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Subject: RE: [FlyRotary] Re: rotary risks. MTBE and the gospel 
Date: Tue, 7 Jun 2005 16:17:01 -0500
Message-ID: <87DBA06C9A5CB84B80439BA09D86E69E016C19C0@MAIL01.austin.utexas.edu>
Thread-Topic: [FlyRotary] Re: rotary risks. MTBE and the gospel 
Thread-Index: AcVrntbOJuCQwVoSQxmqX96DOCEicQABruHQ
From: "Mark R Steitle" <mark.steitle@austin.utexas.edu>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

Ian,
I misspoke concerning the failure of the CAS on my 300ZX.  It was
actually the transistor module that the CAS plugs connects.  In our
case, I suppose this would relate to the EC-2, which is a redundant
system. =20

So, the transistorized unit failed in both the 300ZX and the Lincoln.  I
wouldn't want to bet my life on one of those units.  I just wanted to
correct this so as to not mislead anyone. =20

Mark S.

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Mark R Steitle
Sent: Tuesday, June 07, 2005 3:23 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: rotary risks. MTBE and the gospel=20

Ian,
Sorry, but I'll have to chime in here too.  My 1990 300zx just quit
driving at highway speeds (yes, I did drive the speed limit most of the
time).  It sputtered a couple of times, like it was running out of gas,
then quit and wouldn't restart.  Turned out that the CAS went kaput. =20

Another true story... the wife's Lincoln MKVII would run fine until it
got good and hot, then it would quit.  You could park it for an hour or
two, and it would start and run fine, until it got hot again.  Problem
turned out to be the ignition module in the distributor.  When I was in
line at the Auto Zone paying for the replacement module, the guy behind
me in line told an identical story relating to a failed ignition unit in
his Ford van. =20

So, I can only assume this is more common that we might assume at first
glance.  Or, I seem to buy the lemons.

Mark S.

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Ian Dewhirst
Sent: Tuesday, June 07, 2005 2:39 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: rotary risks. MTBE and the gospel=20

I have been thinking a little harder about the issues Al has raised and
I
have to admit that this discussion has been a good thing for me.  I
decided that redundancy could be more of a problem then a solution. I
just
shaved 1500 dollars from my budget!

The rest of my email rambles a bit but if you are without anything
useful
to do you can continue reading.  No one in my family cares to listen to
me
talk about my plane and I am without anything better to do between
meetings here at work.

 I had planned on an EC-2 as a my primary engine management system plus
a
DIY management system (a megasquirt derivative) as a backup to the EC-2.

I was primarily concerned with the single crank angle sensor issue, it
just seemed a bit sketchy to me.  I thought hard about redundant crank
angle sensors and I had the details worked out so that I would have two.

Last weekend while I was clekoing and drilling up a storm I considered
why
dual CASs were so important to me, the obvious answer: "If the control
unit does not know where the e-shaft is relative to TDC you are without
spark and fuel."  I suppose GA aircraft all have dual magnetos and the
fuel delivery is not tied to either.  It must be a fundamental
requirement, hell I have not been flying that long and I have had a
magneto fail, so I know it is a good thing.   On the other hand I have
never had an engine management system fail in one of my cars even though
I
must have driven a  million miles in cars that used them.  I work in an
office these days, I asked my co-workers if their cars had ever stopped
while driving for a reason other then running out of gas, or a dead
battery, none had.

The vehicle that has the hardest life in our family is a 1999 Dodge
Grand
Caravan ES,   I have six children, four are old enough to drive and the
van is the kid's daily driver.  It has a little more then 100,000 miles
on
the clock,  60,000 of those saw them as the primary drivers, the service
history follows:
oil changed about every 8,000
transmission changed oil three times
coolant changed once
2 drive belts
1 tensioner
3 air filters
8 sets of brakes (6 front 2 rear)
four sets of tires (3 X 4 summer,  1 X 4 winter)
Replaced AC pipe chaffed where it penetrates the floor at the rear
Replaced all of the ball joints and rubber mounts in the front end to
bring back the "new car feel" at 70,000 miles.

That is the total service history, it runs like a top, does not use any
oil, I have never touched the engine or accessories.

When I think back 20 years ago to my early days as an apprentice at a
dealership I remember working on a few carbureted cars with mechanical
fuel pumps, and points in the distributors, none of the mechanics wanted
to work on them so they went to me the apprentice.  They were pretty
simple, but they did have their share of troubles.  Every garage had a
tow
truck 30 years ago, and you use to see them on the road dragging around
cars that had stopped running; I don't think many garages have tow
trucks
any more and most of the wreckers I see are cleaning up after an
accident.

I recall reading about a fellow who presented at Oshkosh one year in the
Alternative Engine forum.  I think that he had a Subaru engine in a Kit
Fox.  He was questioned about his lack of redundant ignition and he
replied "redundant reshmundant how often have you heard of an electronic
ignition failing."  I think that he had about 600 hours on his
installation at the time...  I hope he is still flying.

-- Ian


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