X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [216.211.128.10] (HELO mail-in03.adhost.com) by logan.com (CommuniGate Pro SMTP 5.0c6) with ESMTP id 781783 for flyrotary@lancaironline.net; Mon, 24 Oct 2005 12:02:43 -0400 Received-SPF: none receiver=logan.com; client-ip=216.211.128.10; envelope-from=joeh@PilgrimTech.com Received: from pilgrim9 (tide516.microsoft.com [131.107.0.86]) by mail-in03.adhost.com (Postfix) with ESMTP id BC86D2A8B2F for ; Mon, 24 Oct 2005 09:01:45 -0700 (PDT) (envelope-from joeh@PilgrimTech.com) Reply-To: From: "Joe Hull" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: It's a Start! Date: Mon, 24 Oct 2005 09:01:55 -0700 Organization: Pilgrim Technologies Message-ID: <003e01c5d8b4$41ce5000$c6a0389d@redmond.corp.microsoft.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003F_01C5D879.956F7800" X-Mailer: Microsoft Office Outlook 11 thread-index: AcXYUZ+CyGP/Fcp+TTu4qQo/Nz5VjwAXfIsA X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_003F_01C5D879.956F7800 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Congrats, Joe. Making noise for the first time is a wonderful feeling. That fuel pressure sounds a bit high. Should be closer to 40. Is it properly calibrated? Calibrated? No. That's going to be one of my projects this week - figure out how to calibrate all temp and pressure sensors. I know how to do the temp sensors - any suggestions on pressure testing? Maybe something connected to my air compressor - not sure the air compressor gauge is all that accurate either. 3500-4000 rpm with a closed throttle! After 2 seconds of hysteria I turned the key to off Been there. Done that. Except that I was in the hangar with a prop on, and a pretty Velocity 6 feet off the nose. I barely got it stopped in time. :) YIKES! Nope, no prop at this point. That thing really scares me - and I really don't want to lose that fear - it's a healthy fear! Ah ha! The rear (#2) rotor's injector wasn't firing. Someone has to say it, so I'll guess it might as well be me. The rotary was designed for 4 injectors, not 2. Loose one on take off and, well, we all know what can happen. The engine will run perfectly well on one set of injectors and one set of plugs, but I wouldn't dream of taking off with one of these systems not working. Am I missing something? Why did Atkins design out this important redundancy? OK, I knew this would spark some debate . let me start by saying that I really, really, really do appreciate the sentiments and concerns of the "4 injector" proponents. It's expressing that concern and challenging one another that makes a safer flying community. Now, in my collection of compromises - and all airplanes are a collection of compromises - the 2 injector choice was one of those compromises. Did I compensate in any way? You bet! I've got substantial filtering ahead of the injectors to protect them. Is that a guarantee? Nope. No guarantees in this field of endeavor. Do I feel comfortable? Well, about as comfortable as anyone can feel who has assembled a full-sized airplane from flimsy foam, itchy cloth, and really sticky glue! :-) So, for now we're going to stick with the 2 injectors and put at least 10 hours of quality time on the engine while on the ground and taxiing before we even begin to think about taking off. Atkins flew with this intake system for almost 10 years on his RV without incident - and I know he has sold engines to others as well. That's where I'm at - and I'll keep everyone posted on progress. Thanx, Joe Hull Redmond (Seattle), Washington Cozy MkIV #991 (working on Engine & Electrical & Finishing) http://www.maddyhome.com/canardpages/pages/JoeHull/index.html ------=_NextPart_000_003F_01C5D879.956F7800 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Congrats, = Joe.

Making noise for the first time is = a wonderful feeling.

That fuel pressure sounds a bit = high. Should be closer to 40. Is it properly = calibrated?

 

Calibrated? No.  That’s going to be one of = my projects this week – figure out how to calibrate all temp and = pressure sensors. I know how to do the temp sensors – any suggestions on = pressure testing?  Maybe something = connected to my air compressor – not sure the air compressor gauge is all = that accurate either.

 

3500-4000 rpm with a closed throttle! After 2 seconds = of hysteria I turned the key to off  

Been there. Done that. Except that = I was in the hangar with a prop on, and a pretty Velocity 6 feet off the nose. = I barely got it stopped in time. :)

 

YIKES! Nope, no prop at this = point. That thing really scares me – and I really don’t want to lose = that fear – it’s a healthy fear!  =

 

Ah ha! The rear (#2) rotor’s injector = wasn’t firing.

Someone has to say it, so I'll = guess it might as well be me. The rotary was designed for 4 injectors, not 2. = Loose one on take off and, well, we all know what can happen. The engine will run perfectly well on one set of injectors and one set of plugs, but I = wouldn't dream of taking off with one of these systems not working. Am I = missing something? Why did Atkins design out this important = redundancy?

 

OK, I knew this would spark some = debate … let me start by saying that I really, really, really do appreciate the = sentiments and concerns of the “4 injector” proponents. It’s = expressing that concern and challenging one another that makes a safer flying community.

Now, in my collection of = compromises – and all airplanes are a collection of compromises – the 2 injector = choice was one of those compromises.

Did I compensate in any way? You = bet! I’ve got substantial filtering ahead of the injectors to protect them. =

Is that a guarantee? Nope. No = guarantees in this field of endeavor.

Do I feel comfortable? Well, about = as comfortable as anyone can feel who has assembled a full-sized airplane = from flimsy foam, itchy cloth, and really sticky glue! = J<= /span>

So, for now we’re going to = stick with the 2 injectors and put at least 10 hours of quality time on the = engine while on the ground and taxiing before we even begin to think about = taking off. Atkins flew with this intake system for almost 10 years on his RV = without incident – and I know he has sold engines to others as well. = That’s where I’m at – and I’ll keep everyone posted on = progress.

 

=

Thanx,

Joe = Hull

Redmond = (Seattle), Washington

Cozy MkIV #991 = (working on Engine & Electrical & Finishing)

http://www.maddyhome.com/canardpages/pages/JoeHull/index.htm= l

 

------=_NextPart_000_003F_01C5D879.956F7800--