I was afraid this would happen…
I got the new injector disable switches
replaced today and while I was replacing them, I verified that both primary and
secondary switches take pin 30 on the EC-2 to ground, so my wiring now seems to
be correct.
But unfortunately I also verified that the
cold start action does not turn on both sets of injectors. My engine
operates as I described and not as Tracy
says it should.
With the engine idling at about 1400 rpm, and
the mixture at about 14.7, I turned off the secondary and the engine ran a
little differently and the mixture went to about 13.0. When I turned off
the primary, the engine died unless I immediately turned it back on. I normally
shut the engine down by first turning off the power to the injectors and that
is just the way it acts.
I then ran the engine up to 22 inches and
turned the primary off and the engine ran just a little differently but made no
effort to shut down. I don’t have much in the way of readings yet
at that power because it is too hard to hold the plane with just brakes.
Apparently the cold start system in my
EC-2 is not working the way it should. I need to get this repaired but
with Tracy out
of commission, I don’t know how to affect that. I suppose it is not
too much of an emergency because this has been going on for a long time.
:>(
I will try to get some better data by coarsening
the prop so I can hold it better. I just need to get it above 20 inches
and 4000 rpm to get it into that range and hold it for at least a takeoff
amount of time.
Any ideas on how to get the EM-2
repaired? How long will Tracy
be impaired?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Saturday, January 23, 2016
9:47 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] parts
upgrade; was: What do you think may be happening?
Sorry to hear that you've got to be cut on again, but
maybe you'll at least get an 'upgrade' that will work a little better &
last a little longer this time. :-)
On 1/20/2016 12:55 PM, Tracy Crook
wrote:
Steve’s description of how the EC2/3 works was
correct.
Many get this bit confused but The intention with
the disable switch was to use a DPDT switch for the disables.
When in the disable position, the other pole of the switch is used to activate
(switch to ground) the Cold Start input to the EC2/3 at the same time.
This eliminates having to turn off the CS switch when disabling a set of
injectors and enables the EC2 to operate on either set over the full range of
manifold pressures. The EC2/3 is able to see when you have disabled the
primaries and operate the secondary’s even though engine is
operating below stage point.
I’ve been out of touch lately and will be for
awhile. Need to have my hip replaced (again).
Tracy
Sent from Mail
for Windows 10
Steve,
I think my engine dies and has little
effect when I turn off the primary and secondary respectively. I will
have to investigate this when I get the switches replaced (I plan to replace
both) I may have something miswired??
It is cold, maybe Tracy
is back in Florida
and will chime in.
Bill
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016
12:32 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: What do
you think may be happening?
Bill,
I have tested the injector disable
function with my EC2's. With the power interrupted to the primary
injectors and the cold switch on, the engine runs on the secondary injectors at
MAP below the staging threshold. I don't know the details of how the
controller treats the cold switch, but it is possible that with the cold switch
on, the controller increases the fuel flow by using both the primary and
secondary injectors at MAP below the staging threshold, and doubles the
injector pulse width at MAP above the staging threshold. I remember
investigating this when first using the controllers but don't remember the
exact details. My backup system does work at low MAP.
Steve
Bobby,
I am sorry I was not
clear and the reason was that I was not clear myself.
The injector disable
switches are for in case you lose an injector in flight and the engine starts
to run on only one rotor. You can disable either of the primary or
secondary injectors which will take the failed injector out of the circuit.
Tracy says you should test this to make sure that it works. That
is where my question came from. You can only test the disable switches
when the engine is not staged. If the engine is staged, and you turn off
the primary injectors, the engine will die because the secondary injectors are
not running, and if you turn off the secondary injectors, the engine will run rich
because you turned on the cold start but the secondaries were not running
anyway.
I am not sure what would
happen if you lost a primary injector in flight, disabled the primary
injectors, then reduced power to the staging point in order to land??? I
suspect all would get quiet! :>(
Bill
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016
11:35 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: What do
you think may be happening?
Bill,
I’m not sure I
understand the question. If your referring to my “center off switch
position” it’s not used in flight. Intentionally anyway J
It’s used to shut down the engine. Primary injector switch of course.
Same switch used for both primary and secondary injectors.
Bobby
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016
10:55 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: What do
you think may be happening?
Changing the subject a
minute…How do you disable the secondary’s when the engine is
staged?? They are not running anyway???
Bill
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