X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.4.51.90] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 5.0c3) with ESMTP id 743003 for flyrotary@lancaironline.net; Fri, 30 Sep 2005 13:18:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.4.51.90; envelope-from=lors01@msn.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Fri, 30 Sep 2005 10:17:58 -0700 Message-ID: Received: from 64.4.51.220 by BAY107-DAV18.phx.gbl with DAV; Fri, 30 Sep 2005 17:17:58 +0000 X-Originating-IP: [64.4.51.220] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re:Thermal Pellet/ EC2 comments Date: Fri, 30 Sep 2005 13:17:52 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0081_01C5C5C1.5D01B480" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MIMEOLE: Produced By MSN MimeOLE V9.10.0011.1703 Seal-Send-Time: Fri, 30 Sep 2005 13:17:52 -0400 X-OriginalArrivalTime: 30 Sep 2005 17:17:58.0654 (UTC) FILETIME=[E776F1E0:01C5C5E2] This is a multi-part message in MIME format. ------=_NextPart_000_0081_01C5C5C1.5D01B480 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The advice I gave in the conversion guide (on thermal pellet disabling) = was based on Racing Beat's info on the subject. There are two reasons = why I decided to do it. =20 1. It eliminates a possible failure mode should the thermal pellet fail = in open position. Likelihood of this is not known AFAIK. 2. The oil pressure to the main and rotor bearings is reduced to a very = low level during warmup. If you over-rev the engine during this period = you may damage the bearings and if the load on the engine is high, the = oil seal O-rings will be overheated and ruined due to the lack of oil = cooling to the rotors during this period. The first engine I installed = in the RV-4 had suffered this by it's previous owner. EC2 stuff Sorry for the delay in feedback to Dave Leonard's question on EC2 = programming. Been buried with work after the Colorado trip (which was a = blast!) Not that Dave has not already done this, but the first step in = successfully programming the EC2 is to read and understand the theory of = operation in the installation guide. Getting a good mental picture of = what you are doing in each of the programming modes is essential. = Especially important is to understand that manifold pressure is the KEY = factor in setting up the MAP table. Many builders will report to me = that they programmed the controller (in mode 1) in 100 or 200 RPM steps = and it still has places in the throttle setting where the mixture goes = way rich or lean. Although RPM is related to MP, it's not the same = thing. Two instruments are vital during EC2 programming : A properly = functioning mixture monitor and a Manifold Absolute Pressure gauge. Even after you understand the theory, it can still be tricky to program = the EC2 in certain spots like the staging point where it switches from 2 = to 4 injectors. I'd do this before shipping them but because every = installation is different, this is not possible. I'm constantly = refining the software to make this easier. I fully understand why it would make a builder nervous when depending on = a single (and very small) source for key parts of the engine = installation. This is a two-edged sword however. Being small means = that it may vanish with the owner's death or retirement. But on the = other hand, it means that you can personally talk to the engineer who = designed the equipment and who will do everything he can to help make = the project a success. Take advantage of that. Be willing to do your = homework and reading assignments though : ) Just moved Finn's engine/forward section of fuselage to the storage = hangar. Finn suggested that it and the rest of the RV-3 in the woods = might be an interesting tour during the Rotary Roundup fly-in next = month. Tracy (back to the grindstone)=20 ----- Original Message -----=20 From: Dennis Haverlah=20 To: Rotary motors in aircraft=20 Sent: Wednesday, September 28, 2005 9:42 PM Subject: [FlyRotary] Re: Renesis Thermal Pellet Leon, Have you any comments on removing or leaving in the themal pellet. = I'm ready to remove my engnie from the motor mount and borrow a "large" = impact wrench to remove the bolt tomorrow. Your advice based on years = of experience always makes perfict sence. I'd really like your advisce = on this before I move ahead on it. Dennis H.! =20 Leon Promet wrote: Hi Guys, Can someone please tell me why you want to remove the thermal pellet please?? Leon ----- Original Message -----=20 From: "Dennis Haverlah" = To: "Rotary motors in aircraft" = Sent: Monday, September 26, 2005 11:56 PM Subject: [FlyRotary] Renesis Thermal Pellet Bill Dube posted several notes on removing the "E" shaft bolt and thermal pellet from a Renesis. At the time I didn't pay much attention. Now I'm ready to remove mine and can't get the bolt out!! Has anyone found a source for the thermal pellet replacement pin (for the Renesis) to keep the oil passage open! Bill - could you give me details as to how you blocked the "E" shaft flywheel and any other helpful information - I have Tracy's 3.85 gear box already mounted. I tried blocking the damper weight with a block of aluminum and using a LONG cheater I still could not break the bolt loose. I wonder why the factory put them in so tight? Is it necessary to first heat the bolt with a torch? Thanks, Dennis H. RV-7A, Renesis Austin, Tx -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net/lists/flyrotary/ =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net/lists/flyrotary/ ------=_NextPart_000_0081_01C5C5C1.5D01B480 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The advice I gave in the conversion guide (on thermal pellet = disabling) was=20 based on Racing Beat's info on the subject.  There are two reasons = why I=20 decided to do it. 
 
1.  It eliminates a possible failure mode should the thermal = pellet=20 fail in open position.  Likelihood of this is not known = AFAIK.
 
2.  The oil pressure to the main and rotor bearings is reduced = to a=20 very low level during warmup.  If you over-rev the engine during = this=20 period you may damage the bearings and if the load on the engine is = high, the=20 oil seal O-rings will be overheated and ruined due to the lack of oil = cooling to=20 the rotors during this period.  The first engine I installed in the = RV-4 had suffered this by it's previous owner.
 
EC2 stuff
Sorry for the delay in feedback to Dave Leonard's question on EC2=20 programming.  Been buried with work after the Colorado trip (which = was a=20 blast!)
 
Not that Dave has not already done this, but the first step in = successfully=20 programming the EC2 is to read and understand the theory of operation in = the=20 installation guide.  Getting a good mental picture of what you are = doing in=20 each of the programming modes is essential.   Especially = important is=20 to understand that manifold pressure is the KEY factor in setting up the = MAP=20 table.  Many builders will report to me that they programmed the = controller=20 (in mode 1) in 100 or 200 RPM steps and it still has places in the = throttle=20 setting where the mixture goes way rich or lean.  Although RPM is = related=20 to MP, it's not the same thing.   Two instruments are = vital=20 during EC2 programming :  A properly functioning mixture monitor = and a=20 Manifold Absolute Pressure gauge.
 
Even after you understand the theory, it can still be tricky to = program the=20 EC2 in certain spots like the staging point where it switches from 2 to = 4=20 injectors.  I'd do this before shipping them but because every = installation=20 is different, this is not possible.  I'm constantly refining the = software=20 to make this easier.
 
I fully understand why it would make a builder nervous when = depending on a=20 single (and very small) source for key parts of the engine = installation. =20 This is a two-edged sword however.  Being small means that it=20 may vanish with the owner's death or retirement.  But on the = other=20 hand, it means that you can personally talk to the engineer who designed = the=20 equipment and who will do everything he can to help make the project a=20 success.  Take advantage of that.  Be willing to do your = homework and=20 reading assignments though : )
 
Just moved Finn's engine/forward section of fuselage to the storage = hangar.  Finn suggested that it and the rest of the RV-3 in the = woods might=20 be an interesting tour during the Rotary Roundup fly-in next = month.
 
Tracy (back to the grindstone)
 
----- Original Message -----
From: Dennis Haverlah
To: Rotary motors in = aircraft
Sent: Wednesday, September 28, = 2005 9:42=20 PM
Subject: [FlyRotary] Re: = Renesis Thermal=20 Pellet

Leon,

Have you any comments on removing or = leaving in=20 the themal pellet.  I'm ready to remove my engnie from the motor = mount=20 and borrow a "large" impact wrench to remove the bolt = tomorrow.  =20 Your advice based on years of experience always makes perfict = sence.  I'd=20 really like your advisce on this before I move ahead on = it.

Dennis=20 H.! 

Leon Promet wrote:
Hi Guys,

Can someone please tell me why you want to remove the thermal pellet
please??

Leon

----- Original Message -----=20
From: "Dennis Haverlah" <clouduster@austin.rr.com>=

To: "Rotary motors in aircraft" <flyrotary@lancaironline.n=
et>
Sent: Monday, September 26, 2005 11:56 PM
Subject: [FlyRotary] Renesis Thermal Pellet


  
Bill Dube posted several =
notes on removing the "E" shaft bolt and
thermal pellet from a Renesis.  At the time I didn't pay much
attention.  Now I'm ready to remove mine and can't get the bolt out!!
Has anyone found a source for the thermal pellet replacement pin (for
the Renesis) to keep the oil passage open!  Bill - could you give me
details as to how you blocked the "E" shaft flywheel and any other
helpful information - I have Tracy's 3.85 gear box already mounted.  I
tried blocking the damper weight with a block of aluminum and using a
LONG cheater I still could not break the bolt loose.   I wonder why the
factory put them in so tight?  Is it necessary to first heat the bolt
with a torch?

Thanks,

Dennis H.
RV-7A, Renesis
Austin, Tx

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