X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-d20.mx.aol.com ([205.188.139.136] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3733715 for flyrotary@lancaironline.net; Fri, 26 Jun 2009 12:24:28 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.136; envelope-from=WRJJRS@aol.com Received: from imo-ma01.mx.aol.com (imo-ma01.mx.aol.com [64.12.78.136]) by imo-d20.mx.aol.com (v107.10) with ESMTP id RELAYIN2-34a44f60c3ab; Fri, 26 Jun 2009 12:23:40 -0400 Received: from WRJJRS@aol.com by imo-ma01.mx.aol.com (mail_out_v40_r1.5.) id q.c0f.51d8b48b (34935) for ; Fri, 26 Jun 2009 12:23:31 -0400 (EDT) Received: from smtprly-ma03.mx.aol.com (smtprly-ma03.mx.aol.com [64.12.207.142]) by cia-da04.mx.aol.com (v124.15) with ESMTP id MAILCIADA048-5c584a44f5fe2e8; Fri, 26 Jun 2009 12:23:31 -0400 Received: from mblk-d51 (mblk-d51.mblk.aol.com [205.188.212.235]) by smtprly-ma03.mx.aol.com (v124.15) with ESMTP id MAILSMTPRLYMA036-5c584a44f5fe2e8; Fri, 26 Jun 2009 12:23:26 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Fwd: Re: Engine problem/ I need help Date: Fri, 26 Jun 2009 12:23:26 -0400 X-AOL-IP: 64.12.78.136 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: wrjjrs@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CBC49191611DA1_100C_8098_mblk-d51.sysops.aol.com" X-Mailer: AOL Webmail 43524-STANDARD Received: from 66.253.96.221 by mblk-d51.sysops.aol.com (205.188.212.235) with HTTP (WebMailUI); Fri, 26 Jun 2009 12:23:26 -0400 Message-Id: <8CBC49191258309-100C-3E6B@mblk-d51.sysops.aol.com> X-Spam-Flag:NO ----------MB_8CBC49191611DA1_100C_8098_mblk-d51.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" Chris, One other possibility is an exhaust obstruction. Very often people underes= timate the effects of the near 1700=C2=B0F exhaust of the rotary. Even Mis= tral who are very aware, made the mistake of running an exhaust from an ou= tside manufacturer and it failed. You were making your first high-power WO= T runs and therefore hittin the super high temps for the first time. Check= your exhaust carefully give it the tap test to check for loose parts. Bill Jepson -----Original Message----- From: Richard Sohn To: Rotary motors in aircraft Sent: Fri, Jun 26, 2009 6:58 am Subject: [FlyRotary] Re: Fwd: Re: Engine problem/ I need help Chris, =C2=A0 the flames in the exhaust could also be caused by late ignition timing. I= had that a couple of years ago on the single rotor. The engine was running fine and really smooth at about 40% power. Suddenly= , the exhaust started glowing red about 10" long. After realizing it was= the first run with a new ignition setup, I investigated and surely found= an increasing late ignition timing with increasing RPM. After this was corrected, the problem was gone. FWIW, =C2=A0 Richard Sohn N2071U ----- Original Message ----- From: candtmallory@cebridge.net To: Rotary motors in aircraft Sent: Friday, June 26, 2009 7:44 AM Subject: [FlyRotary] Fwd: Re: Engine problem/ I need help ----- Original Message ----- From: To: 'Ed Anderson' Sent: Fri Jun 26200:07 Subject: Fwd: Re: Engine problem? Thanks all for the quick responses! I was reluctant to run the engine again, but it sounds like that is what= I need to do to get more data points.=C2=A0 I'll go out tomorrow and do= some lower power runs and see what I get. To answer some of the questions: I have about 1.5 hours total on the engine right now.=C2=A0 I've done the= mode 3,2,1 and 9 (auto tune).=C2=A0 Everything looked good.=C2=A0 With ab= out 1 hour engine time, I started teh high power runs.=C2=A0 I was at abou= t 30 min total high power time when this happened. RD1C (2.85:1) PSRU with a huge CATO prop. Standard Renesis Red and Blue injectors, I'll have to measure the throttle= body,=C2=A0the exhaust is short.=C2=A0 It comes out and faces fron, then= turns 180 down and aft to the Hushpower II muffler, then 90 down and out= the cowl.=C2=A0 I'll take a pic tomorrow. I stopped the high power runs when H2O got to 200*, oil was always about= 10* cooler. I also had to do the short runs to fill the radiator.=C2=A0 I checked it= for full by feeling heat at the top. I'll give the oil pressure another look tomorrow, and get exact numbers at= different rpms. No noticable clank, bang, etc.=C2=A0 The rpm just dropped off 200. THanks, =C2=A0 Chris On Thu Jun 25 23:09 , 'Ed Anderson' sent: Hi Chris, Need some more particularizes about your installation. So its really hard to decide what might be the problem without more data.=C2=A0 I presume as best you could tell noth= ing happened (clank, bang, backfire) when this unexpected reduction in rpm= occurred? One thing you might want to check is your ignition timing static timing al= ignment.=C2=A0 IF the clamp bolt on the distributor or I believe the Renes= is use a pulley ignition timing sensor becomes loose during the run and th= e timing shifted that could cause such a sudden change.=C2=A0 Just another= thing to check. The first thing is to determine whether you really have a problem or did= something change, fuel flow, air flow, muffler?=C2=A0 Another possibility= is if the heat stress caused your muffler to partially collapse, that cou= ld cut your power. Best Regards 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 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List= .html No virus found in this incoming message. Checked by AVG - www.avg.com Version: 8.5.339 / Virus Database: 270.12.92/2202 - Release Date: 06/25/09= 17:58:00 ----------MB_8CBC49191611DA1_100C_8098_mblk-d51.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" Chris,
One other possibility is an exhaust obstruction. Very often people underes= timate the effects of the near 1700=C2=B0F exhaust of the rotary. Even Mis= tral who are very aware, made the mistake of running an exhaust from an ou= tside manufacturer and it failed. You were making your first high-power WO= T runs and therefore hittin the super high temps for the first time. Check= your exhaust carefully give it the tap test to check for loose parts.
Bill Jepson

-----Original Message-----
From: Richard Sohn <res12@fairpoint.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Jun 26, 2009 6:58 am
Subject: [FlyRotary] Re: Fwd: Re: Engine problem/ I need help

Chris,
 
the flames in the exhaust could also be= caused by late ignition timing. I had that a couple of years ago on the= single rotor.
The engine was running fine and really sm= ooth at about 40% power. Suddenly, the exhaust started glowing red about= 10" long. After realizing it was the first run with a new ignition setup,= I investigated and surely found an increasing late ignition timing with= increasing RPM.
After this was corrected, the problem was= gone.
FWIW,
 
Richard Sohn
N2071U
----- Original Message -----
Sent: Friday, June 26, 2009 7:44 AM=
Subject: [FlyRotary] Fwd: Re: Engin= e problem/ I need help






----- Original Message -----
From: <candtmallory@cebrid= ge.net>
To: 'Ed Anderson' <eanders= on@carolina.rr.com>
Sent: Fri Jun 26 0:07
Subject: Fwd: Re: Engine problem?
Thanks all for the quick responses!
I was reluctant to run the engine again, but it sounds like that is= what I need to do to get more data points.  I'll go out tomorrow and= do some lower power runs and see what I get.
To answer some of the questions:
I have about 1.5 hours total on the engine right now.  I've done= the mode 3,2,1 and 9 (auto=3D2 0tune).  Everything looked good.  With about 1 hour engine time,= I started teh high power runs.  I was at about 30 min total high pow= er time when this happened.
RD1C (2.85:1) PSRU with a huge CATO prop.
Standard Renesis Red and Blue injectors, I'll have to measure the thr= ottle body, the exhaust is short.  It comes out and faces fron,= then turns 180 down and aft to the Hushpower II muffler, then 90 down and= out the cowl.  I'll take a pic tomorrow.
I stopped the high power runs when H2O got to 200*, oil was always ab= out 10* cooler.
I also had to do the short runs to fill the radiator.  I checked= it for full by feeling heat at the top.

I'll give the oil pressure another look tomorrow, and get exact numbers at= different rpms.
No noticable clank, bang, etc.  The rpm just dropped off 200.
THanks,
 
Chris

On Thu Jun 25 23:09 , 'Ed Anderson' <eanderson@carolina.rr.com> sent: