Steve,
Bobby Hughes suggested that I only test
the disable switches at 3000 rpm or above. So yesterday I tried
that. The secondary acted the same, slightly richer. The primary
caused the engine to cough and choke up a couple of hairballs, go really lean,
then come back and run slightly richer just like the secondary. They both
came to a mixture of 11.6-11.7 after the disable.
This works the same on both A and B
controllers. I think this means that the EC-2 is working, although it is
taking a while to get the decision made to turn on the secondary after it
realizes that I have turned the primary off. This time delay was causing
the engine to stop when I ran the test at idle. The way it acts might be
a little disconcerting to a passenger if I tell them I am checking to make sure
the engine runs ok….:>)
On another note, I took your advice and
bought and installed the BR10EIX plugs yesterday after the test. I found
an old plug wrench and ground it down in order to get them installed. Naturally
the wrench was so thin that it cracked on the install. I doubt that it
will hold up to do a change. I plan to get a wrench and have someone turn
it down to fit.
I assume that you have already done
this. What dimension did you turn the socket to? It seems that the
opening in the block is one inch but the wrench would need some
clearance? I am way too tight to buy that wrench from Racing Beat for $82
+ shipping! :>)
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 27, 2016
9:36 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: parts
upgrade; was: What do you think may be happening?
Bill,
Today I spent some
time in my plane trying all the permutations and combinations of applying power
to the primary injectors, secondary injectors, and grounding EC2 pin 30 with
the cold switch.
It turns out that my
statement in the message below concerning the effect of grounding EC2 pin 30
when cutting power to the secondary injectors when the MAP is below the staging
threshold MAP was not correct. When I did this today, the mixture went
slightly richer just like you describe for your system.
As a result, my guess
is that this behavior is most likely not an indication of a problem to be
solved.
Steve
Boese
From: Steven W. Boese
Sent: Monday, January 25, 2016
12:23 PM
To: Rotary
motors in aircraft
Subject: Re: [FlyRotary] Re: parts
upgrade; was: What do you think may be happening?
Bill,
Turning on the cold
start switch is intended to give you a much richer mixture when both
the primary and secondary injectors are enabled. So your system is
working correctly in this regard.
Disabling the
secondary injectors with the DPDT switch is intended to both cut the
power to the secondary injectors and enable the cold start function (as if the
cold switch was turned on). This should have no effect on the engine at
MAP below the staging threshold since the engine would be running on only
the primary injectors just like it was before flipping the secondary disable
switch.
Your previous
statement:
"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."
is troubling since
doing this should have had no effect whatsoever. Is the mixture
change persistent and reproducible? If the mixture eventually
(within a few seconds) returns to the original value, then your system is most
likely working correctly in this regard too.
Steve Boese