X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from vms173025pub.verizon.net ([206.46.173.25] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6619989 for flyrotary@lancaironline.net; Sat, 30 Nov 2013 08:48:16 -0500 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.25; envelope-from=finn.lassen@verizon.net Received: from [192.168.1.2] ([unknown] [70.209.12.116]) by vms173025.mailsrvcs.net (Sun Java(tm) System Messaging Server 7u2-7.02 32bit (built Apr 16 2009)) with ESMTPA id <0MX20016ZWZ5EB70@vms173025.mailsrvcs.net> for flyrotary@lancaironline.net; Sat, 30 Nov 2013 07:47:31 -0600 (CST) Message-id: <5299EC70.4020002@verizon.net> Date: Sat, 30 Nov 2013 08:47:28 -0500 From: Finn Lassen User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.9.2.28) Gecko/20120306 Thunderbird/3.1.20 MIME-version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Slow but steady progress References: In-reply-to: Content-type: multipart/alternative; boundary=------------000903090703020400000008 This is a multi-part message in MIME format. --------------000903090703020400000008 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit Have you tried to tie it down a run it a full power for a minute or two? (Well, at least at the minimum power estimated to take off and climb.) Highly recommended before attempting any first flight. Finn On 11/29/2013 11:14 PM, shipchief@aol.com wrote: > I got a chance to play with 89SE today, I've been running and tuning > after all the tribulations of making right an improperly > built engine with an improperly sized turbo. > Today I re-read Tracy's manual for EC-2 & EM-3 and started/warmed the > engine. Then I bit the bullet and returned to the > EM-2 default setting (Mode 1 power up). Just like I had intended in my > last letter. I tried auto tune with the EM-3, but I had a steep slope > on the EM-3 correction table graph. so I had no way to establish a > safe state of mixture beyond ground running conditions. > Well it works a charm! I think it's flyable now. I taxied about and > gunned it a few times. I feel a transition when injector staging > occurs, and I could work on the low idle, but most of the taxi, run up > and a brief blast of pre take off power all works well with the > mixture knob at 12:00. > So I feel confident that 89SE can fly when the weather improves, and I > get the rest of the fairings on. > I'll do some more tethered high power runs and take pictures of the > EM-3 data page, and the dual manifold pressure gauge, then go home and > make another RPM, Boost & fuel flow graph. > I'm collecting intercooler bits, with the intent that I'll have > everything together to install it on the engine, and fiberglass up the > inlet duct and sealed air exit. The only way I could control heat on > the engine water and oil was by having the inlets & outlets of the > heat exchangers be separate from each other, so I plan this also for > the intercooler. --------------000903090703020400000008 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Have you tried to tie it down a run it a full power for a minute or two?

(Well, at least at the minimum power estimated to take off and climb.)

Highly recommended before attempting any first flight.

Finn

On 11/29/2013 11:14 PM, shipchief@aol.com wrote:
I got a chance to play with 89SE today, I've been running and tuning after all the tribulations of making right an improperly built engine with an improperly sized turbo.
Today I re-read Tracy's manual for EC-2 & EM-3 and started/warmed the engine. Then I bit the bullet and returned to the EM-2 default setting (Mode 1 power up). Just like I had intended in my last letter. I tried auto tune with the EM-3, but I had a steep slope on the EM-3 correction table graph. so I had no way to establish a safe state of mixture beyond ground running conditions.
Well it works a charm! I think it's flyable now. I taxied about and gunned it a few times. I feel a transition when injector staging occurs, and I could work on the low idle, but most of the taxi, run up and a brief blast of pre take off power all works well with the mixture knob at 12:00.
So I feel confident that 89SE can fly when the weather improves, and I get the rest of the fairings on.
I'll do some more tethered high power runs and take pictures of the EM-3 data page, and the dual manifold pressure gauge, then go home and make another RPM, Boost & fuel flow graph.
I'm collecting intercooler bits, with the intent that I'll have everything together to install it on the engine, and fiberglass up the inlet duct and sealed air exit. The only way I could control heat on the engine water and oil was by having the inlets & outlets of the heat exchangers be separate from each other, so I plan this also for the intercooler. 

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