X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-kukur.atl.sa.earthlink.net ([209.86.89.65] verified) by logan.com (CommuniGate Pro SMTP 5.1.10) with ESMTP id 2137710 for flyrotary@lancaironline.net; Sun, 24 Jun 2007 14:46:50 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.65; envelope-from=CBarber@TexasAttorney.net Received: from [24.238.208.71] (helo=BLF) by elasmtp-kukur.atl.sa.earthlink.net with asmtp (Exim 4.34) id 1I2X6C-00036V-Ot for flyrotary@lancaironline.net; Sun, 24 Jun 2007 14:46:13 -0400 From: "Christopher Barber" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: ECU/EM upgraded...a couple of questions Date: Sun, 24 Jun 2007 12:46:15 -0600 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0092_01C7B65D.A736AAE0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3138 In-Reply-To: Importance: Normal X-ELNK-Trace: 04a7e290e6af3b12d3631fa4f7b525ef239a348a220c2609a44527e8875e76bcce102d7d950d531cc4f26bf0bb8d15d7350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 24.238.208.71 This is a multi-part message in MIME format. ------=_NextPart_000_0092_01C7B65D.A736AAE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit I can only assume I got the snubber upgrade, but I don't know for sure. For that matter, I don't know what they do even if I do have them. What I wanted with the upgrade was the diagnostic features.. I was having trouble with the injectors being consistent and not having the test mode that fires the injectors as if the engine was running at 3000 rpm made it hard to diagnose. It was sweet to hear them clicking away when placed in the test mode once I got the unit back. I don't know about how smooth it should be when tuned since I am doing everything by ear since I am having problems with the Engine Monitor. I will hopefully figure it out when I get to the hangar later this PM. Even though I am tempting fate running the engine for a few minutes at a time without ANY instrumentation, I can't resist the cheap thrill of a running engine. I do have soft lines leading to the fuel rail, but is is only a foot or so long, most everything from the sump to the soft hose leading to the fuel rail is solid. The return line IS about 3 feet long. John Slade mentioned that it may be due to the pin hole opening that Mistral has at the end of the fuel rail leading to the return line. This could be causing more pressure to build....donno. The engine will continue to run for a few MINUTES following cutting the fuel pumps. Thanks All the best, Chris Christopher Barber Attorney and Counselor at Law 5110 Bissonnet, No 418 Bellaire, Texas 77401 Serving the Needs of Senior Texans 281-464-LAWS (5297) 281-754-4168 Fax www.TexasAttorney.net -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of David Leonard Sent: Sunday, June 24, 2007 10:29 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: ECU/EM upgraded...a couple of questions The engine started after only a couple of minutes the first time and then started easily after that. As a matter of fact, it is stopping the engine that has been curious. I will turn the fuel pump off but the engine will continue to run for several minutes after the pumps are off (I can still kill the system by flicking the coils/injectors off but I believe this can lead to flooding and is "bad form"). Actually, the engine really sound nice just before it does stop due to fuel starvation....yeah, I think I am running really rich 'cause when I lean, it really smoothes out. Chris, sounds like you have something expandable in your fuel system that allows it to continue running. Is there a lot of rubber hose? air bubble in a fuel filter or length of sample tube (like to a fuel pressure sender)? a large pulse damper? I know exactly what you mean by running ultra smoothly right before it finally runs out of fuel. I have been hoping that the snubber fix would allow it to run smoothly all the time. I assume you have the new snubber fix as well. Please tell me that you have just neglected to re-tune idle since getting the unit back... Or am I just hoping for too much from the injector circuit snubbers? -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net ------=_NextPart_000_0092_01C7B65D.A736AAE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I can=20 only assume I got the snubber upgrade, but I don't know for sure.  = For that=20 matter, I don't know what they do even if I do have them.  What I = wanted=20 with the upgrade was the diagnostic features..  I was having = trouble with=20 the injectors  being consistent and not having the test mode that = fires the=20 injectors as if the engine was running at 3000 rpm made it hard to=20 diagnose.  It was sweet to hear them clicking away when placed in = the test=20 mode once I got the unit back.
 
I=20 don't know about how smooth it should be when tuned since I am doing = everything=20 by ear since I am having problems with the Engine Monitor.  I will=20 hopefully figure it out when I get to the hangar later this PM.  = Even=20 though I am tempting fate running the engine for a few minutes at a time = without=20 ANY instrumentation, I can't resist the cheap thrill of a running=20 engine.
 
I do=20 have soft lines leading to the fuel rail, but is is only a foot or = so long,=20 most everything from the sump to the soft hose leading to the fuel rail = is=20 solid.  The return line IS about 3 feet long.  John Slade = mentioned=20 that it may be due to the pin hole opening that Mistral has at the end = of the=20 fuel rail leading to the return line.  This could be causing more = pressure=20 to build....donno.  The engine will continue to run for a few = MINUTES=20 following cutting the fuel pumps. 
 
Thanks=20
 
All=20 the best,
 
Chris
 

Christopher Barber
Attorney and Counselor at = Law
5110=20 Bissonnet, No 418
Bellaire, Texas 77401

Serving the Needs of = Senior=20 Texans

281-464-LAWS (5297)
281-754-4168 = Fax
www.TexasAttorney.net=20

-----Original Message-----
From: Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net]On Behalf Of David=20 Leonard
Sent: Sunday, June 24, 2007 10:29 AM
To: = Rotary=20 motors in aircraft
Subject: [FlyRotary] Re: ECU/EM = upgraded...a=20 couple of questions





The=20 engine started after only a couple of minutes the first time and=20 then
started easily after that. As a matter of fact, it is = stopping the=20 engine
that has been curious. I will turn the fuel pump off but = the=20 engine will
continue to run for several minutes after the pumps = are off=20 (I can still
kill the system by flicking the coils/injectors off = but I=20 believe this can
lead to flooding and is "bad form"). Actually, = the=20 engine really sound nice
just before it does stop due to fuel=20 starvation....yeah, I think I am
running really rich 'cause when = I lean,=20 it really smoothes out.
Chris, sounds like you have something expandable in your fuel = system that=20 allows it to continue running.  Is there a lot of rubber hose? = air bubble=20 in a fuel filter or length of sample tube (like to a fuel pressure = sender)? a=20 large pulse damper?
 
I know exactly what you mean by running ultra smoothly right = before it=20 finally runs out of fuel.  I have been hoping that the snubber = fix would=20 allow it to run smoothly all the time.  I assume you have the new = snubber=20 fix as well.  Please tell me that you have just neglected  = to=20 re-tune idle since getting the unit back...  Or am I just hoping = for too=20 much from the injector circuit snubbers?

-- =
David=20 Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.nethttp://RotaryRoster.net=20
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