X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.4.0) with ESMTP id 5020310 for flyrotary@lancaironline.net; Tue, 14 Jun 2011 14:04:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=aeMH4JcVOnVr0LmJAzqEvfnmJyuaZufWdlng4HTRGCk= c=1 sm=0 a=eCj5ILURRdQA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=ayC55rCoAAAA:8 a=Ia-xEzejAAAA:8 a=arxwEM4EAAAA:8 a=r1ClD_H3AAAA:8 a=oLny77V04sIuYEvIVp8A:9 a=11pWfhu3XmTymX9l7TMA:7 a=wPNLvfGTeEIA:10 a=EzXvWhQp4_cA:10 a=MrtKGZiz31-vSQpf:21 a=2izJjRHm8RhNDWTS:21 a=HZJGGiqLAAAA:8 a=8kQB0OdkAAAA:8 a=o2QoyYduAAAA:8 a=w-K0cggHAAAA:8 a=pcLIrrrKAAAA:8 a=IGuaKYStAAAA:8 a=qE9iJpt_73zsn7F7xNEA:9 a=0a4hGZ5iG_PmhTCMwMEA:7 a=tXsnliwV7b4A:10 a=HeoGohOdMD0A:10 a=9aOQ2cSd83gA:10 a=TlnOPt13aEMA:10 a=uxP5q_Jc6E4A:10 a=ftFGBYpk1mUA:10 a=i4FPAovU7rMA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:58972] helo=EdPC) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id F3/5D-03893-F72A7FD4; Tue, 14 Jun 2011 18:03:43 +0000 Message-ID: <422FB13FDB8243C6AFBDBDF79E2196C0@EdPC> From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Fw: Pmag Spinner Date: Tue, 14 Jun 2011 14:02:54 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0008_01CC2A9B.C1FF4010" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_0008_01CC2A9B.C1FF4010 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable No, but most of it is not suitable for publication {:>) Ed From: Kelly Troyer=20 Sent: Tuesday, June 14, 2011 9:40 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Fw: Pmag Spinner Ed, Is there no end to what your "Fertile" mind can conjure up = !!..................<:) =20 Kelly Troyer "DYKE DELTA JD2" (Eventually) "13B ROTARY"_ Engine "RWS"_RD1C/EC2/EM2 "MISTRAL"_Backplate/Oil Manifold "TURBONETICS"_TO4E50 Turbo -------------------------------------------------------------------------= ------- From: Ed Anderson To: Rotary motors in aircraft Sent: Tue, June 14, 2011 6:04:47 AM Subject: [FlyRotary] Fw: Pmag Spinner =20 What may surprise some of you, is that I have a "dark side" {:>).Hee, = Hee! =20 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 Lycomings. 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. NO LONGER. My partner lost the contest between his engine and 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 manifold pressure. Since things are a bit slow on the list I though I would send a few = photos of my Emag Spinner. Ed From: Ed Anderson=20 Sent: Monday, June 13, 2011 9:22 AM To: Frog Alf ; Rutkowski Home Kurt ; Repucci Bill ; Tom Emag ; Emag Brad = Subject: Pmag Spinner Ok, folks Here are some photos of the new Pmag test mechanism in the Anderson = Electronic Enterprise work shop. Pretty self explanatory.=20 My partner, Bill Repucci, donated his old engine which got totaled in = his encounter with an object hidden in the grass of a taxi way while = taxing up over a hill. I took the accessory case and gears and then cut off the back part of = the engine case which retain the last journal location for the engine's = crankshaft. 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 on the right) to control the rpm of the motor. Hooked motor = to gear drive with a pulley and have spun it up to 3100 rpm.=20 I have an auto vacuum puller - you can see it lying in front of the = front panel (red handle) which permits me to simulate the engine = Manifold pressure's effect on the Pmag.=20 The only remaining problem is the small motor surges in the rpm range I = am most interested in 2000-2800. But, I will eliminate that problem in = the coming week. I will probably replace the bronze sleeve bear as I = just am not comfortable that it can take the loads at 3000 rpm for long. = But, it'll do for now. The bottom line is I can now test the EIC with confidence on a spinning = "engine" without Bill or Kurt having to burn expensive 100LL - although = they still provide the acid test - using the EIC in a flying aircraft. Just thought you might like to see the results shown in the attached = photos. Kurt has flown and reported the following data on the first use = of the improved EIC on his GlassAir with the fuel injected 360 (IO 360?). MAP "Hg RPM Ignition Advance Displayed - Comment 29.92 0000 19.6 Static Timing = Ignition advance BTDC 10.9 1140 26.6 idle 15.4 2060 33.6 Run up 29.2 2700 28.0 WOT for take off = - note how the timing has retarded approx 33.6 - 28.0 =3D 5.6 deg under = the heavy engine load 25.5 2550 28.0 Climb 25.0 2550 30.8 (25" Hg and = below seems to be the magic number where the MAP causes more advance to = kick in) 24.3 2550 33.6 Cruise (here = with the engine not working as hard he now has the 5.6 deg back in the = advance) 23.2` 2400 35.0 with even lower = manifold pressure he gets more advance 23.9 2400 35.0 22.7 2500 36.4 Highest ignition = advance during flight at Cruise at the lowest manifold pressure Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com ------=_NextPart_000_0008_01CC2A9B.C1FF4010 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
No, but most of it is not suitable for = publication=20 {:>)
 
Ed

Sent: Tuesday, June 14, 2011 9:40 AM
Subject: [FlyRotary] Re: Fw: Pmag Spinner

Ed,
   Is there no end to what your "Fertile" mind can = conjure up=20 !!..................<:)
 

Kelly Troyer
"DYKE DELTA JD2" (Eventually)

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

"TURBONETICS"_TO4E50 Turbo



From: Ed Anderson <eanderson@carolina.rr.com&g= t;
To: Rotary motors in aircraft = <flyrotary@lancaironline.net>
Sent: Tue, June 14, 2011 6:04:47=20 AM
Subject: = [FlyRotary] Fw:=20 Pmag Spinner

 


 
What may surprise some of you, is that I have a = "dark=20 side" {:>).Hee, Hee! 
 
One of the products I make and sell is an = electronic=20 ignition monitor for the Emag experimental electronic ignitions of = growing=20 popularity among the experimental crowd flying with Lycomings.  One = of the=20 problems I had in development was I (naturally) do not fly behind a = Lycoming,=20 which mean I had to rely on my partner and a test engineer down in Texas = to=20 check out the units - that not only required expensive 100LL but also = had to=20 wait until they had the time avaliable.
 
NO LONGER.  My partner lost the contest = between his=20 engine and a lawnmotor trailer hidden in the grass of a taxiway - so he = donated=20 the totalled engine.  I took rear assessor case where the Emags are = mount=20 (just like a magneto), cut off the rear part of the engine to have all = the gear=20 shaft mounts and hooked up a 1/3 HP electric motor to spin them.  I = also=20 have an auto vacuum puller hooked up to simulate varying engine manifold = pressure.
 
Since things are a bit slow on the list I though = I would=20 send a few photos of my Emag Spinner.
 
Ed

Sent: Monday, June 13, 2011 9:22 AM
To: Frog Alf ; Rutkowski Home Kurt ; Repucci Bill ; Tom Emag ; = Emag Brad
Subject: Pmag Spinner

Ok, folks
 
Here are some photos of the new Pmag test = mechanism in the=20 Anderson Electronic Enterprise work shop.  Pretty self=20 explanatory. 
 
My partner, Bill Repucci, donated his old=20  engine  which got totaled in his encounter with an object = hidden in=20 the grass of a taxi way while taxing up over a hill.
 
 
 I took the accessory case and gears and = then cut off=20 the back part of the engine case which retain the last journal location = for the=20 engine's crankshaft.  I then filled in that 2.5" hole with a = combination of=20 thick wall (0.5") aluminum tubing, a bronze sleeve bearing and some=20 pulleys.  Hooked up a 1/3 HP motor and got an inexpensive fan motor = controller (round dial on the right) to control the rpm of the = motor. =20 Hooked motor to gear drive with a pulley and have spun it up to 3100=20 rpm. 
 
 I have an auto vacuum puller - you can see = it lying=20 in front of the front panel (red handle) which permits me = to simulate the=20 engine Manifold pressure's effect on the Pmag. 
 
The only remaining problem is the small motor = surges in=20 the rpm range I am most interested in 2000-2800.  But, I will = eliminate=20 that problem in the coming week.  I will probably replace the = bronze sleeve=20 bear as I just am not comfortable that it can take the loads at 3000 rpm = for=20 long.   But, it'll do for now.
 
The bottom line is I can now test the EIC with = confidence=20 on a spinning "engine" without Bill or Kurt having to burn expensive = 100LL -=20 although they still provide the acid test - using the EIC in a flying=20 aircraft.
 
Just thought you might like to see the results = shown in=20 the attached photos.  Kurt has flown and reported the following = data on the=20 first use of the improved EIC
on his GlassAir with the fuel injected 360 (IO=20 360?).
 
MAP=20 "Hg          &= nbsp; RPM       =      Ignition=20 Advance Displayed - Comment
29.92         &= nbsp;        0000  &nbs= p;            = ;19.6     =20 Static Timing Ignition advance BTDC
10.9         &n= bsp;          1140 = ;            =    26.6        idl= e
15.4         &n= bsp;          2060 = ;            =    33.6        Run= =20 up
29.2         &n= bsp;          2700 = ;            =    28.0       =20 WOT for take off - note how the timing has retarded approx 33.6 - 28.0 = =3D 5.6 deg=20 under the heavy engine load
25.5         &n= bsp;          2550 = ;            =    28.0        Cli= mb
25.0         &n= bsp;          2550 = ;            =    30.8       (25"=20 Hg  and  below seems to be the magic number where the MAP = causes more advance to kick in)
24.3         &n= bsp;          2550 = ;            =    33.6        Cru= ise=20 (here with the engine not working as hard he now has the 5.6 deg back in = the=20 advance)
23.2`         &= nbsp;        =20 2400           &nb= sp;    35.0      with=20 even lower manifold pressure he gets more advance
23.9         &n= bsp;        =20  2400          &nb= sp;     35.0
22.7         &n= bsp;         =20 2500           &nb= sp;    36.4       =  Highest=20 ignition advance during flight at Cruise at the lowest manifold=20 pressure
 
 
Ed
 
Edward L. Anderson
Anderson Electronic = Enterprises=20 LLC
305 Reefton Road
Weddington, NC=20 28104
http://www.andersonee.com
http://www.eicommander.com
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