X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-vb0-f45.google.com ([209.85.212.45] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6399744 for flyrotary@lancaironline.net; Thu, 01 Aug 2013 11:32:42 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.212.45; envelope-from=rwstracy@gmail.com Received: by mail-vb0-f45.google.com with SMTP id e15so2242218vbg.32 for ; Thu, 01 Aug 2013 08:32:08 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=subject:references:from:content-type:x-mailer:in-reply-to :message-id:date:to:content-transfer-encoding:mime-version; bh=Z7mPbXzA/R1hIZ5PYVcuYZ/UzR0IUADwZmLliJECtqY=; b=Ot3NbS4gkf7Y2CGyMA0VRh7IWahWWW/kUucyJFcYTDDdq6x2WePgPZL5vZcnSaq1vX paX/42kfOc9A8LwoQIqAklIvnf6QQxV6HOfbfGaydMLmFJ0YYCz7k5+s9e4WizgpbFNT XRPrrZ16Q8eKiLb4tJvstFhTRYwD8o6lo1l3MxEsWUmo5gZTrHi3RCWAov0cpXJYQVs8 ijrE9XRZSO2/Ban0ZDl4nfBvBIWLywRXGhPMmDECaES3owqekUqBjsdrrmLEgqIk+OZm 6iq4vSCWCq8aERwh0NHm6iDORCHNK/ahps/OJkqojLv9lJSNTThTFxLSifr60E+ZWii/ oypg== X-Received: by 10.220.45.132 with SMTP id e4mr639484vcf.56.1375371128129; Thu, 01 Aug 2013 08:32:08 -0700 (PDT) Return-Path: Received: from [75.202.83.107] (107.sub-75-202-83.myvzw.com. [75.202.83.107]) by mx.google.com with ESMTPSA id lm13sm77189vec.8.2013.08.01.08.32.05 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Thu, 01 Aug 2013 08:32:07 -0700 (PDT) Subject: Re: [FlyRotary] Re: Fwd: [FlyRotary] Re: : Misfire References: From: Tracy Content-Type: multipart/alternative; boundary=Apple-Mail-0B723EB6-85E8-4F11-93E2-DB3676C7EE40 X-Mailer: iPad Mail (10B329) In-Reply-To: Message-Id: Date: Thu, 1 Aug 2013 11:32:04 -0400 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-0B723EB6-85E8-4F11-93E2-DB3676C7EE40 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Hi Lynn, Yes, I should have said this applies to essentially stock engines. I have n= o experience with radical porting or PP engines. The specifics of operating= conditions at time of my coil failure were: stock 1988 13B NA 9.4 CR rotors cruise flight condition at 7500 ft 5400 rpm 17.5" MP =20 mixture lean fuel flow of about 6.5 GPH=20 EGT went up about 50 - 75 F This is pretty low power setting, maybe 50% power Haven't tried disabling coil at max power but I do know you can takeoff and f= ly with a dead leading ignition without feeling like its way down on power, j= ust feels a bit weaker than normal. A guy in a race car would know that he w= ouldn't have a chance at winning tho, so he'd probably pit. long time Followers of this group probably remember this but if you are usin= g the 2nd gen coils, you MUST change the ballast resistor in the leading coi= l. It always fails in constant high rpm use. Still living in FL but spending more time in CO lately. Will probably be at= SnF as usual even though i'm winding down the aviation side of RWS for more= play time. Still supporting all the equipment in the field. Tracy Sent from my iPad On Aug 1, 2013, at 10:17, Lehanover@aol.com wrote: > In a message dated 8/1/2013 7:37:44 A.M. Eastern Daylight Time, rwstracy@g= mail.com writes: > FWIW, I and other fliers have experienced loss of leading ignition on bot= h plugs (lead coil failed when using 2nd gen coils) while in-flight. With t= he lead and trail timing being the same on the EC2/3, you still have 75+% p= ower available. =20 > Main clue is small rpm drop and higher than normal EGT. I didn't know wha= t happened until doing coil test on next preflight. =20 >=20 > Tracy > Good news indeed. The racer with tons of overlap drops way down on trailin= g only. Nearly stock engines would be better in that case. > =20 > Tracy, Will you still be doing your seminars at Sun&Fun? Still in Florida?= > =20 > Hundreds of fans want to know................ > =20 > Lynn E. Hanover --Apple-Mail-0B723EB6-85E8-4F11-93E2-DB3676C7EE40 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Hi Lynn,
Yes, I should have s= aid this applies to essentially stock engines.  I have no experience wi= th radical porting or PP engines.  The specifics of operating condition= s at time of my coil failure were:
stock 1988 13B NA 9.4 CR rotors=
cruise flight condition at 7500 ft
5400 rpm
1= 7.5"  MP  
mixture lean
fuel flow of about 6.5= GPH 
EGT went up about 50 - 75 F

Th= is is pretty low power setting, maybe 50% power

Hav= en't tried disabling coil at max power but I do know you can takeoff and fly= with a dead leading ignition without feeling like its way down on power, ju= st feels a bit weaker than normal.  A guy in a race car would know that= he wouldn't have a chance at winning tho, so he'd probably pit.
<= br>
long time Followers of this group probably remember this but i= f you are using the 2nd gen coils, you MUST change the ballast resistor in t= he leading coil.  It always fails in constant high rpm use.
<= br>
Still living in FL but spending more time in CO lately.  = Will probably be at SnF as usual even though i'm winding down the aviation s= ide of RWS for more play time.  Still supporting all the equipment in t= he field.

Tracy

Sent from my iPad
=
On Aug 1, 2013, at 10:17, Lehanover= @aol.com wrote:

=
In a message dated 8/1/2013 7:37:44 A.M. Eastern Daylight Time,=20 rwstracy@gmail.com writes:
FWIW,  I and other fliers have experienced loss of leading ignit= ion=20 on both plugs (lead coil failed when using 2nd gen coils)  while=20 in-flight.  With the lead and trail timing being the same on the EC2/= 3,=20  you still have 75+% power available.  
Main clue is small rpm drop and higher than normal EGT.  I didn'= t=20 know what happened until doing coil test on next preflight.  

Tracy
Good news indeed. The racer with tons of overlap drops way down on trai= ling=20 only. Nearly stock engines would be better in that case.
 
Tracy, Will you still be doing your seminars at Sun&Fun? Still in=20= Florida?
 
Hundreds of fans want to know................
 
Lynn E. Hanover
= --Apple-Mail-0B723EB6-85E8-4F11-93E2-DB3676C7EE40--