That is the second
report I have seen of someone hitting the cold start switch while in
flight. The first time there was discussion about switch guards, etc.,
which I decided I didn’t need. My cold start switch is not located
anywhere on the panel where I should have my hands unless I am changing the
mixture. But now with two reports, I am beginning to wonder what I am
missing.
Where are your cold
start switches located and what were you doing when you accidentally hit
them?
I just moved my
staging point from 15 inches to 16 inches because 15 was right on top of 3800
rpm where the EC-2 changes map tables.
Bill
B
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of bktrub@aol.com
Sent: Wednesday, November 10, 2010 9:52
PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Improved
performance of my new (2009) intake
manifold
Interesting
manifold. Are you still using the VDO fuel pressure sender? I had heard that
it might not be suitable for use with fuel, I am still using mine at present
however.
I went up today for
a few laps at 3000 over Paine Field. The engine ran well below the staging
point, but started stumbling when above the staging point. It ran smoothly
through the staging transition on the ground, but when in the air I could not
tell by the mixture monitor if it was lean or rich. I tried leaning it out and
richening it up, but results were inconclusive so I stayed below the staging
point for the remainder of the flight. Temps were down around 130 degrees at
4800 RPM and 110 mph, MP was not noted.
I accidently hit the
cold start switch while on downwind with two other planes ahead of me, the
tower told me to go around on final, but the plane ahead turned off onto the
taxiway just in time so I told the tower that I would really like to land, so
they cleared me. The engine died as I turned off onto the taxiway and then I
noticed the cold start switch. The first order of business was making and
installing a switch guard for the cold start switch. I'm also going to
pre-load the switch with a rubber band so it stays in the off position unless
I'm pushing it on, and can just pull the rubber band off of it if I need to
shut down a set of injectors and run the remaining injectors on cold
start.(limp home mode for failed injector.)
The fuel self
transfering issue was resolved by installing manual valve on the transfer line
between the tanks.
-----Original
Message-----
From: Dennis Havarlah <clouduster@austin.rr.com>
To:
Rotary motors in aircraft
<flyrotary@lancaironline.net>
Sent: Wed, Nov 10, 2010 12:27
pm
Subject: [FlyRotary] Improved performance of my new (2009) intake
manifold
As some of you know
I started flying my RV-7A with a cut - off Renesis intake manifold. In
2009 I installed an new intake designed to route pressure waves from
the closing of rotor #1's intake into rotor #2 just before rotor #2's
intake closed. After using the new intake for over a year I am
still very happy with it's
performance.
I gained about 15
mph TAS at the same altitude and manifold
pressure
My static engine rpm
increased 300 to 350 rpm.
My takeoffs are
faster and shorter with noticeable increase in
acceleration
My oil and water
cooling is more critical now because I make more
HP.
But - I must confess
I don't believe the manifold can be reproduced economically. It's just
too complicated.
I also believe it
should have slightly shorter intake runners to increase the performance at
higher RPM. Decreasing the intake runner length probably would require
complete new geometry of the system.
I have another
concept for designing a Renesis intake that using a reflected wave from
Rotor #1 returning to Rotor #1 .
I believe it would
be much easier to build and small enough to fit into the James rotorary cowl
but because my intake works well I am not moving ahead with completing the
design and building it.