X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Received: from mxo4.broadbandsupport.net ([209.55.3.84] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3733942 for flyrotary@lancaironline.net; Fri, 26 Jun 2009 15:02:30 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.55.3.84; envelope-from=candtmallory@cebridge.net Return-Path: Received: from [24.32.42.145] ([24.32.42.145:13331] helo=atmail9.ibbsonline.com) by mxo4.broadbandsupport.net (ecelerity 2.1.1.23 r(18304)) with ESMTP id 1E/4C-30068-90B154A4 for ; Fri, 26 Jun 2009 15:01:29 -0400 Message-ID: <1E.4C.30068.90B154A4@mxo4.broadbandsupport.net> Content-Disposition: inline Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" MIME-Version: 1.0 From: To: 'Rotary motors in aircraft' , wrjjrs@aol.com Subject: Re: [FlyRotary] Re: Fwd: Re: Engine problem/ I need help Reply-To: candtmallory@cebridge.net Date: Fri, 26 Jun 2009 15:01:28 -0400 X-Uidl: 1246042888112974598 X-Mailer: AtMail 4.11 =0D =0D

After a good night sleep, and talking to the wive, I've decided to pull = the wings and finish fixing the engine once I get to Fayetteville.

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Every time in the past when anyone would ask "When will you fly?" I woul= d answer that it will be done when it is done, and I was enjoying the build= ing.  By putting a deadline on myself, it had stopped being fun, and w= as too much like work.  My wife reminded me of this while I was pissin= g and moaning.

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Fayetteville puts me about 1 hour from Bruce Terrentine, and also pretty= close to Ed.  With the wings off, the plane is much more transportabl= e, and I will be able to bring it to the experts to get help if needed.

It's disappointing, but I know that it is the right decision in the long ru= n.  When I get to Fayetteville, and resume work, I'll let you all know= what I find as the problem.

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Thanks again for the encouragement,

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Chris

On Fri Jun 26 12:23 , wrjjrs@aol.com sent:

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Chris,
One other possibility is an exhaust obstruction. Very often people underest= imate the effects of the near 1700=C3=82=C2=B0F exhaust of the rotary. Even= Mistral who are very aware, made the mistake of running an exhaust from an= outside manufacturer and it failed. You were making your first high-power = WOT runs and therefore hittin the super high temps for the first time. Chec= k 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

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Chris,
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the flames in the exhaust could also be ca= used by late ignition timing. I had that a couple of years ago on the singl= e rotor.
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The engine was running fine and really smo= oth 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 in= vestigated and surely found an increasing late ignition timing with increas= ing RPM.
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After this was corrected, the problem was = gone.
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FWIW,
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Richard Sohn
N2071U
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----- Original Message -----
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Sent: Friday, June 26, 2009 7:44 AM<= /DIV>=0D
Subject: [FlyRotary] Fwd: Re: Engine= problem/ I need help
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----- Original Message -----
From: <candtmallory@cebridge.net>
To: 'Ed Anderson' <eanderson@carolina.rr.com>
Sent: Fri Jun 26 0:07
Subject: Fwd: Re: Engine problem?


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Thanks all for the quick responses!
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I was reluctant to run the engine again, but it sounds like that is wh= at 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.
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To answer some of the questions:
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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 a= t about 30 min total high power time when this happened.
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RD1C (2.85:1) PSRU with a huge CATO prop.
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Standard Renesis Red and Blue injectors, I'll have to measure the thro= ttle body, the exhaust is short.  It comes out and faces fron, th= en turns 180 down and aft to the Hushpower II muffler, then 90 down and out= the cowl.  I'll take a pic tomorrow.
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I stopped the high power runs when H2O got to 200*, oil was always abo= ut 10* cooler.
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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.
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No noticable clank, bang, etc.  The rpm just dropped off 200.=0D
THanks,
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Chris

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

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