X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.129.170.194] (HELO VIRCOM1.FCDATA.PRIVATE) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6569550 for flyrotary@lancaironline.net; Tue, 29 Oct 2013 23:40:59 -0400 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from FCD-MAIL06.FCDATA.PRIVATE ([fe80::697f:d6aa:b87:78d8]) by FCD-MAIL05.FCDATA.PRIVATE ([fe80::809d:a06e:5913:452e%13]) with mapi id 14.03.0158.001; Tue, 29 Oct 2013 22:39:05 -0500 From: Chris Barber To: Rotary motors in aircraft Subject: RE: [FlyRotary] Velocity Status? Thread-Topic: [FlyRotary] Velocity Status? Thread-Index: AQHO0olLezP1Pt3TBEa8C7bQBfExepoMkzrA Date: Wed, 30 Oct 2013 03:41:41 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D30010CB6B1CD@FCD-MAIL06.FCDATA.PRIVATE> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [166.241.7.213] Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D30010CB6B1CDFCDMAIL06FCDA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D30010CB6B1CDFCDMAIL06FCDA_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bill, Thanks for thinking of me but you may regret asking :-). I have hesitated = posting as I have realized that when I do a search, the majority of the que= stions have been from me and I do not like feeling quite so stupid. That being said, I am still having issues. After loosing my engine over an= airport a few....hell, several mo nths ago, I am still trying to get thing= s straightened out. What originally brought me down was a simple clogged f= uel rail. That was easily addressed. While down I addressed a low oil pre= ssure. Got that SYMPTOM solved. I replaced the pressure regulator and mod= ified the front pressure spring to work with the higher PSI regulator (Mazd= atrix was out of the stock). During initial tuning following the oil press= ure problem, I kept getting a miss at idle RPM. I went back to basics incl= uding changing plugs, plug wires and having the injectors flow tested. I a= lso checked compression. Hell, I was getting one solid and two weak pulses= on the secondary rotor. The apex seals were springy via the exhaust but t= he compression was off. Damn, really? The front rotor was reading fine an= d were also nice and springy. So, over the last few weeks, I tore into the keg to access the rear rotor. = Glad I did. While apart I found that I the front needle bearing had slipp= ed off its very small lip (must have happened when pulling the front cover = off to again address the pesky front cover o-ring) It was done with the en= gine on the plane, thus was horizontal aiding in the bearing to slip off. = I was aware of the potential but though all stayed secure....I was wrong. I= t is much better to build this front stack on an engine stand in a vertical= position. The fore most needle bearing was toast. It had gouged the flat= bearing and washer. So, they were replaced. Also, the rear stationary be= aring was trashed. It was in terrible shape - really shredded. So, it too= got replaced along with the rear stationary gear. The front stationary gea= r and bearing were good. While the rear rotor was out, I also replaced the= rear rotor bearing. Before putting it together I checked a couple of thin= gs that were mentioned here regarding my low oil pressure. This includes v= erifying my oil pick up was not cracked and properly safety wired in, it wa= s. Also, rechecking the pressure regulator. I replaced it before while sti= ll on the plane as I did not have my hoist at my "remote hangar" at LVJ. e Inside the rotar, I found two stuck side seals. They broke coming out so t= hey as well as their springs were replaced new (again, from Mazdatrix). Th= e apex seals seemed good, but I had three barely used seals (one hour use b= efore I replaced all six following a brand new center iron water channel br= oke causing a rebuild). I verified the apex seals were not bent. I checke= d the springs which were a bit under tolerance (no idea why) so the "spare"= springs I had were checked and they were well within tolerance For this l= atest process of reinstalling the engine on the plane, I knuckled down and = disassembled and transported my hoist from EFD to LVJ. It is such a snap t= o remove my engine...I actually removed it manually this time, but I cant q= uite pick it up to put it back, thus the hoist. I was able to put everything back on the engine following hoisting the engi= ne back on the plane. Compression check showed three steady pulses. Set the= stationary timing and carefully cranked it up sans prop as I was in the ha= ngar late at night. It started, blew out a lot of Vasaline and assemble l= ube......and after about a minute started spewing oil high into the air. D= OH, I didn't tighten the remote oil filter enough. Spent most of yesterday= cleaning oil of the engine and hangar floor.......but also, was able to in= stall the prop and start the tuning process. I am still getting a miss in = the idle range, but as it was consistant befor, it seems intermediate now t= hus I am hopeful it is a tuning issue. Tracey has my EM2 and my primary PC= M for repair. Hopefully he can address the issues sooner rather than later= ; he has had them for a while...but heck, the man is retired. I do have a = remote O2 gauge that helps, but I would surely love to have the EM2 to help= . Also, as Murphy would have it, my Dynon Skyview map sensor is not worki= ng. I have yet to address it, it just may need to be on a different wire b= ut setting Mode 3 is somewhat a crap shoot with manifold pressure. I am de= veloping power up to over 6000 rpm static, but still some bobble near idle.= It seems smoother when I turn off the primary injectors, thus it seems to= be mixture. It got late and I had a long day and cleaning oil off the flo= or can make a 40 year olds body ache....its even worse when you are 52. My girlfriend has me tonight, but I hope to get out again soon and hopefull= y will get it better. Paying for two hangars it bugging the crap out of me= . Hell, I have spent enough to have a pro rebuild the engine. Even though I may still have botched up the build, It is becoming such a no= n issue, but a methodical process. I almost have the torque settings memor= ized.....not sure I like being this familiar. We will see. Chris Barber Velocity 17010 2nd gen 13b Houston, Texas ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = Bill Bradburry [bbradburry@bellsouth.net] Sent: Saturday, October 26, 2013 3:24 To: Rotary motors in aircraft Subject: [FlyRotary] Velocity Status? Chris, I just watched your video, flying over EFD. That reminded me that on the l= ast episode of this ongoing saga, you were stuck at a nearby airport. What= is your current status? http://www.youtube.com/user/CBarberLaw330/videos Bill B --_000_2D41F9BF3B5F9842B164AF93214F3D30010CB6B1CDFCDMAIL06FCDA_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Bill,

Thanks for thinking of me but you may regret asking :-).  I have hesit= ated posting as I have realized that when I do a search, the majority of th= e questions have been from me and I do not like feeling quite so stupid.
That being said, I am still having issues.  After loosing my engine ov= er an airport a few....hell, several mo nths ago, I am still trying to get = things straightened out.  What originally brought me down was a simple= clogged fuel rail.  That was easily addressed.  While down I addressed a low oil pressure.  Got that SYMPTOM solved.&= nbsp; I replaced the pressure regulator and modified the front pressure spr= ing to work with the higher PSI regulator (Mazdatrix was out of the stock).=   During initial tuning following the oil pressure problem, I kept getting a miss at idle RPM.  I went back to = basics including changing plugs, plug wires and having the injectors flow t= ested.  I also checked compression.  Hell, I was getting one soli= d and two weak pulses on the secondary rotor.  The apex seals were springy via the exhaust but the compression was off.&n= bsp; Damn, really?  The front rotor was reading fine and were also nic= e and springy.

So, over the last few weeks, I tore into the keg to access the rear rotor.&= nbsp; Glad I did.  While apart I found that I the front needle bearing= had slipped off its very small lip (must have happened when pulling the fr= ont cover off to again address the pesky front cover o-ring)  It was done with the engine on the plane, thus was hor= izontal aiding in the bearing to slip off.  I was aware of the potenti= al but though all stayed secure....I was wrong. It is much better to build = this front stack on an engine stand in a vertical position.  The fore most needle bearing was toast.  It had gouge= d the flat bearing and washer.  So, they were replaced.  Also, th= e rear stationary bearing was trashed.  It was in terrible shape - rea= lly shredded.  So, it too got replaced along with the rear stationary gear. The front stationary gear and bearing were good.  Wh= ile the rear rotor was out, I also replaced the rear rotor bearing.  B= efore putting it together I checked a couple of things that were mentioned = here regarding my low oil pressure.  This includes verifying my oil pick up was not cracked and properly safety wire= d in, it was. Also, rechecking the pressure regulator.  I replaced it = before while still on the plane as I did not have my hoist at my "remo= te hangar" at LVJ. e

Inside the rotar, I found two stuck side seals.  They broke coming out= so they as well as their springs were replaced new (again, from Mazdatrix)= .  The apex seals seemed good, but I had three barely used seals (one = hour use before I replaced all six following a brand new center iron water channel broke causing a rebuild).  I ve= rified the apex seals were not bent.  I checked the springs which were= a bit under tolerance (no idea why) so the "spare" springs I had= were checked and they were well within tolerance  For this latest process of reinstalling the engine on the plane, I knuckled do= wn and disassembled and transported my hoist from EFD to LVJ.  It is s= uch a snap to remove my engine...I actually removed it manually this time, = but I cant quite pick it up to put it back, thus the hoist.

I was able to put everything back on the engine following hoisting the engi= ne back on the plane. Compression check showed three steady pulses. Set the= stationary timing and carefully cranked it up sans prop as I was in the ha= ngar late at night.   It started, blew out a lot of Vasaline and assemble lube......and after about a minute= started spewing oil high into the air.  DOH, I didn't tighten the rem= ote oil filter enough.  Spent most of yesterday cleaning oil of the en= gine and hangar floor.......but also, was able to install the prop and start the tuning process.  I am still ge= tting a miss in the idle range, but as it was consistant befor, it seems in= termediate now thus I am hopeful it is a tuning issue.  Tracey has my = EM2 and my primary PCM for repair.  Hopefully he can address the issues sooner rather than later; he has had them for a = while...but heck, the man is retired.  I do have a remote O2 gauge tha= t helps, but I would surely love to have the EM2 to help.   Also,= as Murphy would have it, my Dynon Skyview map sensor is not working.  I have yet to address it, it just may need to= be on a different wire but setting Mode 3 is somewhat a crap shoot with ma= nifold pressure.  I am developing power up to over 6000 rpm static, bu= t still some bobble near idle.  It seems smoother when I turn off the primary injectors, thus it seems to be mixture.  = It got late and I had a long day and cleaning oil off the floor can make a = 40 year olds body ache....its even worse when you are 52.

My girlfriend has me tonight, but I hope to get out again soon and hopefull= y will get it better.  Paying for two hangars it bugging the crap out = of me.  Hell, I have spent enough to have a pro rebuild the engine.
Even though I may still have botched up the build, It is becoming such a no= n issue, but a methodical process.  I almost have the torque settings = memorized.....not sure I like being this familiar.

We will see.

Chris Barber
Velocity 17010
2nd gen 13b
Houston, Texas


From: Rotary motors in aircraft [flyrotar= y@lancaironline.net] on behalf of Bill Bradburry [bbradburry@bellsouth.net]=
Sent: Saturday, October 26, 2013 3:24
To: Rotary motors in aircraft
Subject: [FlyRotary] Velocity Status?

Chris,

 

I just watched y= our video, flying over EFD.  That reminded me that on the last episode= of this ongoing saga, you were stuck at a nearby airport.  What is your current status?

 

http://www.y= outube.com/user/CBarberLaw330/videos

 

Bill B

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