X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from smtp1.uwyo.edu ([129.72.10.36] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6399908 for flyrotary@lancaironline.net; Thu, 01 Aug 2013 12:35:32 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.36; envelope-from=SBoese@uwyo.edu Received: from smtp1.uwyo.edu (localhost [127.0.0.1]) by localhost (Postfix) with SMTP id CEB94201002 for ; Thu, 1 Aug 2013 10:34:54 -0600 (MDT) Received: from ponyexpress-ht3.uwyo.edu (extlb.uwyo.edu [172.26.4.4]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by smtp1.uwyo.edu (Postfix) with ESMTPS id 85837200F91 for ; Thu, 1 Aug 2013 10:34:54 -0600 (MDT) Received: from ponyexpress-m10.uwyo.edu ([fe80::60dd:cb9e:6f71:3d48]) by ponyexpress-ht3.uwyo.edu ([fe80::4cde:db24:a0a9:ba5%15]) with mapi id 14.02.0318.001; Thu, 1 Aug 2013 10:34:53 -0600 From: "Steven W. Boese" To: Rotary motors in aircraft Subject: RE: [FlyRotary] Re: Fwd: [FlyRotary] Re: : Misfire Thread-Topic: [FlyRotary] Re: Fwd: [FlyRotary] Re: : Misfire Thread-Index: AQHOjsxepFEEUAvrEUay238gLMre4JmAh6tL Date: Thu, 1 Aug 2013 16:34:54 +0000 Message-ID: <3E8191F276108F4481AB0721BBA9269E0EC9C2A1@ponyexpress-m10.uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [70.196.192.216] Content-Type: multipart/alternative; boundary="_000_3E8191F276108F4481AB0721BBA9269E0EC9C2A1ponyexpressm10u_" MIME-Version: 1.0 --_000_3E8191F276108F4481AB0721BBA9269E0EC9C2A1ponyexpressm10u_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable For anyone interested, data concerning operation with only the leading or t= railing the spark plug active under conditions of 5000 RPM and 23" MAP (whi= ch was WOT at this location), and max power mixture can be found near the e= nd of the following web site: http://www.rotarycopilot.com/documents/sag-part-2-2/ Under these conditions, only a slight power decrease occurs when disabling = either the leading or trailing spark plug. Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = Tracy [rwstracy@gmail.com] Sent: Thursday, August 01, 2013 9:32 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Fwd: [FlyRotary] Re: : Misfire Hi Lynn, Yes, I should have said this applies to essentially stock engines. I have = no experience with radical porting or PP engines. The specifics of operati= ng 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 mixture lean fuel flow of about 6.5 GPH 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= fly with a dead leading ignition without feeling like its way down on powe= r, just feels a bit weaker than normal. A guy in a race car would know tha= t he wouldn'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 usi= ng the 2nd gen coils, you MUST change the ballast resistor in the leading c= oil. It always fails in constant high rpm use. Still living in FL but spending more time in CO lately. Will probably be a= t SnF as usual even though i'm winding down the aviation side of RWS for mo= re 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@gm= ail.com writes: FWIW, I and other fliers have experienced loss of leading ignition on both= plugs (lead coil failed when using 2nd gen coils) while in-flight. With = the lead and trail timing being the same on the EC2/3, you still have 75+%= power available. Main clue is small rpm drop and higher than normal EGT. I didn't know what= happened until doing coil test on next preflight. Tracy Good news indeed. The racer with tons of overlap drops way down on trailing= only. Nearly stock engines would be better in that case. Tracy, Will you still be doing your seminars at Sun&Fun? Still in Florida? Hundreds of fans want to know................ Lynn E. Hanover --_000_3E8191F276108F4481AB0721BBA9269E0EC9C2A1ponyexpressm10u_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

For anyone interested, data concerning operation with only the lead= ing or trailing the spark plug active under conditions of 5000 RPM and=  23" MAP (which was WOT at this location), and max power mixture&= nbsp;can be found near the end of the following web site:

 

http://= www.rotarycopilot.com/documents/sag-part-2-2/

 

Under = these conditions, only a slight power decrease occurs when d= isabling either the leading or trailing spark plug.

 

Steve = Boese

RV6A, 1986 13B NA, RD1A, EC2
From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of Tracy [rwstracy@gmail.com]
Sent: Thursday, August 01, 2013 9:32 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Fwd: [FlyRotary] Re: : Misfire

Hi Lynn,
Yes, I should have said this applies to essentially stock engines. &nb= sp;I have no experience with radical porting or PP engines.  The speci= fics 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  
mixture lean
fuel flow of about 6.5 GPH 
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 takeof= f and fly with a dead leading ignition without feeling like its way down on= power, just feels a bit weaker than normal.  A guy in a race car woul= d know that he wouldn't have a chance at winning tho, so he'd probably pit.

long time Followers of this group probably remember this but if you ar= e using the 2nd gen coils, you MUST change the ballast resistor in the lead= ing coil.  It always fails in constant high rpm use.

Still living in FL but spending more time in CO lately.  Will pro= bably 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 fie= ld.

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@gmail.com writes:
FWIW,  I and other fliers have experienced loss of leading igniti= on on both plugs (lead coil failed when using 2nd gen coils)  while in= -flight.  With the lead and trail timing being the same on the EC2/3, =  you still have 75+% power available.  
Main clue is small rpm drop and higher than normal EGT.  I didn't= know what happened until doing coil test on next preflight.  

Tracy
Good news indeed. The racer with tons of overlap drops way down on tra= iling only. Nearly stock engines would be better in that case.
 
Tracy, Will you still be doing your seminars at Sun&Fun? Still in = Florida?
 
Hundreds of fans want to know................
 
Lynn E. Hanover
--_000_3E8191F276108F4481AB0721BBA9269E0EC9C2A1ponyexpressm10u_--