X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.122] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3653232 for flyrotary@lancaironline.net; Mon, 25 May 2009 20:03:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.122; envelope-from=eanderson@carolina.rr.com Received: from computername ([75.191.186.236]) by cdptpa-omta04.mail.rr.com with ESMTP id <20090526000253935.VVDR9202@cdptpa-omta04.mail.rr.com> for ; Tue, 26 May 2009 00:02:53 +0000 From: "Ed Anderson" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Significant insignificant triumph Date: Mon, 25 May 2009 20:03:03 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0009_01C9DD73.D0016660" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 In-Reply-To: Thread-Index: AcndfrITp3Js0wuNRZu5WKDq53F30wAFgL+A X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Message-Id: <20090526000253935.VVDR9202@cdptpa-omta04.mail.rr.com> This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C9DD73.D0016660 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Ok, Thanks, Bill Good to know I'm a cross tie on the railroad of progress. Fortunately for me having a Plugs-up I can always get it started before the battery runs down - plus don't have to pull the plugs {:>). That was a bit embarrassing not to recognize what had caused it until sitting around the campfire later and Tracy said something about only triggering the injector squirt in mode 0 - because if you do it in mode1, the simulator comes on and if the fuel pumps are on- very quickly floods the engine. Live and learn. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Schertz Sent: Monday, May 25, 2009 5:20 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Significant insignificant triumph Ed, I think he added this feature after you flooded your engine at the 07 Roundup. Mine doesn't have this safety feature either. Bill Schertz KIS Cruiser #4045 N343BS Phase I testing ----- Original Message ----- From: Ed Anderson To: Rotary motors in aircraft Sent: Monday, May 25, 2009 4:11 PM Subject: [FlyRotary] Re: Significant insignificant triumph Humm, turning on the cold start switch to run the injector simulator mode? Tracy, does this only apply to the EC3? I have never turned on the cold start switch when using the injector simulator mode. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy Crook Sent: Monday, May 25, 2009 3:37 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Significant insignificant triumph Just a quick comment Chris. I'm assuming that you were running the injector test when you talked about the injectors 'chattering away' until you turned on both sets causing them to stop. If so, I'm guessing you forgot to turn on the cold start switch before running the test. Turning off one set also turns on cold start so it masked the oversight. Tracy On Mon, May 25, 2009 at 5:41 AM, Christopher Barber wrote: I am hoping not to jinx myself, however, I got my electronics back from Tracy a few days ago. I had sent them in following my latest engine build. If ya'll remember, my lasted engine build failed. due to the failed O-ring wall in a brand new intermediate plate. While waiting, I have been cleaning up my install. Well, yesterday I reinstalled the electronics and was able to fire her up. Ok, here is the part that is significant to me....After running her for several minutes, with good coolant temps (but considerable higher oil temps....no worries yet, it is a new radiator and oil coolers (2) install and needs better ducting to the oil coolers) I shut her down AND then started her right back up. Not a big deal to most, but the consistent problems I have had with my engine was that after I had run them for a short while they would not restart for hours. In both the previous builds I found coolant in the rotor chambers....the second build problem from the aforementioned center plate failing (still not sure about the first build problem, other than me overheating it, running w/o load etc all in a wonderful education though mistake learning curve ). Coolant would seep in....or, in the case of the last build, gush in. While the engine would start initially, it got harder and harder. When this pattern repeated is when I discovered the broken center plate. I know it may not seem too significant to most, but to me, to be able to shut her down then just start her right back up gives me a quiet joy I can't explain. Also, I went back to the hangar tonight after work, pushed out the Velocity turned on the switches, cracked the throttle about 1/3 (no priming needed....I may have been flooding her a bit before) and she fired right up again. Shut down, and the same thing again, she started right up. Such joy at such a little event. It was about 2:00 am by this time (I get off duty at 11:00pm), so I retired for the night......good thing the airport hangars are far from all homes. Of course even my rotary roar is no match for the jets (military, civilian and NASA) constantly taking off from EFD when it comes to noise, even at 2:00am. NOW, perhaps, I can get to some actual progress in tuning the EC2/EM2 and trouble shooting. Wahoo. I am guessing I will have many of the concerns of those before me. Right now, it is missing a bit and some surging, but I feel I can (hopefully) get to the meat of tuning if I can get clean starts and keep the temps down while doing so. The much larger radiator/fan is helping. The oil cooler is larger than before but I think the fan for the radiator is stealing some airflow from the oil cooler. An issue I see a couple of potential solutions for. In any case, all the temps stay cooler longer than my last incarnation Also, I am having some injector problems, but I think it should be just a simple wiring problem.....possibly a good old fashion short. The primaries and secondary's both have power from different sources, if I have power to either of them separately, they chatter away. however, if I turn on the power to both at the same time, they both stop. It also has wanted to stop completely when I got over about 4000 rpm (even if I do not want to take it much higher than that yet due to it still breaking in, I do know the engine should not just quit.....gee, ya think ;-). Hmmmm, time to trace wires and connections. I do not think it has anything to do with the EC/EM. Just one more thing to figure out. Thanks for allowing me to share my latest chapter in the continuing Saga. I hope to see a lot of y'all on Saturday. All the best, Chris Barber Houston __________ Information from ESET NOD32 Antivirus, version of virus signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_0009_01C9DD73.D0016660 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Ok, Thanks, = Bill

 

Good to know I’m a cross tie = on the railroad of progress.  Fortunately for me having a Plugs–up I = can always get it started before the battery runs down – plus = don’t have to pull the plugs {:>).

 

That was a bit embarrassing not to recognize what had caused it until sitting around the campfire later and = Tracy said something about only triggering the injector squirt in mode 0 = – because if you do it in mode1, the simulator comes on and  if the = fuel pumps are on- very quickly floods the engine.  Live and = learn.

 

Ed

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Schertz
Sent: Monday, May 25, = 2009 5:20 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Significant insignificant triumph

 

Ed,

I think he added this feature after you flooded your = engine at the 07 Roundup.  Mine doesn't have this safety feature = either.

Bill Schertz
KIS Cruiser #4045
N343BS
Phase I testing

----- Original Message ----- =

From: Ed Anderson

Sent: Monday, = May 25, 2009 4:11 PM

Subject: = [FlyRotary] Re: Significant insignificant triumph

 

Humm, turning on the cold start = switch to run the injector simulator mode?

 

Tracy, does this only apply to the EC3?  I have never turned = on the cold start switch when using the injector simulator = mode.

 

Ed

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy Crook
Sent: Monday, May 25, = 2009 3:37 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Significant insignificant triumph

 

Just a quick = comment Chris.

I'm assuming that you were running the injector test when you talked = about the injectors 'chattering away' until you turned on both sets causing them = to stop.  If so, I'm guessing you forgot to turn on the cold start = switch before running the test.  Turning off one set also turns on cold = start so it masked the oversight.

Tracy

On Mon, May 25, 2009 at 5:41 AM, Christopher Barber <CBarber@texasattorney.net&g= t; wrote:

I am hoping not to jinx myself, however, I got my electronics = back from Tracy a few days ago. I had sent them in following my latest engine build.  If = ya'll remember, my lasted engine build failed. due to the failed O-ring wall = in a brand new intermediate plate.  While waiting, I have been cleaning = up my install.

Well, yesterday I reinstalled the electronics and was able to fire her up.  Ok, here is the part that is significant to me....After = running her for several minutes, with good coolant temps (but considerable higher = oil temps....no worries yet, it is a new radiator and oil coolers (2) = install and needs better ducting to the oil coolers) I shut her down AND then = started her right back up. 

Not a big deal to most, but the consistent problems I have had with my = engine was that after I had run them for a short while they would not restart = for hours.  In both the previous builds I found coolant in the rotor chambers....the second build problem from the aforementioned  = center plate failing (still not sure about the first build problem, other than me overheating it, running w/o load etc all in a wonderful education though = mistake learning curve <g>). Coolant would seep in....or, in the case of = the last build, gush in.  While the engine would start initially, it got = harder and harder.  When this pattern repeated is when I discovered the broken = center plate.

I know it may not seem too significant to most, but to me, to be able to = shut her down then just start her right back up gives me a quiet joy I can't explain.  Also, I went back to the hangar tonight after work, = pushed out the Velocity turned on the switches, cracked the throttle about 1/3 (no = priming needed....I may have been flooding her a bit before) and she fired right = up again. Shut down, and the same thing again, she started right up.  = Such joy at such a little event.  It was about 2:00 am by this time (I = get off duty at 11:00pm), so I retired for the night......good thing the airport hangars are far from all homes.  Of course even my rotary roar is = no match for the jets (military, civilian and NASA) constantly taking off from = EFD when it comes to noise, even at 2:00am.

NOW, perhaps, I can get to some actual progress in tuning the EC2/EM2 = and trouble shooting.  Wahoo.  I am guessing I will have many of = the concerns of those before me.  Right now, it is missing a bit and = some surging, but I feel I can (hopefully) get to the meat of tuning if I can = get clean starts and keep the temps down while doing so.  The much = larger radiator/fan is helping.  The oil cooler is larger than before but = I think the fan for the radiator is stealing some airflow from the oil = cooler.  An issue I see a couple of potential solutions for.  In any case, all = the temps stay cooler longer than my last incarnation

Also, I am having some injector problems, but I think it should be just = a simple wiring problem.....possibly a good old fashion short.  The primaries and secondary's both have power from different sources, if I = have power to either of them separately, they chatter away.  however, if = I turn on the power to both at the same time, they both stop. It also has = wanted to stop completely when I got over about 4000 rpm (even if I do not want to = take it much higher than that yet due to it still breaking in, I do know the = engine should not just quit.....gee, ya think ;-). Hmmmm, time to trace wires = and connections.  I do not think it has anything to do with the = EC/EM.  Just one more thing to figure out.

Thanks for allowing me to share my latest chapter in the continuing = Saga.  I hope to see a lot of y'all on Saturday.

All the best,

Chris Barber
Houston

 



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

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