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Bobby
Please remove me from your mailing lists.
taspilot@cox.net
---- "Bobby J. Hughes" <bhughes@qnsi.net> wrote:
Bill,
The temps are without cowling. Still working on my bottom cowl inlet /
exit fairing but should be ready by Christmas. I have an oil / water
exchanger plumbed between two 400 cu. in. radiators. Next weekend I will
cover the radiators and attempt to get the oil temp higher. Oil is not
getting hot enough to let the pressure drop below 100. Bruce T recommend
an external oil thermostat but hopefully the temps and pressure will
normalize once the cowl is installed or by blocking airflow.
I will post pics after the lower cowl is completed. Everyone who drops
by the hanger seems to think my radiator air inlets are facing the wrong
direction. :)
Bobby
________________________________
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Bill Bradburry
Sent: Monday, December 01, 2008 11:39 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: : First Flight, short and hot
WOW! Bobby!
Those are great numbers! Do you have any pictures of your cooling
installation?
Bill B
________________________________
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
________________________________
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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