X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 24 Aug 2009 22:25:11 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma03.mx.aol.com ([64.12.206.41] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3823293 for lml@lancaironline.net; Mon, 24 Aug 2009 19:45:43 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.41; envelope-from=Sky2high@aol.com Received: from imo-ma01.mx.aol.com (imo-ma01.mx.aol.com [64.12.78.136]) by imr-ma03.mx.aol.com (8.14.1/8.14.1) with ESMTP id n7ONj0BH017002 for ; Mon, 24 Aug 2009 19:45:00 -0400 Received: from Sky2high@aol.com by imo-ma01.mx.aol.com (mail_out_v42.5.) id q.d05.5fa0d9ca (39955) for ; Mon, 24 Aug 2009 19:44:58 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 24 Aug 2009 19:44:58 EDT Subject: Re: [LML] Plenum pressure and Injector performance LOP X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1251157498" X-Mailer: AOL 9.1 sub 5006 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com -------------------------------1251157498 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Listen up Grasshopper, 1. If the engine is carbureted, you may be out of luck as there is no way to control the F/A ratio in each cylinder. However, you can try step 3 for informational purposes if you have the equipment listed in step 2. 2. You must have an engine monitor and sensors that display (or record) EGT for each Cyl and the fuel flow. 3. Injected engines must perform the GAMI lean test before a "next step." At 75% power (that means at or above 6500 MSL, 7500 if using ram air and KIAS is less than 190, or higher), WOT (necessary to control air distribution when running LOP) . a. Starting sufficiently ROP, lean in small steps (less than .3 gph) and record the EGT for each step for Cyl 1. Continue past peak EGT for that Cyl for about 50F degrees LOP or until ugly roughness. b. repeat "a" for each cylinder. c. Check the gph for each cyl peak EGT. If the spread in .3 gph or less, you are done and you should be able to run LOP 20F, 30F, 40F depending on the spread). 4. If the spread is GT .3 gph, you must fix the A/F ratio. A cheap way to start is to provide equal air pressure to each injector - a wee plenum distribution to each shrouded injector) and repeat the Lean Test. 5. if the lean test shows the proper spread, go fly LOP (less than 75% power)................... 6. If the lean test fails (GT .3 gph spread), consider different sized injector nozzles (either GAMI or others) for the rich/lean cyls. Grayhawk can fly a 320 at 8500 MSL, ROP, 9.5 gph and see 195 KTAS or LOP, 7.5 gph and 186 KTAS (all things being equal) thus eliminating a fuel stop at 3.5 hours cause he could go another hour. 195 x 3.5 = 683, 186 x 4.5 = 837, 837/195 = 4.3 + 1 (re-fuel stop time) = 5.3 Duh! Grayhawk In a message dated 8/24/2009 2:40:57 P.M. Central Daylight Time, Tim@5000feet.com writes: Hey guys, I am remembering a long time ago reading about how the air pressure surrounding the injector can affect how well the injector works. If I'm not mistaken, turbocharged engines even use some pressure manifold around the injector to accommodate for the increased Manifold Pressure. What gets me curious is that I'm having a discussion with some folks right now who are all having problems running Lean of Peak and their engines stumble before they get to peak EGT. Between the group, there are a variety of ignitions such as 2 mags or 1 lightspeed and one mag, and varieties such as 8.5:1, 9:1, and 10:1 compression ratios, but the one constant is that they all have what is purported to be a more effective cowl... the Sam James cowl with a plenum. So I'm wondering if the knowledge base some of you have would provide any insight to the issue. I originally was worried that the 10:1 pistons might make LOP operation harder to accomplish, but perhaps there is just too much air pressure on the outside of the injector? The cowl is known to often have too little exit area, so it could be that the pressure differential is even too high between the top and bottom half of the cowl. Any insight you can give? Thanks, Tim -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html -------------------------------1251157498 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Listen up Grasshopper,
 
1.  If the engine is carbureted, you may be out of luc= k as=20 there is no way to control the F/A ratio in each cylinder.  However,= you=20 can try step 3 for informational purposes if you have the equipment listed= in=20 step 2. 
 
2. You must have an engine monitor and sensors that display (or recor= d) EGT=20 for each Cyl and the fuel flow.
 
3.  Injected engines must perform the GAMI lean test before a "n= ext=20 step."  At 75% power (that means at or above 6500 MSL, 7500 if using= ram=20 air and KIAS is less than 190, or higher), WOT (necessary to control air= =20 distribution when running LOP) . 
    a. Starting sufficiently ROP, lean in small= steps=20 (less than .3 gph) and record the EGT for each step for Cyl 1.  Conti= nue=20 past peak EGT for that Cyl for about 50F degrees LOP or until ugly=20 roughness.
    b. repeat "a" for each cylinder.
    c. Check the gph for each cyl peak EGT. = If=20 the spread in .3 gph or less, you are done and you should be able to run= LOP=20 20F, 30F, 40F depending on the spread).
 
4.  If the spread is GT .3 gph,  you must fix the A/F=20 ratio.  A cheap way to start is to provide equal air pressure to each= =20 injector - a wee plenum distribution to each shrouded injector) and repeat= the=20 Lean Test.
 
5.  if the lean test shows the proper spread, go fly LOP (less= than=20 75% power)...................
 
6. If the lean test fails (GT .3 gph spread), consider different size= d=20 injector nozzles (either GAMI or others) for the rich/lean cyls.
 
Grayhawk can fly a 320 at 8500 MSL, ROP, 9.5 gph and see 19= 5 KTAS=20 or LOP, 7.5 gph and 186 KTAS (all things being equal) thus eliminating a= fuel=20 stop at 3.5 hours cause he could go another hour. 195 x 3.5 =3D 683, 186= x 4.5 =3D=20 837, 837/195 =3D 4.3 + 1 (re-fuel stop time) =3D 5.3  Duh!
 
Grayhawk
 
In a message dated 8/24/2009 2:40:57 P.M. Central Daylight Time,=20 Tim@5000feet.com writes:
Hey=20 guys, I am remembering a long time ago reading about
how the air pres= sure=20 surrounding the injector can affect how
well the injector works. = ; If=20 I'm not mistaken, turbocharged
engines even use some pressure manifol= d=20 around the injector
to accommodate for the increased Manifold=20 Pressure.

What gets me curious is that I'm having a discussion wi= th=20 some
folks right now who are all having problems running Lean of=20 Peak
and their engines stumble before they get to peak EGT. Betweenthe=20 group, there are a variety of ignitions such as 2 mags
or 1 lightspee= d and=20 one mag, and varieties such as 8.5:1,
9:1, and 10:1 compression ratio= s, but=20 the one constant is that
they all have what is purported to be a more= =20 effective cowl...
the Sam James cowl with a plenum.  So I'm wond= ering=20 if the
knowledge base some of you have would provide any insight
t= o the=20 issue. I originally was worried that the 10:1 pistons
might make LOP= =20 operation harder to accomplish, but perhaps
there is just too much ai= r=20 pressure on the outside of the
injector?  The cowl is known to= often=20 have too little exit
area, so it could be that the pressure different= ial=20 is
even too high between the top and bottom half of the
cowl.
<= BR>Any=20 insight you can give?
Thanks,
Tim

--
For archives and un= sub=20 http://mail.lancaironline.net:81/lists/lml/List.html

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