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Subject: RE: [FlyRotary] Re: MSD coils - Plug Fouling... again.
Date: Fri, 8 Dec 2006 09:11:41 -0600
Message-ID: <5B59870CA143DD408BD6279374B74C8B010C2045@MAIL02.austin.utexas.edu>
Thread-Topic: [FlyRotary] Re: MSD coils - Plug Fouling... again.
Thread-Index: Accaxa6ZgDEZ3gWqSVGOuRFm2aWG6AAFBINQ
References: <list-1654172@logan.com>
From: "Steitle, Mark R" <mark.steitle@austin.utexas.edu>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

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=20
Lynn,=20
Great post as always.  We really appreciate you sharing your "learning =
experiences" with us.  If I may, I would like to add one thing to what =
you said.  You may also want to shut offf the coils before cranking to =
clear a flooded engine.  If you have a short exhaust stack (like I do), =
and you flood your engine, then turn off the pumps only and crank it =
through, all the fuel that's in the chambers will be pouring out of the =
exhaust.  With the coils firing, its possible to end up with a weinie =
roast (don't ask how I know this).  Always keep a fire extinguisher =
handy, and pay close attention to what's happening inside and outside =
the cockpit.
=20
Like Tracy said, learn how to start your engine without flooding it and =
all will be well in Nirvana.
=20
Mark S.
(installing UV fire detector this weekend)   =20

________________________________

From: Rotary motors in aircraft on behalf of Lehanover@aol.com
Sent: Fri 12/8/2006 6:37 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: MSD coils - Plug Fouling... again.


=20
Keep saying that to yourself.
Proper priming and starting procedures are key to easy starting and =
avoidance of carbon fouling.
=20
The Renesis engine does not have the self purging feature of the earlier =
13B with the peripheral exhaust ports. So it can be stopped cold (pun) =
by an over rich starting attempt. It will reapply liquid fuel to the =
spark plugs with each passing apex seal. Mazda had to re burn all of the =
Proms to help (but not cure) this problem. So there is a mechanical =
layout problem involved in the hard starting, that owners of older 13B's =
and 12As just have never seen or had to deal with.=20
=20
The early cars had a small container on the firewall that was filled =
with antifreeze. When temps were cold enough, a spray of antifreeze =
would go into the engine during cranking to remove frost that tends to =
form on the surfaces and lock the seals into the rotors. This would =
reduce the compression to zero and make starting impossible. The =
antifreeze would also add volume to the chamber to increase effective =
compression and help seal around the stuck seals.=20
=20
In carburetted cars just pumping the gas pedal would cure this problem, =
and the peripheral exhaust port would dump out the excess fuel and frost =
as each apex seal went by.
=20
Those engines had a one piece 9MM carbon apex seal, and that seal ran =
about .004" to.005" of end clearance, so as not to bind up when it was =
up to temperature. But that gap and some sloppy end clearance on the =
side seals assured that winter starting was a hit or miss project at =
best.=20
=20
With the modern 2 piece apex seals this is far less a problem, as the =
corner piece keeps the apex seal pretty much the right length (zero end =
clearance) all of the time,=20
=20
or it was, until the exhaust port was mounted up into the side of the =
irons instead of on the peripheral housing where it should be.
=20
When I first raced (I called it raced, It was just driving around fast) =
an RX-2 Mazda with a stock junk yard engine with no compression, it =
could be started by inserting an extra battery in the starter motor =
circuit to spin up the engine extra fast to shorten the leak time, or by =
push starting the car in first gear to do the same thing.=20
=20
We used to run a race called the Great Pumpkin up near Akron Ohio and at =
times there would be snow on the ground. The starting problem was =
profound indeed. I poured in a cup of hot coffee and squirted motor oil =
into the carb before attempting to start the engine. It drew quite a =
crowd and better yet, it worked every time. There was a large smoking =
problem for a while after startup (Like a big radial) but we got to =
race, and were very happy.
=20
All of this was with the stock (Lame) points style (Kettering) ignition =
system. We could get up to 9,000 RPM with points. Plugs were gapped to =
.012" because secondary voltage was way down, and misfires were common =
with bigger gaps.=20
=20
If you are having trouble starting your rotary, in cold weather, or on =
cool humid mornings, you are in a big club. Clean and properly sized =
conductors in the starting circuit are a must, for the highest possible =
cranking speed. If the engine has been overdosed with fuel, shut off the =
fuel and crank with the throttle full open.=20
=20
Do not do this from outside the plane.
=20
Do this from inside the plane with feet on the brakes and full up =
elevator, unless it is on the wrong end, in which case full down =
elevator. Tie the tail to a fixed object. Because the engine makes best =
power at full throttle, and once it blows out the excess fuel it will =
start from sort of a dead quiet to a scream and jump those little tiny =
chocks you made, and rocket down the flight line into my plane or =
Tracy's plane.=20
=20
In any case this works for the Renesis but it takes a good long time =
because of the exhaust port placement. The fuel wetted plugs will dry =
out if you have enough battery. A clean dry set might get you going =
faster. A few blades with no fuel at all might get some heat of =
compression into the cold iron parts before the chilling effect of the =
fuel mist wets the plugs.=20
=20
Do not spray any kind of starting fluids meant to start diesels into a =
rotary. It is conductive and shorts the plugs worse than water. WD-40 =
used to work great. It was an explosive fog and helped sealing as well, =
but they made it much safer now and it is nearly useless.
=20
If there is to be a high energy system added to the aircraft engine, I =
would add it to the trailing plugs only until the system is proven with =
many hours of service. You can fail the trailing system and loose very =
little power.=20
=20
You will know immediately if you loose the leading system.=20
=20
But the high energy system would still help with starting and fuel burn, =
and you would still have two independent systems.=20
=20
If Tracy's system mimics the Kettering system, it is likely that it =
could be used to trigger an after market high energy system with no =
problem. Otherwise, a transformer or shunt of some kind may be required =
to prevent damage to his system. Ask Tracy.
=20
This advice may be worth what its costing you.
=20
Lynn E. Hanover
=20
=20

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