X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-masked.atl.sa.earthlink.net ([209.86.89.68] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6623847 for flyrotary@lancaironline.net; Tue, 03 Dec 2013 11:36:56 -0500 Received-SPF: none receiver=logan.com; client-ip=209.86.89.68; envelope-from=n360tg@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=OTP/3hasyR6bXz3l6BNbnQTGs4KvdDTQRz+IDEUzdIP7LVmKAx34UlyfZb07KLJ0; h=Received:Subject:References:From:Content-Type:X-Mailer:In-Reply-To:Message-Id:Date:To:Content-Transfer-Encoding:Mime-Version:X-ELNK-Trace:X-Originating-IP; Received: from [166.147.109.12] (helo=[10.136.178.47]) by elasmtp-masked.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1VnsxO-00085W-7f for flyrotary@lancaironline.net; Tue, 03 Dec 2013 11:36:21 -0500 Subject: Re: [FlyRotary] Re: Slow but steady progress References: From: Thomas Giddings Content-Type: multipart/alternative; boundary=Apple-Mail-7504DE00-1E38-4C23-B321-C690DEC79680 X-Mailer: iPhone Mail (11B554a) In-Reply-To: Message-Id: <9FA7AF08-E34D-4216-ABFF-FD134F9539D7@earthlink.net> Date: Tue, 3 Dec 2013 11:36:10 -0500 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) X-ELNK-Trace: 77b0437ff618fec294f5150ab1c16ac0eab4a5d23dc2aa85e6f8fe49bdb2768e5348f9a506cc342e350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 166.147.109.12 --Apple-Mail-7504DE00-1E38-4C23-B321-C690DEC79680 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Thx Kind Regards Tom Giddings > On Dec 3, 2013, at 10:10 AM, "Bobby J. Hughes" wrote: >=20 > Tom, > =20 > The supercharger housing has a 1=E2=80=9D air bypass \ butterfly that all= ows 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 Be= half 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: >=20 >=20 > 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 takeo= ff with less than 30=E2=80=9D MP. I then started adding boost a pound or two= at a time while circling the airport. Once comfortable with the tune I star= ted using boost for takeoff and gradually increasing to 39=E2=80=9D MP over s= everal flights. What size waste gate do you have? > =20 > Bobby Hughes > =20 > =20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half 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 o= n my pickup, in front of my hangar. > I'm a big chicken, but I have run it up to 2200 propeller RPM which is abo= ut 4800 engine RPM. That is 'take off power" which I have held for several m= inutes at a time with no water or oil temp problems. In the past, with the p= revious turbocharger, the boost pressure from the turbo was too high, and on= ly about 1/2 throttle =3D about 35" manifold pressure with about 50" from th= e 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 con= dition 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 r= un at higher power for a longer period. > I don't think I will be able to take off at full throttle. I'll limit thro= ttle to some RPM or manifold pressure. I think I could possibly overboost th= e 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 imp= roperly sized turbo. > Today I re-read Tracy's manual for EC-2 & EM-3 and started/warmed the engi= ne. 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 gunned= it a few times. I feel a transition when injector staging occurs, and I cou= ld 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 get= 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 everything= together to install it on the engine, and fiberglass up the inlet duct and s= ealed air exit. The only way I could control heat on the engine water and oi= l 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 --Apple-Mail-7504DE00-1E38-4C23-B321-C690DEC79680 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Thx

Kind Regards
Tom G= iddings



On Dec 3, 20= 13, at 10:10 AM, "Bobby J. Hughes" <b= hughes@qnsi.net> wrote:

<= meta http-equiv=3D"Content-Type" content=3D"text/html; charset=3Dus-ascii"><= meta name=3D"Generator" content=3D"Microsoft Word 14 (filtered medium)">

Tom,

 

The supercharger housing has a 1=E2=80=9D= air bypass \ butterfly  that allows airflow around the compressor. I u= se a vernier control cable to operate.

 

Bobby  

<= p class=3D"MsoNormal"> 

=

From:= Rotary motors in aircraft [m= ailto:flyrotary@lancaironline.net] On Behalf Of Thomas GiddingsSent: 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 s= upercharger and how did you add boost?

KIND REGARDS

=

Thomas Giddings

<= a href=3D"mailto:n360tg@earthlink.net">n360tg@earthlink.net

727 858= 1772

 

&nb= sp;

 

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 migh= t explain your steep fuel curve. =
For the first few flights I had the super charger bypass open dur= ing takeoff with less than 30=E2=80=9D MP. I then started adding boost a pou= nd or two at a time while circling the airport. Once comfortable with the tu= ne I started using boost for takeoff and gradually increasing to 39=E2=80=9D= MP over several flights. What size waste gate do you have?

 

Bobby Hughes

 

 

<= span style=3D"font-size:10.0pt;font-family:"Tahoma","sans-ser= if"">From:&nb= sp;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 a= ircraft
Subject: [FlyRotary] Re: Slow but steady progress

<= /div>

 

Yes, I've done tethered power runs. I tie the plane to the t= railer hitch on my pickup, in front of my hangar.

=

I'm a big chicken, but I have run it up to 2= 200 propeller RPM which is about 4800 engine RPM. That is 'take off power" w= hich I have held for several minutes at a time with no water or oil temp pro= blems. In the past, with the previous turbocharger, the boost pressure from t= he turbo was too high, and only about 1/2 throttle =3D about 35" manifold pr= essure with about 50" from the turbo to the throttle. Now that the turbo is m= ore appropriately sized, the pressure differential across the throttle is le= ss, and a run away boost condition is less likely. Now a quick shot of throt= tle is very controllable and the reset of the EC-2 has worked, which indicat= es to me that I can ground run at higher power for a longer period.

I don't think I will be a= ble to take off at full throttle. I'll limit throttle to some RPM or manifol= d 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 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 t= oday, I've been running and tuning after all the tribulations of making righ= t an improperly built engine with an improperly sized turbo.<= /span>

Today I re-read Tracy's manual for EC-2 & EM-3 and started/w= armed the engine. Then I bit the bullet and returned to the EM-2 defaul= t setting (Mode 1 power up). Just like I had intended in my last l= etter. I tried auto tune with the EM-3, but I had a steep slope on the EM-3 c= orrection table graph. so I had no way to establish a safe state of mixture b= eyond ground running conditions.

=

Well it works a charm! I think i= t's flyable now. I taxied about and gunned it a few times. I feel a transiti= on when injector staging occurs, and I could work on the low idle, but most o= f the taxi, run up and a brief blast of pre take off power all works well wi= th the mixture knob at 12:00.

So I feel confident that 89SE can f= ly when the weather improves, and I get the rest of the fairings on.<= o:p>

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 ano= ther RPM, Boost & fuel flow graph.

I'm collecting inter= cooler bits, with the intent that I'll have everything together to install i= t on the engine, and fiberglass up the inlet duct and sealed air exit. T= he only way I could control heat on the engine water and oil was by hav= ing the inlets & outlets of the heat exchangers be separate from each ot= her, so I plan this also for the intercooler. 

 

<= /blockquote>

 

= --Apple-Mail-7504DE00-1E38-4C23-B321-C690DEC79680--