X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Received: from wx-out-0506.google.com ([66.249.82.229] verified) by logan.com (CommuniGate Pro SMTP 5.1.3) with ESMTP id 1666926 for flyrotary@lancaironline.net; Tue, 12 Dec 2006 09:26:48 -0500 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.229; envelope-from=cozy4pilot@gmail.com Received: by wx-out-0506.google.com with SMTP id i28so1967015wxd for ; Tue, 12 Dec 2006 06:26:00 -0800 (PST) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:from:to:subject:date:message-id:mime-version:content-type:x-priority:x-msmail-priority:x-mailer:in-reply-to:x-mimeole:importance; b=E7oVmBHb0AZ/Lu0YbZC/EnNSQX53w9REKyXqG0RCC2irEXfR1k8GdPud8ol6byjlsDWtsDqBXAjC7sonw5JabdbOOxYLCzCz7CCUKu7gsCTeXJLuF/eyZFDEP7eSlAJ6dV4vv6SlZH4Sti/4pbi6lQeLtFCsdZWNxCLinekC1Yk= Received: by 10.70.34.3 with SMTP id h3mr14459032wxh.1165933560493; Tue, 12 Dec 2006 06:26:00 -0800 (PST) Return-Path: Received: from stevehome ( [76.0.154.141]) by mx.google.com with ESMTP id i39sm9541172wxd.2006.12.12.06.25.57; Tue, 12 Dec 2006 06:25:59 -0800 (PST) From: "Steve Brooks" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: Great Flight Date: Tue, 12 Dec 2006 09:26:43 -0500 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0040_01C71DCF.A3068DE0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) In-Reply-To: x-mimeole: Produced By Microsoft MimeOLE V6.00.2800.1807 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0040_01C71DCF.A3068DE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit ED, I think that the backfire resulted, as you stated, a lean condition. I had several MAP points where the mixture was very lean. When reducing throttle to reduce the boost, I suspect that I transitioned through one of those lean spots. I think that I have all of that correct now, but the next flight will tell that for sure. As far as the stock turbo, I am approaching 50 hours with it, but I definitely view it as the weakest link. I’m planning on going with the same setup the Dave Leonard has, with the hybrid turbo setup. I really like the “bolt on” aspect of that option. Steve -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Ed Anderson Sent: Monday, December 11, 2006 10:57 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Great Flight Great to hear about your flight, Steve. You will discover that even a few degrees difference in OAT is reflected in coolant and oil temps. I can usually detect a change of 2-5F OAT just from my coolant temps. A back fire underboost may reflect running a bit lean - no harm to NA engines, but as you know - could be unhealthy for boosted engines. Sounds like things are going well, I believe you are the only stock turbo that has survived thus far. So sounds like your boost management is helping reliability, keep it up. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.dmack.net/mazda/index.html ----- 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 back 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 to 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, because 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 – 48 hours and counting. ------=_NextPart_000_0040_01C71DCF.A3068DE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

ED= ,

I = think that the backfire resulted, as you stated, a lean condition.  I had several MAP points where = the mixture was very lean.  = When reducing throttle to reduce the boost, I suspect that I transitioned = through one of those lean spots.  I = think that I have all of that correct now, but the next flight will tell that for = sure.

 

As= far as the stock turbo, I am approaching 50 hours with it, but I definitely = view it as the weakest link.  = I’m planning on going with the same setup the Dave Leonard has, with the hybrid turbo = setup.  I really like the “bolt = on” aspect of that option.

 

St= eve

 

 

-----Original Message-----
From: Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Ed Anderson
Sent: Monday, December = 11, 2006 10:57 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = Great Flight

 

Great to hear about your flight, Steve.<= /p>

 <= /p>

You will discover that even a few degrees difference in OAT is reflected in = coolant and oil temps.  I can usually detect a change of 2-5F OAT just from = my coolant temps.

 <= /p>

A back fire underboost may reflect running a bit lean - no harm to NA engines, = but as you know  - could be unhealthy for boosted = engines.<= /p>

 <= /p>

Sounds like things are going well, I believe you are the only stock turbo that = has survived thus far.  So sounds like your boost management is helping reliability, keep it up.

 <= /p>

Ed= <= /p>

 <= /p>

Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com http:/= /members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda= /index.html<= /p>

----- Original Message -----

=

To: Rotary motors in aircraft

Sent: Monday, = December 11, 2006 9:24 AM

Subject: [FlyRotary] Great Flight

 <= /p>

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 back 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 to 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, because 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 – = 48 hours and counting.

------=_NextPart_000_0040_01C71DCF.A3068DE0--