X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4970503 for flyrotary@lancaironline.net; Sun, 08 May 2011 08:36:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=zBQrDHOGJVa+32FYvZQb0EuBWG+8UjOxCya+IIWDaxY= c=1 sm=0 a=eoInu_FMyG0A:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=3oc9M9_CAAAA:8 a=ayC55rCoAAAA:8 a=7g1VtSJxAAAA:8 a=Ia-xEzejAAAA:8 a=ZaSxYe5NCwA6iNpYtqEA:9 a=HyR58dk_lPT4l0Q2ML4A:7 a=wPNLvfGTeEIA:10 a=Qa1je4BO31QA:10 a=U8Ie8EnqySEA:10 a=4PR2P7QzAAAA:8 a=raxoKCmyQZZsR0h9MngA:9 a=5JzwdFAdPaoq9GXnAh0A:7 a=EzXvWhQp4_cA:10 a=djSSOgbfo6cA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:58322] helo=EdPC) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 06/B4-29443-21E86CD4; Sun, 08 May 2011 12:35:30 +0000 Message-ID: <664F488A812C47C2B38F3426883DD078@EdPC> From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: 450 cc/min : [FlyRotary] Re: I've got fuel pressure Date: Sun, 8 May 2011 08:35:30 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_007C_01CC0D5A.E3720560" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_007C_01CC0D5A.E3720560 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ernest,=20 based on your 400 x 5 msec =3D 15 ml, gives you an injector flow rate of = 450 cc/min which is about right for the stock 13B N/A injector Ed From: Ernest Christley=20 Sent: Sunday, May 08, 2011 1:49 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: I've got fuel pressure On 05/07/2011 05:57 AM, Lehanover@aol.com wrote:=20 Good job on the trouble shooting.=20 Lynn E. Hanover In a message dated 5/7/2011 3:49:30 A.M. Paraguay Standard Time, = echristley@nc.rr.com writes: I'll probably start rambling, but I've spent the past two days = covered=20 in gasoline, so I have an excuse. Jumping in and out of the plane = to=20 turn fuel valves, try to bleed lines, or switch on pumps has me beat = down. What I lack in intelligence, I make up for with stubborness. Today, Lee, my younger son, helped me set the fuel pressure to 45psi. I = couldn't watch the pressure gauge while fiddling with the regulator, so = he called out the numbers while I adjusted. The regulator is back in a = hole. I don't believe he has any idea how grateful I am, or how much = work he saved me by turning a 2-hour job into a 3 minute task. The next thing on the agenda was "characterizing" (my term) the = injectors. The Megasquirt has an injector test function. You tell it = how long to fire the injectors, and how many time. Set it to fire ten = times or so for a few milliseconds to verify clickety-click from the = injectors, or set up a fixture to capture and measure the sprayed fuel, = and you should be able to tell exactly how the injectors are behaving. = I'm not the type to pass up that sort of useless information. s =3D milliseconds sprayed f =3D nominal flow m =3D missed flow due to turn-on/off time c =3D cycles sprayed c(sh-m) =3D measured volume=20 The two unknowns are m and h. Do it for several s values and you have a = series of equations that you can solve for m and h. That was my goal. I got several good runs, but when I set s to 80, the = program bailed on me. Said 65 was the highest I could set it to. = Unfortunately, from that point on whenever I turn the MS on, I would get = full fuel flow. I wasn't able to turn off the test mode, change it to = something else, or switch it to normal. =20 Today was going to be my first run of the engine. Unfortunately, I = ended up having to reflash the firmware, and reconfigure all the = computer settings. It is back up and running now, and I did just a = basic test of the secondary injectors. I haven't even had time to boil = the numbers down to see if they make sense. The injectors all measured = out very close together, so I'm confident they are going to service me = well. The raw numbers from the primary injectors (only one test on the = secondaries, and they looked the same). 400 5ms squirts gave 15ml. 400 20ms squirts gave 60ml. 1600 5ms squirts gave 48ml on one injector and 49ml on the other. -------------------------------------------------------------------------= ------- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_007C_01CC0D5A.E3720560 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Ernest,
 
based on your 400 x 5 msec =3D 15 ml, gives you = an injector=20 flow rate of 450 cc/min which is about right for the stock 13B N/A=20 injector
 
Ed

Sent: Sunday, May 08, 2011 1:49 AM
Subject: [FlyRotary] Re: I've got fuel = pressure

On 05/07/2011 05:57 AM, Lehanover@aol.com wrote:=20
Good job on the trouble shooting.
 
Lynn E. Hanover
 
In a message dated 5/7/2011 3:49:30 A.M. Paraguay Standard Time, = echristley@nc.rr.com = writes:
I'll=20 probably start rambling, but I've spent the past two days covered =
in=20 gasoline, so I have an excuse.  Jumping in and out of the plane = to=20
turn fuel valves, try to bleed lines, or switch on pumps has me = beat=20 down.

What I=20 lack in intelligence, I make up for with = stubborness.

Today, Lee,=20 my younger son, helped me set the fuel pressure to 45psi.  I = couldn't watch=20 the pressure gauge while fiddling with the regulator, so he called out = the=20 numbers while I adjusted.  The regulator is back in a hole.  I = don't=20 believe he has any idea how grateful I am, or how much work he saved me = by=20 turning a 2-hour job into a 3 minute task.

The next thing on the = agenda=20 was "characterizing" (my term) the injectors.  The Megasquirt has = an=20 injector test function.  You tell it how long to fire the = injectors, and=20 how many time.  Set it to fire ten times or so for a few = milliseconds to=20 verify clickety-click from the injectors, or set up a fixture to capture = and=20 measure the sprayed fuel, and you should be able to tell exactly how the = injectors are behaving.  I'm not the type to pass up that sort of = useless=20 information.

s =3D milliseconds = sprayed
f =3D nominal flow
m =3D missed flow due to turn-on/off = time
c =3D=20 cycles sprayed

c(sh-m) =3D  measured volume

The two = unknowns=20 are m and h.  Do it for several s values and you have a series of = equations=20 that you can solve for m and h.

That was my goal.  I got = several=20 good runs, but when I set s to 80, the program bailed on me.  Said = 65 was=20 the highest I could set it to.  Unfortunately, from that point on = whenever=20 I turn the MS on, I would get full fuel flow.  I wasn't able to = turn off=20 the test mode, change it to something else, or switch it to = normal. =20

Today was going to be my first run of the engine.  = Unfortunately, I=20 ended up having to reflash the firmware, and reconfigure all the = computer=20 settings.  It is back up and running now, and I did just a basic = test of=20 the secondary injectors.  I haven't even had time to boil the = numbers down=20 to see if they make sense.  The injectors all measured out very = close=20 together, so I'm confident they are going to service me well.

The = raw=20 numbers from the primary injectors  (only one test on the = secondaries, and=20 they looked the same).

400 5ms squirts gave 15ml.
400 20ms = squirts=20 gave 60ml.
1600 5ms squirts gave 48ml on one injector and 49ml on the = other.



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