X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm4.access.bullet.mail.sp2.yahoo.com ([98.139.44.131] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with SMTP id 4984367 for flyrotary@lancaironline.net; Sun, 15 May 2011 11:46:26 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.131; envelope-from=keltro@att.net Received: from [98.139.44.101] by nm4.access.bullet.mail.sp2.yahoo.com with NNFMP; 15 May 2011 15:45:49 -0000 Received: from [98.139.44.88] by tm6.access.bullet.mail.sp2.yahoo.com with NNFMP; 15 May 2011 15:45:49 -0000 Received: from [127.0.0.1] by omp1025.access.mail.sp2.yahoo.com with NNFMP; 15 May 2011 15:45:49 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 742309.35002.bm@omp1025.access.mail.sp2.yahoo.com Received: (qmail 72457 invoked by uid 60001); 15 May 2011 15:45:49 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1305474349; bh=p1KmybtlfYwHzPo3vUbRWEKVLZUIgS2hwk0TZA2Ivws=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=Ib3JuvafvK9qOy7uAjt7bMJPZRU5ADM8NfwvLSqKQgjbRdypICw9YwIu/tA9DhmP2zzz0NB46cKb2GYyJyuwc18XGnRgnToM1nBi3G4QzCttTqND0Pl36MNA4FzMPetfjJUgqrxip+tqA5hzLCPljSBSFWIihTabBr+FNHCGt2Q= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=TMiaIstDn1QN4NBNv6g3z3npvwUW1XohVzt5ADIUEwFTyCEv4Z+a/B0c7JU/vUXeJ6kE2Kwjwauh4p5Bg51oHU+KEsUMZy50trVPIO/k5B3QxyNVe0e20BVqbz3R73DEahTdtmis/cM8EO7C4EMwX2gB67Gn0K0sZCWRmhp1Qf0=; Message-ID: <472303.61632.qm@web83906.mail.sp1.yahoo.com> X-YMail-OSG: AHcEaJAVM1kZyE4qx8cZiyKVIW9F9NqUxXUbMmeM87JiD_I 6Uz.dXKcPdCOFrEMS3w8p8xO5k_Bgh4W2Vuu1GoMhUTJAkyiX4nV0saZqGkx .KbJmmPb96YSRE26i5NVNe6Ejvp5Lh.jhUBzJLgDeduerdXjHNuWj7qP86rK I_Qq.WmUUe6MG.kyZUUBjBIjuwaweAJyRWcdH7fBhu7vq205ymUUaidsodUz mcV6acfUvrQwOMTMOxqF_D14KAqMoATyIy5z_ET8HMIr._LAsEs1css4LpL6 ycXh8DeAZczP90TM65sqSgDussFnC1UouEO6SliqKAlP41EvwD0CEhifsdgN IlbKTnfLe.LuyczAT Received: from [208.114.42.1] by web83906.mail.sp1.yahoo.com via HTTP; Sun, 15 May 2011 08:45:49 PDT X-Mailer: YahooMailRC/567 YahooMailWebService/0.8.111.303096 References: Date: Sun, 15 May 2011 08:45:49 -0700 (PDT) From: Kelly Troyer Subject: Re: [FlyRotary] Re: Engine Tuning/Tracy? To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1774426794-1305474349=:61632" --0-1774426794-1305474349=:61632 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Tracy,=0A=C2=A0=C2=A0=C2=A0 Like I said in a previous post I was not aware = that you had ever configured=0Athe EC2-3 for use with=C2=A0the 93-95 13BREW= =C2=A02 sensor/timing wheel ignition.....=0A=0A=C2=A0=C2=A0=C2=A0 Am curiou= s what=C2=A0changes had to be made to provide for the extra sensor =0Ato be= wired into the EC2-3 circuitry and what was the function of the second=0As= ensor (do not know a thing about this system and how it works).............= ..=C2=A0=0A=0AKelly Troyer=0A"DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ = Engine=0A"RWS"_RD1C/EC2/EM2=0A"MISTRAL"_Backplate/Oil Manifold=0A"TURBONETI= CS"_TO4E50 Turbo=0A=0A=0A=0A=0A________________________________=0AFrom: Tra= cy =0ATo: Rotary motors in aircraft =0ASent: Sun, May 15, 2011 7:03:44 AM=0ASubject: [FlyRotary] Re: = Engine Tuning/Tracy?=0A=0A=0AYes, there is a big difference. =C2=A0The Rene= sis has a totally different trigger =0Awheel pattern and only one sensor. = =C2=A0The sensor itself is very similar though. =0A=C2=A0It may need the Re= nesis impedance matching network that is built into the EC3 =0Aand added in= to 13BREW EC2s when necessary. =C2=A0Some installations have needed it, =0A= others have not.=0A=0AThe symptoms typically happen at higher rpms and not = below.=0A=0ATracy=0A=0ASent from my iPad=0A=0AOn May 15, 2011, at 1:20 AM, = bktrub@aol.com wrote:=0A=0A=0AOk=C2=A0 Tracy, =0A>=0A>This is a new one to = me- is there a functional difference between the sensor =0A>wheel and two c= rank angle sensors on my 93 BREW and the Renesis?=0A>=0A>I'm not seeing any= problem up to about 5300-5500 static. It's in the air that =0A>I'm having = problems with missing and backfiring.=0A>=0A>Brian Trubee=0A>=0A>=0A>=0A>= =0A>-----Original Message-----=0A>From: Kelly Troyer =0A>To= : Rotary motors in aircraft =0A>Sent: Sat, May= 14, 2011 10:14 pm=0A>Subject: [FlyRotary] Re: Engine Tuning=0A>=0A>=0A>Bra= in,=0A>=C2=A0=C2=A0 That is a question Tracy will have to answer...........= I was not=C2=A0 (or just =0A>did not ever hear)=0A>of anyone using the EC2 = with the 13BREW 2 sensor system..............=0A>=C2=A0=0A>Kelly Troyer=0A>= "DYKE DELTA JD2" (Eventually)=0A>"13B ROTARY"_ Engine=0A>"RWS"_RD1C/EC2/EM2= =0A>"MISTRAL"_Backplate/Oil Manifold=0A>"TURBONETICS"_TO4E50 Turbo=0A>=0A>= =0A>=0A>=0A>=0A________________________________=0AFrom: "bktrub@aol.com" =0A>To: Rotary motors in aircraft =0A>Sent: Sun, May 15, 2011 12:10:08 AM=0A>Subject: [FlyRotary] Re: Engin= e Tuning=0A>=0A>No, I am using the stock 93 13BREW timing wheel and two=C2= =A0crank angle sensors- one =0A>senses every 30 degrees and the other sense= s once per revolution, I presume. =0A>There's a difference? What is it and = how does it effect the ignition system?=0A>=0A>Brian Trubee=0A>=0A>=0A>=0A>= =0A>-----Original Message-----=0A>From: Kelly Troyer =0A>To= : Rotary motors in aircraft =0A>Sent: Sat, May= 14, 2011 10:05 pm=0A>Subject: [FlyRotary] Re: Engine Tuning=0A>=0A>=0A>Bri= an,=0A>=C2=A0=C2=A0=C2=A0=C2=A0 You are=C2=A0using the=C2=A0Renesis timing = wheel and=C2=A0single sensor rather than the=0A>93-95 13BREW wheel and dual= sensor system I presume...........=C2=A0=0A>=C2=A0=0A>Kelly Troyer=0A>"DYK= E DELTA JD2" (Eventually)=0A>"13B ROTARY"_ Engine=0A>"RWS"_RD1C/EC2/EM2=0A>= "MISTRAL"_Backplate/Oil Manifold=0A>"TURBONETICS"_TO4E50 Turbo=0A>=0A>=0A>= =0A>=0A>=0A________________________________=0AFrom: "bktrub@aol.com" =0A>To: Rotary motors in aircraft = =0A>Sent: Sat, May 14, 2011 8:59:15 PM=0A>Subject: [FlyRotary] Re: Engine T= uning=0A>=0A>So Mark, =0A>your CAS was one of those that are configured lik= e a conventional distributor =0A>before you changed it? =0A>=0A>=0A>I'm goi= ng to go out to the airport and do some ground running and I'll report =0A>= back with the Map table values and what kind of rpm and map address I get a= t =0A>WOT. =0A>=0A>=0A>Brian Trubee=0A>=0A>=0A>=0A>=0A>-----Original Messag= e-----=0A>From: Mark Steitle =0A>To: Rotary motors in a= ircraft =0A>Sent: Sat, May 14, 2011 4:35 pm=0A= >Subject: [FlyRotary] Re: Engine Tuning=0A>=0A>=0A>Brian,=C2=A0 =0A>=0A>=0A= >My ignition problem was only evident at 5800 rpm and up. =C2=A0It ran fine= below =0A>5800. =C2=A0I could get there on the ground since I have an adju= stable prop. =C2=A0Maybe =0A>you could borrow a smaller prop so you could r= eplicate the problem on the =0A>ground? =C2=A0=0A>=0A>=0A>Mark=C2=A0=0A>=0A= >=0A>On Sat, May 14, 2011 at 6:31 PM, wrote:=0A>=0A>I've g= ot the crank angle sensor mounted on the crank pulley. I don't have a =0A>s= cope, but even if I did, the problem only seems to happen at or near WOT on= =0A>climbout and in flight. I can run the engine wide open on the ground a= nd cannot =0A>get the backfiring that I get in the air. There must be enoug= h of a difference =0A>in engine loading to cause the problem, so I tend to = think it's not ignition, =0A>because if it were, I would be getting the sam= e problem on the ground. =0A>=0A>>=0A>>=0A>>=0A>>Brian Trubee=0A>>=0A>>=0A>= >=0A>>=0A>>-----Original Message-----=0A>>From: Mark Steitle =0A>>To: Rotary motors in aircraft =0A>>= Sent: Sat, May 14, 2011 11:21 am=0A>>Subject: [FlyRotary] Re: Engine Tuning= =0A>>=0A>>=0A>>Brian,=C2=A0 =0A>>=0A>>=0A>>A number of us in the rotary gro= up have had ignition issues with the EC-2. =C2=A0I =0A>>fought it for over = a year, not sure if it was ignition, tuning, or a little of =0A>>both. =C2= =A0It was running pretty good, then I had the brilliant idea to =C2=A0switc= h the =0A>>20B's CAS over to a Renesis style CAS (mounted on the crank pull= ey). =0A>>=C2=A0Apparently, the 20B's eccentric shaft has too much movement= to produce a good =0A>>clean signal. =C2=A0Finally, in desperation, I swit= ched back to the original CAS and =0A>>the high rpm tuning problem was magi= cally cured. =C2=A0Not sure what type CAS you're =0A>>using, but you may wa= nt to put a scope on the lead to see what is going on at =0A>>high rpm. =C2= =A0=0A>>=0A>>=0A>>Mark =C2=A0=C2=A0=0A>>=0A>>=0A>>On Sat, May 14, 2011 at 1= 0:04 AM, wrote:=0A>>=0A>>I've had the same thought- that u= p at higher rpms I might be having some sort of =0A>>ignition problem.=C2= =A0 Adjusting the mixture does seem to mitigate it somewhat, so =0A>>that l= eads me to think that it is not an igntion problem. Also, it only seems to = =0A>>happen in flight, not on the ground, where the loads are a little diff= erent. So, =0A>>I still have questions about this, but I'm going to approac= h this from the =0A>>mixture angle. If I am having an igntion problem, it's= only happening at almost =0A>>full throttle and in flight, so I'm scratchi= ng my head trying to see how to test =0A>>for this. =0A>>=0A>>>=0A>>>Brian = Trubee=0A>>>=0A>>>=0A>>>=0A>>>=0A>>>-----Original Message-----=0A>>>From: S= teven W. Boese =0A>>>To: Rotary motors in aircraft =0A>>>Sent: Fri, May 13, 2011 10:28 pm=0A>>>Subject: = [FlyRotary] Re: Engine Tuning=0A>>>=0A>>>=0A>>>Brian (and anyone else with = more experience than me),=0A>>>=C2=A0=0A>>>With my engine stand, primary in= jectors as small as 21 lb and secondary =0A>>>injectors from 30 to 50 lb ha= ve been used, with MAP up to 30 inches. =C2=A0Mixtures =0A>>>from lean misf= ire to rich misfire have been set with RPM up to 5800.=C2=A0 Although =0A>>= >misfires can be induced with mixture, at no time was there anything that c= ould =0A>>>be considered a backfire and certainly nothing like a grenade.= =C2=A0 In flight, I =0A>>>have induced misfires with rich as well as lean m= ixtures again with nothing like =0A>>>the results you describe.=C2=A0 My pl= ane=E2=80=99s muffler is a hollow tube about 6 inches in =0A>>>diameter 3 f= eet long with a slightly less than 2=E2=80=9D diameter outlet and two =0A>>= >chambers inside separated by a conical wall.=C2=A0 This muffler would seem= to be more =0A>>>of a bomb than a grenade if a backfire were to happen.=C2= =A0 Doesn=E2=80=99t the fact that =0A>>>there is a viable fuel-air mixture = in the exhaust system seem to indicate that =0A>>>the problem may be igniti= on rather than mixture?=C2=A0 This is just a question, not =0A>>>intended t= o be an answer.=0A>>>=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2= =A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2= =A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =0A>>>Steve Boese=0A>>>RV6A 1986 13B N= A RD1A EC2=0A>>>=C2=A0=0A>>>=C2=A0=0A>>>=C2=A0 =C2=A0=C2=A0=0A>>>=C2=A0=0A>= >>From:Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half Of =0A>>>bktrub@aol.com=0A>>>Sent: Friday, May 13, 2011 3:35 PM=0A>>>T= o: Rotary motors in aircraft=0A>>>Subject: [FlyRotary] Engine Tuning=0A>>>= =0A>>>=0A>>>Since the weather has been cooperating lately, I've had the opp= ortunity to put a =0A>>>few more hours on the airplane. On the ground, I ca= n go from an idle up to full =0A>>>throttle and the engine will be smooth. = But when I take off, it seems that as =0A>>>soon as I'm up a few hundred fe= et off the runway, I get hellacious backfiring at =0A>>>full throttle. I ca= n mitigate it a bit by throttling back to about 5100 rpm, and =0A>>>turning= the mixture knob to near full rich. It's getting to be a bit nerve =0A>>>w= racking to take off thinking I've got it smoothed out and then get a series= of =0A>>>hand grenades going off under my butt. I'm thinking that I'm stil= l running too =0A>>>lean up at map address 106 or so. So, I go into the edi= t page and richen up the =0A>>>mixture around those addresses. I think I'm = creeping up on smooth full throttle =0A>>>running.=0A>>>=C2=A0=0A>>>The goo= d news is that my coolant runs at 175 degrees and oil at less- so the =0A>>= >cooling is more than effective, I just need to close up my air inlet a bit= or =0A>>>restrict the outflow.=0A>>>=C2=A0=0A>>>Brian Trubee=3D =0A>>=0A> --0-1774426794-1305474349=:61632 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
=0A
Tracy,
=0A
    Like I said = in a previous post I was not aware that you had ever configured
=0Athe EC2-3 for use with the 93-95 13BREW 2 sensor/timing wheel i= gnition.....
=0A
 
=0A
    Am curious= what changes had to be made to provide for the extra sensor
=0A=
to be wired into the EC2-3 circuitry and what was the function of the = second
=0A
sensor (do not know a thing about this system and how i= t works)............... 
=0A
 
=0A

Kelly Troyer"DYKE DELTA JD2" (Eventually= )

=0A

"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"M= ISTRAL"_Backplate/Oil Manifold

=0A

"TURBONETICS"_TO4E50 Turbo

=0A
=0A

=0A
=0A
=0AFrom: Tracy <rwstra= cy@gmail.com>
To: Rot= ary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, May 15, 2011 7:03:44 AM
Subject: [FlyRotary] Re: Engi= ne Tuning/Tracy?

=0A
Yes, there is a big difference. &nbs= p;The Renesis has a totally different trigger wheel pattern and only one se= nsor.  The sensor itself is very similar though.  It may need the= Renesis impedance matching network that is built into the EC3 and added in= to 13BREW EC2s when necessary.  Some installations have needed it, oth= ers have not.
=0A

=0A
The symptoms typically happen = at higher rpms and not below.
=0A

=0A
Tracy

S= ent from my iPad
=0A

On May 15, 2011, at 1:20 AM, bktrub@aol.com wrote:

=0A
=0A=0A
=0AOk  Tracy,
= =0A
 
=0A
This is a new one to me- is there a functional = difference between the sensor wheel and two crank angle sensors on my 93 BR= EW and the Renesis?
=0A
 
=0A
I'm not seeing any pro= blem up to about 5300-5500 static. It's in the air that I'm having problems= with missing and backfiring.
=0A
 
=0A
Brian Trubee=

=0A


=0A
-----Original= Message-----
From: Kelly Troyer <keltro@att.= net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, M= ay 14, 2011 10:14 pm
Subject: [FlyRotary] Re: Engine Tuning

=0A=0A=0A=0A
=0A
=0A
Brian,
=0A
     You are using = the Renesis timing wheel and single sensor rather than the
= =0A
93-95 13BREW wheel and dual sensor system I presume........... = ;
 
=0A
Kelly Troyer
"DYKE DELTA= JD2" (Eventually)
=0A
"13B = ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold=0A
"TURBONETICS"_TO4E50 Turbo
=0A

=0A

=0A=0A
=0AFrom: "bktrub@aol.com" <bktrub@aol.com>
= To: Rotary motors in aircraft <flyro= tary@lancaironline.net>
= Sent: Sat, May 14, 2011 8:59:15 PM
Subject: [FlyRotary] Re: Engine Tuning

=0A
So Mark,
=0A
your C= AS was one of those that are configured like a conventional distributor bef= ore you changed it?
=0A
 
=0A
I'm going to go out t= o the airport and do some ground running and I'll report back with the Map = table values and what kind of rpm and map address I get at WOT.
=0A 
=0A
Brian Trubee

=0A


=0A
-----Original Message-----
From: Mark Steitle <= msteitle@= gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, May 14, 2011= 4:35 pm
Subject: [FlyRotary] Re: Engine Tuning

=0A
Brian,  =0A

=0A
My ignition problem was only evident at 5800 rpm and up.  It= ran fine below 5800.  I could get there on the ground since I have an= adjustable prop.  Maybe you could borrow a smaller prop so you could = replicate the problem on the ground?  
=0A

=0A
= Mark 

=0A
On Sat, May 14, 2011 at 6:31 = PM, <bkt= rub@aol.com> wrote:
=0A
=0A
I've got the cr= ank angle sensor mounted on the crank pulley. I don't have a scope, but eve= n if I did, the problem only seems to happen at or near WOT on climbout and= in flight. I can run the engine wide open on the ground and cannot get the= backfiring that I get in the air. There must be enough of a difference in = engine loading to cause the problem, so I tend to think it's not ignition, = because if it were, I would be getting the same problem on the ground. =0A
 
=0A
 
=0A
 
=0A
Brian= Trubee

=0A


=0A
-----O= riginal Message-----
From: Mark Steitle <msteitle@gmail.com>
To: R= otary motors in aircraft <flyrotary@lancaironli= ne.net>
Sent: Sat, May 14, 2011 11:21 am
Subject: [FlyRota= ry] Re: Engine Tuning

=0A
Brian,  =0A

=0AA number of us in the rotary group have had ignition issues with the EC-2.=  I fought it for over a year, not sure if it was ignition, tuning, or= a little of both.  It was running pretty good, then I had the brillia= nt idea to  switch the 20B's CAS over to a Renesis style CAS (mounted = on the crank pulley).  Apparently, the 20B's eccentric shaft has too m= uch movement to produce a good clean signal.  Finally, in desperation,= I switched back to the original CAS and the high rpm tuning problem was ma= gically cured.  Not sure what type CAS you're using, but you may want = to put a scope on the lead to see what is going on at high rpm.  =0A

=0A
Mark   

=0A
On Sat, May 14, 2011 at 10:04 AM, <bktrub@aol.com> wrote:=0A
=0A
I've had the same thought- that up at higher rpms I mig= ht be having some sort of ignition problem.  Adjusting the mixture doe= s seem to mitigate it somewhat, so that leads me to think that it is not an= igntion problem. Also, it only seems to happen in flight, not on the groun= d, where the loads are a little different. So, I still have questions about= this, but I'm going to approach this from the mixture angle. If I am havin= g an igntion problem, it's only happening at almost full throttle and in fl= ight, so I'm scratching my head trying to see how to test for this.
= =0A
 
=0A
Brian Trubee

=0A


=0A
-----Original Message-----
From: Steven W. Bo= ese <SBoese@uwyo.edu= >
To: Rotary motors in aircraft <= flyrotary@lancaironline.net>
Sent: Fri, May 13, 2011 10:28 pm=
Subject: [FlyRotary] Re: Engine Tuning

=0A
=0A
=0A
Brian (and anyone else with m= ore experience than me),
=0A
 
=0A
With my engine stand, primary injectors as small as 21 lb= and secondary injectors from 30 to 50 lb have been used, with MAP up to 30= inches.  Mixtures from lean misfire to rich misfire have been set wit= h RPM up to 5800.  Although misfires can be induced with mixture, at n= o time was there anything that could be considered a backfire and certainly= nothing like a grenade.  In flight, I have induced misfires with rich= as well as lean mixtures again with nothing like the results you describe.=   My plane=E2=80=99s muffler is a hollow tube about 6 inches in diamet= er 3 feet long with a slightly less than 2=E2=80=9D diameter outlet and two= chambers inside separated by a conical wall.  This muffler would seem= to be more of a bomb than a grenade if a backfire were to happen.  Do= esn=E2=80=99t the fact that there is a viable fuel-air mixture in the exhau= st system seem to indicate that the problem may be ignition rather than mixture?  This is just a question, not intended = to be an answer.
=0A
           =             &nb= sp;            =             &nb= sp;            =     
=0A
Steve Boese
=0A
RV6A 1986 13B NA RD1A EC2
=0A
 <= /DIV>=0A
 =0A
   &nb= sp;
=0A
 
=0A
=0A
Rotary motors in aircraf= t [mailto:flyrotary@lancaironline.net] <= B>On Behalf Of bktrub@= aol.com
Sent: Friday, May 13, 2011 3:35 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Engine Tuning
=0A
 
=0A
=0A

Since the we= ather has been cooperating lately, I've had the opportunity to put a few mo= re hours on the airplane. On the ground, I can go from an idle up to full t= hrottle and the engine will be smooth. But when I take off, it seems that a= s soon as I'm up a few hundred feet off the runway, I get hellacious backfi= ring at full throttle. I can mitigate it a bit by throttling back to about = 5100 rpm, and turning the mixture knob to near full rich. It's getting to b= e a bit nerve wracking to take off thinking I've got it smoothed out and th= en get a series of hand grenades going off under my butt. I'm thinking that= I'm still running too lean up at map address 106 or so. So, I go into the = edit page and richen up the mixture around those addresses. I think I'm cre= eping up on smooth full throttle running.
=0A
=0A 
=0A
=0A
The good news is that my coolant runs at 175 degrees an= d oil at less- so the cooling is more than effective, I just need to close = up my air inlet a bit or restrict the outflow.
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&nb= sp;
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Brian Trubee
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