X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ew0-f52.google.com ([209.85.215.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4579592 for flyrotary@lancaironline.net; Mon, 15 Nov 2010 09:13:29 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.215.52; envelope-from=msteitle@gmail.com Received: by ewy4 with SMTP id 4so1122150ewy.25 for ; Mon, 15 Nov 2010 06:12:43 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:received:in-reply-to :references:date:message-id:subject:from:to:content-type; bh=62eBeS6/WGA4Q8mEzzaTO3y4sHTsnIkSMfQuIh6IPYI=; b=lNWTCKZctDT4DMuzT3qcsTcUbSfBPmJA0fUevRvGyQpQrdSvLODf9opCfaejwH1ytj ZwL0mxj7BekdnwL/246/Il7PnW8uqxouW65p4MQXpNWP0n/RkFCD/rIPBWnU0ja13F1y VP16kcRvPJrdtROoH+0ZUq5GloiQM7M6Sx/mc= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=p2JBFp67hSdHKz7o0NhgptaV+8unUAJwpdwD52oYI39edG3WhGcupsMW2DVHeQdt7J DJOUGWstK2PCZe3zNE9F922IJPrDUxouPkE1z7LqRivxzWGn1NKBVgdkdjOl0Yf4stbc 6jSEXamfM6QGG03AfXieO5sX4Ogxr7SlO7Rgs= MIME-Version: 1.0 Received: by 10.213.28.18 with SMTP id k18mr413388ebc.25.1289830363476; Mon, 15 Nov 2010 06:12:43 -0800 (PST) Received: by 10.213.36.17 with HTTP; Mon, 15 Nov 2010 06:12:43 -0800 (PST) In-Reply-To: References: Date: Mon, 15 Nov 2010 08:12:43 -0600 Message-ID: Subject: Re: [FlyRotary] Re: Improved performance of my new (2009) intake manifold From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=000e0cd1e12ca2b4f00495180874 --000e0cd1e12ca2b4f00495180874 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Rino, Mode 7 now has an auxilary mode which uses the cold start switch to enable. (Mode 7 + Cold Start ON) Mark On Mon, Nov 15, 2010 at 7:14 AM, Rino wrote: > One could disable the cold start switch. I never use that switch and I > live in the cold country -- up north! My starting procedure is: Igniti= on > ON, mixture full rich, 4 pulses of the program store switch and engage > starter. Works every time! Then as the engine warm up I adjust the mixtu= re. > > Rino Lacombe > Renesis powered Glass Goose > > > > ----- Original Message ----- > *From:* Bill Bradburry > *To:* Rotary motors in aircraft > *Sent:* Thursday, November 11, 2010 8:51 AM > *Subject:* [FlyRotary] Re: Improved performance of my new (2009) intake > manifold > > That is the second report I have seen of someone hitting the cold start > switch while in flight. The first time there was discussion about switch > guards, etc., which I decided I didn=92t need. My cold start switch is n= ot > located anywhere on the panel where I should have my hands unless I am > changing the mixture. But now with two reports, I am beginning to wonder > what I am missing. > > Where are your cold start switches located and what were you doing when y= ou > accidentally hit them? > > > > I just moved my staging point from 15 inches to 16 inches because 15 was > right on top of 3800 rpm where the EC-2 changes map tables. > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *bktrub@aol.com > *Sent:* Wednesday, November 10, 2010 9:52 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Improved performance of my new (2009) intake > manifold > > > > Interesting manifold. Are you still using the VDO fuel pressure sender? I > had heard that it might not be suitable for use with fuel, I am still usi= ng > mine at present however. > > > > I went up today for a few laps at 3000 over Paine Field. The engine ran > well below the staging point, but started stumbling when above the stagin= g > point. It ran smoothly through the staging transition on the ground, but > when in the air I could not tell by the mixture monitor if it was lean or > rich. I tried leaning it out and richening it up, but results were > inconclusive so I stayed below the staging point for the remainder of the > flight. Temps were down around 130 degrees at 4800 RPM and 110 mph, MP wa= s > not noted. > > > > I accidently hit the cold start switch while on downwind with two other > planes ahead of me, the tower told me to go around on final, but the plan= e > ahead turned off onto the taxiway just in time so I told the tower that I > would really like to land, so they cleared me. The engine died as I turne= d > off onto the taxiway and then I noticed the cold start switch. The first > order of business was making and installing a switch guard for the cold > start switch. I'm also going to pre-load the switch with a rubber band so= it > stays in the off position unless I'm pushing it on, and can just pull the > rubber band off of it if I need to shut down a set of injectors and run t= he > remaining injectors on cold start.(limp home mode for failed injector.) > > > > The fuel self transfering issue was resolved by installing manual valve o= n > the transfer line between the tanks. > > > > Brian Trubee > > > > > > -----Original Message----- > From: Dennis Havarlah > To: Rotary motors in aircraft > Sent: Wed, Nov 10, 2010 12:27 pm > Subject: [FlyRotary] Improved performance of my new (2009) intake manifol= d > > As some of you know I started flying my RV-7A with a cut - off Renesis > intake manifold. In 2009 I installed an new intake designed to > route pressure waves from the closing of rotor #1's intake into rotor #2 > just before rotor #2's intake closed. After using the new intake for ove= r a > year I am still very happy with it's performance. > > > > I gained about 15 mph TAS at the same altitude and manifold pressure > > My static engine rpm increased 300 to 350 rpm. > > My takeoffs are faster and shorter with noticeable increase in accelerati= on > > My climb rate increased > > My oil and water cooling is more critical now because I make more HP. > > > > But - I must confess I don't believe the manifold can be reproduced > economically. It's just too complicated. > > I also believe it should have slightly shorter intake runners to increase > the performance at higher RPM. Decreasing the intake runner length proba= bly > would require complete new geometry of the system. > > > > I have another concept for designing a Renesis intake that using a > reflected wave from Rotor #1 returning to Rotor #1 . > > I believe it would be much easier to build and small enough to fit into t= he > James rotorary cowl but because my intake works well I am not moving ahea= d > with completing the design and building it. > > > > Dennis Haverlah > > > > > > > > -- > > Homepage: http://www.flyrotary.com/ > > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/Lis= t.html > > > > --000e0cd1e12ca2b4f00495180874 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
Rino,
=A0
Mode 7 now has an auxilary mode which uses the cold start switch to en= able.=A0
(Mode 7 + Cold Start ON)
=A0
Mark

On Mon, Nov 15, 2010 at 7:14 AM, Rino <lacombr@nbnet.nb.ca= > wrote:
One could disable the cold start switc= h.=A0 I never use that switch and I live in the cold country -- up north!= =A0=A0 My starting procedure is:=A0 Ignition ON, mixture full rich, 4 pulse= s of the program store switch and engage starter. Works every time!=A0 Then= as the engine warm up I adjust the mixture.
=A0
Rino Lacombe
Renesis powered Glass Goose
=A0
=A0
----- Original Message -----
Sent: Thursday, November 11, 2010 8:= 51 AM
Subject: [FlyRotary] Re: Improved pe= rformance of my new (2009) intake manifold

That is the sec= ond report I have seen of someone hitting the cold start switch while in fl= ight.=A0 The first time there was discussion about switch guards, etc., whi= ch I decided I didn=92t need.=A0 My cold start switch is not located anywhe= re on the panel where I should have my hands unless I am changing the mixtu= re.=A0 But now with two reports, I am beginning to wonder what I am missing= .

Where are your = cold start switches located and what were you doing when you accidentally h= it them?

=A0

I just moved my= staging point from 15 inches to 16 inches because 15 was right on top of 3= 800 rpm where the EC-2 changes map tables.

=A0

Bill B

=A0

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of bktrub@aol.com
Sent: Wednesday, November 1= 0, 2010 9:52 PM
To: Rota= ry motors in aircraft
Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manifol= d

=A0

Interesting m= anifold. Are you still using the VDO fuel pressure sender? I had heard that= it might not be suitable for use with fuel, I am still using mine at prese= nt however.

=A0

I went up tod= ay for a few laps at 3000 over Paine Field. The engine ran well below the s= taging point, but started stumbling when above the staging point. It ran sm= oothly through the staging transition on the ground, but when in the air I = could not tell by the mixture monitor if it was lean or rich. I tried leani= ng it out and richening it up, but results were inconclusive so I stayed be= low the staging point for the remainder of the flight. Temps were down arou= nd 130 degrees at 4800 RPM and 110 mph, MP was not noted.

=A0

I accidently = hit the cold start switch while on downwind with two other planes ahead of = me, the tower told me to go around on final, but the plane ahead turned off= onto the taxiway just in time so I told the tower that I would really like= to land, so they cleared me. The engine died as I turned off onto the taxi= way and then I noticed the cold start switch. The first order of business w= as making and installing a switch guard for the cold start switch. I'm = also going to pre-load the switch with a rubber band so it stays in the off= position unless I'm pushing it on, and can just pull the rubber band o= ff of it if I need to shut down a set of injectors and run the remaining in= jectors on cold start.(limp home mode for failed injector.)

=A0

The fuel self= transfering issue was resolved by installing manual valve on the transfer = line between the tanks.

=A0

Brian Trubee<= /span>

=A0

=A0

-----Original Message-----
From: Dennis Havarlah <clouduster@aust= in.rr.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, N= ov 10, 2010 12:27 pm
Subject: [FlyRotary] Improved performance of my new= (2009) intake manifold

As some of yo= u know I started flying my RV-7A with a cut - off Renesis intake manifold.= =A0 In 2009 I installed an new intake designed to route=A0pressure waves=A0= from the closing of rotor #1's intake=A0into rotor #2 just before rotor= #2's intake closed.=A0 After using the new intake for over a year I am= still=A0very happy with it's performance.

=A0

I gained abou= t 15 mph TAS at the same altitude and manifold pressure

My static eng= ine rpm increased 300 to 350 rpm.

My takeoffs a= re faster and shorter with noticeable increase in acceleration

My climb rate= increased

My oil and wa= ter cooling is more critical now because I make more HP.

<= /div>

=A0

But - I must = confess I don't believe the manifold can be reproduced economically.=A0= It's just too complicated.

I also believ= e it should have slightly shorter intake runners to increase the performanc= e at higher RPM.=A0 Decreasing the intake runner length probably would requ= ire complete new geometry of the system.

=A0

I have anothe= r concept for designing a Renesis=A0intake that using a reflected wave from= Rotor #1 returning to Rotor #1 .=A0=A0

I believe it = would be much easier to build and small enough to fit into the James rotora= ry cowl but because my intake works well I am not moving ahead with complet= ing the design and building it.

=A0

Dennis Haverl= ah

=A0

=A0

=A0

=A0


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