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Bill
Please remove me from your mailing lists.
taspilot@cox.net
---- Bill Bradburry <bbradburry@bellsouth.net> wrote:
WOW! Bobby!
Those are great numbers! Do you have any pictures of your cooling
installation?
Bill B
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From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Bobby J. Hughes
Sent: Sunday, November 30, 2008 8:02 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: : First Flight, short and hot
Jeff,
What's your water temp during extended ground runs with your cowling off?
With OAT <70F I have only been able to get my water to 177 and oil to 144
during extended ground runs up to 7500 rpm.
Any pic you can share?
Bobby
Renesis
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From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Jeff Whaley
Sent: Sunday, November 30, 2008 9:03 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] : First Flight, short and hot
I was in the right seat (flight engineer) when my homebuilt 2+2 made its
first flight yesterday with the 13B Mazda engine, but not without problems.
The coolant temperature reached 230F by circuit altitude; after throttle
back and approach it had only dropped to about 225F; the oil temperature was
indicating only 160F (this could be a mounting-point issue or real I'm not
sure . oil temp measure point is from a small manifold bolted to the PSRU
mounting plate, with oil flowing from engine to PSRU) outside air
temperature was about 32-33F. The coolant pressure pegged the gauge beyond
20 psi, which was a surprise as the pressure cap is rated for 20 psi . I
expected the engine to burp itself out and maintain 20 psi.
I tightened up the cowling around the radiator and removed the thermostat in
an attempt to make a second flight but while removing the thermostat I
noticed one of the alternator V-belts was broken . got another belt only to
find it didn't match the other . these belts really need to be a
matched-pair. Prior to flight, I noticed the outside belt (which broke) did
not have the same tension as the inside belt; it must have climbed out of
the pulley groove and got sliced by the pulley. Previously I bought a double
alternator pulley from Racing Beat but never installed it, due to difficulty
with removing the nut . thought it best to leave well enough alone . I will
now put on that new pulley.
Hope to make another flight next weekend if the test pilot is in agreement.
Any comments/experience on thermostat Vs no thermostat?
Why would the pressure cap hold beyond its rating?
Jeff Whaley
C-FJWW
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Tracy Crook
Sent: Saturday, November 29, 2008 3:10 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Renesis fuel burn
If you haven't calibrated the EM2 fuel flow yet, the GPH reading does not
mean anything. Don't make any decisions based on that reading.
Calibrating the fuel flow is the most difficult and time consuming parts of
EM2 setup. That's the down side of doing it with such an inexpensive flow
sensor ($0.00) since it has none. The other option is to use a Floscan
flow sensor with the EM2 but they are pricy.
At 30" of manifold pressure and best power mixture setting and 6400 RPM
you should get a fuel burn somewhere around 15 - 18 GPH. The exact amount
will depend on other factors like exact mixture setting, your intake
manifold, exhaust system, air temp, etc.
Tracy Crook
On Thu, Nov 27, 2008 at 6:32 PM, Rino <lacombr@nbnet.nb.ca> wrote:
Where can I get information on fuel burn and power for the renesis?
The maximum fuel burn I can get on takeoff is 11.7 gph (reading on the EM2)
at 64 00 rpm. The EM2 is not fully calibrated yet! I think I should be
able to get a higher fuel burn than that.
The other part of the problem. What should be the intake manifold runner
length on the Renesis. Best power has to be between 6000 and 6500 rpm
limited by the propeller and redrive configuration. I cannot use more than
65" dia. prop.
The present runner length is 17" and I think it is not enough.
Rino Lacombe
Renesis powered Glass Goose
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