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>Perhaps too much ignition timing or mixture problems such as
spending to much time at best
>power mixture (1700+ f EGT) instead of richer than best
power before leaning quickly to lean of peak EGT.
Yes, possibly. I always run rich, especially during run-up and
take-off. By running rich, I mean I turn the mixture knob to 2 or
3pm. My EC2 is adjusted as best I could, and seems to keep the
mixture about right, - but I still turn it rich for high power
ops. My EGT alarm is set at 1750, and I occasionally have to reset
it and back off the throttle during climb. Perhaps I'm being too
conservative here.
Its been a while since I checked it, but I seem to recall intake
temp (after the intercooler) being around 130 during climb. The
airflow to my intercooler could/should be improved.
It's possible that Chris is overdoing the static high power runs.
I mostly did mine during high speed taxi tests and was always
mindful of the temps. I think I read that Chris runs high power
static for 15 mins at a time. I never ran full power static for
more than a minute or two.
No - I don't aggressively lean at cruise - I set the mixture at 12
and let the EC2 do it's thing. Besides - Chris hasn't reached
cruise YET, so I doubt it's that. As you say - it has to be
timing, mixture or intake temps, or a combination of the three,
possibly combined with "destructive testing" on the ground (which
I did in the air :).
Chris - what oil are you using? I used Mobil dino oil during
initial testing and Mobil 1 thereafter.
Regards,
John
On 3/4/2011 11:39 PM, Kelly Troyer wrote:
John,
Chris is using Tracy's apex seals (2mm) which are
fairly tough and is only using
about 3 psi boost so any ideas on what is
causing detonation ?............Perhaps too
much ignition timing or mixture problems such as spending
to much time at best
power mixture (1700+ f EGT) instead of richer than best
power before leaning
quickly to lean of peak EGT..........What EGT temps do you
routinely see during
takeoff, climb and cruise ?..........Do you aggressively
lean at cruise ?............
Thanks,
Kelly Troyer
"DYKE DELTA JD2" (Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo
From: John
Slade <jslade@canardaviation.com>
To: Rotary
motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri,
March 4, 2011 4:30:29 PM
Subject:
[FlyRotary] Re: Knock sensor and indicator
On 3/4/2011 4:43 PM, Kelly Troyer wrote:
> engine runs reported by Chris at high manifold
pressure, high coolant temps and as you mentioned
> probably high intake temps with little or no airflow
across the intercooler.............
I did many, many engine runs and high speed taxi tests prior
to flight, often with the temps at the limits. On occasion I
was able to hear "pre-ignition" and back off the throttle.
There was no sign of damage to my seals - but mine are 3mm
'indestructible' seals from Tracy.
John Slade
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