X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm18-vm0.access.bullet.mail.sp2.yahoo.com ([98.139.44.170] verified) by logan.com (CommuniGate Pro SMTP 5.4.0) with SMTP id 5020037 for flyrotary@lancaironline.net; Tue, 14 Jun 2011 09:41:14 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.170; envelope-from=keltro@att.net Received: from [98.139.44.102] by nm18.access.bullet.mail.sp2.yahoo.com with NNFMP; 14 Jun 2011 13:40:38 -0000 Received: from [98.139.44.76] by tm7.access.bullet.mail.sp2.yahoo.com with NNFMP; 14 Jun 2011 13:40:38 -0000 Received: from [127.0.0.1] by omp1013.access.mail.sp2.yahoo.com with NNFMP; 14 Jun 2011 13:40:38 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 752813.99230.bm@omp1013.access.mail.sp2.yahoo.com Received: (qmail 89889 invoked by uid 60001); 14 Jun 2011 13:40:38 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1308058838; bh=Ue8ez/u8MOlclVZU+q8N1xp+18wWS1JkfiYReIkolWM=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=xq56xIxf8qTCYx8i+uy7QIqylvgemz5xP3tMlYL/VYebVlrZ5JjKgkKBUCcekaiouql8tM1Qp0rXqFGvqMxpElCbN7psTDmQVU09Q30Q1f9mxfxqwApnac4xmoc5ybEEeU8bOMoBkodsmcCgekP02iwaYv2I2SqzbA1Fe55VITo= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=epsvvu1YJ5qrxCET/npkBnTKGFXdx6xlNYuLNhwVDfRECB4BW7Zt1hZiSoZVzj9us9fMcVc80sWlP738kf13NALC8dW+wMPwT+TQItWL58wTmEJoCfVdP3ZZupUYrIpEO3oQDubvGEnyyod20f0FZjHcqCI7SqyhVTUPzY8YDwE=; Message-ID: <450590.79704.qm@web83913.mail.sp1.yahoo.com> X-YMail-OSG: kheZEmUVM1mGhhIVSset3HnBhrSOcyNN.6lhGWTw07rw5OS zTsE- Received: from [208.114.34.212] by web83913.mail.sp1.yahoo.com via HTTP; Tue, 14 Jun 2011 06:40:37 PDT X-Mailer: YahooMailRC/570 YahooMailWebService/0.8.111.304355 References: Date: Tue, 14 Jun 2011 06:40:37 -0700 (PDT) From: Kelly Troyer Subject: Re: [FlyRotary] Fw: Pmag Spinner To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1613283553-1308058837=:79704" --0-1613283553-1308058837=:79704 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Ed,=0A=A0=A0 Is there no end to what your "Fertile" mind can conjure up =0A= !!..................<:)=0A=A0=0AKelly Troyer=0A"DYKE DELTA JD2" (Eventually= )=0A"13B ROTARY"_ Engine=0A"RWS"_RD1C/EC2/EM2=0A"MISTRAL"_Backplate/Oil Man= ifold=0A"TURBONETICS"_TO4E50 Turbo=0A=0A=0A=0A=0A__________________________= ______=0AFrom: Ed Anderson =0ATo: Rotary motors = in aircraft =0ASent: Tue, June 14, 2011 6:04:4= 7 AM=0ASubject: [FlyRotary] Fw: Pmag Spinner=0A=0A=0A=A0=0A=0A=0A=0A=A0=0AW= hat may surprise some of you, is that I have a "dark side" {:>).Hee, Hee!= =A0 =0A=A0=0AOne of the products I make and sell is an electronic ignition = monitor for the =0AEmag experimental electronic ignitions of growing popula= rity among the =0Aexperimental crowd flying with Lycomings.=A0 One of the p= roblems I had in =0Adevelopment was I (naturally) do not fly behind a Lycom= ing, which mean I had to =0Arely on my partner and a test engineer down in = Texas to check out the units - =0Athat not only required expensive 100LL bu= t also had to wait until they had the =0Atime avaliable.=0A=A0=0ANO LONGER.= =A0 My partner lost the contest between his engine and a lawnmotor =0Atrail= er hidden in the grass of a taxiway - so he donated the totalled engine.=A0= I =0Atook rear assessor case where the Emags are mount (just like a magnet= o), cut off =0Athe rear part of the engine to have all the gear shaft mount= s and hooked up a =0A1/3 HP electric motor to spin them.=A0 I also have an = auto vacuum puller hooked up =0Ato simulate varying engine manifold pressur= e.=0A=A0=0ASince things are a bit slow on the list I though I would send a = few photos of my =0AEmag Spinner.=0A=A0=0AEd=0A=0A=0AFrom: Ed Anderson =0AS= ent: Monday, June 13, 2011 9:22 AM=0ATo: Frog Alf ; Rutkowski Home Kurt ; R= epucci Bill ; Tom Emag ; Emag Brad =0ASubject: Pmag Spinner=0A=0AOk, folks= =0A=A0=0AHere are some photos of the new Pmag test mechanism in the Anderso= n Electronic =0AEnterprise work shop.=A0 Pretty self explanatory.=A0=0A=A0= =0AMy partner, Bill Repucci, donated=A0his old =A0engine=A0 which got total= ed in his =0Aencounter with an object hidden in the grass of a taxi way whi= le taxing up over =0Aa hill.=0A=A0=0A=A0=0A=A0I took the accessory case and= gears and then cut off the back part of the =0Aengine case which retain th= e last journal location for the engine's crankshaft.=A0 =0AI then filled in= that 2.5" hole with a combination of thick wall (0.5") aluminum =0Atubing,= a bronze sleeve bearing and some pulleys.=A0 Hooked up a 1/3 HP motor and = =0Agot an inexpensive fan motor controller (round dial on the right) to con= trol the =0Arpm of the motor.=A0 Hooked motor to gear drive with a pulley a= nd have spun it up =0Ato 3100 rpm.=A0=0A=A0=0A=A0I have an auto vacuum pull= er - you can see it lying in front of the front panel =0A(red handle) which= permits me to=A0simulate the engine Manifold pressure's effect =0Aon the P= mag.=A0=0A=A0=0AThe only remaining problem is the small motor surges in the= rpm range I am most =0Ainterested in 2000-2800.=A0 But, I will eliminate t= hat problem in the coming =0Aweek.=A0 I will probably replace the bronze sl= eeve bear as I just am not =0Acomfortable that it can take the loads at 300= 0 rpm for long.=A0=A0 But, it'll do for =0Anow.=0A=A0=0AThe bottom line is = I can now test the EIC with confidence on a spinning "engine" =0Awithout Bi= ll or Kurt having to burn expensive 100LL - although they still =0Aprovide = the acid test - using the EIC in a flying aircraft.=0A=A0=0AJust thought yo= u might like to see the results shown in the attached photos.=A0 =0AKurt ha= s flown and reported the following data on the first use of the improved = =0AEIC=0Aon his GlassAir with the fuel injected 360 (IO 360?).=0A=A0=0AMAP = "Hg=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0RPM=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0Ignition Advance Displayed - Comment=0A29.92=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A00000=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A019.6=A0=A0=A0=A0=A0 Static Timing Ignition =0Aadvance BTDC=0A10.9=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A01140=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A026.6=A0=A0=A0=A0=A0=A0=A0=A0idle=0A15.4=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A02060=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A033.6=A0=A0=A0=A0=A0=A0=A0=A0Run up=0A29= .2=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A02700=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A028.0=A0=A0=A0=A0=A0=A0=A0 WOT for ta= ke off - note =0Ahow the timing has retarded approx 33.6 - 28.0 =3D 5.6 deg= under the heavy engine =0Aload=0A25.5=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A02550=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A028.0=A0=A0=A0=A0=A0=A0=A0=A0Climb=0A25.0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A02550=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A030.8=A0=A0=A0=A0=A0=A0=A0(25" Hg=A0 and =A0below=A0seems =0Ato be = the magic number where the MAP causes=A0more advance to=A0kick in)=0A24.3= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A02550=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A033.6=A0=A0=A0=A0=A0=A0=A0=A0Cruise (= here with the =0Aengine not working as hard he now has the 5.6 deg back in = the advance)=0A23.2`=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 = 2400=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A035.0=A0=A0=A0=A0=A0=A0w= ith even lower manifold =0Apressure he gets more advance=0A23.9=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 =A02400=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A035.0=0A22.7=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0 2500=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A036.4= =A0=A0=A0=A0=A0=A0=A0=A0Highest ignition advance =0Aduring flight at Cruise= at the lowest manifold pressure=0A=A0=0A=A0=0AEd=0A=A0=0AEdward L. Anderso= n=0AAnderson Electronic Enterprises LLC=0A305 Reefton Road=0AWeddington, NC= 28104=0Ahttp://www.andersonee.com=0Ahttp://www.eicommander.com=0A --0-1613283553-1308058837=:79704 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
=0A
Ed,
=0A
   Is there no end to wh= at your "Fertile" mind can conjure up !!..................<:)
 <= /DIV>=0A

Kelly Troyer
"DYKE DELTA JD2" <= FONT size=3D1>(Eventually)

=0A

"13B ROTARY"_ Engine"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold

=0A

"TURBONETI= CS"_TO4E50 Turbo

=0A

=0A

=0A
=0A
=0AFrom: Ed Anderson <eanderson@carolina.rr.com>
To: Rotary motors in aircraft <flyrotary@= lancaironline.net>
Sent:<= /B> Tue, June 14, 2011 6:04:47 AM
S= ubject: [FlyRotary] Fw: Pmag Spinner

=0A
 
=0A
=0A
=0A

 
=0A=
What may surprise some of you, is that I have a "da= rk side" {:>).Hee, Hee! 
=0A
 
=0A
One of the products I make and = sell is an electronic ignition monitor for the Emag experimental electronic= ignitions of growing popularity among the experimental crowd flying with L= ycomings.  One of the problems I had in development was I (naturally) = do not fly behind a Lycoming, which mean I had to rely on my partner and a = test engineer down in Texas to check out the units - that not only required= expensive 100LL but also had to wait until they had the time avaliable.
=0A
 
=0A
NO LONGER.  My partner lost the contest between his engine an= d a lawnmotor trailer hidden in the grass of a taxiway - so he donated the = totalled engine.  I took rear assessor case where the Emags are mount = (just like a magneto), cut off the rear part of the engine to have all the = gear shaft mounts and hooked up a 1/3 HP electric motor to spin them. = I also have an auto vacuum puller hooked up to simulate varying engine man= ifold pressure.
=0A
 
= =0A
Since things are a bit slow on the list I though= I would send a few photos of my Emag Spinner.
=0A
 
=0A
Ed
=0A=
=0A

=0A
=0A=0A
Se= nt: Monday, June 13, 2011 9:22 AM
=0A=0A
Subject: Pmag Spinner
=0A
<= BR>
=0A
Ok, folks
=0A
 
=0A
Here are some photo= s of the new Pmag test mechanism in the Anderson Electronic Enterprise work= shop.  Pretty self explanatory. 
=0A
 
=0A
My partner, Bill Rep= ucci, donated his old  engine  which got totaled in his enco= unter with an object hidden in the grass of a taxi way while taxing up over= a hill.
=0A
 
=0A
=  
=0A
 I to= ok the accessory case and gears and then cut off the back part of the engin= e case which retain the last journal location for the engine's crankshaft.&= nbsp; I then filled in that 2.5" hole with a combination of thick wall (0.5= ") aluminum tubing, a bronze sleeve bearing and some pulleys.  Hooked = up a 1/3 HP motor and got an inexpensive fan motor controller (round dial o= n the right) to control the rpm of the motor.  Hooked motor to gear dr= ive with a pulley and have spun it up to 3100 rpm. 
=0A 
=0A
 I = have an auto vacuum puller - you can see it lying in front of the front pan= el (red handle) which permits me to simulate the engine Manifold press= ure's effect on the Pmag. 
=0A
 
=0A
The only remaining problem is the= small motor surges in the rpm range I am most interested in 2000-2800.&nbs= p; But, I will eliminate that problem in the coming week.  I will prob= ably replace the bronze sleeve bear as I just am not comfortable that it ca= n take the loads at 3000 rpm for long.   But, it'll do for now.
=0A
 
=0A
The bottom line is I can now test the EIC with confidence on a spi= nning "engine" without Bill or Kurt having to burn expensive 100LL - althou= gh they still provide the acid test - using the EIC in a flying aircraft.
=0A
 
=0A
Just thought you might like to see the results shown in the attach= ed photos.  Kurt has flown and reported the following data on the firs= t use of the improved EIC
=0A
on his Gla= ssAir with the fuel injected 360 (IO 360?).
=0A
=0A
 
=0A
MAP "Hg       =      RPM    &= nbsp;       Ignition Advance Dis= played - Comment
=0A
29.92 = ;            &n= bsp;    0000       &= nbsp;       19.6    =   Static Timing Ignition advance BTDC
=0A
10.9          &n= bsp;         1140  &= nbsp;           &nbs= p; 26.6        idle=0A
15.4       =             &nb= sp;2060           &n= bsp;    33.6       &= nbsp;Run up
=0A
29.2   &n= bsp;            = ;    2700       &nbs= p;        28.0   &nb= sp;    WOT for take off - note how the timing has retarded a= pprox 33.6 - 28.0 =3D 5.6 deg under the heavy engine load
=0A25.5        &= nbsp;           2550=             &nb= sp;   28.0        Cl= imb
=0A
25.0    &nbs= p;            &= nbsp;  2550         =        30.8     = ;  (25" Hg  and  below seems to be the magic numbe= r where the MAP causes more advance to kick in)
=0A24.3        &= nbsp;           2550=             &nb= sp;   33.6        Cr= uise (here with the engine not working as hard he now has the 5.6 deg back = in the advance)
=0A
23.2`  &nb= sp;            =     2400        &nbs= p;       35.0    &nb= sp; with even lower manifold pressure he gets more advance=0A
23.9       &= nbsp;            240= 0            &n= bsp;   35.0
=0A
22.7 = ;            &n= bsp;      2500      =           36.4  = ;      Highest ignition advance during flight= at Cruise at the lowest manifold pressure
=0A
 
=0A
=  
=0A
Ed
=0A
 
=0A
Edward L. Anderson
A= nderson Electronic Enterprises LLC
305 Reefton Road
Weddington, NC 28= 104
http://www.andersonee.com
http://www.eicommander.com
--0-1613283553-1308058837=:79704--