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| Chris,
MPJA has switch covers in various colors for 0.69/ea. http://www.mpja.com/prodinfo.asp?number=16100+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?
On Thu, Nov 11, 2010 at 10:14 AM, Chris Barber <cbarber@texasattorney.net> wrote:
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
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.
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 (could relate to staging parameters not set appropriately) 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 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 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 all 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 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 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 installation an removal is a snap( 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 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’t need. My cold start switch is not 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 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 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 using 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 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 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 was 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 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 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 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 the 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.
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 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 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 increase the 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 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.
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