flyrotary@lancaironline.net Mailing List Archive

Tracy, I ended up replacing the slide throttle with three individual 46mm throttle bodies. I too had trouble getting stable manifold pressure readings from the oil injection ports, so I installed MP taps just downstream of the butterflies in the TB's, one for each TB. They are tee'd together near the engine. That seems to be working just fine. I'm using the oil injection pump instead of pre-mix, so the oil injection ports are being used as originally intended by Mazda. If they are using a slide throttle, then the primary injectors should be located downstream of the slide else fuel will puddle on the upstream side during low throttle operation causing rough running. Update: The root of my tuning problems seems to have been the missing injector diodes. Once I installed the diodes, the engine idle was much improved and tuning has been a breeze. Mark On 8/5/12, Tracy <rwstracy@gmail.com> wrote: Mark. S. (and anyone else with PP engine experience) How did you end up getting a usable MP signal for the EC2/3? I have another couple of builders who took Paul L's advice and used PP engines with slide throttle mounted right to the ports. They are not having any luck getting a stable MP using the oil injection ports on the rotor housing. Did you ever come up with a good solution? Thanks, Tracy Crook Sent from my iPad On Aug 5, 2012, at 9:41 PM, Mark Steitle <msteitle@gmail.com> wrote: Charlie, My system uses those EFI filters also. They are Fram p/n G3727. They take a Saginaw fitting on the filter side (see pic). I don't recall where I purchased my AN-Saginaw fittings. Mark S. On Sun, Aug 5, 2012 at 7:16 PM, Charlie England <ceengland@bellsouth.net> wrote: I'm not flying yet, but I more or less copied Ed Anderson's filter configuration: each high pressure pump feeds a separate GM inline filter, with the outputs from the filters T'd back together to feed the regulator. There are AN adapters that screw into the filter. Attached is the only pic I could find. The pumps are off the bottom of the pic. Ed, do you have the NAPA # handy? Charlie On 08/05/2012 03:35 PM, David Leonard wrote: So my next question is how small of filtration do we need? ie, what is the size of a particle that will fit through the injector nozzle easily? I was using the Earls sintered bronze element at 35microns, but I also could use the SS screen version at 85 mic. The Peterson in line 600 series is MUCH more expensive and comes in 45, 60, and 100 micron SS screens. http://www.jegs.com/p/Peterson-Fluid-Systems/Peterson-600-Series-Fuel-Filters/1528539/10002/-1 Those do have more surface area but will be a hassle for me to retrofit, and not sure they are worth 4x the price of the earls. Lots of other brands I have not explored yet. I like the sintered bronze for strength and durability. Other opinions? Dave Leonard On Sun, Aug 5, 2012 at 12:42 PM, David Leonard <wdleonard@gmail.com> wrote: Yea, mine is an Earls cleanable high pressure with maybe 10 sq cm worth of area. Will look into the Peterson. Thanks Tracy. Dave Leonard On Sun, Aug 5, 2012 at 10:48 AM, Tracy <rwstracy@gmail.com> wrote: Al probably means the filter that's on factory in-tank pumps. OK, but very hard to implement on RV wet-wing tanks. I used a gascolator for low side filter on my -4. Worked OK and when it clogged, switching on the backup pump with main pump caused the screen disk to collapse and let fuel bypass it. which is better than no fuel at all but not an ideal solution. On the -8 i used a cleanable Peterson filter with TONS of filter area, works great. That was a replacement for the Summit Racing fuel filter with a filter element disk the size of a nickel. It clogged up in about about 5 hours of flight. Tracy Sent from my iPad On Aug 5, 2012, at 10:18 AM, David Leonard <wdleonard@gmail.com> wrote: Yes, it was the high side filter. I don't have any low side filters. Would be interested in a source for the self-cleaning fool-proof low side filters that Al mentions. -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sun, Aug 5, 2012 at 6:34 AM, Tracy <rwstracy@gmail.com> wrote: I assume Al is referring to the pump intake side filter. So for the record, was it the inlet side or the high pressure side filter that clogged? ( Both are needed ) From the symptoms I'm guessing high side but not sure. BTW, nice job! Tracy Sent from my iPad On Aug 4, 2012, at 3:53 PM, "Al Wick" <alwick@juno.com> wrote: As long as your are rebuilding, tremendous safety improvement by using same fuel filter method that all cars use. No matter how much foreign material you throw at it, it can't clog. It minimizes pressure drop, so lower risk of vapor lock. Self cleaning filter. Self priming pumps. -Al Wick Cozy IV powered by RDM Subaru 3.0R. Expert at failure prevention methods, N9032U 240+ hours from Portland, Oregon Glass panel design, Subaru install, Prop construct, Risk assessment info: http://www.ez.org/pages/alwick/index.htm ----- Original Message ----- From: Jeff Whaley To: Rotary motors in aircraft Sent: Saturday, August 04, 2012 1:38 PM Subject: [FlyRotary] Re: Rotary Forced Landing Dave, having gone through recently what you just experienced I would like to say GOOD JOB on getting down safely and with such little damage. Anyway at 1500 AGL there isn't a lot of time ... obviously you made the right choices. Jeff (Rebuilding my Ride) From: David Leonard <wdleonard@gmail.com> Subject: Re: [FlyRotary] Fw: Fw: [FlyRotary] Rotary Forced Landing Date: Fri, 3 Aug 2012 06:18:47 -0700 To: Rotary motors in aircraft <flyrotary@lancaironline.net> Sigh.. Yup, that was me. I have been meaning to fess up. We were at about 1500 agl when the fuses blew on my fuel pumps. I was in a close formation of 40 aircraft at the time too. I think I got some bad MOGAS somewhere in Iowa as I did notice my fuel return flow creep downward but didn't think it was a big problem. On the incident flight, a one hour formation flight from SQI for a mass arrival at OSH, the return fuel flow drifted down to zero. I actually though it was a sensor problem. I didn't have the ability to give it a lot of attention because we were in a loose formation. Soon after we pulled it together for a tight formation power switched off. I tried to find a road, but quickly ran out of options and put it down in a bean field. With the beans hitting the flaps it brought me to a stop in about 200ft, just before I would have gone into the full grown corn. As mentioned, wheel pants broke in half but no other damage besides pulling bean leaves out of every nook and cranny. The farmers were very nice, and the stories are true... they have attractive daughters. They were out there barefoot in their Sunday best enjoying the excitement. Helped me clean the fuel filter and replace the fuses. Within a couple of hours I was able to take off from one of their driveways as they all waived good bye (but strangely, no one took me up on my offer for a ride). Landed at OSH just before dark to a reserved parking space and a very warm reception from the formation group and friends. Great support from everyone all around, though I am trying to avoid the obvious new call signs they are trying to give me. -- David Leonard This message, and the documents attached hereto, is intended only for the addressee and may contain privileged or confidential information. Any unauthorized disclosure is strictly prohibited. If you have received this message in error, please notify us immediately so that we may correct our internal records. Please then delete the original message. Thank you. -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html <Saginaw_2_AN.jpg> -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html