDO2ut3YA:10 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=t6EwlnvPgPLrjUaH:21 a=PliuO6hhg_Qva2SE:21 a=YOBDoouWSOuh6A03:21 a=Urk15JJjZg1Xo0ryW_k8:22 a=BfhXYjFvZD4iae-mNffo:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "Accountlehanover lehanover@aol.com" Received: from omr-m006e.mx.aol.com ([204.29.186.6] verified) by logan.com (CommuniGate Pro SMTP 6.2.6) with ESMTPS id 11451679 for flyrotary@lancaironline.net; Mon, 30 Jul 2018 02:34:38 -0400 Received-SPF: pass receiver=logan.com; client-ip=204.29.186.6; envelope-from=lehanover@aol.com Received: from mtaomg-mcd01.mx.aol.com (mtaomg-mcd01.mx.aol.com [172.26.223.207]) by omr-m006e.mx.aol.com (Outbound Mail Relay) with ESMTP id 82A1438000A2 for ; Mon, 30 Jul 2018 02:34:22 -0400 (EDT) Received: from core-mdx08a.mail.aol.com (core-mdx08.mail.aol.com [10.75.23.5]) by mtaomg-mcd01.mx.aol.com (OMAG/Core Interface) with ESMTP id 538B438000081 for ; Mon, 30 Jul 2018 02:34:22 -0400 (EDT) Received: from 71.67.186.114 by webjas-vab108.srv.aolmail.net (10.96.18.111) with HTTP (WebMailUI); Mon, 30 Jul 2018 02:34:22 -0400 Date: Mon, 30 Jul 2018 02:34:22 -0400 To: flyrotary@lancaironline.net Message-Id: <164e9e51658-c88-1367f@webjas-vab108.srv.aolmail.net> In-Reply-To: References: Subject: Re: [FlyRotary] Re: cooling MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_102542_1421005225.1532932462167" X-MB-Message-Source: WebUI X-MB-Message-Type: User X-Mailer: JAS DWEB X-Originating-IP: [71.67.186.114] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20150623; t=1532932462; bh=p27tKjrlQtoWgM1J9LHl0286QbsxBBeiUBoa9BWL0LI=; h=From:To:Subject:Message-Id:Date:MIME-Version:Content-Type; b=AADMCWLaILJNavcKq+0oyXSV2qnXPHQxBOM5h8qaVER1JS6qfHonZ7tVrJX77oC2l OCQpVJDNOzsafaKgIohJqTmS3ABPvB0eRnh2rja/Zuk7zcuL8C5IyzHDLmFPJI8Vmf UhbZnm2T2qfS1IXd1/htU7AgjEHkg7M9VYMCFYPQ= x-aol-sid: 3039ac1adfcf5b5eb16e5cad ------=_Part_102542_1421005225.1532932462167 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Might I suggest 1600 as the=C2=A0 highest EGT. 160 degrees for oil, 180 deg= rees for coolant and Best power. About 12.5 to 1 fuel to air.=C2=A0 Once at= cruise leave at full throttle and lean to lean of=C2=A0 peak EGT and more = to lean stumble then richen to just smooth. All still at full throttle.=C2= =A0 Low fuel burn, lower than peak EGT, longer range and lower oil and cool= ant temps.=C2=A0 All of this gets better with a high power ignition. Mallor= y High Fire or MSD. Lynn E Hanover =C2=A0 In a message dated 7/29/2018 9:27:14 AM Eastern Standard Time, flyrotary@la= ncaironline.net writes: =C2=A0 Thanks Tracy, so nothing out of ordinary then. just did 1 circuit full at t= hrottle. 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 mo= ment. 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 s= ince starting this project. I very nearly lost interest but glad now that I= didn=E2=80=99t. Andrew =C2=A0 =C2=A0 On Sun, 29 Jul 2018 at 8:43 pm, Tracy Crook rwstracy@gmail.com wrote: Hi Andrew, =C2=A0 =C2=A0I regularly saw EGT temps at 1850 at full throttle on take wit= h a 13B.=C2=A0 Were you at full throttle the whole time?=C2=A0 They should = come down at lower power.=C2=A0 EGTs are a bit lower on the Renesis.=C2=A0 = When boring holes at low throttle (17=E2=80=9D hg.) I see around 1525. =C2=A0 Tracy Sent from my iPad On Jul 29, 2018, at 05:01, Andrew Martin andrew@martinag.com.au wrote: Finally managed to fly again this afternoon, seems the new oil cooler has d= one its magic now I found one that actually lets the oil through (Mocal 34r= ow).=C2=A0 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 gra= vitate 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 dro= p, A/F went above 18:1 but EGTemps remained when I expected a drop due to t= he 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 egt = 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 wrote: >=20 > Steve and Chris, >=20 >=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 fibregl= ass dry and fired up the revised cooling system and temp as follows Water 9= 0 degrees, (on thermostat) Oil=C2=A0 80 degrees, and oil to reduction box 7= 0 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 believe= d that I was getting massive cooling drag as my sportsman could only get 12= 0 Kts instead of the usual 135 kts.=C2=A0 So I set about making up a very s= exy 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 inches= ,=C2=A0 which worked well in that all it did was heat the oil in the sump m= arvelously!!=C2=A0 I was getting oil temps 20 degrees hotter than the water= .=C2=A0 So after booting the cat many times in frustration, I finally reali= sed that I had to exhaust the rads into the outside air as per the original= .=C2=A0 Fibreglass in the middle of winter ????. >=20 > 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 posit= ive lead to the back coil, and it has come off who knows when?=C2=A0 Result= I was flying with the back rotor on the trailing plug only!!! Hence the sl= ower speed which I thought was the cooling drag! >=20 > So basically I am now right back where I started as per cooling exhausti= ng into the outside air,=C2=A0 A lot more experience that I did not need an= d confirmation that I am an idiot! >=20 > Neil Unger. >=20 >=20 > -- > Homepage:=C2=A0 http://www.flyrotary.com/ > Archive and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:81/lists/fl= yrotary/List.html -- Homepage:=C2=A0 http://www.flyrotary.com/ Archive and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:81/lists/flyr= otary/List.html --=20 Regards Andrew Martin Martin Ag ------=_Part_102542_1421005225.1532932462167 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Might I suggest 1600 as th= e  highest EGT. 160 degrees for oil, 180 degrees for coolant and Best = power. About 12.5 to 1 fuel to air.  Once at cruise leave at full thro= ttle and lean to lean of  peak EGT and more to lean stumble then riche= n to just smooth. All still at full throttle.  Low fuel burn, lower th= an peak EGT, longer range and lower oil and coolant temps.  All of thi= s gets better with a high power ignition. Mallory High Fire or MSD.<= /div>
Lynn E Hanover

In a message dated 7/29/2018 9:27:14 AM Eastern Standard Time, flyrotary@la= ncaironline.net writes:

Thanks Tracy, so nothing out of ordinary then. just did 1= circuit full at throttle. Will try and take it higher next time & rela= x a bit. Need to add a camera to record EM2 & efis as its all just info= rmation overload at the moment. Everything appeared fine on this post fligh= t 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 b= ut glad now that I didn’t.
Andrew


On Sun, 29 Jul 2018 at 8:43 pm, Tracy Crook rwstr= acy@gmail.com <flyrotary@lancaironline.net>= wrote:
Hi Andrew,
   I regularly saw EGT temps at 1850 at full throttle on tak= e with a 13B.  Were you at full throttle the whole time?  They sh= ould come down at lower power.  EGTs are a bit lower on the Renesis.&n= bsp; When boring holes at low throttle (17” hg.) I see around 1525.

Tracy

Sent from my iPad

On Jul 29, 2018, at 05:01, Andrew Martin andrew@marti= nag.com.au <flyrotary@lancaironline.net> wr= ote:

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 (Moca= l 34row).  and is actually probably on the cold side for oil & coo= lant, but I can live with that for now. Can't give accurate figures as it w= as 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 t= o gravitate to the next set of flashing numbers, EGT at 1875 seemed a bit h= igh, adding fuel just made it run rough, did try leaning to the point of rp= m 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 c= lose 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= egt wires and fly in an ignorant bliss.
Cheers Andrew




On Fri, Jul 27, 2018 at 9:04 AM, Christian And T= amara Mcdonald christamarmc@gmail.com &l= t;flyrotary@lancaironline.net> wrote:
Hey excellent Neil
Will be interes= ting 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,
>
>          &nb= sp;                     &= nbsp;  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 ( from oil cooler).  To f= ill other in on how stupid I can be,  I had the original set up, that = ran far too cool, so I also believed that I was getting massive cooling dra= g as my sportsman could only get 120 Kts instead of the usual 135 kts. = ; So I set about making up a very sexy cowling where the air from the radia= tor exhausted into the cowling.  This put the gap between the radiator= and the sump of only 4 - 6 inches,  which worked well in that all it = did was heat the oil in the sump marvelously!!  I was getting oil temp= s 20 degrees hotter than the water.  So after booting the cat many tim= es in frustration, I finally realised that I had to exhaust the rads into t= he outside air as per the original.  Fibreglass in the middle of winte= r ????.
>
> Final part of the jig saw was that when I remove= d the original set up to mount my new engine and cowling, I found that I ha= d never bolted the positive lead to the back coil, and it has come off who = knows when?  Result I was flying with the back rotor on the trailing p= lug only!!! Hence the slower speed which I thought was the cooling drag! >
> So basically I am now right back where I started as per co= oling exhausting into the outside air,  A lot more experience that I d= id not need and confirmation that I am an idiot!
>
> Neil Un= ger.
>
>
> --
> Homepage:  http= ://www.flyrotary.com/
> Archive and UnSub:   http://mail.lancaironline.net:81/lists/f= lyrotary/List.html

--
Homepage:  http://www.= flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.= html
--
Regards Andrew Martin Martin Ag<= /div>
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