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Date: Thu, 31 May 2007 21:03:08 -0500
From: David Staten <Dastaten@earthlink.net>
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To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: It is ALIVE!!! First Start in Houston
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Need... is a relative term.

First of all. the EC2 has (or had at one time) a sneak circuit that will 
power the EC2 via the injector power wires if they are not switched OFF 
when the engine and EC2 are intended to be off. So a minimum of one 
injector circuit disable switch is required.. switch, breaker or both.

Second, if that ONE disable switch failed you'd lose ALL the injectors 
and have a true single point failure mode.

Third, if you have a problem with an individual injector, you can shut 
it (and its paired partner down), and a wiring mechanism is in place to 
cause the EC2 to compensate by doubling or nearly doubling the fuel flow 
(within the capacity of the injectors) through the remaining injector 
bank/paired injectors. This can permit the pilot to work around an 
unbalanced fuel flow problem and turn it into a balanced fuel flow 
condition  (balanced power generation between the two rotors) until a 
timely and preferably minimally eventful landing can be made for repair 
and troubleshooting.

Given that the installation I have REQUIRES that I have at least one 
injector bank disable, I choose to WANT more than one disable circuit 
with the injectors divided evenly between them.

Dave

Michael LaFleur wrote:

> Is there a reason you need an injector disable switch?
>
> Just looks like another failure point and an increase in risk.
>
> Mike LaFleur
>
> ----- Original Message ----
> From: Mark Steitle <msteitle@gmail.com>
> To: Rotary motors in aircraft <flyrotary@lancaironline.net>
> Sent: Thursday, May 31, 2007 8:19:39 AM
> Subject: [FlyRotary] Re: It is ALIVE!!! First Start in Houston
>
> Dave,
>  
> Congradulations on first start!!!  It is a real rush to hear your baby 
> breathe its first breath. 
>  
> As for the "Disable" switches, Tracy and I had a discussion on this 
> issue just a few weeks back.  He assured me that I wasn't the only one 
> confused by the logic of the disable switches.  He now recommends that 
> UP be ON (normal operation), and DOWN be DISABLE.  My little pea brain 
> understands that.
>  
> Glad you figured it out so quickly.  
>  
> Mark S. 
>
>  
> On 5/30/07, *David Staten* <Dastaten@earthlink.net 
> <mailto:Dastaten@earthlink.net>> wrote:
>
>     We are prolly gonna go with UP for ON and DOWN for OFF. That seems
>     to be
>     the simplest for us southerners :)
>
>     Yea.. it was the injector power switches.
>
>     Dave
>
>     Bob White wrote:
>
>     >Congratulations Dave and Chris.  Brings back memories of my first
>     >engine start.  Are the switches you had to turn over the injector
>     >disable switches?  If that was my diagram, up is for _disable_
>     and down
>     >is for run!  As long as they work the way you want that's the way to
>     >wire them. :)
>     >
>     >Bob W.
>     >
>     >
>     >On Wed, 30 May 2007 22:10:06 -0500
>     >"Christopher Barber" <CBarber@TexasAttorney.net
>     <mailto:CBarber@TexasAttorney.net>> wrote:
>     >
>     >
>     >
>     >>Oh, and for those playing along, we did install the check valve
>     properly <g>.  So far only a minor oil leak from a plug in the
>     engine Dave thinks he may have just snugged in by hand and forgot
>     to tell me to get back to and a small coolent leak on a temporay
>     hose connection.  Really, really small in both cases....almost non
>     issues.  FWIW.
>     >>
>     >>Thanks again for y'all's support and well wishes.
>     >>
>     >>All the best,
>     >>
>     >>Chris
>     >>Houston, Texas
>     >>Ellington Field (EFD)
>     >>
>     >>  ----- Original Message -----
>     >>  From: Christopher Barber
>     >>  To: Rotary motors in aircraft
>     >>  Sent: Wednesday, May 30, 2007 9:54 PM
>     >>  Subject: [FlyRotary] It is ALIVE!!! First Start in Houston
>     >>
>     >>
>     >>  It actually started.  We turned it off and it started
>     again.  WAHOOOOO.  But a mear wahoooo doesn't quite express the
>     amazing feeling and sense of accomplisment of first engine start
>     of the 2nd gen, turbo housing 13b.
>     >>
>     >>  David and I rebuilt it about 1.5 years ago.  Dave did most the
>     teardown, cleaning, measureing tolerance etc and we both rebuilt
>     it following along Bruce T's video and the Haynes shop
>     manual.  Dave final install on the CC engine mount and Tracy's
>     PSRU.  I ran the wires, hoses...and the rest.  A true joint effort.
>     >>
>     >>  We tried last night to no avail.  Turns out when I wired the
>     injector switches based on a great diagram from the Flyrotary
>     list, the illustration stated "top" and I installed that end up
>     with the swithes being up when on.  However, when I was checking
>     my wires this pm I noticed that power was coming through the
>     switch when the switch was down.....doh!  So, I turned them over
>     and rechecked the rest of my wires and grounds.
>     >>
>     >>  In a damn optomistic gesture while in a pessimistic mood, my
>     hangar mate, Richard Sessions (who is restoring a VariEZ) and my
>     S/O, Jana and I pushed the tale of the Velocity out the hangar
>     door (of course it started sprinkling <g>) (Dave was still at
>     work).  We took basic security procedures, ie showing Jana how to
>     use the fire estingusher.  I turned on the switches (including the
>     now correclty mounted injector switches), turned on the primary
>     fuel pump, hit the starter button and DAMN, it
>     fired.........SCARED THE HELL out of us.......you should have seen
>     my two Cairn Terriers (Winston and Madison) head for the hills
>     (well, Houston has no hills, but y'all get the idea).  We kinda
>     looked at each other in a mixed shock and amazement and checke
>     that we didn't blow anything off.  We actually mixed fuel, air,
>     compression and spark and got combustion.....who'ed of thunk it?
>     >>
>     >>  We waited for the portable battery charger/starter to bring
>     the battery back up and tried again. Switches up, Pumps on, press
>     the starter button......damn, it  sputtered and started (after
>     some cranking).  It started to rev really fast, or seeminly so, so
>     I brought the throttle to closed, which didn't stop it, so I cut
>     the fuel pump and it stopped. Go figure.
>     >>
>     >>  Well, we did this a few more times, never running it too long
>     since we do not yet have sensors on it yet. Also, Dave got off
>     work and came by to join the fun.  Just the fact it actually ran
>     was great.  Now that Tracy should be getting back into town, we
>     should be able to order the correct sensors to replace the ones
>     that were missplaced along the way.
>     >>
>     >>  Not quite sure what to work on now.  Obviously we will want to
>     smooth it out and get it to start easily.  It is currently running
>     better on B than A.  I may have inavertanly changed someting on A
>     while messing with it during start sessions (may need to reset
>     A...donno yet).  I think I will now try to start to clean up the
>     wiring so as to make it easier to manipulate the stuff in the
>     cabin.  Righ now the panel is laying where the front seats should
>     be.  So this may be a good starting point while waiting for
>     sensors that will let me know I am not ruining my new engine.
>     >>
>     >>  Y'all's support and words of wisdom, along with Tracy Crooks
>     great products it what helped make this a reality.  Thanks for
>     being there.   NOW THE REAL WORK (read that as fun) BEGINS.
>     >>
>     >>  Dave will be posting a much more technical account
>     soon....heck, I bet we both rushed home so we could annouce it to
>     the world.
>     >>
>     >>  Thanks.
>     >>
>     >>  All the best,
>     >>
>     >>  Chris
>     >>  Velocity N17010
>     >>  w/ a Rotary 13b...that actually runs.
>     >>
>     >>
>     >
>     >
>     >
>     >
>
>
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