X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost03.isp.att.net ([207.115.11.53] verified) by logan.com (CommuniGate Pro SMTP 5.3.5) with ESMTP id 4234056 for flyrotary@lancaironline.net; Sun, 25 Apr 2010 23:18:54 -0400 Received-SPF: none receiver=logan.com; client-ip=207.115.11.53; envelope-from=keltro@att.net DKIM-Signature: v=1; q=dns/txt; d=att.net; s=dkim01; i=keltro@att.net; a=rsa-sha256; c=relaxed/relaxed; t=1272251934; h=Content-Type: MIME-Version:In-Reply-To:Message-Id:Date:Subject:To:From; bh=9kTbeL ksi82NCbaMHERJnLfWgaDpFLo4c351p4m0LWg=; b=Kb6sBawXGb+ieG4vtQgEA2oov gQb9ZmWz2lnZPoOfJ8XkFq+Kb2o+5Ts6rVZiMt2710z5IaTGU0nKO5KajIvrQ== Received: from fwebmail17.isp.att.net ([207.115.9.157]) by isp.att.net (frfwmhc03) with SMTP id <20100426031818H0300shr98e>; Mon, 26 Apr 2010 03:18:18 +0000 X-Originating-IP: [207.115.9.157] Received: from [208.114.44.204] by fwebmail17.isp.att.net; Mon, 26 Apr 2010 03:18:18 +0000 From: "Kelly Troyer" To: "Rotary motors in aircraft" Subject: Renesis CAS Trigger Wheel Dims Date: Mon, 26 Apr 2010 03:18:18 +0000 Message-Id: <042620100318.26078.4BD505F9000E8A9A000065DE22228869349B0A02D29B9B0EBF019D9B040A05@att.net> In-Reply-To: X-Mailer: AT&T Message Center Version 1 (Mar 2 2009) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_26078_1272251898_0" --NextPart_Webmail_9m3u9jl4l_26078_1272251898_0 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Mark, I presume you have NA 13B rotor housings or have replaced the 20B housin= g "D" shaped exhaust inserts with NA 13B inserts ??.................. -- Kelly Troyer=20 "Dyke Delta"_13B ROTARY Engine=20 "RWS"_RD1C/EC2/EM2=20 "Mistral"_Backplate/Oil Manifold=20 -------------- Original message from Mark Steitle : ---= -----------=20 Bill/Kelly, OK, I got the leaking water pump cartridge changed out (had a spare), and a= bout two dozen other little items handled this weekend. One thing that I d= iscovered was that the paint on the belly of the fuse was starting to bubbl= e from the exhaust heat being directed too close to the belly. So, I added= a short turn-down to the tailpipe. But that required the exhaust system b= e removed from the a/c, welded, and then reinstalled. The heat is now dire= cted at the pavement (what's that smell... boiling tar?). Anyway, I finally got everything back together, did another run only to dis= cover a very low EGT. I installed a new injector (had a spare) and the EGT= 's were much closer. So, having a hangar queen for 3-1/2 months, I buttone= d her up and went flying. Keep in mind that tuning is less than perfect, b= ut all in all, it ran very well. It is a new engine, so I babied it the wh= ole way. Oil temps got to 205, water 175, OAT was 78F. In level flight oi= l was 175, water 157. I may need a water spray bar on the oil cooler for t= emp control during climbout on hot days, more testing is needed. I'll be w= atching this very closely.=20=20 My initial impressions were: 1) its great to be back in the air again,=20 2) engine starts about the same as the side port motor did,=20 3) the exhaust is noticeably quieter due to the tangential muffler and the = not-turbo exhaust splitters. The exhaust tone no longer has a deep rumble = that began at the time I installed the DNA muffler. The absence of deep to= nes is less annoying and makes it easier for the ANR to cancel out the rema= inder of the noise. I can actually hear the radio now. I'll take some db = readings in the near future.=20 4) EFI needs more tuning, but mixtures were easily adjusted by small tweaks= on the mixture knob. Did I mention that I installed a wideband O2 sensor = and gauge? Having a digital reference makes it much easier to tell exactly= where the mixture is at. I will invoke "auto-tune" on the next flight,=20 5) oil cooling may need some improvement. 6) MSD ignition performed flawlessly. I examined the plugs after the 30 mi= nute flight and they all looked perfectly normal. For the record, I'm runn= ing Renesis iridium plugs with three MSD-6A's, three MSD Blaster coils for = the leading plugs. I kept the EC-2 for the fuel injectors and to power the= trailing coils/plugs.=20=20 =20=20 That's about all for now. Hope to fly again next weekend. Stay tuned... Mark S. Austin On Tue, Apr 20, 2010 at 6:52 PM, Kelly Troyer wrote: Mark, "Pictures,,,,Pictures" From the "Steitle Skunk Works" !!.............Whe= n you have time of course................ -- Kelly Troyer=20 "Dyke Delta"_13B ROTARY Engine=20 "RWS"_RD1C/EC2/EM2=20 "Mistral"_Backplate/Oil Manifold=20 -------------- Original message from Mark Steitle : ---= -----------=20 Sorry Bill, it was IFR all weekend and I didn't get to fly. Then I was che= cking things on Saturday and noticed my water pump dripping coolant from th= e seal. So, I've decided to go ahead and install a Renesis water pump. I = had purchased a Renesis wp and front cover about a year ago with the intent= of changing over. Since the Renesis wp is integral with the front cover, = I had to band saw the wp housing from the front cover. I will be using it = and the Renesis wp cartridge and discarding the rest. I will also have to = use the Renesis front hub in order to get the pulleys to line up. This has= required some minor machine work to the Renesis hub as it is different fro= m the 20B hub. (That's why I was asking for the dimensions for the CAS tri= gger wheel.) All of this will save about 7.5#.=20 As for my impressions of the p-port motor, so far I'm very happy with it. = Idle is acceptable and power is noticably increased over the side port moto= r. The intake is much lighter and simpler to fabricate (except for machini= ng the housings which you could farm out). Everything else connects with h= ose clamps. Mark S.=20=20=20=20=20 On Tue, Apr 20, 2010 at 3:00 PM, Bill Bradburry = wrote: Mark, Speaking of a two hour drive=E2=80=A6.did you get in the air this weekend?? Report on the PPort!!=20=20 Bill B From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Mark Steitle Sent: Tuesday, April 20, 2010 2:54 PM To: Rotary motors in aircraft Subject: [FlyRotary] Renesis CAS Trigger Wheel Dims Does anyone happen to know the thickness of the Renesis crank trigger wheel= ? This is the toothed wheel that triggers the ignition & injectors. I nee= d to know the exact thickness of the timing wheel. If anyone can send me t= his dimension I would be very appreciative as it would save me a two hour d= rive. Thanks, Mark S. --NextPart_Webmail_9m3u9jl4l_26078_1272251898_0 Content-Type: multipart/related; boundary="NextPart_Webmail_9m3u9jl4l_26078_1272251898_1" --NextPart_Webmail_9m3u9jl4l_26078_1272251898_1 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable
Mark,
   I presume you have NA 13B rotor housings or have replaced= the 20B housing
"D" shaped exhaust inserts with NA 13B inserts ??..................
--
Kelly Troyer
"Dyke Delta"_1= 3B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifol= d



 
-------------- Original message from Mark Steitle <msteit= le@gmail.com>: --------------

Bill/Kelly,

OK, I got the leaking water pump cartridge changed out (had a spare), = and about two dozen other little items handled this weekend.  One thin= g that I discovered was that the paint on the belly of the fuse was startin= g to bubble from the exhaust heat being directed too close to the belly. &n= bsp;So, I added a short turn-down to the tailpipe.  But that required = the exhaust system be removed from the a/c, welded, and then reinstalled. &= nbsp;The heat is now directed at the pavement (what's that smell... boiling= tar?).

Anyway, I finally got everything back together, did another run only t= o discover a very low EGT.  I installed a new injector (had a spare) a= nd the EGT's were much closer.  So, having a hangar queen for 3-1/2 mo= nths, I buttoned her up and went flying.  Keep in mind that tuning is = less than perfect, but all in all, it ran very well.  It is a new engi= ne, so I babied it the whole way.  Oil temps got to 205, water 175, OA= T was 78F.  In level flight oil was 175, water 157.  I may need a= water spray bar on the oil cooler for temp control during climbout on hot = days, more testing is needed.  I'll be watching this very closely. &nb= sp;

My initial impressions were:
1) its great to be back in the air again, 
2) engine starts about the same as the side port motor did, 
3) the exhaust is noticeably quieter due to the tangential muffler and= the not-turbo exhaust splitters.  The exhaust tone no longer has a de= ep rumble that began at the time I installed the DNA muffler.  The abs= ence of deep tones is less annoying and makes it easier for the ANR to canc= el out the remainder of the noise.  I can actually hear the radio now.=  I'll take some db readings in the near future. 
4) EFI needs more tuning, but mixtures were easily adjusted by small t= weaks on the mixture knob.  Did I mention that I installed a wideband = O2 sensor and gauge?  Having a digital reference makes it much easier = to tell exactly where the mixture is at.  I will invoke "auto-tune" on= the next flight, 
5) oil cooling may need some improvement.
6) MSD ignition performed flawlessly.  I examined the plugs after= the 30 minute flight and they all looked perfectly normal.  For the r= ecord, I'm running Renesis iridium plugs with three MSD-6A's, three MSD Bla= ster coils for the leading plugs.  I kept the EC-2 for the fuel inject= ors and to power the trailing coils/plugs.  
  
That's about all for now.  Hope to fly again next weekend.  = Stay tuned...

Mark S.
Austin


On Tue, Apr 20, 2010 at 6:52 PM, Kelly Troyer <keltro@att.net> wrote:
Mark,
   "Pictures,,,,Pictures" From the "Steitle Skunk Works" !!.............When yo= u have time of course................
--
Kelly Troyer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/E= C2/EM2
"Mistral"_Backplate/Oil Manifold



 
-------------- Original message from Mark Steitle <msteitle@gmail.com>:= --------------

Sorry Bill, it was IFR all weekend and I didn't get= to fly.  Then I was checking things on Saturday and noticed my water = pump dripping coolant from the seal.  So, I've decided to go ahead and= install a Renesis water pump.  I had purchased a Renesis wp and front= cover about a year ago with the intent of changing over.  Since the R= enesis wp is integral with the front cover, I had to band saw the wp housin= g from the front cover.  I will be using it and the Renesis wp cartrid= ge and discarding the rest.  I will also have to use the Renesis front= hub in order to get the pulleys to line up.  This has required some m= inor machine work to the Renesis hub as it is different from the 20B hub. &= nbsp;(That's why I was asking for the dimensions for the CAS trigger wheel.= )  All of this will save about 7.5#.=20

As for my impressions of the p-port motor, so far I'm very happy with = it.  Idle is acceptable and power is noticably increased over the side= port motor.  The intake is much lighter and simpler to fabricate (exc= ept for machining the housings which you could farm out).  Everything = else connects with hose clamps.

Mark S.     

On Tue, Apr 20, 2010 at 3:00 PM, Bill Bradburry <bbradburry@bellsouth.net> wrote:

Mark,

Speaking of a two hou= r drive=E2=80=A6.did you get in the air this weekend??

Report on the PPort!!=  

 <= /P>

Bill B<= /P>

 <= /P>

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Tuesday, April 20, 2010 2:54 PMTo: Rotary motors in airc= raft
Subject: [FlyRotary= ] Renesis CAS Trigger Wheel Dims

 

Does anyone happen to know the thickness of the Renesis c= rank trigger wheel?  This is the toothed wheel that triggers the ignit= ion & injectors.  I need to know the exact thickness of the timing= wheel.  If anyone can send me this dimension I would be very apprecia= tive as it would save me a two hour drive.

 

Thanks,

Mark S.



=
--NextPart_Webmail_9m3u9jl4l_26078_1272251898_1-- --NextPart_Webmail_9m3u9jl4l_26078_1272251898_0--