X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ew0-f52.google.com ([209.85.215.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4575216 for flyrotary@lancaironline.net; Thu, 11 Nov 2010 11:33:13 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.215.52; envelope-from=msteitle@gmail.com Received: by ewy6 with SMTP id 6so494595ewy.25 for ; Thu, 11 Nov 2010 08:32:37 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:received:in-reply-to :references:date:message-id:subject:from:to:content-type; bh=nMdamEFV4mU/io8beYV5nEChqzcuJC/X0oCxTUa43I4=; b=PCZTKkUoh+5vPXBG/qRoH0e6V+el+xYPTkCl9ql3feGjXxrjLswnplcIaY0P3+HFGM AFXVb8ZHPegCNtge3nMc1YCWPkQLMme4aPdTpXnqkGqXfBIkibJFYnC+mEkf3cVXcUSq CyQv0aDfrEpNpjwkYC9pEsXxXoNGgq5HlysA0= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=lisZtVTNA1ZeR3slpKa92RlEh5Mp8POhtGkfLmR5666r69V+DnQwTskigFT9iMdPvY KiJAI2HRIo4Ab2WTtTPlRcn+QUTWwcpzZBF2uLPliKr+hqpC0GYZnUJmorKKZx27suLQ 5jpQIbxFb5W2MuYNFyAoMTFkWU3fUbKCCK0xo= MIME-Version: 1.0 Received: by 10.213.28.8 with SMTP id k8mr1086625ebc.12.1289493157078; Thu, 11 Nov 2010 08:32:37 -0800 (PST) Received: by 10.213.36.17 with HTTP; Thu, 11 Nov 2010 08:32:37 -0800 (PST) In-Reply-To: References: Date: Thu, 11 Nov 2010 10:32:37 -0600 Message-ID: Subject: Re: [FlyRotary] Switch Guards. From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=000e0cd1fa7c9166f80494c98583 --000e0cd1fa7c9166f80494c98583 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Chris, MPJA has switch covers in various colors for 0.69/ea. http://www.mpja.com/prodinfo.asp?number=3D16100+SW It looks like they are only for the full-sized switches though. I have one on each of my battery contactor switches. Another option is to use a switch that must be pulled out to before it can be switched ON/OFF. (Not possible for the Cold Start switch as it is already assembled) How's the tuning going? Mark On Thu, Nov 11, 2010 at 10:14 AM, Chris Barber w= rote: > I kinda like the ones on the bottom of this page, the ones that do NOT > cover the whole switch but instead just disallow the activation...or in > our case, the de-activation > > http://www.apem.com/pdf/Security_caps.pdf > > pictured here wiht the red and black stripes > http://news.thomasnet.com/fullstory/Switch-Guards-prevent-accidental-togg= le-switch-operation-17260#_normalStart > > 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, bu= t > 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) > intakemanifold > > Brian, > > The popping and back-firing could signify either a mixture problem (coul= d > relate to staging parameters not set appropriately) and/or perhaps ignit= ion > 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 > 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 because the > manifold sensor channel is not dead on in it's calibration. That's why I > asked about what others are using for a scale factor, low end offset, etc > for their manifold pressure. The EM2 reads and uses each manifold pressu= re > 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 ai= r > it starts doing all sorts of backfiring and popping that gets all sorts o= f > 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 and 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 glove= d > 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 installation 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 > manifold > > That is the second 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 n= ot > located anywhere on the panel where I should have my hands unless I am > changing the mixture. But now with two reports, I am beginning to wonder > what I am missing. > Where are your cold start switches located and what were you doing when y= ou > 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 10, 2010 9:52 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Improved performance of my new (2009) intake > manifold > > Interesting manifold. Are you still using the VDO fuel pressure sender? = I > had heard that it might not be suitable for use with fuel, I am still usi= ng > mine at present however. > > I went up today for a few laps at 3000 over Paine Field. The engine ran > well below the staging point, but started stumbling when above the stagin= g > 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 results were > inconclusive so I stayed below the staging point for the remainder of the > flight. Temps were down around 130 degrees at 4800 RPM and 110 mph, MP wa= s > not noted. > > I accidently hit the cold start switch while on downwind with two other > planes ahead of me, the tower told me to go around on final, but the plan= e > 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 died as I turne= d > 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 going to pre-load the switch with a rubber band so= it > stays in the off position unless I'm pushing it on, and can just pull the > rubber band off of it if I need to shut down a set of injectors and run t= he > remaining 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 manifol= d > 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 into rotor #2 > just before rotor #2's intake closed. After using the new intake for ove= r 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 > economically. It's just too complicated. > I also believe it should have slightly shorter intake runners to increas= e > the performance at higher RPM. Decreasing the intake runner length proba= bly > would require complete new geometry of the system. > > I have another concept for designing a Renesis intake that using a > reflected 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/Lis= t.html > > > --000e0cd1fa7c9166f80494c98583 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Chris,

MPJA has switch covers in various colors for 0.69= /ea. =A0http= ://www.mpja.com/prodinfo.asp?number=3D16100+SW=A0=A0It looks like they = are only for the full-sized switches though. =A0I have one on each of my ba= ttery contactor switches.

Another option is to use a switch that must be pulled out to= before it can be switched ON/OFF. =A0(Not possible for the Cold Start swit= ch as it is already assembled)

How's the tuning = going? =A0

Mark


On Thu, Nov 1= 1, 2010 at 10:14 AM, Chris Barber <cbarber@texasattorney.net> wrote:
I=A0kinda like the ones on the bottom of this page, the = ones that do NOT cover the whole switch but instead just=A0disallow = the activation...or in our case, the de-activation
=A0
=A0
=A0
however, I am now having a bit of a problem finding them to=A0actually= buy.=A0 I hate when that happens.
=A0
I do not know if they=A0would be small enough for the cold star= t switch, but would also like them for my primary battery/alt switch.=A0 I = think they look=A0kinda=A0kewl too.
=A0
FWIW,
=A0
Chris
Houston
From: Rotary motors in aircraft [flyrotary@lancaironline.net] on beha= lf 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,
=A0
The popping and back-firing could signify either = a=A0mixture problem =A0(could relate to staging parameters not set appropri= ately) =A0and/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=A0MAP station 90, I think<= /em> that's around 19 inches of manifold, but I am not absolutely sure = because the manifold sensor channel is not dead on in it's calibration.= That's why 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 =A0each manifold pressure as an absolute value, but displ= ays it according to whatever settings you have put in for=A0it. So, whateve= r 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.
=A0
My EC2 is on the left side =A0panel=A0 in front of the throttle, which= is mounted 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 h= itting 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!)
=A0
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 second= report I have seen of someone hitting the cold start switch while in fligh= t.=A0 The first time there was discussion about switch guards, etc., which I decided I didn=92t need.=A0 My cold sta= rt switch is not located anywhere on the panel where I should have my hands= unless I am changing the mixture.=A0 But now with two reports, I am beginn= ing to wonder what I am missing.
Where are your col= d start switches located and what were you doing when you accidentally hit = them?
=A0<= /div>
I just moved my st= aging point from 15 inches to 16 inches because 15 was right on top of 3800= rpm where the EC-2 changes map tables.
=A0<= /div>
Bill B
=A0<= /div>
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 aircraf= t
Subject: [FlyRotary] Re: Imp= roved performance of my new (2009) intake manifold
=A0
Interesting mani= fold. Are you still using the VDO fuel pressure sender? I had heard that it= might not be suitable for use with fuel, I am still using mine at present however.
= =A0
I went up today = for a few laps at 3000 over Paine Field. The engine ran well below the stag= ing 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.
= =A0
I accidently hit= the cold start switch while on downwind with two other planes ahead of 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 al= so going to pre-load the switch with a rubber band so it stays in the off p= osition unless I'm pushing it on, and can just pull the rubber band off= of it if I need to shut down a set of injectors and run the remaining injectors on cold start.(limp home mode for failed i= njector.)
= =A0
The fuel self tr= ansfering issue was resolved by installing manual valve on the transfer lin= e between the tanks.
= =A0
Brian Trubee
=A0
=A0
-----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 k= now I started flying my RV-7A with a cut - off Renesis intake manifold.=A0 = In 2009 I installed an new intake designed to route=A0pressure waves=A0from the closing of rotor #1's intake=A0in= to rotor #2 just before rotor #2's intake closed.=A0 After using the ne= w intake for over a year I am still=A0very happy with it's performance.=
= =A0
I gained about 1= 5 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 in= creased
My oil and water= cooling is more critical now because I make more HP.
= =A0
But - I must con= fess I don't believe the manifold can be reproduced economically.=A0 It= 's just too complicated.
I also believe i= t should have slightly shorter intake runners to increase the performance a= t higher RPM.=A0 Decreasing the intake runner length probably would require complete new geometry of the system.<= /span>
= =A0
I have another c= oncept for designing a Renesis=A0intake that using a reflected wave from Ro= tor #1 returning to Rotor #1 .=A0=A0
I believe it wou= ld 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.
= =A0
Dennis Haverlah<= /span>
= =A0
= =A0
= =A0
--
Homepage:=A0 http://www.flyrotary.=
com/
Archive and UnS=
ub:=A0=A0 http://mail.lancaironline.net:81/lists/flyrotary/Li=
st.html
= =A0

--000e0cd1fa7c9166f80494c98583--