X-Virus-Scanned: clean according to Sophos on Logan.com From: "steve Izett" Received: from mail-pf0-f171.google.com ([209.85.192.171] verified) by logan.com (CommuniGate Pro SMTP 6.1.8) with ESMTPS id 8305760 for flyrotary@lancaironline.net; Wed, 06 Jan 2016 07:05:55 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.192.171; envelope-from=steveize@gmail.com Received: by mail-pf0-f171.google.com with SMTP id q63so202125681pfb.0 for ; Wed, 06 Jan 2016 04:05:54 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=from:content-type:message-id:mime-version:subject:date:references :to:in-reply-to; bh=5mgGuFMYrTcyFL9WJlTV6ukC/fCum5pFld9aYofvkcU=; b=0uRuK9ZKVKG+fi3khu8A2XkmPsAryCsaJ0xQhZlxDN9N4bTYK9gVx2tUwut4tCTUHy gRQsYF4z4i28XoG7HZqHmbLuPU5p0PtBTRNP0hmqRsUy4ln39ixYXcUuYpe0PBxbPk6v 23OHeP51ePtksfDkfd+5T5b6UEeD6Fv1c/YlS09bpU1nB532AIY1M8rSeRzqOa7ovEZn jectDEkbBC2o3Y1ic9MWlm9FF1ethJjgJ8Hh3NasTAM3eMtraXfSPwZ7ilLFVP+/KmRT KwJNdWfukWA3sD5kTeehyhr/VTc91IhbdIkT1j+CMjVlQJmEX4zsJ/MIs47XJaBQ88qH gQsQ== X-Received: by 10.98.68.152 with SMTP id m24mr96176470pfi.23.1452081936414; Wed, 06 Jan 2016 04:05:36 -0800 (PST) Return-Path: Received: from [172.20.10.2] ([120.21.121.104]) by smtp.gmail.com with ESMTPSA id o13sm86095894pfi.2.2016.01.06.04.05.32 for (version=TLS1 cipher=ECDHE-RSA-AES128-SHA bits=128/128); Wed, 06 Jan 2016 04:05:35 -0800 (PST) Content-Type: multipart/alternative; boundary="Apple-Mail=_52A9B8D1-08CE-48FE-ADF4-D443B88D20DD" Message-Id: <38BB6DDF-016D-4A8E-A97D-4A3CC23DAB84@gmail.com> Mime-Version: 1.0 (Mac OS X Mail 9.2 \(3112\)) Subject: Re: [FlyRotary] Re: Tuning Date: Wed, 6 Jan 2016 20:05:26 +0800 References: To: Rotary motors in aircraft In-Reply-To: X-Mailer: Apple Mail (2.3112) --Apple-Mail=_52A9B8D1-08CE-48FE-ADF4-D443B88D20DD Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 > Hi Bobby, Neil and Lynn Thanks so much for the feedback gentlemen. I appreciate knowing you guys are there. I haven=E2=80=99t moved to mode#1/9 tuning yet. Just adjusting via the = EC2 mixture control. I=E2=80=99ll look for those plugs Lynn and set up the timing on the ring = gear as you describe. Thanks Neil I=E2=80=99ll keep an eye on the mixture, I was clearly too = rich and have backed it off with Mode #2 and #3. As far as Lambda Vs AFR goes. I understood AFR as a ratio as the name = suggests and a Lambda of 1.0 for any fuel being the Stoichiometric point = for that fuel. A Lambda of 1 for what we call petrol/your gas being 1:14.7 fuel to air = (by mass). I may not get a chance to do another series of runs for a few weeks as = she is on stands and I=E2=80=99m finish fitting the gear. Cheers Steve > I'm just manually adjusting the mixture at present via the mixture = pot. Maybe I'm still to rich. Having chatted with Neil (thanks again = Neil) I leaned out the low end. On next run up I'll see if leaning = further gets rid of the missing at higher power settings. > Steve > On 6 Jan 2016, at 1:22 PM, Lehanover = wrote: >=20 > Try this: > =20 > Gap the plugs down to .010". I used a MSD-6A on both leading and = trailing. No misses up to 9,600 RPM. > =20 > For 100% duty cycle 11.5 is the heat range you want. 9s and 10s are = too hot. There is an Autolite plug > =20 > about the 10 heat range but I am in Florida and all of my data in = Hebron Ohio. The NGK 11.5 plugs are $25.00 each and are retracted tip = side electrode. Can be gapped and are ice cold. A 12.7 mixture should = get you 1575 to 1600 EGTs. Once on top, lean to stumble of slight sag = then back rich a bit for economy, or lean to best RPM for best power. = Best timing is 25 to 27 degrees BTDC for higher octanes. Lower octane = fuel works better than higher octane fuel. In that case 22 to 24 = degrees. The rotary needs little advance as there is a long dwell near = TDC. The timing marks on the crank are moving 3 times faster than the = rotor. IE 30 degrees on the pulley is 10 degrees at the rotor. > =20 > The timing marks can be added to the front pulley or to the flywheel = teeth. Often the flywheel is better. Divide the flywheel tooth count by = 360 to get the degrees per tooth. Find TDC. Mark a flexplate (or = flywheel) tooth next to your new rigid pointer with red paint (for TDC). = Then turn the engine backwards the correct number of teeth to find the = advance number you want to run. Mark that tooth or valley between teeth = with white paint right next to your pointer. No curve, advance weights = or vacuum anything is required as the engine will start and idle at full = advance. Now you can set your timing dead on and it is easy to see and = check from time to time. No tuning is possible without the correct = timing to begin with. > =20 > Both leading and trailing may be fired at once. The split timing is = mostly for pollution control. It has very little affect at speed. > =20 > Lynn E. Hanover > =20 > =20 --Apple-Mail=_52A9B8D1-08CE-48FE-ADF4-D443B88D20DD Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Hi = Bobby, Neil and Lynn

Thanks so much for the feedback gentlemen.
I = appreciate knowing you guys are there.
I haven=E2=80=99t moved = to mode#1/9 tuning yet. Just adjusting via the EC2 mixture = control.
I=E2=80=99ll look for those plugs Lynn and set up the = timing on the ring gear as you describe.
Thanks Neil I=E2=80=99l= l keep an eye on the mixture, I was clearly too rich and have backed it = off with Mode #2 and #3.

As far as = Lambda Vs AFR goes. I understood AFR as a ratio as the name suggests and = a Lambda of 1.0 for any fuel being the Stoichiometric point for that = fuel.
A Lambda of 1 for what we call petrol/your gas being = 1:14.7 fuel to air (by mass).

I may = not get a chance to do another series of runs for a few weeks as she is = on stands and I=E2=80=99m finish fitting the gear.

Cheers

Steve


I'm just = manually adjusting the mixture at present via the mixture pot. Maybe I'm = still to rich. Having chatted with Neil (thanks again Neil) I leaned out = the low end. On next run up I'll see if leaning further gets rid of the = missing at higher power settings.
Steve
On 6 = Jan 2016, at 1:22 PM, Lehanover <flyrotary@lancaironline.net> wrote:

Try this:
 
Gap the plugs down to .010". I used a MSD-6A on both = leading and trailing.=20 No misses up to 9,600 RPM.
 
For 100% duty cycle 11.5 is the heat range you want. 9s = and 10s are too=20 hot. There is an Autolite plug
 
about the 10 heat range but I am in Florida and all of = my data=20 in Hebron Ohio. The NGK 11.5 plugs are $25.00 each and are = retracted tip=20 side electrode. Can be gapped and are ice cold. A 12.7 mixture should = get you=20 1575 to 1600 EGTs. Once on top, lean to stumble of slight sag then back = rich a=20 bit for economy, or lean to best RPM for best power. Best timing is = 25 to=20 27 degrees BTDC for higher octanes. Lower octane fuel works better than = higher=20 octane fuel. In that case 22 to 24 degrees. The rotary needs little = advance as=20 there is a long dwell near TDC. The timing marks on the crank are moving = 3 times=20 faster than the rotor. IE 30 degrees on the pulley is 10 degrees at the=20= rotor.
 
The timing marks can be added to the front pulley or to = the flywheel teeth.=20 Often the flywheel is better. Divide the flywheel tooth count by 360 to = get the=20 degrees per tooth. Find TDC. Mark a flexplate (or flywheel) = tooth next to=20 your new rigid pointer with red paint (for TDC). Then turn the engine = backwards=20 the correct number of teeth to find the advance number you want to run. = Mark=20 that tooth or valley between teeth with white paint  right next to = your=20 pointer. No curve, advance weights or vacuum anything is = required as=20 the engine will start and idle at full advance. Now you can set your = timing dead=20 on and it is easy to see and check from time to time. No tuning is = possible=20 without the correct timing to begin with.
 
Both leading and trailing may be fired at once. The = split timing is mostly=20 for pollution control. It has very little affect at speed.
 
Lynn E. Hanover
 
   
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