Also remember that when you are starting the engine you are starting it under a load.  This is different then in a car config where in a car you are starting it with no load attached to the crankshaft.  If the fuel rails are getting so hot that they are vaporizing I would think this would cause an excess pressure in the fuel system and be very dangerous.  This is not a problem I have ever had in a car.  What is causing this besides poor ventilation?

On Mon, Dec 27, 2010 at 4:08 PM, Rino <lacombr@nbnet.nb.ca> wrote:

The only thing our engines do not have is a choke.  I agree that we have to compensate for the lack of a choke, that's it.  They probably have that stuff on today's aircraft engines, not on car engines.

 

Rino

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

From: Bill Bradburry

To: Rotary motors in aircraft

Sent: Monday, December 27, 2010 1:23 PM

Subject: [FlyRotary] Re: Chris - Update needed

Before cars had all the automated gobblededo to make them start by turning the ignition key, they had spark advance levers and manual chokes.  They only started when you held your tongue just right.  Our engines are set up with the original manual stuff.  You will have to learn how to start it.  Each setup will be slightly different.

 

I doubt anybody can just power up and hit the starter and have a start with this setup.  Stuff has to be done.  Prime?, Mixture?, Cold Start?

YMMV

 

Bill B

 

---

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Rino

Sent: Monday, December 27, 2010 9:35 AM

To: Rotary motors in aircraft

Subject: [FlyRotary] Re: Chris - Update needed

 

Chris,

 

It is a car engine, it should start like a car engine, you turn the ignition key and it starts --- every time.  If not something must be changed to make it so.  That is the way mine starts and I have no secret technique.   I think one should not have to remember a complex process every time he starts the engine.  That is one of the reasons I choosed the rotary to the Lycoming and I am glad I did!

 

Rino Lacombe

Renesis powered Glass Goose

 

 

Chris,

   For hot starts you might try (1) pump on (2) EC2 on (3) one prime (4) injectors disabled (5) Starter (6) injectors on

after it fires) (you still may have to fiddle with the mixture with this method)..............Might be worth a try.................<:) 
 

Kelly Troyer
"DYKE DELTA JD2" (Eventually)

"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold

"TURBONETICS"_TO4E50 Turbo

 

 

---

From: Chris Barber <cbarber@texasattorney.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, December 25, 2010 5:20:43 PM
Subject: [FlyRotary] Re: Chris - Update needed

I was hesitant to provide info as I was having oil pressure issues again and I dreaded the idea of posting having to pull the engine again. I could just hear Al Wicks keyboard tuning up. :-)

Anyway, I started basic trouble shooting, had removed the prop preparing to pull the engine off. Before I did so I figured it would be less messy to drain the pan (gee, ya think?). When I did so I only had about one quart come out. Odd?

I added oil, removed the hose from the cooler and cranked her over remotely and oil flowed strong and in quantity.

So I checked and secured my hose connections, added about five quarts of Royal Purple and cranked her up sans prop, confidant that I was comfortable enough with the engine to keep her from over spinning.

I checked the manual pressure gauge I had attached and it was pegged at 80, up from 20. Reinstalled my EC2 electric gauge and got the same result.

Now, this turbo with out the prop is way quieter. Without the prop it produces a low throaty rumble that say POWER. Except for the exhaust (rich mixture due to cold temp), noise and spinning prop flange you could not tell it was running. It was dead smooth. It was kind of weird walking were the prop usually is while it was running. Not a good habit.

All three starts produced good oil press at around 2600 fpm.

Check the basics (or so I hope and this isn't some new anomolie).

Mark, the ecu is back in. The engine seems to be running strong and smooth. I am developing just a hair over 6300 rpm static at about 34 map. That is with the IVO inflight adjustable set at it's finest setting of about 45 degree.

Another distraction is my EGT readings working.  I have discussed this previously and still need to assess it along with bad fuel pressure readings.

My current project, if the oil pressure is ok, is to develop a hot start routine. Currently it wants full rich and a few shots of prime for a cold start. Cold it starts easily.

However, warm start is a pita. I seem to be having luck with severe lean mixture until it catches and fires up. Otherwise, it seems just about to catch, but doesn't quite do so. It may take a few attempt and excessive cranking, and of course holding my tongue just right. Also, what seems to have made a big difference too and making warm cranks better is two new batteries with a combined cranking amps of 710, up from what was probably only about 350 ish CAmps before. 

Other than that I am working on the devil in the details. Geesh there are a lot of details, but at last hopefully it is not proof of concept, but flight ready. 

Questions?????? :-)

Sent from my iPhone 4

On Dec 25, 2010, at 3:41 PM, "Mark Steitle" <msteitle@gmail.com> wrote:

> Chris, 
>
> You've been silent for too long.  I was curious if you ever got your EC-2 back from being checked & upgraded?  If so, was that the problem?  How about a status update? 
>
> Mark

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