X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [216.211.128.10] (HELO mail-in03.adhost.com) by logan.com (CommuniGate Pro SMTP 5.0c6) with ESMTP id 781376 for flyrotary@lancaironline.net; Sun, 23 Oct 2005 23:43:48 -0400 Received-SPF: none receiver=logan.com; client-ip=216.211.128.10; envelope-from=JoeH@PilgrimTech.com Received: from pilgrim9 (c-67-183-14-36.hsd1.wa.comcast.net [67.183.14.36]) by mail-in03.adhost.com (Postfix) with ESMTP id 208EB2AADE0 for ; Sun, 23 Oct 2005 20:42:52 -0700 (PDT) (envelope-from JoeH@PilgrimTech.com) Reply-To: From: "Joe Hull" To: "'Rotary motors in aircraft'" Subject: It's a Start! Date: Sun, 23 Oct 2005 20:43:04 -0700 Organization: Pilgrim Technologies Message-ID: <008501c5d84d$0b1f9df0$8802a8c0@redmond.corp.microsoft.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0086_01C5D812.5EC0C5F0" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Thread-index: AcXYTQnXkthH6UDQQ9CwN+6sZpJZaw== This is a multi-part message in MIME format. ------=_NextPart_000_0086_01C5D812.5EC0C5F0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Fellow "Fly-Rotarians" - I've got an "Atkins Special" - 85-86 13B, short intake manifold, 2 injector TMW Throttle body, MicroTech ECU, and Tracy's EM2. This weekend I finally was able to put everything in place and try an engine start. I tried three tries cranking the engine for about 15-30 seconds and it felt like it was firing every once in a while but not enough to start. I took the intake off and started to take the plugs out to see if there was a pool of gas in the rotors, when it felt like one or both of the bottom plug wires weren't fully seated. I re-seated the plug wires and had my wife crank the engine while I watched the intake. Ah ha! The rear (#2) rotor's injector wasn't firing. So, I moved the #2 injector wires to the #1 rotor and cranked again and there was spraying - so it wasn't the wires and off with the fuel rail and out comes the #2 injector. I couldn't see any obvious clogging, so I cycled it a few times while dropping penetrating oil into it (OK it just happened to be the handiest thing at the moment). The penetrating oil started to go through the injector after a couple cycles so I put it back in and buttoned up the fuel rail and reconnected everything. I Cranked briefly again and there was now a spray pattern. So, it was time for another real try at starting. I cranked for 10 seconds or so and ka-chug - Vrrrrooooommmmm 3500-4000 rpm with a closed throttle! After 2 seconds of hysteria I turned the key to off and went back (it's a pusher) to see if there were any leaks or other anomalies. I guess I really wasn't expecting it to start and my plan for what to look for on my engine monitors and ECU went out the window when it took off like that! A brief inspection of the engine, hoses, and wires turned up nothing out of the ordinary. So it was time to try again, this time with a real expectation of a start and another plan on what to do in the first few seconds. Again a few seconds of cranking and off she went. This time I checked "OP" on the EM2 and it was reading 112psi - hmmm - a tad high but I guess high is better than low. Fuel pressure was 61psi and RPMs were 3000-3500. After 30 seconds I turned it off and went to re-check everything. Again everything looked good except now that the oil had made to all the little nooks and crannies I was about a quart low. So I added a quart, and checked coolant levels and topped them off as well. I didn't see any oil in the plastic rotor oil "injection" lines so I decided, until I'm satisfied that there is oil flowing, I was going to use 2-cycle oil. I added some 2 cycle and sloshed the tank around by rocking the plane. I read a little more in my ECU (MicroTech) manual and turned off the cold start enrichment and found the screen where the fuel flow at idle is set. I cranked it up again and began fiddling with the idle fuel flow when the 2-cycle mix made it to the injectors and things began to run rough and it died. I started it up again and it ran rough for a few seconds and died again. And, that's where I had to leave it this weekend. All in all I'm a happy camper! I didn't fully expect to get the engine running quite so easily. So, now it's a matter of figuring out how to control the open time on the injectors so I can idle at something less that 3000 RPM, and a whole bunch of fine tuning. My airplane is now "whole". All the parts are there (well except the seat cushions). Now it's just a small matter of getting them all working together - the first time and every time, for as long as I want them to! Regards, Joe Hull Redmond (Seattle), Washington Cozy MkIV #991 (working on Engine & Electrical & Finishing) http://www.maddyhome.com/canardpages/pages/JoeHull/index.html ------=_NextPart_000_0086_01C5D812.5EC0C5F0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Fellow “Fly-Rotarians” – =

 

I’ve got an “Atkins Special” = – 85-86 13B, short intake manifold, 2 injector TMW Throttle body, MicroTech ECU, and Tracy’s EM2.

 

This weekend I finally was able to put everything in = place and try an engine start. I tried three tries cranking the engine for = about 15-30 seconds and it felt like it was firing every once in a while but not = enough to start. I took the intake off and started to take the plugs out to see if = there was a pool of gas in the rotors, when it felt like one or both of the = bottom plug wires weren’t fully seated. I re-seated the plug wires and = had my wife crank the engine while I watched the intake. Ah ha! The rear (#2) = rotor’s injector wasn’t firing. So, I moved the #2 injector wires to the = #1 rotor and cranked again and there was spraying – so it wasn’t the = wires and off with the fuel rail and out comes the #2 injector. I = couldn’t see any obvious clogging, so I cycled it a few times while dropping = penetrating oil into it (OK it just happened to be the handiest thing at the moment). = The penetrating oil started to go through the injector after a couple cycles so I put it = back in and buttoned up the fuel rail and reconnected everything. I Cranked = briefly again and there was now a spray pattern.  So, it was time for another real try at starting. I cranked for 10 seconds = or so and ka-chug – Vrrrrooooommmmm  3500-4000 rpm with a closed throttle! After 2 seconds of hysteria I turned the key to = off and went back (it’s a pusher) to see if there were any leaks or other anomalies.

 

I guess I really wasn’t expecting it to start = and my plan for what to look for on my engine monitors and ECU went out the = window when it took off like that! A brief inspection of the engine, hoses, and = wires turned up nothing out of the ordinary.  So it was time to try again, this time with a real expectation of a start = and another plan on what to do in the first few seconds. Again a few seconds of = cranking and off she went. This time I checked “OP” on the EM2 and it = was reading 112psi – hmmm – a tad high but I guess high is = better than low. Fuel pressure was 61psi and RPMs were 3000-3500.  After 30 = seconds I turned it off and went to re-check everything. Again everything looked = good except now that the oil had made to all the little nooks and crannies I = was about a quart low. So I added a quart, and checked coolant levels and = topped them off as well. I didn’t see any oil in the plastic rotor oil = “injection” lines so I decided, until I’m satisfied that there is oil flowing, = I was going to use 2-cycle oil. I added some 2 cycle and sloshed the tank around by = rocking the plane.

 

I read a little more in my ECU (MicroTech) manual and turned off the cold start enrichment and found the screen = where the fuel flow at idle is set.  I = cranked it up again and began fiddling with the idle fuel flow when the 2-cycle mix = made it to the injectors and things began to run rough and it died. I started it = up again and it ran rough for a few seconds and died again. And, = that’s where I had to leave it this weekend.

 

All in all I’m a happy camper!  I didn’t fully expect to = get the engine running quite so easily. So, now it’s a matter of figuring = out how to control the open time on the injectors so I can idle at something = less that 3000 RPM, and a whole bunch of fine tuning.

 

My airplane is now “whole”. All the parts = are there (well except the seat cushions). Now it’s just a small = matter of getting them all working together – the first time and every time, = for as long as I want them to!

 

Regards,

Joe Hull

Redmond (Seattle), = Washington

Cozy MkIV #991 (working on Engine = & Electrical & Finishing)

http://www.maddyhome.com/canardpages/pages/JoeHull/index.html

 

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