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Steve,
I've seen references to enlarging that opening diameter or widening it into a slot. That has been reported to be a potential source of problems. It wouldn't be the case for you since those openings haven't been changed.
Steve Boese
From: Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of Stephen Izett <flyrotary@lancaironline.net>
Sent: Friday, August 12, 2016 5:36:18 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Trouble shooting the Renesis big miss problem
Hi Steve
No stock Mazda.
What is that modification?
Steve
Steve,
Has the small opening between the trailing spark plug and the main chamber been modified?
Steve Boese
Hi Guys
Today we got back into finding the terrible missing breakdown problem with the Renesis.
We had a list of faultfinding paths to follow but solved it with the first change.
Turned out to be the plugs. Swapped in the NGKBR10EIX (after grinding down a plug socket) and no more problem.
So she now does the following I think reasonably rich:
WOT Prop set fine 7467 RPM 29.8 Inches EGT’s 1647&1497 23.7 GPH Fuel Pressure 43PSI Oil Pressure 68PSI
WOT Prop set course 5407 RPM 30.3 Inches EGT’s 1579&1494 16.7 GPH Fuel Pressure 43PSI Oil Pressure 56PSI
The EM3 fuel flow is not calibrated yet so not sure how close the GPH likely to be and therefore power levels.
I wonder what HP she is making.
Checked the dwell: See photo showing Rotor #1 T and L signals to D585 coils. Appears to be close to 4mSec’s
Checked the signal from the CAS’s: See photo of signals coming from the Primary and Backup CAS (Primary is 4.8vPk-Pk and Backup 1.9vPk-Pk????)
I disconnected the Backup CAS and Engine still runs on B so??? (I’m sure I set BUSENSOR in the code)
Sorry about the glare on the CRO screen.
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