X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 10 [X] Return-Path: Received: from [64.233.162.230] (HELO nz-out-0102.google.com) by logan.com (CommuniGate Pro SMTP 5.1.3) with ESMTP id 1665796 for flyrotary@lancaironline.net; Tue, 12 Dec 2006 00:20:51 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.233.162.230; envelope-from=wdleonard@gmail.com Received: by nz-out-0102.google.com with SMTP id i11so894793nzi for ; Mon, 11 Dec 2006 21:20:04 -0800 (PST) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=niZB0xcydARgGbJfOmzMgocG+5lOoX3xpyMhBRTAJ3TNfe3FnGrO+4Hv6M9g4EIAI7jBQ8qS2WjlXDdSM7AIpFIbHBeLq7dM7ju5QdlKBxKTPPgC3gk8Bmi7oCOCJYKm6mrfIDOqHULTzfw5zl5QJXbThZeINJDyuLpy1HnH+jc= Received: by 10.64.242.5 with SMTP id p5mr12473295qbh.1165900804100; Mon, 11 Dec 2006 21:20:04 -0800 (PST) Received: by 10.65.241.16 with HTTP; Mon, 11 Dec 2006 21:20:04 -0800 (PST) Message-ID: <1c23473f0612112120r202583dh99f7ceb3378365c3@mail.gmail.com> Date: Mon, 11 Dec 2006 21:20:04 -0800 From: "David Leonard" To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: Great Flight In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_93951_31955413.1165900804050" References: ------=_Part_93951_31955413.1165900804050 Content-Type: text/plain; charset=WINDOWS-1252; format=flowed Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Hey Tracy, If you are really interested in getting good turbo data, you should lend me an EM2 to use while I tune after my upcoming rebuild. That way I would have much more useful information to send you... see how selfless I am? :-) Dave Leonard On 12/11/06, Tracy Crook wrote: > > Hi Steve, as you noticed, fiddling with mode 3 while in-flight is risky > since it changes the mixture at all throttle settings, not just the one y= ou > are currently using. > > Mode 3 is only for initial ground tuning to get the injector flow rate i= n > the ball park. As noted in the instructions, Mode 3 should be set at hig= h > throttle with the mixture control at 12:00. If you find that Mode 1 or = 9 > runs out of range and can't get the mixture correct at some setting, > re-evaluate the situation for a possible change to Mode 3 when safely on = the > ground. > > Also note that it can take many pushes on the Store button in mode 9 to > get full range of adjustment. Just because the program knob is at max r= ich > setting does not mean that pushing the button sets it at full rich in thi= s > mode. Instructions give full details on this. > > BTW, I appreciate all the feedback I can get on how the EC2 works on a > turbo setup since I have never tweaked on one myself. > > Glad you are enjoying the plane at last! > > Tracy > > ----- Original Message ----- > *From:* Steve Brooks > *To:* Rotary motors in aircraft > *Sent:* Monday, December 11, 2006 9:24 AM > *Subject:* [FlyRotary] Great Flight > > > > Yesterday, the weather was outstanding. A little cool at 56 degrees, but > sunny and no wind. It was very nice to drive only 15 minutes to the > airport, to take the plane up for a flight around the area. > > > > On the flight bringing it up to NC 2 weeks ago, I thought that the engine > was running a little rich, and after trying option 9 to lean it up, it > really didn't change too much. Then, in a moment of sheer brilliance, I > decided to lean it a little more using mode 3. Still didn't change the > mixture much, but I was happy with it, so I left it alone. When I > throttled back upon arrival, the mixture bottomed out, and the engine > stumbled pretty bad. After a quick rotation of the mixture control, and = a > couple clicks on option 9, it was running good again, until I throttled b= ack > a little more, and started the cycle all over again. > > > > A couple of days later, I went to the airport and decided at this point, > my best option was to return to factory default, and start over, which I > did. After tuning it for 10 minutes or so, I figured it was good enough > for a flight. > > > > After preflight and taxi, my oil temperature was at 140 degrees, but my > coolant was still laying on the 100 degree peg. That is quite different > than normal. I waited for a few minutes until it started to move, just t= o > make sure that it was working. When I took off, I pushed the throttle > forward, and the engine roared to life. It really roared to life, becaus= e > it was running at about 8 lbs of boost. I backed it down a little to 5 > lbs, and it backfired once, but then ran smoothly. After climb out to > about 2000 feet, the water and oil were only at 160 degrees, which was > really a surprise. It was a little cooler than normal, but the > temperatures were running about 20 degrees cooler. > > > > I flew for about 20 minutes, surveying my new flying area, and just > enjoying the view. I then decided to check out the tuning and started > lowering the power. I found several points where the mixture was really > lean, and I made adjustments (option 9 only) to get it where it needed to > be. I think that it probably tuned better now, than it ever has been, so > I'm not going to mess with it anymore. > > > > Temperatures never did get above 160 degrees, which makes me wonder if I > had an air bubble in the cooling system that worked out during, or after = the > long flight 2 weeks ago. Whatever it is, I like it. I slowed up to 100 > kits approaching the downwind, and made a perfect approach and landing. = After > the decent and landing, temperatures were at about 140 degrees, and the > engine was running very good. > > > > It's very nice to can add fuel and fly, but I think that before my next > flight, I'll pull the top cowling, and just give everything a once over, = to > make sure that everything is still good. I'll also re-torque the prop. > > > > Steve Brooks > > Cozy MKIV N75CZ > > Turbo Rotary =96 48 hours and counting. > > --=20 David Leonard Turbo Rotary RV-6 N4VY My websites at: http://members.aol.com/_ht_a/rotaryroster/index.html http://members.aol.com/_ht_a/vp4skydoc/index.html http://leonardiniraq.blogspot.com ------=_Part_93951_31955413.1165900804050 Content-Type: text/html; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline
Hey Tracy,
 
If you are really interested in getting good turbo data, you should le= nd me an EM2 to use while I tune after my upcoming rebuild. That way I= would have much more useful information to send you...  see how selfl= ess I am?  :-)
 
Dave Leonard

 
On 12/11/06, Tracy Crook <lors01@msn.com&g= t; wrote:
Hi Steve, as you noticed,  fiddling with mode 3 while in-flight i= s risky since it changes the mixture at all throttle settings, not just the= one you are currently using. 
 
 Mode 3 is only for initial ground tuning to get the injector flo= w rate in the ball park.  As noted in the instructions, Mode 3 should = be set at high throttle with the mixture control at 12:00.   If y= ou find that Mode 1 or 9 runs out of range and can't get the mixture correc= t at some setting,  re-evaluate the situation for a possible change to= Mode 3 when safely on the ground.
 
Also note that it can take many pushes on the Store button in mod= e 9 to get full range of adjustment.   Just because the program k= nob is at max rich setting does not mean that pushing the button sets it at= full rich in this mode.   Instructions give full details on this= . =20
 
BTW, I appreciate all the feedback I can get on how the EC2 works on a= turbo setup since I have never tweaked on one myself.
 
Glad you are enjoying the plane at last!
 
Tracy
----- Original Message -----
Sent: Monday, December 11, 2006 9:24= AM
Subject: [FlyRotary] Great Flight

 

Yesterday, the weather was outstanding.  A little cool at 56 degrees, but sunny and no wind.=   It was very nice to drive only 15 minutes to the airport, to take the plane= up for a flight around the area.

 

On the flight bringing it up to NC 2 week= s ago, I thought that the engine was running a little rich, and after tryin= g option 9 to lean it up, it really didn't change too much.   Then, in a moment of sheer brilliance, I decided to lea= n it a little more using mode 3.  Still didn't change the= mixture much, but I was happy with it, so I left it alone.  When I throttled back upon arrival, the mixture bottomed out, and the e= ngine stumbled pretty bad.   After a quick rotation of the mixture control, and a co= uple clicks on option 9, it was running good again, until I throttled back = a little more, and started the cycle all over again.

 

A couple of days later, I went to the air= port and decided at this point, my best option was to return to factory def= ault, and start over, which I did.   After tuning it for 10 minutes or so, I figured it was = good enough for a flight.

 

After preflight and taxi, my oil temperat= ure was at 140 degrees, but my coolant was still laying on the 100 degree p= eg.   That is quite different than normal.  I waited for a few minutes until it started to move, just to make sure tha= t it was working.  When I took off, I pushed the throttle= forward, and the engine roared to life.   It really roared to life, because it was running at abo= ut 8 lbs of boost.  I backed it down a little to 5 lbs, a= nd it backfired once, but then ran smoothly.   After= climb out to about 2000 feet, the water and oil were only at 160 degrees, = which was really a surprise.   It was a little cooler than normal, but the temperature= s were running about 20 degrees cooler.

 

I flew for about 20 minutes, surveying my= new flying area, and just enjoying the view.  I then dec= ided to check out the tuning and started lowering the power.   I found several points where the mixture was really lea= n, and I made adjustments (option 9 only) to get it where it needed to be.<= span>  I think that it probably tuned better now, than it ever = has been, so I'm not going to mess with it anymore.

 

Temperatures never did get above 160 degr= ees, which makes me wonder if I had an air bubble in the cooling system tha= t worked out during, or after the long flight 2 weeks ago.   Whatever it is, I like it.  I slowed = up to 100 kits approaching the downwind, and made a perfect approach and la= nding.  After the decent and landing, temperatures were a= t about 140 degrees, and the engine was running very good.

 

It's very nice to can add fuel and fly, b= ut I think that before my next flight, I'll pull the top cowling, and just = give everything a once over, to make sure that everything is still good.   I'll also re-torque the prop. 

 

Steve Brooks

Cozy MKIV N75CZ

Turbo Rotary =96 48 hours and counting. <= /span>




--
David Leonard

Turbo Rotary RV= -6 N4VY
My websites at:
http://members.aol.com/_ht_a/rotaryroster/index.html
http://me= mbers.aol.com/_ht_a/vp4skydoc/index.html
http://leonardiniraq.blogspot.com=20 ------=_Part_93951_31955413.1165900804050--