You did make some adjustments, so maybe that good explain the rich excursions in the latter testing.
One idea - I am no expert so they should weigh in if this is a bad idea - you could use the secondary injector disable which would run only on the primaries and double the fuel. As I understand it, you would only get about 80% throttle so maybe it would not be prudent to actually take off in this configuration. But if your problems went away, that would point to problems with the secondaries, either wiring, switches, power, injectors themselves, or the disable wiring.
Steve, I suppose that would be the secondary injector disable switch. That would explain the engine going lean, I am not certain how the engine going rich would play in unless the problem somehow involved the cold start function. That could be somehow possible since the same switch would be involved in both functions. I will check that circuit out and see if I can find a bad connection or switch. Bill
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Friday, January 15, 2016 10:52 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: What do you think may be happening? It may be that you have an intermittent problem 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 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 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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