X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=K8pgJGeI c=1 sm=1 tr=0 a=8x6OxgdL1+sd+lpu7XtBtQ==:117 a=x7bEGLp0ZPQA:10 a=RgaUWeydRksA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=bsATwsvZAAAA:8 a=o1OHuDzbAAAA:8 a=69EAbJreAAAA:8 a=kPR48rpoAAAA:8 a=ScMpddBaFSyACz8a8aYA:9 a=QEXdDO2ut3YA:10 a=xPyZ54XvAAAA:8 a=oH9mZjYhk52hi0kb9s4A:9 a=Iri1BXTUbbMWwrqn:21 a=_W_S_7VecoQA:10 a=HfdpfQiixUcA:10 a=hxp5qadmO0wA:10 a=Urk15JJjZg1Xo0ryW_k8:22 a=YgZUEpoybBZZp_vkc61X:22 a=5YQ6H4ZxyGn-KoBYtt8s:22 a=Y3nQ7mX9hcbL2wwZa1q_:22 a=LQCduUwlY3eUW_MavTj7:22 From: "Ernest Christley echristley@att.net" Received: from sonic313-23.consmr.mail.gq1.yahoo.com ([98.137.65.86] verified) by logan.com (CommuniGate Pro SMTP 6.2.1) with ESMTP id 10616370 for flyrotary@lancaironline.net; Tue, 23 Jan 2018 17:53:01 -0500 Received-SPF: none receiver=logan.com; client-ip=98.137.65.86; envelope-from=echristley@att.net DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1516747947; bh=Fu40SqTnpLFcBYOzgj1BDnGJbOJer/dkwlI/8P11a7Q=; h=Date:From:Reply-To:To:In-Reply-To:References:Subject:From:Subject; b=WVLPFnZ1F4OFHlIRVdKoL5tMkGCXAT/aZ01Tq1OUA9Ywb2H7X9WOfImwEyhKfP0UadlvhVaAcQ26mhoc6FNeySNGXdJYVuu3IseZjwpco/82Gm5odE6tsgwtBuNbzeZQ4EGVcPgOYb9l+cKBbfZbEY6Cb4SEkQld2QYrm/OGybI= X-YMail-OSG: E0q5CmYVM1lPwORvKaipf8HlXWihLdO.kyOz8wBip4PJC.tS_I0VFKhCDJveogi 38X2FgAqiTvWJZYUXaGx3ctntRKeLEGHTO_ASN6Aj.h9CwDX5dttGwj3BIkQABQUuXOStXs0bX71 bbRTjVh8IzbOYM9THVRlYsOv26aGlo1x7IuKfjwhjXMqC7HdGRJvqyIX89qAuT2Fkr1RND2NmZ1n xI3PbZbkvmDGlx9FUVMXPp4i2l9YFis4LnAloyoqd6DPEFwLU5UQArtNIjLUwFsQqj23lILwpJWS _kjX1GzyEjBl8i5knsD8kBXbvi0NQv71NwbGfGCpioiosVu.Nuao_MzYbSIT9vobnysBlUUcv5TC 6QLRE6.eVHUpSza4yqsKgX3Yp1e7DFrd3gbXLG0TG0atKyawp7_jpJYlAXdDetpTHrZpbxwcJXEq lAYlocT2jQxDSzAm_ubeifR3fWyT2FhKla1m3WOFN7QPCElbHa1Ci1QHq.sDpTsXTWl6MKYt0tid bqiD1OqKM.qO2SBgJlvaMyuPQnkzK9cKf Received: from sonic.gate.mail.ne1.yahoo.com by sonic313.consmr.mail.gq1.yahoo.com with HTTP; Tue, 23 Jan 2018 22:52:27 +0000 Date: Tue, 23 Jan 2018 22:52:24 +0000 (UTC) Reply-To: Ernest Christley To: Rotary motors in aircraft Message-ID: <2141554895.2870500.1516747944712@mail.yahoo.com> In-Reply-To: References: Subject: Re: [FlyRotary] Re: Simple bullet proof Ignition systems? MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_2870499_60177810.1516747944708" X-Mailer: WebService/1.1.11214 YahooMailNeo Mozilla/5.0 (Macintosh; Intel Mac OS X 10_11_6) AppleWebKit/604.4.7 (KHTML, like Gecko) Version/11.0.2 Safari/604.4.7 Content-Length: 12734 ------=_Part_2870499_60177810.1516747944708 Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable If your willing to experiment, you might consider using a Ford EDIS system.= =C2=A0=C2=A0It has a limp home mode, where if it isn't getting a signal fr= om a control computer, it will run with 10 degrees of advance. =C2=A0It has= been universally categorized as a very reliable system. I installed two systems. =C2=A0The first was controlled by a MegaSquirt, bu= t the pickup was set to have 15 degrees of advance. =C2=A0The second, I set= the pickup to have 15 degrees of advance. =C2=A0The first on leading plugs= . =C2=A0The second on trailing.=C2=A0 -if the MegaSquirt died, the leading and trailing plugs would still fire at= 25 advance-if the primary EDIS died, the trailing plugs would still fire a= t 25 advance-if the secondary EDIS died, the leading plugs would still fire= under whatever advance was sent by the MegaSquirt.-if the secondary EDIS a= nd MegaSquirt died, the primary plugs would fire at 25 degrees advance. Unfortunately, I never got to test the failure modes. =C2=A0:-( =20 On Tuesday, January 23, 2018 3:45 PM, "Charlie England ceengland7@gmail= .com" wrote: =20 He must have had a change of heart. I've had several exchanges with him ov= er the years, and he has had a fair level of disdain for rotaries in genera= l, and told me his controllers wouldn't work with the rotary's timing wheel= s. Charlie On Tue, Jan 23, 2018 at 1:13 PM, William Jepson wrjjrs@gmail.com wrote: Guys, I don't know if he is still offering it but SDSEFI (Simple Digital Sy= stems, www.SDSEFI.com) has both an ignition only system and a full engine m= anagement system that will work for a 13B. His system doesn't have split fi= ring, but most people running a high performance rotary do both plugs at on= ce anyway. He has a newer dual in one box system, FOR AIRCRAFT that could b= e run simultaneously to do a split fire and be fully redundant.Bill Jepson= =C2=A0=C2=A0 On Tue, Jan 23, 2018 at 6:08 AM, Finn Lassen finn.lassen@verizon.net wrote: Maybe someone out there has a RWS original ignition controller they want = to let go of. No programming required, uses 13-B standard pickup and igniti= on coils. Of course you'll have to use carburetor(s). =20 I have one, but really don't want to let go if it. Its simplicity is nice = if just want to get 13-B running. (All you have to do is set timing and tun= e carburetors.) =20 Finn =20 On 1/22/2018 11:31 PM, william Aldridge willja67@hotmail.com wrote: =20 =C2=A0I'm building a one off experimental, therefore, i need a simple bull= et proof Ignition system and am wondering what is currently available?=C2= =A0 I have the 2007 version of Tracy's conversion manual in which he gives = the option of either using the stock distributor etc, or use a computerized= ignition system with stock or Chevy ls coils.=C2=A0=20 To reiterate, since the airframe is unproven i only want to be worried ab= out flying the plane not the engine. It's a small plane the size that would= normally have 100hp installed (1200 lbs gross) so if I only have 150 hp I'= ll still be doing good. In other words I'm willing to sacrifice a little po= wer for a lot of reliability and simplicity.=C2=A0=20 I don't like the idea of the stock distributor, since there isn't much ro= om in the cowl and there's no redundancy. I also don't like the idea of ele= ctronic ignition. I've read enough stories of lengthy battles to get the co= mputers to play nice with the engine and don't want to go that route. Again= simplicity and reliability at the expense of power and fuel efficiency is = what I'm after. Also planning on using a carb for the same reason. I can al= ways upgrade the engine later if i want.=C2=A0=20 I figure there has to have been some other options come up in the last 10= years. I used to subscribe to the other guys list, but don't know if any o= f the ideas he put forth have merit.=C2=A0=20 Thanks,=C2=A0 Will Aldridge=C2=A0=20 Ps my build thread on hba here:=C2=A0http://www.homebuiltairp lanes.com/f= orums/showthread. php?t=3D16831=20 =20 =20 Sent from my Verizon, Samsung Galaxy smartphone =20 =20 =20 =20 ------=_Part_2870499_60177810.1516747944708 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
<= span id=3D"yui_3_16_0_ym19_1_1516745874703_12635">If your willing to experi= ment, you might consider using a Ford EDIS system.   It ha= s a limp home mode, where if it isn't getting a signal from a control compu= ter, it will run with 10 degrees of advance.  It has been universally = categorized as a very reliable system.

I installed two systems.  The first was co= ntrolled by a MegaSquirt, but the pickup was set to have 15 degrees of adva= nce.  The second, I set the pickup to have 15 degrees of advance. &nbs= p;The first on leading plugs.  The second on trailing. 
=
-if the MegaS= quirt died, the leading and trailing plugs would still fire at 25 advance
-if the p= rimary EDIS died, the trailing plugs would still fire at 25 advance
-if the seconda= ry EDIS died, the leading plugs would still fire under whatever advance was= sent by the MegaSquirt.
-if the secondary EDIS and MegaSquirt died, the primary pl= ugs would fire at 25 degrees advance.

Unfortunately, I never got to test the failure m= odes.  :-(



<= div style=3D"font-family: HelveticaNeue, Helvetica Neue, Helvetica, Arial, = Lucida Grande, sans-serif; font-size: 16px;">
On Tuesday, January 23, 2018 3:45 PM, "Charlie Engla= nd ceengland7@gmail.com" <flyrotary@lancaironline.net> wrote:


He must have had a change of heart. I've had several exc= hanges with him over the years, and he has had a fair level of disdain for = rotaries in general, and told me his controllers wouldn't work with the rot= ary's timing wheels.

Charlie

On Tue,= Jan 23, 2018 at 1:13 PM, William Jepson wr= jjrs@gmail.com <flyrotary@lancaironline.net> wrote:
Guys, I don't k= now if he is still offering it but SDSEFI (Simple Digital Systems, www.SDSEFI.= com) has both an ignition only system and a full engine management syst= em that will work for a 13B. His system doesn't have split firing, but most= people running a high performance rotary do both plugs at once anyway. He = has a newer dual in one box system, FOR AIRCRAFT that could be run simultan= eously to do a split fire and be fully redundant.
Bill Jepson  

On Tue, Jan 23, 2018 at 6:08 AM, Finn Las= sen finn.lassen@verizon.net= <flyrotary@lancaironline.net> wrote:
=20 =20 =20
Maybe someone out there has a RWS original ignition controller they want to let go of. No programming required, uses 13-B standard pickup and ignition coils. Of course you'll have to use carburetor(s).

I have one, but really don't want to let go if it. Its simplicity is nice if just want to get 13-B running. (All you have to do is set timing and tune carburetors.)

Finn

On 1/22/2018 11:31 PM, william Aldridge willja67@hotmail.com wrote:
=20
 I'm building a one off experimental, therefore, i need a simple bullet proof Ignition system and am wondering what is currently available?  I have the 2007 version of Tracy's conversion manual in which he gives the option of either using the stock distributor etc, or use a computerized ignition system with stock or Chevy ls coils. 

To reiterate, since the airframe is unproven i only want to be worried about flying the plane not the engine. It's a small plane the size that would normally have 100hp installed (1200 lbs gross) so if I only have 150 hp I'll still be doing good. In other words I'm willing to sacrifice a little power for a lot of reliability and simplicity. 

I don't like the idea of the stock distributor, since there isn't much room in the cowl and there's no redundancy. I also don't like the idea of electronic ignition. I've read enough stories of lengthy battles to get the computers to play nice with the engine and don't want to go that route. Again simplicity and reliability at the expense of power and fuel efficiency is what I'm after. Also planning on using a carb for the same reason. I can always upgrade the engine later if i want. 

I figure there has to have been some other options come up in the last 10 years. I used to subscribe to the other guys list, but don't know if any of the ideas he put forth have merit. 

Thanks, 
Will Aldridge 




Sent from my Verizon, Samsung Galaxy smartphone





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