X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d01.mx.aol.com ([205.188.252.208] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6621619 for flyrotary@lancaironline.net; Mon, 02 Dec 2013 02:09:25 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.252.208; envelope-from=shipchief@aol.com Received: from mtaout-da01.r1000.mx.aol.com (mtaout-da01.r1000.mx.aol.com [172.29.51.129]) by omr-d01.mx.aol.com (Outbound Mail Relay) with ESMTP id 89093700000A1 for ; Mon, 2 Dec 2013 02:08:51 -0500 (EST) Received: from [10.0.0.7] (unknown [67.143.251.155]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-da01.r1000.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id A0A43E0000A2 for ; Mon, 2 Dec 2013 02:08:49 -0500 (EST) Subject: Re: [FlyRotary] Re: Slow but steady progress References: From: Scott Emery Content-Type: multipart/alternative; boundary=Apple-Mail-4--360964921 X-Mailer: iPhone Mail (8E600) In-Reply-To: Message-Id: Date: Sun, 1 Dec 2013 23:08:40 -0800 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (iPhone Mail 8E600) x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1385968131; bh=vSf0cIhrj0EOCzlYq6OOIs52So5yVs55u60sfeJHFis=; h=From:To:Subject:Message-Id:Date:Mime-Version:Content-Type; b=fLIqqRlYjkPyHtbsclBlGg3LU1WgPkDBkAWtFf2gpGmg/cvHDEnMs/w+Ke8YJHOmY C93fP1KlOhn+p4KuKSk40Jf4fDji+/dTijappZXv+pZhsXJwn0a0F/81Xw1QXndt1z hjUXyE/qWxqvjGixnSWLfGb2W5jerSlZHYs3c9FU= x-aol-sid: 3039ac1d3381529c32012a36 X-AOL-IP: 67.143.251.155 --Apple-Mail-4--360964921 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Yes, I've done tethered power runs. I tie the plane to the trailer hitch on m= y pickup, in front of my hangar. I'm a big chicken, but I have run it up to 2200 propeller RPM which is about= 4800 engine RPM. That is 'take off power" which I have held for several min= utes at a time with no water or oil temp problems. In the past, with the pre= vious turbocharger, the boost pressure from the turbo was too high, and only= about 1/2 throttle =3D about 35" manifold pressure with about 50" from the t= urbo to the throttle. Now that the turbo is more appropriately sized, the pr= essure differential across the throttle is less, and a run away boost condit= ion is less likely. Now a quick shot of throttle is very controllable and th= e reset of the EC-2 has worked, which indicates to me that I can ground run a= t higher power for a longer period. I don't think I will be able to take off at full throttle. I'll limit thrott= le to some RPM or manifold pressure. I think I could possibly overboost the p= rogramming limit of the EC-2 or overspeed the prop. Sent from my iPhone On Nov 30, 2013, at 5:47 AM, Finn Lassen wrote: > Have you tried to tie it down a run it a full power for a minute or two? >=20 > (Well, at least at the minimum power estimated to take off and climb.) >=20 > Highly recommended before attempting any first flight. >=20 > Finn >=20 > On 11/29/2013 11:14 PM, shipchief@aol.com wrote: >>=20 >> I got a chance to play with 89SE today, I've been running and tuning afte= r all the tribulations of making right an improperly built engine with an im= properly sized turbo. >> Today I re-read Tracy's manual for EC-2 & EM-3 and started/warmed the eng= ine. Then I bit the bullet and returned to the EM-2 default setting (Mode 1 p= ower 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 h= ad no way to establish a safe state of mixture beyond ground running conditi= ons. >> Well it works a charm! I think it's flyable now. I taxied about and gunne= d it a few times. I feel a transition when injector staging occurs, and I co= uld work on the low idle, but most of the taxi, run up and a brief blast of p= re 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 ge= t the rest of the fairings on. >> I'll do some more tethered high power runs and take pictures of the EM-3 d= ata page, and the dual manifold pressure gauge, then go home and make anothe= r RPM, Boost & fuel flow graph. >> I'm collecting intercooler bits, with the intent that I'll have everythin= g 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 o= il was by having the inlets & outlets of the heat exchangers be separate fro= m each other, so I plan this also for the intercooler.=20 >=20 --Apple-Mail-4--360964921 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Yes, I've done tethered power runs. I t= ie the plane to the trailer hitch on my pickup, in front of my hangar.
=
I'm a big chicken, but I have run it up to 2200 propeller RPM which is a= bout 4800 engine RPM. That is 'take off power" which I have held for several= minutes at a time with no water or oil temp problems. In the past, with the= previous turbocharger, the boost pressure from the turbo was too high, and o= nly about 1/2 throttle =3D about 35" manifold pressure with about 50" from t= he turbo to the throttle. Now that the turbo is more appropriately sized, th= e pressure differential across the throttle is less, and a run away boost co= ndition is less likely. Now a quick shot of throttle is very controllable an= d the reset of the EC-2 has worked, which indicates to me that I can ground r= un at higher power for a longer period.
I don't think I will be ab= le to take off at full throttle. I'll limit throttle to some RPM or manifold= pressure. I think I could possibly overboost the programming limit of the E= C-2 or overspeed the prop.

Sent from my iPhone

On Nov 3= 0, 2013, at 5:47 AM, Finn Lassen <finn.lassen@verizon.net> wrote:

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.c= om 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 wa= y I could control heat on the engine water and oil was by havin= g the inlets & outlets of the heat exchangers be separate from each other, so I plan this also for the intercooler.&nbs= p;

=20
= --Apple-Mail-4--360964921--