X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from smtp105.sbc.mail.re2.yahoo.com ([68.142.229.100] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with SMTP id 3861034 for flyrotary@lancaironline.net; Mon, 21 Sep 2009 11:25:44 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.229.100; envelope-from=downing.j@sbcglobal.net Received: (qmail 81340 invoked from network); 21 Sep 2009 15:25:09 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=sbcglobal.net; h=Received:X-YMail-OSG:X-Yahoo-Newman-Property:Message-ID:From:To:References:In-Reply-To:Subject:Date:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:X-MimeOLE; b=ZtKj2sjMJJrE4ttYUN8yACtA0ZI4f0HLqK/KPFH4BMivRmZyh45d5LRMx3iYSRPic930HXqau/PI4Teo8r8sDwliSKC/6H6tbYp8NXiKZvX1X9Mud46GHJv7JH5USOJ934xIZDdGPHNZ5gwiw/si5MC5HmtZAU5arOUR/SlILoI= ; Received: from unknown (HELO JohnPC) (downing.j@67.36.58.148 with login) by smtp105.sbc.mail.re2.yahoo.com with SMTP; 21 Sep 2009 15:25:08 -0000 X-YMail-OSG: 7w.q80UVM1lKb496_.4H99PhQYw8Fo1KhtXMxjSE8mRB9.LJ5hW6DGEQsy8dTQesNeGpTqd84nxeQ1t3arQHGq4o1wjiLIxMXePmz14cLL.edXc_3_v1DOrrlG4rbbDT0im4DYXK5EO96_k_J3OvhbQxa.JS2YVz0xQr0PmrcC9vO24Z49vvfCMIyLRSjjg5dsE3Qi2_4e3N5sab6LhHN2oj4M14dHwxg8WAjBS5bPqU1UP6TCeLaLHJbhRW99tS0bKNHbThRFpxorlbYWKPnP_2In_kTI_DtReD9aHQtwCCeqBS.30yrJ_mu8VOu9hdqXz9pSnt3AxYOVmpUwLpCz09OHG. X-Yahoo-Newman-Property: ymail-3 Message-ID: <6437A1D8457A425DBA8E426416239646@JohnPC> From: "John" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: fuel condition Date: Mon, 21 Sep 2009 11:25:15 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0010_01CA3AAE.30C99C00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Windows Mail 6.0.6002.18005 X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18005 This is a multi-part message in MIME format. ------=_NextPart_000_0010_01CA3AAE.30C99C00 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Bill, the tach is a UMA analog that Bob found for me and in fact is = connected to the #1 rotor primary injector. Bob will have to comment on = this issue. The fact that it will run on the #1 rotor with the injector = plug off and the secondary should be inactive at 1800 rpm's (idle) leads = me to believe the injector is sticking open when it gets hot. Also it = ran great for 7.2 hours is also a sign that something happened all at = once. It still starts and runs okay cold. JohnD....electronically = challenged ----- Original Message -----=20 From: Bill Schertz=20 To: Rotary motors in aircraft=20 Sent: Monday, September 21, 2009 8:11 AM Subject: [FlyRotary] Re: fuel condition John, I believe that the tachometer signal for the EM2 is taken from the = injector for #1 rotor primary injector. I had a problem that when the = Blue Mountain tach signal was connected, it drew enough current to hold = the injector open, therefore would not close. What kind of tach are you = using, and is it connected to bob whites harness? Could it be drawing = current? With engine off but injector power on, try unplugging the injector = connection to see if the injector clicks closed. Bill Schertz KIS Cruiser #4045 N343BS Phase I testing ----- Original Message -----=20 From: John=20 To: Rotary motors in aircraft=20 Sent: Saturday, September 19, 2009 6:53 PM Subject: [FlyRotary] fuel condition Gentlemen, Tonight I capped the fuel line to the Weber, started the engine and = run it dry. Placed the stethoscope next to the #1 primary injector, mode switch = in 0, pressed the store switch and nothing, I believe the injector is = stuck in the open position With the fuel pump off, mode switch in 1, cold start switch on, = press store and injector start clicking The above is from the trouble shooting section of the EC2 manual Is it safe to assume that the injector is sticking or dirty. = enclosed are the pictures of the pumps and the LP regulator, all below = engine block level; hose (red insulation)going up to the Weber, plugged; = picture of fuel rail and primary injectors buried under intake manifold; = stethoscope placed next to #1 primary injector. JohnD Your message is ready to be sent with the following file or link = attachments: W-10 fuel system 004 W-10 fuel system 001 W-10 fuel system 002 W-10 fuel system 003 -------------------------------------------------------------------------= --- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_0010_01CA3AAE.30C99C00 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF
Bill, the tach is a UMA analog that Bob = found for=20 me and in fact is connected to the #1 rotor primary injector.  Bob = will=20 have to comment on this issue.  The fact that it will run on the #1 = rotor=20 with the injector plug off and the secondary should be inactive at 1800 = rpm's=20 (idle) leads me to believe the injector is sticking open when it gets = hot. =20 Also it ran great for 7.2 hours is also a sign that something happened = all at=20 once.  It still starts and runs okay cold. =20 JohnD....electronically challenged
----- Original Message -----
From:=20 Bill=20 Schertz
Sent: Monday, September 21, = 2009 8:11=20 AM
Subject: [FlyRotary] Re: fuel=20 condition

John,
I believe that the tachometer signal = for the EM2=20 is taken from the injector for #1 rotor primary injector. I had a = problem that=20 when the Blue Mountain tach signal was connected, it drew enough = current to=20 hold the injector open, therefore would not close.  What kind of = tach are=20 you using, and is it connected to bob whites harness? Could it be = drawing=20 current?
 
With engine off but injector power = on, try=20 unplugging the injector connection to see if the injector clicks=20 closed.
Bill Schertz
KIS Cruiser #4045
N343BS
Phase I = testing
----- Original Message -----
From:=20 John
To: Rotary motors in = aircraft=20
Sent: Saturday, September 19, = 2009 6:53=20 PM
Subject: [FlyRotary] fuel=20 condition

Gentlemen,
Tonight I capped the fuel line to = the Weber,=20 started the engine and run it dry.
Placed the stethoscope next to the = #1 primary=20 injector, mode switch in 0, pressed the store switch and nothing, I = believe=20 the injector is stuck in the open position
With the fuel pump off, mode switch = in 1, cold=20 start switch on, press store and injector start = clicking
The above is from the trouble = shooting section=20 of the EC2 manual
 
Is it safe to assume that the = injector is=20 sticking or dirty.  enclosed are the pictures of the pumps and = the LP=20 regulator, all below engine block level; hose (red insulation)going = up to=20 the Weber, plugged; picture of fuel rail and primary injectors = buried under=20 intake manifold; stethoscope placed next to #1 primary = injector. =20 JohnD
Your message is ready to be sent with the = following file=20 or link attachments:
W-10 fuel system 004
W-10 fuel system = 001
W-10=20 fuel system 002
W-10 fuel system 003

--
Homepage:  http://www.flyrotary.com/
Archive = and=20 UnSub:  =20 = http://mail.lancaironline.net:81/lists/flyrotary/List.html
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