X-Virus-Scanned: clean according to Sophos on Logan.com From: "Steven W. Boese" Received: from [65.55.169.101] (HELO na01-bl2-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.1.8) with ESMTPS id 8329009 for flyrotary@lancaironline.net; Fri, 15 Jan 2016 11:51:47 -0500 Received-SPF: none receiver=logan.com; client-ip=65.55.169.101; envelope-from=SBoese@uwyo.edu Received: from BN3PR0501MB1138.namprd05.prod.outlook.com (10.160.113.148) by BN3PR0501MB1139.namprd05.prod.outlook.com (10.160.113.149) with Microsoft SMTP Server (TLS) id 15.1.365.19; Fri, 15 Jan 2016 16:51:30 +0000 Received: from BN3PR0501MB1138.namprd05.prod.outlook.com ([10.160.113.148]) by BN3PR0501MB1138.namprd05.prod.outlook.com ([10.160.113.148]) with mapi id 15.01.0365.023; Fri, 15 Jan 2016 16:51:30 +0000 To: Rotary motors in aircraft Subject: Re: [FlyRotary] What do you think may be happening? Thread-Topic: [FlyRotary] What do you think may be happening? Thread-Index: AQHRT7HpvdMgGFvQCEu2wiJjkUFDzp78ypK0 Date: Fri, 15 Jan 2016 16:51:30 +0000 Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: authentication-results: spf=none (sender IP is ) smtp.mailfrom=SBoese@uwyo.edu; x-originating-ip: [69.146.103.188] x-microsoft-exchange-diagnostics: 1;BN3PR0501MB1139;5:0vKSs50oamjP5NN8K6EzFFAg/ES5KTgoepBSo3VFAlAG/G/ojQTnDK3hcFE+sfVJP2jAVMToyfNh3cXpWvU/F9NJUr8Sk4HA3dep2U7APN12tp88yMxTP96gsaox/VLbhBkvFrE2ohIUGekqCwv63A==;24:NEcgfIqVa9tYxAZR1MRAtjtPMeng/kbyzbRMFrKGMjmscMnqKRso6B2jlGcZ6Vt0QtnGVgwEibkkzDYbejMz78BE6g6Sz/ry+v9jjOzJFOY= x-microsoft-antispam: UriScan:;BCL:0;PCL:0;RULEID:;SRVR:BN3PR0501MB1139; x-ms-office365-filtering-correlation-id: 870bf5ce-3da4-4e07-d6ca-08d31dcc1dfa x-microsoft-antispam-prvs: x-exchange-antispam-report-test: UriScan:; x-exchange-antispam-report-cfa-test: BCL:0;PCL:0;RULEID:(601004)(2401047)(520078)(5005006)(8121501046)(3002001)(10201501046);SRVR:BN3PR0501MB1139;BCL:0;PCL:0;RULEID:;SRVR:BN3PR0501MB1139; x-forefront-prvs: 08220FA8D6 x-forefront-antispam-report: SFV:NSPM;SFS:(10019020)(377454003)(24454002)(199003)(189002)(36756003)(5001960100002)(189998001)(86362001)(33656002)(87936001)(110136002)(50986999)(77096005)(76176999)(122556002)(75432002)(106116001)(99286002)(106356001)(19580395003)(2906002)(54356999)(40100003)(450100001)(5002640100001)(105586002)(5004730100002)(19625215002)(10400500002)(107886002)(82746002)(19580405001)(88552001)(2900100001)(586003)(1220700001)(90282001)(80792005)(16236675004)(81156007)(11100500001)(89122001)(3846002)(2950100001)(1096002)(92566002)(97736004)(6116002)(66066001)(101416001)(83716003)(102836003)(19627405001)(5008740100001)(104396002);DIR:OUT;SFP:1102;SCL:1;SRVR:BN3PR0501MB1139;H:BN3PR0501MB1138.namprd05.prod.outlook.com;FPR:;SPF:None;PTR:InfoNoRecords;A:1;MX:1;LANG:en; received-spf: None (protection.outlook.com: uwyo.edu does not designate permitted sender hosts) spamdiagnosticoutput: 1:23 spamdiagnosticmetadata: NSPM Content-Type: multipart/alternative; boundary="_000_C9916524825B438BBA563AF7552A2F4Auwyoedu_" MIME-Version: 1.0 X-OriginatorOrg: uwyo.edu X-MS-Exchange-CrossTenant-originalarrivaltime: 15 Jan 2016 16:51:30.0696 (UTC) X-MS-Exchange-CrossTenant-fromentityheader: Hosted X-MS-Exchange-CrossTenant-id: f9cdd7ad-825d-4601-8e9c-a325e02d52da X-MS-Exchange-Transport-CrossTenantHeadersStamped: BN3PR0501MB1139 --_000_C9916524825B438BBA563AF7552A2F4Auwyoedu_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Bill, It may be that you have an intermittent problem with the power supply to th= e secondary fuel injectors. Dennis had a similar problem that may have bee= n traced to a switch. The system would operate normally at MAP less than t= he staging point but have problems when all four injectors were required. Steve Boese On Jan 15, 2016, at 9:29 AM, Bill Bradburry > wrote: 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 troubles= hooting. I just set the mixture control to as rich as possible and continu= ed in the pattern to land. On the ground, I could find no problems with fuel, either tank, fuel pressu= re, etc. I decided to follow Steve's procedure below. After doing this procedure, t= he 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, t= he 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 dependi= ng on the update version of your controller, the following excerpt from arc= hive message #54156 of Mar 6, 2011 may be of interest: " The tuning procedure then becomes the same whether the primary and secondar= y 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 cruis= e.) " Steve Boese RV6A 1986 13B NA RD1A EC2 --_000_C9916524825B438BBA563AF7552A2F4Auwyoedu_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Bill,
It may be that you have an intermittent prob= lem with the power supply to the secondary fuel injectors.  Dennis had= a similar problem that may have been traced to a switch.  The system = would operate normally at MAP less than the staging point but have problems when all four injectors were required.

Steve Boese

On Jan 15, 2016, at 9:29 AM, Bill Bradburry <flyrotary@lancaironline.net> wrote:

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

I recently had an incident where the e= ngine went very lean just after take off and during the climb out to patter= n 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 problem= s with fuel, either tank, fuel pressure, etc.

 

I decided to follow Steve’s proc= edure 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.  Almos= t all the MAP table was still set at zero.

 

I taxied out to fly and during the tak= eoff 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 move= d the mixture knob to about 3 o’clock, but it really didn’t hel= p 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.<= /p>

 

On the ground again I checked the MAP = and the table was at zero at all the places the engine had been operating d= uring 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: Tun= ing

 

Steve,<= span style=3D"font-family:Calibri;color:black">

=  

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

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

"<= span style=3D"font-family:Calibri;color:black">

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

a.  Set the staging threshold at a MAP corresponding to the high end o= f 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 b= elow the staging threshold MAP.

c.  Adjust mode 6 to get a mid scale O2 sensor reading at a MAP just a= bove 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 mo= de 1 or 9 to keep the O2 sensor reading mid scale.  (To be honest, I s= kip 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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