X-Virus-Scanned: clean according to Sophos on Logan.com From: "Bill Bradburry" Received: from vms173017pub.verizon.net ([206.46.173.17] verified) by logan.com (CommuniGate Pro SMTP 6.1.8) with ESMTPS id 8328933 for flyrotary@lancaironline.net; Fri, 15 Jan 2016 11:28:54 -0500 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.17; envelope-from=bbradburry@verizon.net Received: from Desktop ([173.71.14.135]) by vms173017.mailsrvcs.net (Oracle Communications Messaging Server 7.0.5.32.0 64bit (built Jul 16 2014)) with ESMTPA id <0O1000JQ05R8YF50@vms173017.mailsrvcs.net> for flyrotary@lancaironline.net; Fri, 15 Jan 2016 10:28:21 -0600 (CST) X-CMAE-Score: 0 X-CMAE-Analysis: v=2.1 cv=Nc0brD34 c=1 sm=1 tr=0 a=YsSROtz1JO3+GnD2bqMDlQ==:117 a=o1OHuDzbAAAA:8 a=oR5dmqMzAAAA:8 a=7aQ_Q-yQQ-AA:10 a=r77TgQKjGQsHNAKrUKIA:9 a=Ia-xEzejAAAA:8 a=VJ94NuEX43GQPzPNIFUA:9 a=bzinXMDlg9T4RYBL:21 a=T3bcZd6IljBcSaay:21 a=CjuIK1q_8ugA:10 a=SSmOFEACAAAA:8 a=YVxUBVVmhdb3Fc5fcI8A:9 a=OWgRJbr5Ov_GovZy:21 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 To: "'Rotary motors in aircraft'" References: In-reply-to: Subject: What do you think may be happening? Date: Fri, 15 Jan 2016 10:28:25 -0600 Message-id: <97E27864A25A42F187BEE7A518C79CBB@Desktop> MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_0000_01D14F7F.78017F60" X-Mailer: Microsoft Office Outlook 11 Thread-index: AdFJGokv0kgQjrUeT/C3IXdzRIsDjgGk/Rwg X-MIMEOLE: Produced By Microsoft MimeOLE V6.0.6002.18463 This is a multi-part message in MIME format. ------=_NextPart_000_0000_01D14F7F.78017F60 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I am a little confused as to what may be going on with my EC-2. I recently had an incident where the engine went very lean just after take off and during the climb out to pattern altitude. I didn't do any troubleshooting. I just set the mixture control to as rich as possible and continued in the pattern to land. On the ground, I could find no problems with fuel, either tank, fuel pressure, etc. I decided to follow Steve's procedure below. After doing this procedure, the engine ran smoothly from idle to 22 inches on the ground. I put it into mode 9 and let it change a few spots on the MAP. Almost all the MAP table was still set at zero. I taxied out to fly and during the takeoff run, at about 29 inches and 7100 rpm, the engine went very rich, 10:1. I adjusted the mixture knob during the takeoff run to about 9-9:30 o'clock. At about 200 feet of altitude, the mixture suddenly went to about 17:1. I moved the mixture knob to about 3 o'clock, but it really didn't help much. When I got to pattern altitude and pulled the power back, the mixture seemed to stabilize at around 13 or so. I made the landing and back to the hangar with no incident. On the ground again I checked the MAP and the table was at zero at all the places the engine had been operating during the climb out. Any ideas? Bill _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] Sent: Thursday, January 07, 2016 1:10 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Tuning Steve, The following assumes that there are no problems with CAS or ignition: After setting the controller back to all default program values and depending on the update version of your controller, the following excerpt from archive message #54156 of Mar 6, 2011 may be of interest: " The tuning procedure then becomes the same whether the primary and secondary injector flow rates are different or identical: a. Set the staging threshold at a MAP corresponding to the high end of the primary injector flow limit using mode 7. (For 40 lb injectors, about 20" MAP works well.) b. Adjust Mode 3 to get a mid scale O2 sensor reading at a MAP just below the staging threshold MAP. c. Adjust mode 6 to get a mid scale O2 sensor reading at a MAP just above the staging threshold MAP. d. Adjust mode 2 for best operation at minimum idle MAP. e. Adjust the mixture table throughout the useable MAP range using mode 1 or 9 to keep the O2 sensor reading mid scale. (To be honest, I skip step "e" and simply use the manual mixture control to adjust the mixture in cruise.) " Steve Boese RV6A 1986 13B NA RD1A EC2 ------=_NextPart_000_0000_01D14F7F.78017F60 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I am a little confused as to what = may be going on with my EC-2. 

I recently had an incident where = the engine went very lean just after take off and during the climb out to = pattern altitude.  I didn’t do any troubleshooting.  I just set = the mixture control to as rich as possible and continued in the pattern to = land.

On the ground, I could find no = problems with fuel, either tank, fuel pressure, etc.

 

I decided to follow Steve’s = procedure below.  After doing this procedure, the engine ran smoothly from = idle to 22 inches on the ground.  I put it into mode 9 and let it change a few = spots on the MAP.  Almost all the MAP table was still set at = zero.

 

I taxied out to fly and during the = takeoff run, at about 29 inches and 7100 rpm, the engine went very rich, 10:1.   I adjusted the mixture knob during the takeoff run to = about 9-9:30 o’clock.  At about 200 feet of altitude, the mixture = suddenly went to about 17:1.  I moved the mixture knob to about 3 = o’clock, but it really didn’t help much.  When I got to pattern = altitude and pulled the power back, the mixture seemed to stabilize at around 13 or so.  I made the landing and back to the hangar with no = incident.

 

On the ground again I checked the = MAP and the table was at zero at all the places the engine had been operating = during the climb out.

 

Any = ideas?

 

Bill

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Thursday, January = 07, 2016 1:10 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Tuning

 

Steve,

 

The = following assumes that there are no problems with CAS or = ignition:

After = setting the controller back to all default program values and depending on the = update version of your controller, the following excerpt from archive message = #54156 of Mar 6, 2011 may be of interest:

"

The = tuning procedure then becomes the same whether the primary and secondary = injector flow rates are different or identical:

a.  Set the staging threshold at a MAP corresponding to the high = end of the primary injector flow limit using mode 7.  (For 40 lb = injectors, about 20" MAP works well.)

b.  Adjust Mode 3 to get a mid scale O2 sensor reading at a MAP = just below the staging threshold MAP.

c.  Adjust mode 6 to get a mid scale O2 sensor reading at a MAP = just above the staging threshold MAP.

d.  Adjust mode 2 for best operation at minimum idle MAP.

e.  Adjust the mixture table throughout the useable MAP range using = mode 1 or 9 to keep the O2 sensor reading mid scale.  (To be honest, I = skip step "e" and simply use the manual mixture control to adjust the = mixture in cruise.)
"

Steve Boese
RV6A 1986 13B NA RD1A EC2

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