X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-db02.mx.aol.com ([205.188.91.96] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5517367 for flyrotary@lancaironline.net; Tue, 01 May 2012 10:09:41 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.96; envelope-from=Lehanover@aol.com Received: from mtaomg-da01.r1000.mx.aol.com (mtaomg-da01.r1000.mx.aol.com [172.29.51.137]) by imr-db02.mx.aol.com (8.14.1/8.14.1) with ESMTP id q41E917w029872 for ; Tue, 1 May 2012 10:09:01 -0400 Received: from core-moa001a.r1000.mail.aol.com (core-moa001.r1000.mail.aol.com [172.29.233.1]) by mtaomg-da01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id C90D4E000093 for ; Tue, 1 May 2012 10:09:00 -0400 (EDT) From: Lehanover@aol.com Message-ID: <2cee2.7e1e9ad3.3cd1487c@aol.com> Date: Tue, 1 May 2012 10:09:00 -0400 (EDT) Subject: Re: [FlyRotary] Re: It won't run no more To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_2cee2.7e1e9ad3.3cd1487c_boundary" X-Mailer: AOL 9.6 sub 5004 X-Originating-IP: [173.88.30.23] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20110426; t=1335881341; bh=yF1OtOBM5qEOkAUCZp5Bqr4LMEf82uMuYcoyIHOsDh4=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=CI3elMIHhMz0wjDdhzi0OFNUKFEPK5ssw344f337R2XOr2DidRwJPRfzqmQVtuVBG tCdQbQXb/nhcw1X7Ah7JoZM7ZPHMsBFLlanFoBpIfzhGKCljgfMSMhV+R0Pdtt2CLN PcUmyaUhlbRgu/C/RoPvK5whWl4kFWhNfscl9bRs= X-AOL-SCOLL-SCORE: 0:2:430220896:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d33894f9fee7c0f0d --part1_2cee2.7e1e9ad3.3cd1487c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit The rotary when parked has the exhaust ports open to the exhaust system. So the inside of the engine is available to mice and spiders and air with moisture in it. So every so often an apex seal will get rusted into the slot and after one revolution will stick in the lowest position in its cycle. Then you have a low compression on one or both rotors. Note that one leaking apex seals affects two combustion chambers. Another problem is that the rotor has what is in effect 21 end gaps in its piston ring. So it leaks pretty fast when cold. So, cranking speed is important. The faster it turns on the starter the less time there is to leak and the more likely there will be a start. The rotor is large and cold, so heat of compression is important. That is controlled by compression ratio, air temperature, cranking speed and rotor seal. So, if a compression check shows one or both rotors way down, just squirt in some Dextron II transmission oil, spin the engine a few revolutions and let it sit for a few days. You can also check the apex seal for movement by poking it through the leading plug hole. If one goes down but does not come back up, it is sticking. Use a wood dowel. For starting fluid: most are solvents and work fine in piston engines, but remove oil from the side and apex seals, making for a poor seal in the rotary and reducing the chance for a start. Mix 50/50 motor oil and gasoline in an oil can. Seals the engine up tight for a few revolutions and takes up some volume thus raising the compression ratio and heat of compression and thus vaporization. Squirt it into the leading (lower) plug hole. There will be smoke along with the noise. When not in use, cover the exhaust outlet on all IC engines. Lynn E. Hanover In a message dated 5/1/2012 2:56:47 A.M. Eastern Daylight Time, gregw@onestopdesign.biz writes: It's ether. Used forever to start diesels and nasty cars. Greg W. --part1_2cee2.7e1e9ad3.3cd1487c_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

The rotary when parked has the exhaust ports open to the exhaust syste= m. So=20 the inside of the engine is available to mice and spiders and air with mois= ture=20 in it. So every so often an apex seal will get rusted into the slot and aft= er=20 one revolution will stick in the lowest position in its cycle. Then you hav= e a=20 low compression on one or both rotors. Note that one leaking apex seals aff= ects=20 two combustion chambers.

Another problem is that the rotor has what is in effect 21 end gaps in= its=20 piston ring. So it leaks pretty fast when cold. So, cranking speed is impor= tant.=20 The faster it turns on the starter the less time there is to leak and the m= ore=20 likely there will be a start. The rotor is large and cold, so heat of=20 compression is important. That is controlled by compression ratio, air=20 temperature, cranking speed and rotor seal.

So, if a compression check shows one or both rotors way down, just squ= irt=20 in some Dextron II transmission oil, spin the engine a few revolutions and = let=20 it sit for a few days. You can also check the apex seal for movement by pok= ing=20 it through the leading plug hole.

If one goes down but does not come back up, it is sticking. Use a wood= =20 dowel.

For starting fluid: most are solvents and work fine in piston engines,= but=20 remove oil from the side and apex seals, making for a poor seal in the rota= ry=20 and reducing the chance for a start.

Mix 50/50 motor oil and gasoline in an oil can. Seals the engine up ti= ght=20 for a few revolutions and takes up some volume thus raising the compression= =20 ratio and heat of compression and thus vaporization.

Squirt it into the leading (lower) plug hole. There will be smoke alon= g=20 with the noise.

When not in use, cover the exhaust outlet on all IC engines.

Lynn E. Hanover

In a message dated 5/1/2012 2:56:47 A.M. Eastern Daylight Time,=20 gregw@onestopdesign.biz writes:

= It's=20 ether. Used forever to start diesels and nasty cars.
Greg=20 W.

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