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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 back up with mixture in about the 2:00 oclock position....and it started fine. Kewl.
The first bad news is that I replaced my romote oil filter mount and installed a new filter. As I have mentioned here I have had it leaking at the rubber filter seal. The old one looked ok, but since replacing the
filters no less than three times and knowing that the eye cannot see 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 other engines but I would not think it would be so much that it is overwhelming 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 came 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 being about 2 inches higher than the oil inlet return in the pan) to the rear of the engine and it clears my aileron control
link. I will have to make a very small modification to the lower cowl to give me proper clearance EXCEPT the wastegate interfeared with the Mistral intake fuel rail. So, I ordered a stainless copy of the cast 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. 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 transferred A to B as B was a bit rough from the factory and it worked fine. HOWEVER, later in the day, after feeling pretty good about the lasted
progress (excepting the continued leak) the engine stopped. Huh? It 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 diagnostice test. Damn, no chattering of the injectors (even
though I was able to hear an individual 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
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 about the EC2 seeming to just shut down. The other electrical componants 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. Yes, it is the 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 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 commentary and possible explanations from y'all. Upon my return to the hangar (today was MY Sunday) hopefully tomorrow night after work I will be looking at my, apparntly piss poor, wiring.
As always my friends, Thanks.
All the best,
Chris Barber
Houston
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