X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm18.access.bullet.mail.sp2.yahoo.com ([98.139.44.145] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with SMTP id 4984787 for flyrotary@lancaironline.net; Sun, 15 May 2011 21:28:59 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.145; envelope-from=keltro@att.net Received: from [98.139.44.98] by nm18.access.bullet.mail.sp2.yahoo.com with NNFMP; 16 May 2011 01:28:25 -0000 Received: from [98.139.44.87] by tm3.access.bullet.mail.sp2.yahoo.com with NNFMP; 16 May 2011 01:28:25 -0000 Received: from [127.0.0.1] by omp1024.access.mail.sp2.yahoo.com with NNFMP; 16 May 2011 01:28:25 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 651611.58444.bm@omp1024.access.mail.sp2.yahoo.com Received: (qmail 64560 invoked by uid 60001); 16 May 2011 01:28:25 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1305509305; bh=r6Nlr1aXau5ns5lUp6y7EWn6plzXjLmlXftjAMUiqjs=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=OcLhlALUPeRRlAnj3/sJLKgY/MdN3YTbnfWeAs36eJ1GbAYyLbsijXJU6fSJ/ifnodd549vulA6291rBiqlqITjwBuU9v5bLNUFjWsNZSPeT5ex9n+ldv0ohcYvvktYJFMueJirsjmmgEKwiat+HYg4rm2RKf46Z1phjBhzBAwk= 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=Y4hBlm5F2onPv7o3dgOe0H/eSq/nEeGi/8f70LIhZoYClwwa9JlK7ewubby9dhYL9Ft/t8ZoWIhqvmrZBsQ7Leqwew6UpKNi0yASysdeTW1Sznp3HE9/ZtNzc6tSuJcndy60Tkv5QT8JlCZEzhqpNKXciFn+ADDPLyzKKPpm8FE=; Message-ID: <247652.62088.qm@web83911.mail.sp1.yahoo.com> X-YMail-OSG: IyyV.a4VM1n0.Jzmvd5TSYaIGFZqb8_zGkWdCjXM0JgWe9u JKnPIX3X0.kvnKOQED1QV_htdDqYdO6b93UeOcNxaCjB8kFIbBm.3lL48bI. 1sd37921KnkfakyXP1tXHUF1Aaps97klZAP4qVqjDyvxvVODNA2Rslk1d5l0 XZAFt9Lg.96mp3W2KjWRLJe6.nKKViy.sENoAnK0guMuBuJ.xv5hs1qdf.8b _kmOvx6DNkAIMY4pw2AOvv8mc7RsAPZZp2jZ_Hcvz5V3zxB2sRCcKi0ORMJX 7kOjH.5RP9u7m.qSyQGFd6EZtJj2wF43UOCUcgv5e0inGKbJvHb0vSYfijfq cDYNIGGDYyahID9AL Received: from [208.114.42.1] by web83911.mail.sp1.yahoo.com via HTTP; Sun, 15 May 2011 18:28:25 PDT X-Mailer: YahooMailRC/567 YahooMailWebService/0.8.111.303096 References: Date: Sun, 15 May 2011 18:28:25 -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="0-1993725673-1305509305=:62088" --0-1993725673-1305509305=:62088 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Tracy,=0A=C2=A0=C2=A0=C2=A0 You answered the question............Just knowi= ng enough about electronics =0Afrom=0A=C2=A0years ago before solid state to= be dangerous I did not realize the=C2=A02nd gen and=0A=C2=A013BREW CAS wer= e that much alike electrically..............=0A=0AThanks,=0A=0AKelly Troyer= =0A"DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ Engine=0A"RWS"_RD1C/EC2/EM= 2=0A"MISTRAL"_Backplate/Oil Manifold=0A"TURBONETICS"_TO4E50 Turbo=0A=0A=0A= =0A=0A________________________________=0AFrom: Tracy = =0ATo: Rotary motors in aircraft =0ASent: Sun,= May 15, 2011 3:32:43 PM=0ASubject: [FlyRotary] Re: Engine Tuning/Tracy?=0A= =0A=0AHi Kelly,=0A=C2=A0=C2=A0 Actually, the 13BREW CAS is electrically alm= ost the same as the 2nd gen 13B =0A(which also has 2 triggers and sensors).= =C2=A0The signals are the same except for =0Athe 12 pulse per rev which is= offset =C2=A0a little. =C2=A0The sensors themselves are a =0Abit different= which can sometimes cause a problem because the impedance is =0Adifferent = than the 2nd gen.=0A=0AOr did I not understand the question?=0A=0ATracy=0A= =0ASent from my iPod=0A=0AOn May 15, 2011, at 11:45 AM, Kelly Troyer wrote:=0A=0A=0ATracy,=0A>=C2=A0=C2=A0=C2=A0 Like I said in a pre= vious post I was not aware that you had ever configured=0A>the EC2-3 for us= e with=C2=A0the 93-95 13BREW=C2=A02 sensor/timing wheel ignition.....=0A>= =0A>=C2=A0=C2=A0=C2=A0 Am curious what=C2=A0changes had to be made to provi= de for the extra sensor =0A>to be wired into the EC2-3 circuitry and what w= as the function of the second=0A>sensor (do not know a thing about this sys= tem and how it works)...............=C2=A0=0A>=0A>Kelly Troyer=0A>"DYKE DEL= TA JD2" (Eventually)=0A>"13B ROTARY"_ Engine=0A>"RWS"_RD1C/EC2/EM2=0A>"MIST= RAL"_Backplate/Oil Manifold=0A>"TURBONETICS"_TO4E50 Turbo=0A>=0A>=0A>=0A>= =0A>=0A________________________________=0AFrom: Tracy = =0A>To: Rotary motors in aircraft =0A>Sent: Su= n, May 15, 2011 7:03:44 AM=0A>Subject: [FlyRotary] Re: Engine Tuning/Tracy?= =0A>=0A>=0A>Yes, there is a big difference. =C2=A0The Renesis has a totally= different trigger =0A>wheel pattern and only one sensor. =C2=A0The sensor = itself is very similar though. =0A>=C2=A0It may need the Renesis impedance = matching network that is built into the EC3 =0A>and added into 13BREW EC2s = when necessary. =C2=A0Some installations have needed it, =0A>others have no= t.=0A>=0A>=0A>The symptoms typically happen at higher rpms and not below.= =0A>=0A>=0A>Tracy=0A>=0A>Sent from my iPad=0A>=0A>On May 15, 2011, at 1:20 = AM, bktrub@aol.com wrote:=0A>=0A>=0A>Ok=C2=A0 Tracy, =0A>>=0A>>This is a ne= w one to me- is there a functional difference between the sensor =0A>>wheel= and two crank angle sensors on my 93 BREW and the Renesis?=0A>>=0A>>I'm no= t 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>>Brain,=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 ROT= ARY"_ 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 moto= rs in aircraft =0A>>Sent: Sun, May 15, 2011 12= :10:08 AM=0A>>Subject: [FlyRotary] Re: Engine Tuning=0A>>=0A>>No, I am usin= g the stock 93 13BREW timing wheel and two=C2=A0crank angle sensors- one = =0A>>senses every 30 degrees and the other senses once per revolution, I pr= esume. =0A>>There's a difference? What is it and how does it effect the ign= ition system?=0A>>=0A>>Brian Trubee=0A>>=0A>>=0A>>=0A>>=0A>>-----Original M= essage-----=0A>>From: Kelly Troyer =0A>>To: Rotary motors i= n aircraft =0A>>Sent: Sat, May 14, 2011 10:05 = pm=0A>>Subject: [FlyRotary] Re: Engine Tuning=0A>>=0A>>=0A>>Brian,=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>>"DYKE DEL= TA JD2" (Eventually)=0A>>"13B ROTARY"_ Engine=0A>>"RWS"_RD1C/EC2/EM2=0A>>"M= ISTRAL"_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: Engi= ne Tuning=0A>>=0A>>So Mark, =0A>>your CAS was one of those that are configu= red like a conventional distributor =0A>>before you changed it? =0A>>=0A>>= =0A>>I'm going 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 ad= dress I get at =0A>>WOT. =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 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 58= 00 rpm and up. =C2=A0It ran fine below =0A>>5800. =C2=A0I could get there o= n the ground since I have an adjustable prop. =C2=A0Maybe =0A>>you could bo= rrow a smaller prop so you could replicate 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 got the crank angle sensor mounte= d on the crank pulley. I don't have a =0A>>scope, but even if I did, the pr= oblem only seems to happen at or near WOT on =0A>>climbout and in flight. I= can run the engine wide open on the ground and cannot =0A>>get the backfir= ing that I get in the air. There must be enough of a difference =0A>>in eng= ine loading to cause the problem, so I tend to think it's not ignition, =0A= >>because if it were, I would be getting the same 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, M= ay 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 group ha= ve had ignition issues with the EC-2. =C2=A0I =0A>>>fought it for over a ye= ar, not sure if it was ignition, tuning, or a little of =0A>>>both. =C2=A0I= t was running pretty good, then I had the brilliant idea to =C2=A0switch th= e =0A>>>20B's CAS over to a Renesis style CAS (mounted on the crank pulley)= . =0A>>>=C2=A0Apparently, the 20B's eccentric shaft has too much movement t= o produce a good =0A>>>clean signal. =C2=A0Finally, in desperation, I switc= hed 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 w= ant 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 10:04 AM, wrote:=0A>>>=0A>>>I've had the same thou= ght- that up at higher rpms I might be having some sort of =0A>>>ignition p= roblem.=C2=A0 Adjusting the mixture does seem to mitigate it somewhat, so = =0A>>>that leads me to think that it is not an igntion problem. Also, it on= ly seems to =0A>>>happen in flight, not on the ground, where the loads are = a little different. So, =0A>>>I still have questions about this, but I'm go= ing to approach this from the =0A>>>mixture angle. If I am having an igntio= n problem, it's only happening at almost =0A>>>full throttle and in flight,= so I'm scratching 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: Steven 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 injectors as small as 21 lb and secondary = =0A>>>>injectors from 30 to 50 lb have been used, with MAP up to 30 inches.= =C2=A0Mixtures =0A>>>>from lean misfire 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 could =0A>>>>be considered a backfire = and certainly nothing like a grenade.=C2=A0 In flight, I =0A>>>>have induce= d misfires with rich as well as lean mixtures again with nothing like =0A>>= >>the results you describe.=C2=A0 My plane=E2=80=99s muffler is a hollow tu= be about 6 inches in =0A>>>>diameter 3 feet long with a slightly less than = 2=E2=80=9D diameter outlet and two =0A>>>>chambers inside separated by a co= nical 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 in= dicate that =0A>>>>the problem may be ignition rather than mixture?=C2=A0 T= his is just a question, not =0A>>>>intended to 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 NA RD1A EC2=0A>>>>=C2=A0= =0A>>>>=C2=A0=0A>>>>=C2=A0 =C2=A0=C2=A0=0A>>>>=C2=A0=0A>>>>From:Rotary moto= rs in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of =0A>>>>bkt= rub@aol.com=0A>>>>Sent: Friday, May 13, 2011 3:35 PM=0A>>>>To: Rotary motor= s in aircraft=0A>>>>Subject: [FlyRotary] Engine Tuning=0A>>>>=0A>>>>=0A>>>>= Since the weather has been cooperating lately, I've had the opportunity to = put a =0A>>>>few more hours on the airplane. On the ground, I can go from a= n 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 feet off th= e runway, I get hellacious backfiring at =0A>>>>full throttle. I can mitiga= te it a bit by throttling back to about 5100 rpm, and =0A>>>>turning the mi= xture knob to near full rich. It's getting to be a bit nerve =0A>>>>wrackin= g 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 still r= unning too =0A>>>>lean up at map address 106 or so. So, I go into the edit = page and richen up the =0A>>>>mixture around those addresses. I think I'm c= reeping up on smooth full throttle =0A>>>>running.=0A>>>>=C2=A0=0A>>>>The g= ood 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>> --0-1993725673-1305509305=:62088 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
=0A
Tracy,
=0A
    You answered= the question............Just knowing enough about electronics from
= =0A
 years ago before solid state to be dangerous I did not realiz= e the 2nd gen and
=0A
 13BREW CAS were that much alike e= lectrically..............
=0A
 
=0A
Thanks,
=0A=
 
=0A
Kelly Troyer
"DYKE DELTA= JD2" (Eventually)
=0A

"13B RO= TARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold

= =0A

"TURBONETICS"_TO4E50 Turbo

=0A

=0A

=0A
= =0A
=0AFrom: Tracy <rwstracy@gmail.com>
To: Rotary motors in aircraft <flyro= tary@lancaironline.net>
Sent: Sun, May 15, 2011 3:32:43 PM
Subject: [FlyRotary] Re: Engine Tuning/Tracy?

= =0A
Hi Kelly,
=0A
   Actually, the 13BREW CAS is ele= ctrically almost the same as the 2nd gen 13B (which also has 2 triggers and= sensors).  The signals are the same except for the 12 pulse per rev w= hich is offset  a little.  The sensors themselves are a bit diffe= rent which can sometimes cause a problem because the impedance is different= than the 2nd gen.
=0A

=0A
Or did I not understand t= he question?
=0A

=0A
Tracy
=0A

Sent fro= m my iPod
=0A

On May 15, 2011, at 11:45 AM, Kelly Troyer <<= A href=3D"mailto:keltro@att.net" rel=3Dnofollow target=3D_blank ymailto=3D"= mailto:keltro@att.net">keltro@att.net> wrote:

=0A
<= /DIV>=0A
=0A
=0A
=0A
=0A
Tracy,=0A
    Like I said in a previous post I was not awar= e that you had ever configured
=0A
the EC2-3 for use with the= 93-95 13BREW 2 sensor/timing wheel ignition.....
=0A
 <= /DIV>=0A
    Am curious what changes had to be made= to provide for the extra sensor
=0A
to be wired into the EC2-3 c= ircuitry and what was the function of the second
=0A
sensor (do no= t know a thing about this system and how it works)............... =0A
 
=0A

Kelly Troyer
"DYKE DE= LTA JD2" (Eventually)

=0A

"13B R= OTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold=0A

"TURBONETICS"_TO4E50 Turbo

=0A

=0A

=0A
= =0A
=0AFrom: Tracy <rwstra= cy@gmail.com>
To:= Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, May 15, 2011 7:03:44 AM
Subject: [FlyRotary] Re: Engine Tuning/Tracy?<= BR>
=0A
Yes, there is a big difference.  The Renesis has= a totally different trigger wheel pattern and only one sensor.  The s= ensor itself is very similar though.  It may need the Renesis impedanc= e matching network that is built into the EC3 and added into 13BREW EC2s wh= en necessary.  Some installations have needed it, others have not.=0A

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

=0A
Tracy

Sent from my iPad<= /DIV>=0A

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

=0A
=0A
=0A
=0A
Ok  Tr= acy,
=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 BREW and the Renesis?
=0A
 
=0A
I'm not see= ing any problem up to about 5300-5500 static. It's in the air that I'm havi= ng problems with missing and backfiring.
=0A
 
=0A
B= rian Trubee

=0A


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

=0A
=0A=0A=0A
=0A
=0A
Brain,
=0A
 =   That is a question Tracy will have to answer...........I was not&nbs= p; (or just did not ever hear)
=0A
of anyone using the EC2 with th= e 13BREW 2 sensor system..............
 
=0A
Kelly Troyer<= BR>"DYKE DELTA JD2" (Eventuall= y)
=0A
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2<= BR>"MISTRAL"_Backplate/Oil Manifold
=0A
"TURBONETICS"_TO4E50 Turbo=
=0A

=0A

=0A
=0A=
=0AFrom: "bkt= rub@aol.com" <bktrub@aol.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, May 15, 2011 12:10:08 AM<= BR>Subject: [FlyRotary] Re:= Engine Tuning

=0A<= DIV>No, I am using the stock 93 13BREW timing wheel and two crank angl= e sensors- one senses every 30 degrees and the other senses once per revolu= tion, I presume. There's a difference? What is it and how does it effect th= e ignition system?
=0A
 
=0A
Brian Trubee

=0A


=0A
-----Original Message---= --
From: Kelly Troyer <keltro@att.net>
To: Rotary moto= rs in aircraft <flyrotary@lancaironline.net>
Sent: Sat= , May 14, 2011 10:05 pm
Subject: [FlyRotary] Re: Engine Tuning

= =0A
=0A=0A=0A
=0A
=0A
Brian,
=0A
&n= bsp;    You are using the Renesis timing wheel and=  single sensor rather than the
=0A
93-95 13BREW wheel and dua= l sensor system I presume........... 
 
=0A
Kelly Tro= yer
"DYKE DELTA JD2" (Event= ually)
=0A
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/= EM2
"MISTRAL"_Backplate/Oil Manifold
=0A
"TURBONETICS"_TO4E50 T= urbo
=0A

=0A

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

=0ASo Mark,
=0A
your CAS was one of those that are configured lik= e a conventional distributor before you changed it?
=0A
 =0A
I'm going to go out to the airport and do some ground running an= d I'll report back with the Map table values and what kind of rpm and map a= ddress I get at WOT.
=0A
 
=0A
Brian Trubee

=
=0A


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

=0A
Brian,  =0A

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

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On Sat, May 14, 2011 at 6:31 PM, <bktrub@aol.com= > wrote:
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I've got the crank angle senso= r mounted on the crank pulley. I don't have a scope, but even if I did, the= problem only seems to happen at or near WOT on climbout and in flight. I c= an run the engine wide open on the ground and cannot get the backfiring tha= t 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 w= ere, I would be getting the same problem on the ground.
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 = ;
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Brian Trubee

=
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-----Original Message= -----
From: Mark Steitle <msteitle@gmail.c= om>
To: Rotary motors in aircraft <flyrotary@lancairo= nline.net>
Sent: Sat, May 14, 2011 11:21 am
Subject: [FlyR= otary] Re: Engine Tuning

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Brian,  =0A

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A number of u= s in the rotary group have had ignition issues with the EC-2.  I fough= t it for over a year, not sure if it was ignition, tuning, or a little of b= oth.  It was running pretty good, then I had the brilliant idea to &nb= sp;switch the 20B's CAS over to a Renesis style CAS (mounted on the crank p= ulley).  Apparently, the 20B's eccentric shaft has too much movement t= o produce a good clean signal.  Finally, in desperation, I switched ba= ck to the original CAS and the high rpm tuning problem was magically 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.  
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<= /DIV>=0A
Mark   

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On Sat, M= ay 14, 2011 at 10:04 AM, <bktrub@aol.com> wrote:
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I've had the same thought- that up at hig= her rpms I might be having some sort of ignition problem.  Adjusting t= he mixture does seem to mitigate it somewhat, so that leads me to think tha= t it is not an igntion problem. Also, it only seems to happen in flight, no= t on the ground, where the loads are a little different. So, I still have q= uestions about this, but I'm going to approach this from the mixture angle.= If I am having an igntion problem, it's only happening at almost full thro= ttle and in flight, so I'm scratching my head trying to see how to test for= this.
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Brian Trubee

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

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Brian (= and anyone else with more experience than me),
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With my engine stand, primary injecto= rs as small as 21 lb and secondary injectors from 30 to 50 lb have been use= d, with MAP up to 30 inches.  Mixtures from lean misfire to rich misfi= re have been set with RPM up to 5800.  Although misfires can be induce= d with mixture, at no time was there anything that could be considered a ba= ckfire and certainly nothing like a grenade.  In flight, I have induce= d misfires with rich as well as lean mixtures again with nothing like the r= esults you describe.  My plane=E2=80=99s muffler is a hollow tube abou= t 6 inches in diameter 3 feet long with a slightly less than 2=E2=80=9D dia= meter outlet and two chambers inside separated by a conical wall.  Thi= s muffler would seem to be more of a bomb than a grenade if a backfire were= to happen.  Doesn=E2=80=99t the fact that there is a viable fuel-air = mixture in the exhaust system seem to indicate that the problem may be ignition rather than mixture?  This is just a question, not intended = to be an answer.
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           =             &nb= sp;            =             &nb= sp;            =     
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Steve Boese
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RV6A 1986 13B NA RD1A EC2
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 <= /DIV>=0A
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   &nb= sp;
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Rotary motors in aircraf= t [mailto:flyrotary@lancaironline.net] On Behalf Of b= ktrub@aol.com
Sent: Friday, May 13, 2011 3:35 PM
To= : Rotary motors in aircraft
Subject: [FlyRotary] Engine Tuning
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Since the weather has been cooperating lately, I've had the opportunit= y to put a few more hours on the airplane. On the ground, I can go from an = idle up to full throttle and the engine will be smooth. But when I take off= , it seems that as soon as I'm up a few hundred feet off the runway, I get = hellacious backfiring at full throttle. I can mitigate it a bit by throttli= ng back to about 5100 rpm, and turning the mixture knob to near full rich. = It's getting to be a bit nerve wracking to take off thinking I've got it sm= oothed out and then 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. S= o, I go into the edit page and richen up the mixture around those addresses= . I think I'm creeping up on smooth full throttle running.
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The good news is that my coolant runs = at 175 degrees and oil at less- so the cooling is more than effective, I ju= st need to close up my air inlet a bit or restrict the outflow.
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Brian Trubee
=3D

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