X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao102.cox.net ([68.230.241.44] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3744475 for flyrotary@lancaironline.net; Fri, 03 Jul 2009 22:59:34 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.44; envelope-from=rv-4mike@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao102.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20090704025858.NVGJ20976.fed1rmmtao102.cox.net@fed1rmimpo02.cox.net> for ; Fri, 3 Jul 2009 22:58:58 -0400 Received: from wills ([68.105.87.229]) by fed1rmimpo02.cox.net with bizsmtp id Beyv1c0094wtUdQ04eyxTE; Fri, 03 Jul 2009 22:58:58 -0400 X-VR-Score: -100.00 X-Authority-Analysis: v=1.0 c=1 a=JqIssJquC0YA:10 a=Ia-xEzejAAAA:8 a=OhHkygDRh7W6llR37hwA:9 a=GEAjHwsuT5uHCQt_LpwA:7 a=nKq6xYobl9xUTVCrK4MAVHvO-VsA:4 a=EzXvWhQp4_cA:10 a=SSmOFEACAAAA:8 a=huLIYHMUuGjxkwH8FbkA:9 a=Whu2zB63fYMiB_6Q330A:7 a=bRVWdP3F62vukAfyyxF2j6SXNnEA:4 X-CM-Score: 0.00 Message-ID: From: "Mike Wills" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: frustrating couple of days Date: Fri, 3 Jul 2009 19:58:56 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_005D_01C9FC18.B27E8320" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5512 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_005D_01C9FC18.B27E8320 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Steve, My staging point is set at 18" which ends up being around 3300RPM. So = far I still havent been able to prove for certain that the corruption is = linked to switching A > B, much less determine that it only happens = above or below the staging point. All 4 of my injectors are the same - checked them all with an ohmmeter. = They are all of the type that does not require an external resistor. Mike ----- Original Message -----=20 From: Steven Boese=20 To: Rotary motors in aircraft=20 Sent: Friday, July 03, 2009 9:13 AM Subject: [FlyRotary] Re: frustrating couple of days Mike, =20 Is 3000 rpm above your staging point? If the corruption of the = controller only happens when changing from A to B above the staging = point, check to see if one or both secondary injectors have lower = resistance than specified. =20 Steve Boese =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Mike Wills Sent: Friday, July 03, 2009 9:50 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: frustrating couple of days =20 Dave, =20 Thanks for the offer and the input. Swapping my EC into your plane = would be a desperation last move due to all of the hassles involved. And = as you say would not necessarily prove anything. =20 I said it happens when I'm preparing to fly, but that isnt entirely = accurate. It would be more accurate to say that in the past it has = happened only when I have switched to the back-up controller which = usually occurs in prep for flight. This past weekend I had fired it up = and taxied down to EAA for lunch. After lunch I taxied back to my hangar = and prior to shutting down I ran the engine up to about 3000 RPM and = switched to the B controller. The engine died and I had to copy the A = program to B to get it to run on B. Switching to B was the only pre = takeoff checklist item I performed. =20 I think about the only thing you hit on here that might be related is = heat. But hard to say without more instances of failure and a way to = link cause and effect. On saturday when the engine quit on B the engine = was completely cowled. On sunday when I had the second instance of an = engine quitting on B, the upper cowl was off but the lower was on. When = the staging point was lost the upper was off, lower on. Yesterday when = the engine quit on the first attempt at switching to B the engine was = completely uncowled. Maybe I'll run it up a few more times today = uncowled and if it works OK, try putting the cowl back on and see if I = can induce failure. Doesnt seem likely though that anything under cowl = could cause this sort of problem. =20 This may all have to wait until Tracy weighs in with his opinion. I'm = not inclined to make drastic changes until I hear from him. =20 Thanks, =20 Mike=20 ------=_NextPart_000_005D_01C9FC18.B27E8320 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Steve,
 
My staging point is set at 18" which = ends up being=20 around 3300RPM. So far I still havent been able to prove for certain = that the=20 corruption is linked to switching A > B, much less determine that it = only=20 happens above or below the staging point.
 
All 4 of my injectors are the same - = checked them=20 all with an ohmmeter. They are all of the type that does not require an = external=20 resistor.
 
Mike
----- Original Message -----
From:=20 Steven = Boese
Sent: Friday, July 03, 2009 = 9:13 AM
Subject: [FlyRotary] Re: = frustrating=20 couple of days

Mike,

 

Is 3000 rpm = above=20 your staging point?  If = the=20 corruption of the controller only happens when changing from A to B = above the=20 staging point, check to see if one or both secondary injectors have = lower=20 resistance than specified.

 

Steve Boese

 

-----Original=20 Message-----
From: = Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike = Wills
Sent: Friday, July 03,=20 2009 = 9:50=20 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = frustrating=20 couple of days

 

Dave,

 

Thanks for the offer and = the=20 input. Swapping my EC into your plane would be a desperation last move = due to=20 all of the hassles involved. And as you say would not necessarily = prove=20 anything.

 

I said it happens when = I'm=20 preparing to fly, but that isnt entirely accurate. It would be more = accurate=20 to say that in the past it has happened only when I have = switched to=20 the back-up controller which usually occurs in prep for flight. = This past=20 weekend I had fired it up and taxied down to EAA for lunch. After = lunch I=20 taxied back to my hangar and prior to shutting down I ran the engine = up to=20 about 3000 RPM and switched to the B controller. The engine died and I = had to=20 copy the A program to B to get it to run on B. Switching to B = was the=20 only pre takeoff checklist item I=20 performed.

 

I think about the only = thing you=20 hit on here that might be related is heat. But hard to say without = more=20 instances of failure and a way to link cause and effect. On = saturday when=20 the engine quit on B the engine was completely cowled. On sunday when = I had=20 the second instance of an engine quitting on B, the upper cowl was off = but the=20 lower was on. When the staging point was lost the upper was off, = lower=20 on. Yesterday when the engine quit on the first attempt at switching = to B the=20 engine was completely uncowled. Maybe I'll run it up a few more times = today=20 uncowled and if it works OK, try putting the cowl back on and see if I = can=20 induce failure. Doesnt seem likely though that anything under cowl = could cause=20 this sort of problem.

 

This may all have to = wait until=20 Tracy weighs in=20 with his opinion. I'm not inclined to make drastic changes until I = hear from=20 him.

 

Thanks,

 

Mike 

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