Here's a shot of the EM-2 taken today on my flight back from attending
  the LaGrange BBQ fly-in.  Altitude was 4700 msl, OAT was about 50F.
  The
  engine is just loafing at 6000 rpm (M/T electric prop was set to 2000).
  The faster I run this engine, the more it wants to go.  I can't wait to
  see what it will do when I really open it up.

  Note: Oil temp shown is pan temp.  I measure return oil temps with the
  EFIS.  Oil temp typically run 5-10* above the coolant temp.

  Mark

  That is pretty good. My C182 gets 10 MPG but I am only doing 150 MPH.
  The EGT looks a bit high. Are you leaning?

  I think the oil temp is still being affected by the heat from the
  close proximity of the exhaust manifold. I would extend the oil cooler
  duct out through the opening in the cowl and radius it. Rutan used that
  trick in one of his airplane designs. It shook around independent
  of the cowl.

  Paul Lamar.

  PS I forget to mention. If you shield the muffler it will block
  some of the air going through the cooler. A rock and a hard spot.
  IMHO the oil cooler would be better off on the other side.



  Paul,

  Did you not see my note that the oil temps shown on the EM-2 were
  measured in the oil pan?  Return temps are around 25* lower than
 the pan
  temps.

  Also, your photos of my engine install are out of date.  I'm no longer
  running the tangential muffler.  I went back to the 3-into-1 exhaust
  that I used initially.  Performance picked up significantly, and EGTs
  dropped a bunch.  I'm presently gathering pieces for my next exhaust
  system.  The current exhaust has a shield between the exhaust and the
  oil cooler, and it is streamlined for enhanced airflow.

  Attached is a recent in-flight picture of my EFIS (sorry for the
  blurriness, it was a bumpy day).  Note the oil & coolant temps.  How
  much cooler do they need to be?  I had stuffed a t-shirt into the
  radiator plenum to help keep the temps above 130*.

  Mark S.


  Your right! I missed that point. I assume you mean by return temps
  oil coming out of the oil cooler is 25 F cooler. Very impressive.

  Paul Lamar

  Paul,

  And if anyone asks what amperage is required for a 3-rotor running 5100
  rpm, you can tell them it takes 7.1 amps.  I assume this would be
 linear
  with RPM.

  Mark


 Hi Mark What is included in the 7.1Amps - fuel pump/s, ign, inj etc
 Cheers

 Steve Izett

 Steve,

 It includes one fuel pump (#2 pump in stand-by mode), injectors, coils,
 EC-2/EM-2, electric M/T prop, EFIS, nav/com, transponder, and strobes.
 Keep in mind that this load will vary according to RPM.

 Mark


 Thanks Mark
 Less than I thought, which is good news.

 Steve Izett


7 amps is enough that for many airplanes you won't want to carry more than an hour or two of battery.  Battery enough to carry this kind of electrical load (on top of other electronics) gets heavy fast.  Especially if you compare it to a small 2nd alternator..  Keep in mind that the running time for a battery driving a load is not the Ah divided by the load current. It's always less. Especially if the I is large compared to the Ah.

Picture this: You depart into clouds on a 3 hour flight. The weather along the route is kinda crummy. Your primary alternator craps out just as you get into the murk.  Having a 2nd alternator gives you time to figure out the best course of action..  Including the possibility of continuing to your destination.

The alternative is carrying a fairly large amount of battery.  Well maintained battery.  That you load test periodically. Or replace annually.  And always replace it if you ever accidentally leave the Master On.  That's the only way you'll have some confidence that the engine will stay running after an alternator failure.

 This is true for any airplane that is used for more than just flying over Kansas on sunny days..


Matt-

No beating a self contained ignition system like a magneto  or
CD outboard type and a carb for IFR :) If it is a low wing you will
need a hand wobble pump and a cowl sump tank or engine driven mechanical
pump. If I were doing a lot of IFR I would seriously consider a
carb and outboard engine type CD system. The outboard engine generator
part could keep an electric fuel pump alive.

I am also a fan of old fashioned steam gages :)
If one fails no big deal.

Paul Lamar