X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6623045 for flyrotary@lancaironline.net; Mon, 02 Dec 2013 22:29:40 -0500 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=n360tg@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=CPt9XBA/rexQJtRY5Xr0bALk0q5PEi1PwIcxtM4bNkbEi74dL6eSmP7jb2VjsDTm; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [166.147.118.172] (helo=[192.168.43.183]) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1VngfN-0004Kv-7v for flyrotary@lancaironline.net; Mon, 02 Dec 2013 22:28:53 -0500 From: Thomas Giddings Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-30--287761756 Subject: Re: [FlyRotary] Re: Slow but steady progress Date: Mon, 2 Dec 2013 22:28:51 -0500 In-Reply-To: To: "Rotary motors in aircraft" References: Message-Id: X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 77b0437ff618fec294f5150ab1c16ac0eab4a5d23dc2aa8582056bdc1c5aee91199d92942cda3486350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 166.147.118.172 --Apple-Mail-30--287761756 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Bobby: I am interested to know How did you Bypass the supercharger and = how did you add boost? KIND REGARDS Thomas Giddings n360tg@earthlink.net 727 858 1772 On Dec 2, 2013, at 5:35 PM, Bobby J. Hughes wrote: > Scott, > =20 > Make sure your fuel pressure regulator is tracking 1:1 with boost = pressure. That might explain your steep fuel curve.=20 > For the first few flights I had the super charger bypass open during = takeoff with less than 30=94 MP. I then started adding boost a pound or = two at a time while circling the airport. Once comfortable with the tune = I started using boost for takeoff and gradually increasing to 39=94 MP = over several flights. What size waste gate do you have? > =20 > Bobby Hughes > =20 > =20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Scott Emery > Sent: Monday, December 02, 2013 1:09 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: Slow but steady progress > =20 > Yes, I've done tethered power runs. I tie 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 = about 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 only about 1/2 throttle =3D about 35" manifold = pressure with about 50" from the turbo to the throttle. Now that the = turbo is more appropriately sized, the pressure differential across the = throttle is less, and a run away boost condition is less likely. Now a = quick shot of throttle is very controllable and the reset of the EC-2 = has worked, which indicates to me that I can ground run at higher power = for a longer period. > I don't think I will be able 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 EC-2 or overspeed the prop. >=20 > Sent from my iPhone >=20 > On Nov 30, 2013, at 5:47 AM, Finn Lassen = wrote: >=20 > 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: > 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.=20 > =20 --Apple-Mail-30--287761756 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Bobby: I am interested to know How did you Bypass = the supercharger and how did you add boost?
KIND = REGARDS
Thomas Giddings
72= 7 858 1772



On Dec 2, 2013, at 5:35 PM, Bobby J. Hughes = wrote:

Make = sure your fuel pressure regulator is tracking 1:1 with boost pressure. = That might explain your steep fuel curve. 
For the first few = flights I had the super charger bypass open during takeoff with less = than 30=94 MP. I then started adding boost a pound or two at a time = while circling the airport. Once comfortable with the tune I started = using boost for takeoff and gradually increasing to 39=94 MP over = several flights. What size waste gate do you = have?
Bobby = Hughes
From: Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On Behalf Of Scott = Emery
Sent: Monday, December 02, 2013 = 1:09 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: Slow but = steady progress
 
Yes, I've done = tethered power runs. I tie 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 about 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 only about 1/2 throttle =3D = about 35" manifold pressure with about 50" from the turbo to the = throttle. Now that the turbo is more appropriately sized, the pressure = differential across the throttle is less, and a run away boost condition = is less likely. Now a quick shot of throttle is very controllable and = the reset of the EC-2 has worked, which indicates to me that I can = ground run at higher power for a longer = period.
I don't think I will be = able 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 EC-2 or overspeed the prop.

Sent from my = iPhone


On Nov 30, 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.com wrote:
<= div style=3D"margin-top: 0in; margin-right: 0in; margin-left: 0in; = margin-bottom: 0.0001pt; font-size: 12pt; font-family: 'Times New = Roman', serif; ">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.
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.