X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nk11p08mm-asmtp002.mac.com ([17.158.58.247] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6470155 for flyrotary@lancaironline.net; Tue, 10 Sep 2013 20:02:04 -0400 Received-SPF: pass receiver=logan.com; client-ip=17.158.58.247; envelope-from=steveizett@me.com Received: from [10.1.1.11] (124-169-162-28.dyn.iinet.net.au [124.169.162.28]) by nk11p08mm-asmtp002.mac.com (Oracle Communications Messaging Server 7u4-27.07(7.0.4.27.6) 64bit (built Jun 21 2013)) with ESMTPSA id <0MSX00CYGPED9D80@nk11p08mm-asmtp002.mac.com> for flyrotary@lancaironline.net; Wed, 11 Sep 2013 00:01:29 +0000 (GMT) X-Proofpoint-Virus-Version: vendor=fsecure engine=2.50.10432:5.10.8794,1.0.431,0.0.0000 definitions=2013-09-10_10:2013-09-10,2013-09-10,1970-01-01 signatures=0 X-Proofpoint-Spam-Details: rule=notspam policy=default score=0 spamscore=0 suspectscore=0 phishscore=0 adultscore=0 bulkscore=0 classifier=spam adjust=0 reason=mlx scancount=1 engine=7.0.1-1305240000 definitions=main-1309100164 From: Stephen Izett Content-type: multipart/alternative; boundary="Apple-Mail=_CDF41562-F506-4664-B6EA-B915F0B474D3" Message-id: <1AA05038-CDE8-4DC4-BC90-ADC0C3454385@me.com> MIME-version: 1.0 (Mac OS X Mail 6.5 \(1508\)) Subject: Re: [FlyRotary] First Flight jitters Date: Wed, 11 Sep 2013 08:01:35 +0800 References: To: Rotary motors in aircraft In-reply-to: X-Mailer: Apple Mail (2.1508) --Apple-Mail=_CDF41562-F506-4664-B6EA-B915F0B474D3 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Hi all Can I comment/ask questions here as a learner in order to understand = what is happening here. I'm goig to need to fault find my NA Renesis = setup shortly. 1. If data is accurate: ~8GPH at something around a reasonable fuel to = air I understand would yield just over 100hp? 2. If the prop is the appropriate size for ~180hp this might make sense = why the prop is only getting to 2000 rpm with a 2.18:1 drive 3. So how can the engine if data is correct only be producing that low a = power at ~30" Hg? Mixture way out? Intake charge way to hot? Timing out? Back Pressure? 4. All comments Ive made are related to the Fuel flow and manifold = pressure being accurate. So before anything else can be done those = numbers have to be ratified, particularly the MAP? Thanks guys I have found this list invaluable along the journey. Cheers Steve Izett - Perth Western Australia Glasair SIIRG Renesis 4 port RD1-C EC2 EM3 Nearly there!!!=20 On 11/09/2013, at 7:29 AM, shipchief@aol.com wrote: > Today was more productive. I advanced the timing before I even started = it, warmed it up and ran it up over 4000 RPM a few times to make sure it = would operate smoothly during timing with my wife at the controls. Then = I stood by the engine and operated the timing light while giving hand = signals to Marilyn. Eventually, after a few tries, I got it set to 19 = BTDC @ 4000 RPM. > Then I assembled the top cowl and did some tethered trials. I knew I = couldn't remember the details. I took a few iphone pics. Crumby photos, = but readable data: > 3082 RPM @ 18.2" Hg > 3328 RPM @ 20.8" Hg > 3472 RPM @ 21.6" Hg > 3756 RPM @ 24.8" Hg > 4329 RPM @ 32.0" Hg @ 8.5 GPH **** then I leaned the mixture and it = went to: > 4389 RPM @ 30.9" Hg @ 7.8 GPH=20 > Then I untied it and did a few high speed taxi tests, with initial = boost intended to be limited to 32", but I did see some excursions to = 37". I have all the pieces to make the Blow Off Valve, which should = limit boost to about 38". One run was rough running when I advanced the = throttle, I had it rich for better idle. After I figured that out, I got = a good start on the next high speed taxi with middle mixture setting, so = I'm getting closer. Lots of re-reading the EC-2 manual. > I used Russell Proflex hose for the oil system, the swivels seem to = be loosening and one at the oil pump outlet seems to seep on some runs = and not others. So I need to rethink that. maybe I shouldn't be using = swivel fittings. > My confidence is much improved. > -----Original Message----- > From: shipchief > To: Rotary motors in aircraft > Sent: Mon, Sep 9, 2013 7:54 pm > Subject: [FlyRotary] Re: First Flight jitters >=20 > Tracy; > I set the static timing as per your EC-2 instructions, it started and = ran great at low power. I checked it at 3000 RPM with a timing light, = and it was about 35 BTDC. The pulse counter was near the back of the = travel limit so I moved it back a gear tooth and set it about 23 BTDC @ = 3000 RPM (tight against the advance stop). I reread your EC-2 manual, = and set it back some more. Now it runs better at low RPM, but needs to = be richer. So the next chance I had was yesterday, when I checked the = timing as I mentioned. > How much advance occurs across the RPM spectrum? It seems to me there = is a retarded timing point at idle (or 0 TDC), then above some number, = maybe 1500 RPM it advances about 10 degrees? then about 2500 rpm it = starts to advance some more, about 5 degrees more @ 3000 RPM? > It would be helpful to know what to set the base timing at while = cranking over the engine with the injectors turned off. > Also what the advance is at various RPMs, along with knowing the = vacuum advance (5 degrees below 22" Hg) > =20 > -----Original Message----- > From: Tracy > To: Rotary motors in aircraft > Sent: Mon, Sep 9, 2013 6:36 pm > Subject: [FlyRotary] Re: First Flight jitters >=20 > If your ignition timing measurement was accurate at 3000 rpm and 16" = mp, it's way too retarded. What did you set the static timing to? = Remember that that has nothing to do with actual ignition timing. It's = just a reference point for the computer. >=20 > Tracy >=20 > Sent from my iPad >=20 > On Sep 9, 2013, at 21:13, shipchief@aol.com wrote: >=20 >> Thank all of you for the constructive comments. >> My Prop is a Catto 68X74, the same as for a 180 HP Lycoming O-360, = except it's left turning due the Tracy's 2.19:1 reduction gear. I should = expect to get 2200 static RPM with it, 4818 engine RPM. >> The turbocharger is a Turbonetics 60-1 with a TO4-E turbine, with P = trim .81 A/R on center housing. >> Although I did briefly throttle up to 37" Hg, I'm not sure what the = RPM was at that moment. Before I blew up the first version of the = engine. I did get above 4800 RPM on a tethered trial. The oil temp rose = quite rapidly. The manifold pressure for that run was 44" Hg. I'm = concerned that as the aircraft speeds up, the propeller will unload and = the RPM will increase, as it will, causing an increase in exhaust flow, = increase in boost, increase in intake temp, and another detonation = incident. >> =20 >> The run where I described checking the timing maxed out at 3000 RPM, = where my hat blew off, is where I saw 11 degree BTDC and 16" Hg. My wife = was in the driver's seat while I was using the strobe light on the = pulley. So these numbers are ballpark numbers. I had the top cowl off to = read the timing. Last time I ran to 4000 RPM with the top cowl off, the = oil cooler air diffuser flew off. >> I'll do better next time. I have fastened the air diffusers so the = next time I should be able to run at the 4000 RPM mandated in the EC-2 = manual, where I will be above the mode 6 set point of 22" Hg. I'll find = out what the current timing actually is, verify the Mode 8 timing is set = to the mid point, and do another run to set the final timing to the 19 = degrees recommended or something a little less to be on the safe side. = If I am too retarded now, I'll feel the difference in the following full = cowl trial to the previously tested settings and if all goes well, = higher power. I'll also follow that advice to vary power to make sure = the engine performs well and won't quit due to transitions. >> -----Original Message----- >> From: Tracy >> To: Rotary motors in aircraft >> Sent: Mon, Sep 9, 2013 1:58 am >> Subject: [FlyRotary] Re: First Flight jitters >>=20 >> You are either over propped or something is wrong with the engine or = tuning. At 37" mp you should be in the 5500-6000 rpm range. You = didn't give the rpm at 16" mp and 11 deg BTDC so I can't tell if timing = is in the ballpark or not. Is that the same rpm as your hat blew off = (3000)? If so, you may be too retarded. >>=20 >> And of course we need your prop numbers to make a guess about = anything. Prop chord at 70% on blade is good to know too. Do you have = one of those wide chord airboat type props? >>=20 >> Tracy >>=20 >> Sent from my iPad >>=20 >> On Sep 9, 2013, at 0:47, shipchief@aol.com wrote: >>=20 >>> I've been slowly building my RV-8 with 13BT engine for about 14 = years...! >>> On June 13th 2013 it received the coveted Airworthiness Certificate. = That same day I detonated my engine due to the trailing spark plug holes = being machined oversize in an attempt to improve the single spark plug = power, should the leading plug ignition fail. This, and possibly = advanced ignition, and possibly over-boost detonated my engine on it's = first high power taxi test. That took about 2.5 seconds. >>> Now I've rebuilt the engine with new unmodified rotor housings, and = it runs better than ever. I've re-marked the timing marks on the pulley, = and reset the timing, though not to 4000 RPM yet. today I checked it. At = 3000 RPM my hat and hearing protection blew off. 11 degrees BTDC, and = 16" manifold pressure. >>> I've been taxiing around at modest RPM, it's great. I've = consistently been idling at about 1600 RPM, (730 prop RPM) and sometimes = as low as 1490, (680 Prop RPM) smoothly. That is slow enough to keep the = brakes from getting too hot. >>> I've done run ups and brief bursts of power to 4200 Engine RPM, = (1917 Prop RPM) which is about 32" manifold pressure, and seen 37" = manifold pressure briefly. I know this is not enough power to take off, = although I have done a Pre-take off to 50 MPH with this power before = powering down with roll out to the end of the runway. I suppose it = would fly off and maybe clear the trees at this power. I've lifted the = tail, and rocked the wings with the ailerons. It steers well and the = brakes work. >>> The water level in the engine stays up between flights as does the = oil, and the water temp today was consistent 163 F oil about 173 with = the highest observed 183F. I did about 4 pre-take off passes with taxi = back, with excellent temperature control and throttle response. >>> A couple of oil fitting were tightened looking for an oil seep. >>> 7.3 hours engine running time on the EM2, about 2 hours since the = engine overhaul. >>> I don't think I'm at all ready to fly this thing. I'm missing = something, so offer up some advice, I'm all ears! --Apple-Mail=_CDF41562-F506-4664-B6EA-B915F0B474D3 Content-Type: multipart/related; type="text/html"; boundary="Apple-Mail=_5B9CF255-473E-4CDF-9B5C-1AD540D587FE" --Apple-Mail=_5B9CF255-473E-4CDF-9B5C-1AD540D587FE Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii Hi = all
Can I comment/ask questions here as a learner in order to = understand what is happening here. I'm goig to need to fault find my NA = Renesis setup shortly.

1. If data is accurate: = ~8GPH at something around a reasonable fuel to air I understand would = yield just over 100hp?
2. If the prop is the appropriate size = for ~180hp this might make sense why the prop is only getting to 2000 = rpm with a 2.18:1 drive
3. So how can the engine if data is = correct only be producing that low a power at ~30" Hg?
Mixture = way out? Intake charge way to hot? Timing out? Back = Pressure?
4. All comments Ive made are related to the Fuel = flow and manifold pressure being accurate. So before anything else = can be done those numbers have to be ratified, particularly the = MAP?

Thanks guys
I have found this = list invaluable along the = journey.

Cheers

Steve = Izett - Perth Western Australia
Glasair = SIIRG
Renesis 4 port RD1-C EC2 EM3
Nearly = there!!! 


On 11/09/2013, at = 7:29 AM, shipchief@aol.com = wrote:

Today was more productive. I advanced the timing before I even = started it, warmed it up and ran it up over 4000 RPM a few times to make = sure it would operate smoothly during timing with my wife at the = controls. Then I stood by the engine and operated the timing light = while giving hand signals to Marilyn. Eventually, after a few tries, I = got it set to 19 BTDC @ 4000 RPM.
Then I assembled the top cowl and did some tethered trials. I = knew I couldn't remember the details. I took a few iphone pics. Crumby = photos, but readable data:
3082 RPM @ 18.2" Hg
3328 RPM @ 20.8" Hg
3472 RPM @ 21.6" Hg
3756 RPM @ 24.8" Hg
4329 RPM @ 32.0" Hg @ 8.5 GPH **** then I leaned the mixture = and it went to:
4389 RPM @ 30.9" Hg @ 7.8 GPH 
Then I untied it and did a few high speed taxi tests, with initial = boost intended to be limited to 32", but I did see some excursions to = 37". I have all the pieces to make the Blow Off Valve, which should = limit boost to about 38". One run was rough running when I advanced the = throttle, I had it rich for better idle. After I figured that out, I got = a good start on the next high speed taxi with middle mixture setting, so = I'm getting closer. Lots of re-reading the EC-2 manual.
 I used Russell Proflex hose for the oil system,  the = swivels seem to be loosening and one at the oil pump outlet seems to = seep on some runs and not others. So I need to rethink that. maybe I = shouldn't be using swivel fittings.
My confidence is much improved.
shipchief@aol.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, Sep 9, 2013 7:54 pm
Subject: [FlyRotary] Re: First Flight jitters

Tracy;
I set the static timing as per your EC-2 instructions, it = started and ran great at low power. I checked it at 3000 RPM with a = timing light, and it was about 35 BTDC.  The pulse counter was near = the back of the travel limit so I moved it back a gear tooth and = set it about 23 BTDC @ 3000 RPM (tight against the advance stop). I = reread your EC-2 manual, and set it back some more. Now it runs = better at low RPM, but needs to be richer. So the next chance I had = was yesterday, when I checked the timing as I mentioned.
 How much advance occurs across the RPM spectrum? It seems to = me there is a retarded timing point at idle (or 0 TDC), then above some = number, maybe 1500 RPM it advances about 10 degrees? then about 2500 rpm = it starts to advance some more, about 5 degrees more @ 3000 RPM?
It would be helpful to know what to set the base timing at = while cranking over the engine with the injectors turned off.
Also what the advance is at various RPMs, along with knowing = the vacuum advance (5 degrees below 22" Hg)
 
rwstracy@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, Sep 9, 2013 6:36 pm
Subject: [FlyRotary] Re: First Flight jitters

If your ignition timing measurement was accurate at 3000 rpm and = 16" mp,  it's way too retarded.  What did you set the static = timing to?   Remember that that has nothing to do with actual = ignition timing.  It's just a reference point for the = computer.

Tracy

Sent from my iPad
Thank all of you for the constructive comments.
My Prop is a Catto 68X74, the same as for a 180 HP Lycoming O-360, = except it's left turning due the Tracy's 2.19:1 reduction gear. I should = expect to get 2200 static RPM with it, 4818 engine RPM.
The turbocharger is a Turbonetics 60-1 with a TO4-E turbine, with P = trim .81 A/R on center housing.
Although I did briefly throttle up to 37" Hg, I'm not sure what the = RPM was at that moment. Before I blew up the first version of the = engine. I did get above 4800 RPM on a tethered trial. The oil temp rose = quite rapidly. The manifold pressure for that run was 44" Hg. I'm = concerned that as the aircraft speeds up, the propeller will unload and = the RPM will increase, as it will, causing an increase in exhaust flow, = increase in boost, increase in intake temp, and another detonation = incident.
 
 The run where I described checking the timing maxed out at = 3000 RPM, where my hat blew off, is where I saw 11 degree BTDC = and 16" Hg. My wife was in the driver's seat while I was using the = strobe light on the pulley. So these numbers are ballpark numbers. I had = the top cowl off to read the timing. Last time I ran to 4000 RPM with = the top cowl off, the oil cooler air diffuser flew off.
I'll do better next time. I have fastened the air diffusers so the = next time I should be able to run at the 4000 RPM mandated in the EC-2 = manual, where I will be above the mode 6 set point of 22" Hg. I'll find = out what the current timing actually is, verify the Mode 8 timing = is set to the mid point, and do another run to set the final timing to = the 19 degrees recommended or something a little less to be on the safe = side. If I am too retarded now, I'll feel the difference in the = following full cowl trial to the previously tested settings and if all = goes well, higher power. I'll also follow that advice to vary power = to make sure the engine performs well and won't quit due to = transitions.
rwstracy@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, Sep 9, 2013 1:58 am
Subject: [FlyRotary] Re: First Flight jitters

You are either over propped or something is wrong with the engine = or tuning.   At 37" mp you should be in the 5500-6000  rpm = range.   You didn't give the rpm at 16" mp and 11 deg BTDC so I = can't tell if timing is in the ballpark or not.  Is that the same = rpm as your hat blew off (3000)?  If so, you may be too = retarded.

And of course we need your prop numbers to make a guess about = anything.  Prop chord at 70% on blade is good to know too.  Do = you have one of those wide chord airboat type props?

Tracy

Sent from my iPad
I've been slowly = building my RV-8 with 13BT engine for about 14 years...!
On June 13th 2013 it received the coveted Airworthiness = Certificate. That same day I detonated my engine due to the trailing = spark plug holes being machined oversize in an attempt to improve the = single spark plug power, should the leading plug ignition fail. This, = and possibly advanced ignition, and possibly over-boost detonated my = engine on it's first high power taxi test. That took about 2.5 = seconds.
Now I've rebuilt the engine with new unmodified rotor housings, and = it runs better than ever. I've re-marked the timing marks on the pulley, = and reset the timing, though not to 4000 RPM yet. today I checked it. At = 3000 RPM my hat and hearing protection blew off. 11 degrees BTDC, and = 16" manifold pressure.
I've been taxiing around at modest RPM, it's great. I've = consistently been idling at about 1600 RPM, (730 prop RPM) and = sometimes as low as 1490, (680 Prop RPM) smoothly. That is slow = enough to keep the brakes from getting too hot.
I've done run ups and brief bursts of power to 4200 Engine RPM, = (1917 Prop RPM) which is about 32" manifold pressure, and seen 37" = manifold pressure briefly. I know this is not enough power to take off, = although I have done a Pre-take off to 50 MPH with this power = before powering down with roll out to the end of the = runway.  I suppose it would fly off and maybe clear the trees at = this power. I've lifted the tail, and rocked the wings with the = ailerons. It steers well and the brakes work.
The water level in the engine stays up between flights as does = the oil, and the water temp today was consistent 163 F oil  about = 173 with the highest observed 183F. I did about 4 pre-take off passes = with taxi back, with excellent temperature control and throttle = response.
A couple of oil fitting were tightened looking for an oil = seep.
7.3 hours engine running time on the EM2, about 2 hours since the = engine overhaul.
I don't think I'm at all ready to fly this thing. I'm missing = something, so offer up some advice, I'm all ears!


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