X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from securemail.ever-tek.com ([64.129.170.194] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4575195 for flyrotary@lancaironline.net; Thu, 11 Nov 2010 11:15:23 -0500 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from fcd-mail06.FCDATA.PRIVATE ([2002:404:40b::404:40b]) by FCD-MAIL06.FCDATA.PRIVATE ([2002:404:40b::404:40b]) with mapi; Thu, 11 Nov 2010 10:14:26 -0600 From: Chris Barber To: Rotary motors in aircraft Subject: Switch Guards. Thread-Topic: Switch Guards. Thread-Index: AQHLgbuWF/M8RE4DPESLzWt7I7tVGw== Date: Thu, 11 Nov 2010 16:14:26 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D303275DD7C@FCD-MAIL06.FCDATA.PRIVATE> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D303275DD7CFCDMAIL06FCDATA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D303275DD7CFCDMAIL06FCDATA_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable I kinda like the ones on the bottom of this page, the ones that do NOT cove= r the whole switch but instead just disallow the activation...or in our cas= e, the de-activation http://www.apem.com/pdf/Security_caps.pdf pictured here wiht the red and black stripes http://news.thomasnet.com/full= story/Switch-Guards-prevent-accidental-toggle-switch-operation-17260#_norma= lStart however, I am now having a bit of a problem finding them to actually buy. = I hate when that happens. I do not know if they would be small enough for the cold start switch, but = would also like them for my primary battery/alt switch. I think they look = kinda kewl too. FWIW, Chris Houston ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = Ed Anderson [eanderson@carolina.rr.com] Sent: Thursday, November 11, 2010 10:08 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Improved performance of my new (2009) intakemanifo= ld Brian, The popping and back-firing could signify either a mixture problem (could = relate to staging parameters not set appropriately) and/or perhaps ignitio= n timing mis-set. Ed From: bktrub@aol.com Sent: Thursday, November 11, 2010 10:53 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old I'm staging up pretty high- at fuel MAP station 90, I think that's around 1= 9 inches of manifold, but I am not absolutely sure because the manifold sen= sor channel is not dead on in it's calibration. That's why I asked about wh= at others are using for a scale factor, low end offset, etc for their manif= old pressure. The EM2 reads and uses each manifold pressure as an absolute= value, but displays it according to whatever settings you have put in for = it. So, whatever value that corresponds to 90 on the MAP table is where it = stages. It stages smoothly on the ground, but in the air it starts doing al= l sorts of backfiring and popping that gets all sorts of unwanted attention= from the ground. I can only imagine what observers on teh ground are think= ing when they hear the plane start backfiring. My EC2 is on the left side panel in front of the throttle, which is mount= ed on the side of the cockpit. I was wearing flight gloves and had switched= from A to B controller. The switches are so close together that hitting on= e will hit the other and you will not feel that through a gloved finger or = thumb. I already installed a switch guard, and will also have a rubber band= holding it in the off postion. Not elegant, but effective, cheap, and inst= allation an removal is a snap( Ha! I make funny pun!) Brian Trubee -----Original Message----- From: Bill Bradburry To: Rotary motors in aircraft Sent: Thu, Nov 11, 2010 4:51 am Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old That is the second report I have seen of someone hitting the cold start swi= tch while in flight. The first time there was discussion about switch guar= ds, etc., which I decided I didn=92t need. My cold start switch is not loc= ated anywhere on the panel where I should have my hands unless I am changin= g the mixture. But now with two reports, I am beginning to wonder what I a= m missing. Where are your cold start switches located and what were you doing when you= accidentally hit them? I just moved my staging point from 15 inches to 16 inches because 15 was ri= ght on top of 3800 rpm where the EC-2 changes map tables. Bill B ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of bktrub@aol.com Sent: Wednesday, November 10, 2010 9:52 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old Interesting manifold. Are you still using the VDO fuel pressure sender? I h= ad heard that it might not be suitable for use with fuel, I am still using = mine at present however. I went up today for a few laps at 3000 over Paine Field. The engine ran wel= l below the staging point, but started stumbling when above the staging poi= nt. It ran smoothly through the staging transition on the ground, but when = in the air I could not tell by the mixture monitor if it was lean or rich. = I tried leaning it out and richening it up, but results were inconclusive s= o I stayed below the staging point for the remainder of the flight. Temps w= ere down around 130 degrees at 4800 RPM and 110 mph, MP was not noted. I accidently hit the cold start switch while on downwind with two other pla= nes ahead of me, the tower told me to go around on final, but the plane ahe= ad turned off onto the taxiway just in time so I told the tower that I woul= d really like to land, so they cleared me. The engine died as I turned off = onto the taxiway and then I noticed the cold start switch. The first order = of business was making and installing a switch guard for the cold start swi= tch. I'm also going to pre-load the switch with a rubber band so it stays i= n the off position unless I'm pushing it on, and can just pull the rubber b= and off of it if I need to shut down a set of injectors and run the remaini= ng injectors on cold start.(limp home mode for failed injector.) The fuel self transfering issue was resolved by installing manual valve on = the transfer line between the tanks. Brian Trubee -----Original Message----- From: Dennis Havarlah > To: Rotary motors in aircraft > Sent: Wed, Nov 10, 2010 12:27 pm Subject: [FlyRotary] Improved performance of my new (2009) intake manifold As some of you know I started flying my RV-7A with a cut - off Renesis inta= ke manifold. In 2009 I installed an new intake designed to route pressure = waves from the closing of rotor #1's intake into rotor #2 just before rotor= #2's intake closed. After using the new intake for over a year I am still= very happy with it's performance. I gained about 15 mph TAS at the same altitude and manifold pressure My static engine rpm increased 300 to 350 rpm. My takeoffs are faster and shorter with noticeable increase in acceleration My climb rate increased My oil and water cooling is more critical now because I make more HP. But - I must confess I don't believe the manifold can be reproduced economi= cally. It's just too complicated. I also believe it should have slightly shorter intake runners to increase t= he performance at higher RPM. Decreasing the intake runner length probably= would require complete new geometry of the system. I have another concept for designing a Renesis intake that using a reflecte= d wave from Rotor #1 returning to Rotor #1 . I believe it would be much easier to build and small enough to fit into the= James rotorary cowl but because my intake works well I am not moving ahead= with completing the design and building it. Dennis Haverlah -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.= html --_000_2D41F9BF3B5F9842B164AF93214F3D303275DD7CFCDMAIL06FCDATA_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
I kinda like the ones on the bottom of this page, t= he ones that do NOT cover the whole switch but instead just disallow the activation...or in our case, the de-activation
 
 
 
however, I am now having a bit of a problem finding them to actua= lly buy.  I hate when that happens.
 
I do not know if they would be small enough for the cold s= tart switch, but would also like them for my primary battery/alt switch.&nb= sp; I think they look kinda kewl too.=
 
FWIW,
 
Chris
Houston
From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of Ed Anderson [eanderson@carolina.rr.com] Sent: Thursday, November 11, 2010 10:08 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Improved performance of my new (2009) intak= emanifold

Brian,
 
The popping and back-firing could signify either = a mixture problem  (could relate to staging parameters not set ap= propriately)  and/or perhaps ignition timing mis-set.

Ed
Sent: Thursday, November 11, 2010 10:53 AM
Subject: [FlyRotary] Re: Improved performance of my new (2009) = intake manifold

I'm staging up pretty high- at fuel MAP station 90, I think that's around 19 inches of manifold, but I am not absolutely sure becau= se the manifold sensor channel is not dead on in it's calibration. That's w= hy I asked about what others are using for a scale factor, low end offset, etc for their manifold pressure. The E= M2 reads and uses  each manifold pressure as an absolute value, but di= splays it according to whatever settings you have put in for it. So, w= hatever value that corresponds to 90 on the MAP table is where it stages. It stages smoothly on the ground, but in the= air it starts doing all sorts of backfiring and popping that gets all sort= s of unwanted attention from the ground. I can only imagine what observers = on teh ground are thinking when they hear the plane start backfiring.
 
My EC2 is on the left side  panel  in front of the throttle,= which is mounted on the side of the cockpit. I was wearing flight gloves a= nd had switched from A to B controller. The switches are so close together = that hitting one will hit the other and you will not feel that through a gloved finger or thumb. I already installed a= switch guard, and will also have a rubber band holding it in the off posti= on. Not elegant, but effective, cheap, and installation an removal is a sna= p( Ha! I make funny pun!)
 
Brian Trubee


= -----Original Message-----
From: Bill Bradburry <bbradburry@bellsouth.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Nov 11, 2010 4:51 am
Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old

That is the s= econd report I have seen of someone hitting the cold start switch while in = flight.  The first time there was discussion about switch guards, etc., which I decided I didn=92t need.  My cold = start switch is not located anywhere on the panel where I should have my ha= nds unless I am changing the mixture.  But now with two reports, I am = beginning to wonder what I am missing.
Where are you= r cold start switches located and what were you doing when you accidentally= hit them?
 
I just moved = my staging point from 15 inches to 16 inches because 15 was right on top of= 3800 rpm where the EC-2 changes map tables.
 
Bill B=
 
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of bktrub@aol.com
Sent: Wednesday, November 1= 0, 2010 9:52 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: Im= proved performance of my new (2009) intake manifold
 
Interesting= manifold. Are you still using the VDO fuel pressure sender? I had heard th= at it might not be suitable for use with fuel, I am still using mine at present however.
 
I went up t= oday for a few laps at 3000 over Paine Field. The engine ran well below the= staging point, but started stumbling when above the staging point. It ran smoothly through the staging transition on= the ground, but when in the air I could not tell by the mixture monitor if= it was lean or rich. I tried leaning it out and richening it up, but resul= ts were inconclusive so I stayed below the staging point for the remainder of the flight. Temps were down a= round 130 degrees at 4800 RPM and 110 mph, MP was not noted.
 
I accidentl= y hit the cold start switch while on downwind with two other planes ahead o= f me, the tower told me to go around on final, but the plane ahead turned off onto the taxiway just in time so I told the= tower that I would really like to land, so they cleared me. The engine die= d as I turned off onto the taxiway and then I noticed the cold start switch= . The first order of business was making and installing a switch guard for the cold start switch. I'm also g= oing to pre-load the switch with a rubber band so it stays in the off posit= ion unless I'm pushing it on, and can just pull the rubber band off of it i= f I need to shut down a set of injectors and run the remaining injectors on cold start.(limp home mode for failed i= njector.)
 
The fuel se= lf transfering issue was resolved by installing manual valve on the transfe= r line between the tanks.
 
Brian Trube= e
 
 
-----Original Message-----
From: Dennis Havarlah <clouduster@austin.rr.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Nov 10, 2010 12:27 pm
Subject: [FlyRotary] Improved performance of my new (2009) intake manifold<= /span>
As some of = you know I started flying my RV-7A with a cut - off Renesis intake manifold= .  In 2009 I installed an new intake designed to route pressure waves from the closing of rotor #1's intake&nb= sp;into rotor #2 just before rotor #2's intake closed.  After using th= e new intake for over a year I am still very happy with it's performan= ce.
 
I gained ab= out 15 mph TAS at the same altitude and manifold pressure
My static e= ngine rpm increased 300 to 350 rpm.
My takeoffs= are faster and shorter with noticeable increase in acceleration
My climb ra= te increased
My oil and = water cooling is more critical now because I make more HP.
 
But - I mus= t confess I don't believe the manifold can be reproduced economically. = ; It's just too complicated.
I also beli= eve it should have slightly shorter intake runners to increase the performa= nce at higher RPM.  Decreasing the intake runner length probably would require complete new geometry of the system.<= /span>
 
I have anot= her concept for designing a Renesis intake that using a reflected wave= from Rotor #1 returning to Rotor #1 .  
I believe i= t would be much easier to build and small enough to fit into the James roto= rary cowl but because my intake works well I am not moving ahead with completing the design and building it.
 
Dennis Have= rlah
 
 
 
 
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