New (overhauled) engine purchased from a Mazda dealer. Air time 95 hrs. Ground time about half as much. I fly a 2.105:1 cogbelt PSRU. My aircraft is a Zenair Zenith. Yvon

----- Original Message -----

From: Kelly Troyer

To: Rotary motors in aircraft

Sent: Thursday, September 03, 2009 3:16 PM

Subject: [FlyRotary] Re: Help for John Slade

Yvon,

  Was your 13B freshly overhauled when you began flying and how many hours in

the air currently..............Condition of the rotor side seals and their "O" rings plus

side plate wear steps are the main controlling factors + the percentage of 2 stroke

oil............As the engine rotor side seals, "O" rings and side plates wear then more

of the 2 stroke oil will get past them and into the oil sump...........

--
Kelly Troyer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold

 

-------------- Original message from Yvon Cournoyer <geryvon@videotron.ca>: --------------

I have been using a ratio of 1:140 for some time and still getting an increase in the oil pan. I do not run above 5500-5600 engine rpm. My engine is a 1986 13B. Yvon.

----- Original Message -----

From: Tracy Crook

To: Rotary motors in aircraft

Sent: Wednesday, September 02, 2009 10:04 PM

Subject: [FlyRotary] Re: Help for John Slade

Just talked to John again.  Engine emergency caused by clogged fuel filters (John mentioned debris caused by some fuel tank work of some sort?).   Saw fuel pressure fluctuations on EM2 and increased EGTs then rpm started falling.   After landing, John found the clogged filters & cleaned them out.  That procedure called for closing a shutoff valve from the tanks.  After cleaning the filters, he forgot to turn the shutoff valves back on, hence the failure to start.  He eventually noticed that fuel pressure was super low and that eventually jogged the memory of the shutoff valves.    After opening them, the engine started immediately. 

The RPM anomaly is still a mystery & I didn't think to ask him if that was back to normal.  I'm sure we will hear more later.  I'm kind of amazed that the engine still had good compression after 50 gallons of fuel with no oil added was used.

Just random thoughts:   I'm thinking I should cut back on the amount of oil I add.  I'm still accumulating 2 stroke in the crankcase when using 3/4 oz per gallon of gas.  Think I'll go to 1/2 oz / gal. on Renesis.  Peripheral exhaust port 13Bs need more oil than Renesis but 1 oz/gal is probably overkill.

Tracy

On Wed, Sep 2, 2009 at 8:46 PM, David Leonard <wdleonard@gmail.com> wrote:

So what caused the evergency landing?

Dave Leonard

On Wed, Sep 2, 2009 at 5:39 PM, Tracy Crook <tracy@rotaryaviation.com> wrote:

Called John to see if I could help.  What a saga!    Lots of indications that it is clogged fuel system somewhere but also some symptoms that occurred simultaneously that make no sense at all (like a double rpm indication).   John says compression is good/normal in spite of two fuel stops with no oil added to gas (forgot).  Engine was running normal at shutdown after emergency landing but now won't start.  Unfortunately John has none of the EC2 upgrades including ignition & injector diagnostics and has not tried checking for spark while cranking since that is a 2 man job.   I forgot to ask if he had tried the backup on EC2 controller but I assume he did. 

Tracy

On Wed, Sep 2, 2009 at 7:45 PM, Bulent Aliev <bulent@enginegearonline.com> wrote:

Guys, I just got a call from John Slade. He had to do an emergency landing in Graystone 17FL (Ocala) FL. His engine will not start again, and he needs someone with rotary experience to talk to. His cel # is 860-271-3941. Please give him a call if you can help in any way.
Buly
Bulent Aliev

--
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net