Paul,
               Ok, now I get it.  I'll get some of each ordered and try
       them to see
               what works best/easiest and then post the results to the
   BMA
           list.  The
               new BMA EFIS uses an instrument module that has two
   capacitance
               channels, so this is not a problem for the late-comers.
    Worth
           posting
               anyway as there are plenty of us early "Gold Box" owners
       still out
               there.  Appreciate your help.

               Thanks,
               Mark
               Lancair ES-20B, 15 hours

               Post it here too Mark. Might be of interest to other people
               using the same probes. By the way it is real easy
               to build your own probes using two one inch wide long
   strips of
           brass
               separated by nylon nuts and bolts. Takes about an hour
   or two.
               A 555 will handle the electronics.
               --
               Paul Lamar ...No rotor no motor.


           Paul,

           I agree.  The only hard part is the end fitting, but a
   fitting could
           probably be purchased at Home Depot and modified to work.  Might
       have a
           total of $5 in each probe.  I ordered the EI probes when I
       ordered the
           kit and didn't know squat about capacitive fuel probes.  I
   guess
       that's
           part of the "education and recreation" of building your own
       airplane.

           By the way, it is a real thrill, while also a bit scary to be
       flying
           around above the clouds in an "experimental" airplane that
   you put
           together in your garage and which uses a car engine along with a
       whole
           bunch of do-it-yourself parts.  You can't help but wonder if you
       did
           everything correctly as one snafu could easily ruin your
   whole day.
           With that said, I'm beginning to feel a bit more comfortable
       about the
           whole experience now.   But give me a couple-hundred hours of
           trouble-free flying and then ask me how I'm feeling.

           Mark
           15 hrs (and counting)

           My mother told me never to fly anywhere unless I could see the
       ground :)

           Things happen. Plan on it. I am not supposed to be saying that
           on here but never the less always have a plan B.

           Judging by what I have seen so far of your excellent
   installation
           I think you have less to worry about than most.

           BTW what are you seeing on the "cylinder head" temperature
   gages
           so far? You are our only experimenter on those.

           How is the muffler working out?
           --
           Paul Lamar ...No rotor no motor.

       Paul,
       Thanks for the vote of confidence.  I try to fly high so that I
   have
       more options, just in case.

       I haven't looked at the CHT's in a while as you must page through a
       number of screens on the EM-2 to get to the EGT/CHT page.  Not
   much you
       can do about it anyway.  I like to keep the main page up during the
       initial climb, but the most important info is on the top and bottom
       lines which don't change when paging.  The EGT's typically run
   around
       1600-1650 in cruise.  I'll check the CHT's on my next flight and
   let
       you
       know what they're reading.

       The "R.B.Wagner" exhaust tubes seem to be holding up just fine also.
       So is my homemade auger muffler, although guys tell me that they can
       hear me coming from 5 miles away.  I tested a Hush Power II
   resonator
       muffler and it is amazing how much quieter it is over the auger
       muffler.  For the first time I could actually hear the prop
   above the
       exhaust.  The body of the muffler is only 12", overall length is
   17.5"
       but a couple of inches can be cut off both ends to shorten it.
    It is
       compact enough to fit under the cowl.  I couldn't bring myself
   to hang a
       muffler under that beautiful airframe.  This provides a good
       alternative.  Dennis H. has one of these on his RV-7A and it is the
       quietest airplane on the field.  Now that's something you don't
   hear
       often when discussing rotaries.

       By the way, a side benefit to the oil/water exchanger is that
   the oil
       keeps the water hot enough so I don't need a thermostat or cowl
   flap.
       Yesterday, I flew and the oat was 44*F.  The coolant was up around
       170-175 in climb and settled down to 150-160 in economy cruise.  Oil
       temps track 10-15* higher.  If it gets much colder, things may
   change
       and I may have to add a cowl flap.  The 20B burns about 12.3 gph in
       economy cruise.  Not too shabby, especially since I can burn
   auto fuel
       which is more than $1/gallon cheaper.

       Mark S.
       16 hrs

       There is no cheap replacement for thick RB Wagner SS exhaust
   pipes :)

       You certainly have plenty of cooling capacity in the winter time :)

       12.3 gph is 73.8 pounds per hour so at a  well leaned BSFC of
       .47 (150 F lean of peak.) that would be about 160 HP. At .5 BSFC it
       would
       be about 150 HP. At that HP rate the 3 rotor TBO should be 5000
   hours :)

       How fast are you going at 12.3 gph and what is the EGT?
       --
       Paul Lamar ...No rotor no motor.


   Paul,
   That was cruising in overdrive.  ;-)  Best I recall, it was about
   105-110 kts indicated, 123 kts TAS (142 MPH) and about 17" MAP,
   highest EGT was
   1600 +/- .  I'll verify that again on next flight.  I'm still
   working on
   getting the EM-2 fuel totalizer calibrated. I know I'm close, but not
   quite there yet.  Best cruise speed I've seen so far is 173 kts TAS
   (200 MPH).
   This was at 1700 prop rpm, 5200 engine rpm, wot and no wheel pants.  I
   can't wait to see what it will do with the wheel pants installed and
   higher prop/engine rpm.  That M/T c/s prop sure makes things nice.  I
   usually set the prop to 2250 for takeoff.  That gives me almost 7,000
   rpm for takeoff.  She's usually airborne before I hit the first
   turnoff.  Once I'm up to about 110 kts I start dialing the prop speed
   down to reduce the stress on the engine and psru, and also to lower the
   fuel burn.  I usually see about 26-27gph ( 160#/.6 BSFC = 265 HP....
   160#/.65 BSFC = 246 HP) on the EC-2 during initial climb.  It usually
   climbs in excess of 1500 fpm at 105-110 kts.  Not too bad for a 4-place
   airplane.  I haven't done a  full-power climb at Vx yet.

   Mark

   Thanks for the performance data. I'll have to do some data reduction.
   I assume you have the 2.85:1 PSRU since you can reach 7000 RPM
   or can you do that with a 2.17:1 PSRU?

   My C182 cruises at about 150 MPH on about the same 12 gph fuel burn.
   Of course
   it won't cruise at 200 MPH :)
   --
   Paul Lamar ...No rotor no motor.


Hi i'm jose dayao from philippines i've been receiving your email for
sometime now and to tell you the truth i'm interested on what youre
doine please email me on how to build a plane using 13b turboII engine
and send me the plan including where to buy plane part thanks happy new
year.


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