Return-Path: Received: from fed1rmmtao12.cox.net ([68.230.241.27] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 382948 for flyrotary@lancaironline.net; Sat, 28 Aug 2004 21:12:45 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.27; envelope-from=ALVentures@cox.net Received: from BigAl ([68.107.116.221]) by fed1rmmtao12.cox.net (InterMail vM.6.01.03.02.01 201-2131-111-104-103-20040709) with ESMTP id <20040829011212.IUAJ23684.fed1rmmtao12.cox.net@BigAl> for ; Sat, 28 Aug 2004 21:12:12 -0400 From: "Al Gietzen" To: "Rotary motors in aircraft" Subject: Engine run - Good news/bad news Date: Sat, 28 Aug 2004 18:12:24 -0700 Message-ID: <000001c48d65$3e4af690$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C48D2A.91EC1E90" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C48D2A.91EC1E90 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Some further sorting out on the engine today. The major good news/ bad news: =20 1. I teed together the rotor 2&3 MAP ports with the rotor 1 port, and added about an 18" length of 3/8 dia vinyl hose before the EC2 port to = add some accumulator volume. Started the engine and YES; achieved smooth running at 1600 rpm with the mixture setting between 1:00 - 2:00 = position. Joy! :-) Thank you Dave, Mike, Rusty. (Yes this constitutes poor experimental practice, making two changes at the same time, but I can = check that later.) =20 2. The joy was short-lived because it was only a one minute run while I had the redrive drain line disconnected. Taking the drain line off gave = the first clue. No sign that a drop of oil had ever been there. The amount = of oil in the container after the run - zippo; not a drop. I took off the = feed line and there was oil sitting in the fitting. Feeding to a container, = I ran again for less than 30 seconds, and sent more than a pint into the container. Complete blockage inside the drive. The prospect of = removing the prop, drive and disassembly is not a happy one. =20 Other items: =20 1. Adjusted calibration of temp readings to be correct at room temp, and checked response of all senders with heat gun. All responded = normally. High temperature calibration check coming later; I'm picking up = pyrometer gun from a friend tomorrow. Some spots of flat black paint in key = places should give me a good check - ah-h-h; when I can run again. He is also giving me a fuel pressure guage to verify FP readout. 2. Checked voltage reading, compared voltage at pin 9 connector P3 (EM2 disconnected) with readout from EM2. Differred by 0.1 volts. For = roughly a 10' run of #22 wire that suggests about 0.6 amps. I don't recall the = EM2 draw, but this seems close enough 3. Tried to check the O2 sensor output using a flame from a propane torch. Nothing. I'll probably try again to get a voltage reading at = the sensor when I can run again. It still gives close to full scale reading = no matter what mixture setting. =20 ------=_NextPart_000_0001_01C48D2A.91EC1E90 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Some further sorting out on the engine today. = The major good news/ bad news:

I teed together the rotor 2&3 MAP ports = with the rotor 1 port, and added about an 18” length of 3/8 dia vinyl = hose before the EC2 port to add some accumulator volume. Started = the engine and YES; achieved smooth running at 1600 rpm with the = mixture setting between 1:00 – = 2:00 position. Joy! J Thank you Dave, = Mike, Rusty. (Yes this constitutes poor experimental practice, making two = changes at the same time, but I can check that later.)

The joy was short-lived because it was only a = one minute run while I had the redrive drain line disconnected. = Taking the drain line off gave the first clue. No sign that a drop = of oil had ever been there. The amount of oil in the container after = the run – zippo; not a drop. I took off the feed line and = there was oil sitting in the fitting. Feeding to a container, I ran = again for less than 30 seconds, and sent more than a pint into the = container. Complete blockage inside the drive. The prospect of removing the prop, = drive and disassembly is not a happy one.

Other items:

Adjusted calibration of temp readings to be = correct at room temp, and checked response of all senders with heat = gun. All responded normally. High temperature calibration check coming = later; I’m picking up pyrometer gun from a friend tomorrow. = Some spots of flat black paint in key places should give me a good check = – ah-h-h; when I can run again. He is also giving me a fuel = pressure guage to verify FP readout.
Checked voltage reading, compared voltage at = pin 9 connector P3 (EM2 disconnected) with readout from EM2. = Differred by 0.1 volts. For roughly a 10’ run of #22 wire that = suggests about 0.6 amps. I don’t recall the EM2 draw, but this = seems close enough
Tried to check the O2 sensor output using a = flame from a propane torch. Nothing. I’ll probably try = again to get a voltage reading at the sensor when I can run again. = It still gives close to full scale reading no matter what mixture = setting.

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