X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6623617 for flyrotary@lancaironline.net; Tue, 03 Dec 2013 10:11:32 -0500 Received-SPF: none receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net Content-class: urn:content-classes:message Return-Receipt-To: "Bobby J. Hughes" MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01CEF039.DE38FB19" Subject: RE: [FlyRotary] Re: Slow but steady progress Disposition-Notification-To: "Bobby J. Hughes" X-MimeOLE: Produced By Microsoft Exchange V6.5 Date: Tue, 3 Dec 2013 09:10:56 -0600 Message-ID: <74120FDE88CAFE4DBDA8814BCE20A3F35B0E35@qnsi-mail.qnsi.net> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [FlyRotary] Re: Slow but steady progress Thread-Index: Ac7v1/DgDTg3BEaWR62bxQX81s490AAYV+ag References: From: "Bobby J. Hughes" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01CEF039.DE38FB19 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Tom, =20 The supercharger housing has a 1" air bypass \ butterfly that allows airflow around the compressor. I use a vernier control cable to operate. =20 Bobby =20 =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Thomas Giddings Sent: Monday, December 02, 2013 9:29 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Slow but steady progress =20 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 =20 =20 =20 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" 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" 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. 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? =09 (Well, at least at the minimum power estimated to take off and climb.) =09 Highly recommended before attempting any first flight. =09 Finn =09 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 =20 ------_=_NextPart_001_01CEF039.DE38FB19 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Tom,

 

The supercharger housing has a 1” air bypass \ butterfly =  that allows airflow around the compressor. I use a vernier control = cable to operate.

 

Bobby  

 

From:= = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Thomas Giddings
Sent: Monday, December 02, 2013 = 9:29 PM
To: Rotary motors in aircraft
Subject: = [FlyRotary] Re: Slow but steady = progress

 

Bobby: I am = interested to know How did you Bypass the supercharger and how did you = add boost?

KIND REGARDS

Thomas Giddings

727 858 1772

 

 

 

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



Scott,

 

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” 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” MP over several = flights. What size waste gate do you = have?

 

Bobby Hughes

 

 

From:=  Rotary = motors in aircraft [mailto:flyrotary@lancaironlin= e.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:

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.

T= oday 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.

W= ell 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.

S= o 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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