X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-db01.mx.aol.com ([205.188.91.95] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTP id 4891527 for flyrotary@lancaironline.net; Fri, 04 Mar 2011 19:02:59 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.95; envelope-from=Lehanover@aol.com Received: from imo-ma04.mx.aol.com (imo-ma04.mx.aol.com [64.12.78.139]) by imr-db01.mx.aol.com (8.14.1/8.14.1) with ESMTP id p2502KWu000847 for ; Fri, 4 Mar 2011 19:02:20 -0500 Received: from Lehanover@aol.com by imo-ma04.mx.aol.com (mail_out_v42.9.) id q.f4f.bf5bb21 (45324) for ; Fri, 4 Mar 2011 19:02:16 -0500 (EST) Received: from magic-m17.mail.aol.com (magic-m17.mail.aol.com [172.21.147.70]) by cia-mc04.mx.aol.com (v129.9) with ESMTP id MAILCIAMC048-b10c4d717d8730b; Fri, 04 Mar 2011 19:02:15 -0500 From: Lehanover@aol.com Message-ID: <72b27.2064d5a1.3aa2d787@aol.com> Date: Fri, 4 Mar 2011 19:02:15 EST Subject: Re: [FlyRotary] Re: Listening to Lynn To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_72b27.2064d5a1.3aa2d787_boundary" X-Mailer: 9.0 Security Edition for Windows sub 5382 X-AOL-IP: 72.187.199.116 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_72b27.2064d5a1.3aa2d787_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Oil pressure before a start up is the rule. For priming a start, the equipment is outside any structure, and fire fighting gear is at hand. One day I was dynoing a piston engine, and the driver was beside me watching the big gage when the engine came apart in a very major way. Entire oil supply on the headers, pieces flying, hot coolant on everything. A rod bolt with a piece of rod cap attached went between our heads like a rifle bullet and stuck in the steel cover of my old Hobart 600 amp TIG machine like a dart. Much steel diamond plate was added to the dyno as a result. And, I never had to worry about falling over the driver while exiting a dyno fire. In fact dyno and fire are actually the same word. A little known fact. When priming, use a system that expels a solid stream of fuel, or a 50/50 mix of fuel and oil in cold weather. A stream of fuel will burn furiously but will not explode. A spray of fuel is explosive. In a fire you have time to close your eyes. In an explosion you do not. Adjust the idle stop to below zero. So you can see daylight between the screw end and the stop. So you must control the engine speed, by hand, and if a situation develops that requires you to suddenly be several hundred feet up wind, the engine cannot over-speed and destroy itself. I did not invent common sense, but I did vote for it. Good luck. Lynn E. Hanover In a message dated 3/4/2011 4:23:21 P.M. Eastern Standard Time, keltro@att.net writes: Ernest, We are holding our breath for the first signs of life from your Baby !!.......... Kelly Troyer "DYKE DELTA JD2" (Eventually) "13B ROTARY"_ Engine "RWS"_RD1C/EC2/EM2 "MISTRAL"_Backplate/Oil Manifold "TURBONETICS"_TO4E50 Turbo ____________________________________ From: Ernest Christley To: Rotary motors in aircraft Sent: Fri, March 4, 2011 11:45:43 AM Subject: [FlyRotary] Listening to Lynn I've been listening to you, Lynn. Last night, I poured a gallon of oil down the throat of my project. Disconnected the hose to the oil cooler right before it headed into the firewall, and set it to drain into a coffee can. Spun the starter till oil started globbing into the can. (Hoorah!!) I was concerned that there were some white globs in the oil that looked a lot like clear silicone sealant. Where did that come from? I filtered the oil through a scrap of cloth to get at the globs. Turns out it was the grease that I had packed the oil pump with. Now where would I have gotten the idea to do that? I put the oil line back together, and disconnected the hose at the fitting coming back through the firewall from the cooler. Spun the engine till the fitting spit at me, then torqued the hose back into place. The next step is to fill the filters and disconnect the hose as it heads back into the engine. Gotta go buy some more oil before that happens, though. The next step is to verify that the first rotor is getting the spark at the right time, both with the MegaSquirt online and off. Then the only step left is to add fuel. I'll probably do that first with a spray bottle into the intake, and then move on to verify the proper operation of the injectors. -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html --part1_72b27.2064d5a1.3aa2d787_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Oil pressure before a start up is the rule. For priming a start, the= =20 equipment is outside any structure, and fire fighting gear is at hand. One= day I=20 was dynoing a piston engine, and the driver was beside me watching the big= gage=20 when the engine came apart in a very major way. Entire oil supply on the= =20 headers, pieces flying, hot coolant on everything. A rod bolt with a piece= of=20 rod cap attached went between our heads like a rifle bullet and stuck in= the=20 steel cover of my old Hobart 600 amp TIG machine like a dart.  <= /DIV>
 
Much steel diamond plate was added to the dyno as a result. And, I ne= ver=20 had to worry about falling over the driver while exiting a dyno fire. In= fact=20 dyno and fire are actually the same word. A little known fact.
 
When priming, use a system that expels a solid stream of fuel, or a= 50/50=20 mix of fuel and oil in cold weather.
 
A stream of fuel will burn furiously but will not explode. A spray of= fuel=20 is explosive. In a fire you have time to close your eyes. In an explosion= you do=20 not.
 
Adjust the idle stop to below zero. So you can see daylight between= the=20 screw end and the stop. So you must control the engine speed, by hand, and= if a=20 situation develops that requires you to suddenly be several hundred feet= up=20 wind, the engine cannot over-speed and destroy itself.
 
I did not invent common sense, but I did vote for it.
 
Good luck.
 
Lynn E. Hanover
 
 
 
 
In a message dated 3/4/2011 4:23:21 P.M. Eastern Standard Time,=20 keltro@att.net writes:
(Eventually)

"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil= =20 Manifold

"TURBONETICS"_TO4E50 Turbo


From: Ernest Christley= =20 <echristley@att.net>
To= : Rotary motors in aircraft=20 <flyrotary@lancaironline.net>
Sent: Fri, March 4, 2011 11:45:43=20 AM
Subject: [FlyRotar= y]=20 Listening to Lynn

I've been listening to you, Lynn.
Last=20 night, I poured a gallon of oil down the throat of my project.
Discon= nected=20 the hose to the oil cooler right before it headed into the
firewall,= and=20 set it to drain into a coffee can.  Spun the starter till
oil st= arted=20 globbing into the can. (Hoorah!!)

I was concerned that there were= some=20 white globs in the oil that looked
a lot like clear silicone sealant.=  =20 Where did that come from?  I
filtered the oil through a scrap of= cloth=20 to get at the globs.  Turns
out it was the grease that I had pac= ked=20 the oil pump with.  Now where
would I have gotten the idea to do= =20 that?

I put the oil line back together, and disconnected the hose= at=20 the
fitting coming back through the firewall from the cooler. = Spun=20 the
engine till the fitting spit at me, then torqued the hose back=20 into
place.  The next step is to fill the filters and disconnect= the=20 hose as
it heads back into the engine.  Gotta go buy some more= oil=20 before that
happens, though.

The next step is to verify that= the=20 first rotor is getting the spark at
the right time, both with the=20 MegaSquirt online and off.  Then the only
step left is to add=20 fuel.  I'll probably do that first with a spray
bottle into the= =20 intake, and then move on to verify the proper operation
of the=20 injectors.

--
Homepage:  http://www.flyrotary.com/
Arc= hive=20 and UnSub: =20 http://mail.lancaironline.net:81/lists/flyrotary/List.html
 
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