Bill
I should have said I make mixture adjustments during takeoff roll and climb out. I'm under boost 36-39" MP and the prop is still adjusting pitch. Intake temps vary with OAT and the temp sensor measures before the super charger. I also think my fuel pressure regulator may be a little inconstant. Anytime I make rpm changes with the prop controller I'm prepared to make a small mixture adjustment. Particularly at MP greater than 32".
I've used the climb and descent tuning methods with mixed results.
What airport are you at? I'm in Dallas regularity and have been landing at Mesquite.
Bobby
Sent from my iPad
Thanks, Bobby.
A while back I set my autopilot for a 300
fpm climb and then set the EC-2 in mode 9 and let it adjust the MAP table as I climbed.
Each time it changed to a new address, it initially dropped off in a deep hole
and I had to use the mixture knob to keep the engine going until the mode 9 got
it close, then I set the mixture in the center as well as the program knob
until it hit the next address as I climbed. I did this up to 10K feet.
You might get results with this method to eliminate
the need to adjust the mixture??
I will check your suggestions when I go
back out.
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Friday, January 15, 2016
2:46 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: What do
you think may be happening?
Here's a few more things to check.
MP pressure lines to the EC2 and fuel pressure regulator. My EFIS
shares a line with the B Controller sensor and I recently noted a large delta
between the EFIS and EM3 (dedicated A controller line) MP during climb
out. The pressure evened out but I think I was close to pattern altitude when
it did. Large mixture changes were needed during the event. Its possible a line
was pinched and I now have bulkhead fittings through the firewall and will
replace the tubing possibly tomorrow. Before the bulkhead fitting the lines
shared a firewall pass through with lots of wires.
Fuel pressure regulator. Dragging diaphragm?
Air temp sensor. B Controller?
Damaged fuel mixture knob? Wiring?
I always need to make a small mixture adjustment during climb. I
think it may the load changes with the electric prop.
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
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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