X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from securemail.ever-tek.com ([64.129.170.194] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3859988 for flyrotary@lancaironline.net; Sun, 20 Sep 2009 01:38:35 -0400 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@bellairepolice.com Return-Path: cbarber@bellairepolice.com Received: from fcd-mail05.FCDATA.PRIVATE ([172.16.5.24]) by FCD-MAIL03.FCDATA.PRIVATE with Microsoft SMTPSVC(6.0.3790.3959); Sun, 20 Sep 2009 00:38:13 -0500 Received: from fcd-mail05.FCDATA.PRIVATE ([4.4.5.9]) byfcd-mail05.FCDATA.PRIVATE ([4.4.5.9]) with mapi; Sun, 20 Sep 2009 00:37:56-0500 Message-ID: Date: Sun, 20 Sep 2009 00:37:55 -0500 From: Chris Barber Subject: Another mixed day out at the hangar To: FlyRotary Thread-Topic: Another mixed day out at the hangar Thread-Index: AQHKObR/im0PmeYx002c3eMWjM+9EQ== Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US X-OriginalArrivalTime: 20 Sep 2009 05:38:13.0229 (UTC) FILETIME=[8B96C1D0:01CA39B4] MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="_000_D0F749463E0EF646B3946A4248B3C86A5D7DCEA1fcdmail05FCDATA_" This is a multi-part message in MIME format. --_000_D0F749463E0EF646B3946A4248B3C86A5D7DCEA1fcdmail05FCDATA_ Content-Type: text/plain;charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Made it out to the hangar for most the day and decided to take the advice= here and modify my start up routine based on what was suggested here and= in the manual. So, I cranked the mixture full rich with no priming and = it started up in a few blades. Ran for a while, shut down and started ba= ck up with mixture in about the 2:00 oclock position....and it started fi= ne. Kewl. The first bad news is that I replaced my romote oil filter mount and inst= alled a new filter. As I have mentioned here I have had it leaking at th= e rubber filter seal. The old one looked ok, but since replacing the fil= ters no less than three times and knowing that the eye cannot see all inp= erfections, I replaced the mount AND filter (K&N 2004 filter). But, NO J= OY. It is still leaking where the filter mounts. It IS seeping from the = filter seal and NOT the two hose connections...no doubt on this. I know = the rotary's oil pressure is higher than other engines but I would not th= ink it would be so much that it is overwhelming this standard mount and s= eal. This is just a standard screw on remote oil mount made out of AL...= Made in the USA. Looks like many others I have seen. Y'all have any ide= as. Second good thing is a guy from a few hangars down turns out to be a weld= er by trade. He came down as I was working on the new stainless turbo ex= haust manifold the other day after offering to help me modify my manifold= =2E. As was mentioned here before, the old cast iron manifold I had wold= work if mounted upside down. It puts the turbo lower (the oil return be= ing about 2 inches higher than the oil inlet return in the pan) to the re= ar of the engine and it clears my aileron control link. I will have to m= ake a very small modification to the lower cowl to give me proper clearan= ce EXCEPT the wastegate interfeared with the Mistral intake fuel rail. S= o, I ordered a stainless copy of the cast iron one I had, based on John S= lades suggestion. My welder friend said it would not be too big a job to= turn the wastgate extension around which should allow it to miss the fue= l rail completly. We looked at the options and he took the manifold with= him saying he would cut off the old wastgate extention and come back to = fit the new part on in a few days. Kewl. The second bad news is that I was doing some continued tuning. I even tr= ansferred A to B as B was a bit rough from the factory and it worked fine= =2E HOWEVER, later in the day, after feeling pretty good about the laste= d progress (excepting the continued leak) the engine stopped. Huh? It wi= ll not restart. I checke the first fuel filter and it is clear. I decid= ed to start at the beginning and just run the EC2's diagnostice test. Da= mn, no chattering of the injectors (even though I was able to hear an ind= ividual click when I primed it). Put on a test plug and wire and got no = spark. All the other electrics are working fine. I pulled my extra EC2 out and installed it and I got injector clattering = away and spark on three of the inectors. The secondary on Rotor one did = not seem to fire. Hmmmmm? I put on an extra injector that I had and tri= ed again, and it didn't fire...then fired for a few seconds and then stop= ped. Looks like I have some more wire issues. Damn, I though I had reall= y gotten past most of those. I am really confused about the EC2 seeming to just shut down. The other = electrical componants are all working, but the EC2 componants are not. S= trange since I thought each items (injectors and coils) had there own pow= er source thus should not shut down as a "team" like this. Yes, it is th= e same on A and B. Currently I am very discouraged so I stopped for the = night and decided to crawl into bed with a hot blond and sulk (she was ac= tually gracious enough to hang out in the hangar with me for a few hours.= =2E.whata gal)....well, she helps me from sulking too much.....this datin= g in my 40's ain't all that bad I anxiously wait commentary and possible explanations from y'all. Upon m= y return to the hangar (today was MY Sunday) hopefully tomorrow night aft= er work I will be looking at my, apparntly piss poor, wiring. As always my friends, Thanks. All the best, Chris Barber Houston Warning: This e-mail transmission, and any documents, files or previous e= -mails attached to it, may contain confidential information that is legal= ly privileged. If you are not the intended recipient or the person respon= sible for delivering it to the intended recipient, you are hereby notifie= d that any disclosure, copying, distribution or use of any of the informa= tion contained in or attached to this transmission is STRICTLY PROHIBITED= =2E If you have received this transmission in error, please immediately n= otify us by telephone at 713-662-8132 and destroy the original transmissi= on and its attachments without reading them. Thank you. --_000_D0F749463E0EF646B3946A4248B3C86A5D7DCEA1fcdmail05FCDATA_ Content-Type: text/html;charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Made = it out to the hangar for most the day and decided to take the advice here= and modify my start up routine based on what was suggested here and in t= he manual.  So, I cranked the mixture full rich with no priming and it started up in a few blades.  Ran for a while= , shut down and started back up with mixture in about the 2:00 oclock pos= ition....and it started fine.  Kewl.
 
The first bad news is t= hat I replaced my romote oil filter mount and installed a new filter.&nbs= p; As I have mentioned here I have had it leaking at the rubber filter se= al.  The old one looked ok, but since replacing the filters no less than three times and knowing that the eye cannot se= e all inperfections, I replaced the mount AND filter (K&N 2004 filter= ).  But, NO JOY. It is still leaking where the filter mounts.  = It IS seeping from the filter seal and NOT the two hose connections...no doubt on this.  I know the rotary's oil pressure is higher than oth= er engines but I would not think it would be so much that it is overwhelm= ing this standard mount and seal.  This is just a standard screw on = remote oil mount made out of AL...Made in the USA.  Looks like many others I have seen.  Y'all have any ideas. 
 
Second good thing is a = guy from a few hangars down turns out to be a welder by trade.  He c= ame down as I was working on the new stainless turbo exhaust manifold the= other day after offering to help me modify my manifold..  As was mentioned here before, the old cast iron manifold I had wold work= if mounted upside down.  It puts the turbo lower (the oil return be= ing about 2 inches higher than the oil inlet return in the pan) to the re= ar of the engine and it clears my aileron control link.  I will have to make a very small modification to the lower c= owl to give me proper clearance EXCEPT the wastegate interfeared with the= Mistral intake fuel rail.  So, I ordered a stainless copy of the ca= st iron one I had, based on John Slades suggestion.  My welder friend said it would not be too big a job to turn the wastgate= extension around which should allow it to miss the fuel rail completly.&= nbsp; We looked at the options and he took the manifold with him saying h= e would cut off the old wastgate extention and come back to fit the new part on in a few days. Kewl.
 
The second bad news is th= at I was doing some continued tuning.  I even transferred A to B as = B was a bit rough from the factory and it worked fine.  HOWEVER, lat= er in the day, after feeling pretty good about the lasted progress (excepting the continued leak) the engine stopped. Huh?  I= t will not restart.  I checke the first fuel filter and it is clear.=   I decided to start at the beginning and just run the EC2's diagnos= tice test.  Damn, no chattering of the injectors (even though I was able to hear an individual click when I primed it).  P= ut on a test plug and wire and got no spark.  All the other ele= ctrics are working fine.
 
I pulled my extra EC2 out= and installed it and I got injector clattering away and spark on three o= f the inectors.  The secondary on Rotor one did not seem to fire.&nb= sp; Hmmmmm?  I put on an extra injector that I had and tried again, and it didn't fire...then fired for a few seconds and then = stopped. Looks like I have some more wire issues.  Damn, I though I = had really gotten past most of those.
 
I am really confused abou= t the EC2 seeming to just shut down.  The other electrical componant= s are all working, but the EC2 componants are not.  Strange since I = thought each items (injectors and coils) had there own power source thus should not shut down as a "team" like this.&= nbsp; Yes, it is the same on A and B.  Currently I am very discourag= ed so I stopped for the night and decided to crawl into bed with a hot bl= ond and sulk (she was actually gracious enough to hang out in the hangar with me for a few hours...whata gal)....well, she helps me= from sulking too much.....this dating in my 40's ain't all that bad= <g>
 
I anxiously wait commenta= ry and possible explanations from y'all.  Upon my return to the hang= ar (today was MY Sunday) hopefully tomorrow night after work I will = be looking at my, apparntly piss poor, wiring.
 
As always my friends, Tha= nks.
 
All the best,
 
Chris Barber
Houston

Warning: This e-mail transmission, and any documents, files or previo= us e-mails attached to it, may contain confidential information that is l= egally privileged. If you are not the intended recipient or the person re= sponsible for delivering it to the intended recipient, you are hereby not= ified that any disclosure, copying, distribution or use of any of the inf= ormation contained in or attached to this transmission is STRICTLY PROHIB= ITED. If you have received this transmission in error, please immediately= notify us by telephone at 713-662-8132 and destroy the original transmis= sion and its attachments without reading them. Thank you.

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