X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from securemail.ever-tek.com ([64.129.170.194] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3888975 for flyrotary@lancaironline.net; Sat, 17 Oct 2009 01:21:17 -0400 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber1@texasattorney.net Received: from fcd-mail05.FCDATA.PRIVATE ([172.16.5.24]) by FCD-MAIL03.FCDATA.PRIVATE with Microsoft SMTPSVC(6.0.3790.3959); Sat, 17 Oct 2009 00:20:38 -0500 Received: from fcd-mail05.FCDATA.PRIVATE ([4.4.5.9]) by fcd-mail05.FCDATA.PRIVATE ([4.4.5.9]) with mapi; Sat, 17 Oct 2009 00:20:37 -0500 From: Chris Barber To: Rotary motors in aircraft Date: Sat, 17 Oct 2009 00:20:36 -0500 Subject: RE: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where'sthe missing power? Thread-Topic: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where'sthe missing power? Thread-Index: AcpO0j28/v7IBY7UTUKDWV+GBgFtrgAFchZm Message-ID: <6A3D27B02C7348499A682286EDB23105020C37A866@fcd-mail05.FCDATA.PRIVATE> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_6A3D27B02C7348499A682286EDB23105020C37A866fcdmail05FCDA_" MIME-Version: 1.0 Return-Path: cbarber1@texasattorney.net X-OriginalArrivalTime: 17 Oct 2009 05:20:38.0750 (UTC) FILETIME=[903947E0:01CA4EE9] --_000_6A3D27B02C7348499A682286EDB23105020C37A866fcdmail05FCDA_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Only cuz it was mentioned....I usually do achieve about 6000 rpm static. I= am using a 2nd gen turbo block with a medium street port. I am guessin' t= he street port brings my static up a bit. This is with a 2.17 B drive from= Tracy and an Ivo in flight adjustable prop set at a fine pitch. When I go= course, it drops about 200 rpm. Also, depending on temp and my mixture se= tting, I may not quite achieve 6000 rpm with out manually changing the mixt= ure control to a richer setting. I have not yet set the map the way it nee= ds to be as I have been getting past some other issues and gremlins. Today the thing ran pretty damn well...the only gremlin was when I would pu= t it in Mode 1 and shut down the primary injectors, it wanted to die. I wa= s having fun in Mode 0 running the engine and shutting down various switche= s in various combinations with Engine behaving as expected. Donno what the= deal is in Mode 1 and the primaries shut down. More stuff to figure out. Now that I have my new regulator set up and functioning, I purchased new ba= tteries and installed my Dynon D-100 EFIS. The eclectics seem solid now wi= th a steady power flow and it was fun to play with the EFIS too. Tomorrow, I think I need to focus on cleaning and organizing the hangar...t= hen...to the next thing.... FWIW. All the best Chris ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] On Behalf Of = Ed Anderson [eanderson@carolina.rr.com] Sent: Friday, October 16, 2009 9:32 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where'sthe mi= ssing power? Well, George, my take is the wide band sensor would probably do fine just p= roviding a voltage output which is all we use for an air/fuel ratio indicat= ion. However, in a automobile application they are using it to control the= CPU and therefore the engine injectors to keep the engine operating at the= ratio of 14.7:1. As I understand it they basically use a saw tooth wave f= orm that=92s centered around the 14.7:1 voltage point and compare it to the= output of the O2 sensor. The difference is used to provide a indication t= o the CPU as to whether to enrich or lean the mixture. The lead in the gasoline apparently does not affect the voltage output, = but does affect the response time of the sensor to this varying voltage wav= e form =96 it slows it down to the point it becomes unable to adequately co= ntrol the CPU to maintain 14.7:1. So my take is the lead does not apparently affect the voltage output of the= sensor just slows it down too much to be useful in its intended applicatio= n. But, I could be incorrect in my understanding and about the effects of = lead. However, IF Bosch claims it takes 200 hours of leaded fuel before the wide= band is degraded to the point of not being useful in its intended automobi= le application, then I believe it will last 200 hours as a simply voltage g= enerator for an air/fuel ratio indicator without any problem. Just that is= just conjecture on my part as I have not tested it. If you have sources on information to the contrary I would appreciate if y= ou would point me to them. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of George Lendich Sent: Friday, October 16, 2009 9:38 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where's the m= issing power? Ed, Yes the leaded gas was what I was alluding to. In the event unleaded isn't = available on trips, which I suspect will most likely be the case, the wide = band sensor will degrade and give false readings of air fuel ratios. Unless your just needing it for the initial set up!? George ( down under) George, not an expert on wide band sensors or narrow band for that matter. But, I do remember being told numerous times that even a few seconds of r= unning on leaded fuel would ruin the sensor. Well, it might for the purpos= e it is used in the automobile CPU as I expect the response time slows down= due to led fouling. But, response time that may be way too slow for the C= PU wouldn=92t even be notice by us Humans. I have over 160 hours on narrow= band O2 sensor running 100LL. Now, here is a link to an article written by a gent who visited the Bosch O= 2 sensor manufacturing plant in South Carolina. sessions on the dyno and li= mited use on track, but not for an entire racing season. http://www.superchevy.com/technical/engines_drivetrain/accessories_electron= ics/0407sc_bosch/index.html Down about =BE down the article about the visit there is a summary of Oxyge= n Sensor Facts - There he states that Bosch claims the wide band O2 sensor= will become degraded after about 200 hour of lead gas. So, from that perspective and for our use as Air/Fuel ratio indicators, it = would appear to me that the wide band O2 sensor may be useful for our purpo= ses. But, must admit I have not tried one out as yet. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of George Lendich Sent: Friday, October 16, 2009 6:07 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where's the m= issing power? Ed, Isn't the wide band sensor more prone to giving false readings ( corruption= ) due to fouling. George ( down under) Hi Bill, I could be wrong, but, I=92m fairly certain that the position of the Ec2 m= anual mixture control does not necessarily have any deterministic relations= hip to air/fuel ratio of the EC2. The resulting air/fuel ratio is a combina= tion of (among other things) the MCT bin (pointed to by manifold pressure) = in which the engine is operating plus the effect of the manual mixture con= trol knob. The narrow band O2 sensor response curve is pretty crappy for any sort of l= inear interpolation =96 but, most have a range of from a few 10 millivolts = to approx 1.1 volt. With the higher voltage 1.0 representing higher air/fu= el ratios =96 somewhere in the vicinity of 12 =96 10 :1 air/fuel ratio. St= ioch (14.7:1) voltage is normally around 0.45 volts (or 450 millvolts) and= that is generally the only value that is really rather accurate on a narro= w band O2 sensor. So with my EFISM if the air/fuel ratio indictor is in the middle of its ran= ge on the display, it should be yellow in color. I also have a feature tha= t when looking at the air/fuel indicator screen (the one with fuel flow and= fuel used values displayed), if you press button b3 and b4 together you wi= ll get displayed in the air/fuel ratio window of the actual voltage being r= ead from the O2 sensor. So if the EFISM indicator is yellow and in the mid= dle the voltage should read somewhere close to 450 mv. IF it is green and= near the right hand limit the voltage will probably be reading around 900 = mv indicating an higher air/fuel ratio. If red and to the left side then i= t will be reading less than 450 mv. However, remember that the curve for the narrow band O2 sensor is not very = suitable for interpolation. The wide band O2 sensor is much better and the= refore you can get more accurate indication of air/fuel ratio. So almost all narrow band O2 air/fuel ratio indictors are only useful in gi= ving you a relative indication of leaner or richer. In fact, I am considering a future modification/option/user selectable Narr= ow band or wide band O2 sensor for the EFISM. Initially the wide band O2 s= ensors were in the $250 -$300 range, but now have dropped down to around $8= 0 for the borsch model which makes them more cost feasible. I probably did not answer your question, but that is as close as I could co= me. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Bill Bradburry Sent: Friday, October 16, 2009 8:57 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where's the m= issing power? Good point, Ed. How much change does the mixture knob on the EC-2/3 allow? Say for instanc= e, if Mike was at 14.7 at full throttle with the mixture knob at the center= position, how far would he have to turn the knob to the right to achieve 1= 2.65 AFR? I ask this because the A/F gage will not read that mixture. It = will be topped out well before that mixture ratio occurs. How do you deter= mine best power mixture? Bill B ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Ed Anderson Sent: Friday, October 16, 2009 8:35 AM To: Rotary motors in aircraft Subject: [FlyRotary] Stoich A/F Ratio?? : [FlyRotary] Re: where's the missi= ng power? Hi Mike, I guess I=92m missing something - If your mixture monitor shows stoich at f= ull throttle, then it=92s not solely an airflow problem =96 it appears to m= e that it=92s the lack of sufficient fuel. IF you are at stoich 14.7:1 A/F = ratio then that means you have more oxygen available in your system to supp= ort burning more fuel =3D more power. You should be able to enrich the mi= xture particularly at full throttle (assuming you are wanting full power at= full throttle) to around 12.65:1 air/fuel ratio for best power. I know yo= u know all of this - that is why I am puzzled by your statement that you fe= el it=92s an airflow problem when on the surface with the Stoich ratio it w= ould appear it=92s a lack of sufficient fuel. Ed. Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Mike Wills Sent: Thursday, October 15, 2009 11:22 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: where's the missing power? Sorry for my absence on a topic I started. My nephew had a skateboarding ac= cident last weekend and is in the hospital in a chemically induced coma unt= il his brain swelling is under control. And I thought car powered airplanes= were dangerous. Stay away from skateboards. Tracy - My mixture monitor shows stoich at full throttle. I suspect an airf= low issue rather than fuel. Al - my vacuum gauge is located in the plenum directly behind the throttle = plates. Lynn - I agree that the TB inlet is horrible and needs a bell mouth. The in= let is also pretty obstructed by the cowl which isnt visible in the pics I = sent. I think I'll make an attempt to clean this up some and see if it gets= me anywhere. If not I'll live with it for a while. Kelly - always tough to determine if the problem is an engine issue or if t= he load is simply too much for the engine to overcome. I'm going to experim= ent with the shallow dive several have suggested and see what happens. Mike ----- Original Message ----- From: Bill Bradburry To: Rotary motors in aircraft Sent: Tuesday, October 13, 2009 4:21 PM Subject: [FlyRotary] Re: where's the missing power? Since you have the vacuum gauge, this article will help you use it for trou= bleshooting. http://autospeed.com/cms/A_2393/article.html Bill B ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Al Gietzen Sent: Tuesday, October 13, 2009 7:22 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: where's the missing power? I dont have a regular manifold pressure gauge, just an industrial type vacu= um gauge ( I really gotta get an MP gauge). Anyway, the vacuum gauge was in= dicating 4" of vacuum. Where are you measuring the 4=94 vacuum? If it is near the ports it is no = unusual; if it is out before the runners; something is wrong. Al __________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com --_000_6A3D27B02C7348499A682286EDB23105020C37A866fcdmail05FCDA_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Only&nb= sp;cuz it was mentioned....I usually do achieve about 6000 rpm static.=   I am using a 2nd gen turbo block with a medium street port.  I = am guessin' the street port brings my static up a bit.  This is with a 2.17 B drive from Tracy and an Ivo in flight adjustabl= e prop set at a fine pitch.  When I go course, it drops about 200 rpm.=   Also, depending on temp and my mixture setting, I may not quite achi= eve 6000 rpm with out manually changing the mixture control to a richer setting.  I have not yet set the map the way it n= eeds to be as I have been getting past some other issues and gremlins. = ; 
 
Today the thing ran prett= y damn well...the only gremlin was when I would put it in Mode 1 and s= hut down the primary injectors, it wanted to die.  I was having fun in= Mode 0 running the engine and shutting down various switches in various combinations with Engine behaving as expected.  Donno= what the deal is in Mode 1 and the primaries shut down.  More stuff t= o figure out.
 
Now that I have my n= ew regulator set up and functioning, I purchased new batteries and installe= d my Dynon D-100 EFIS.  The eclectics seem solid now with a = steady power flow and it was fun to play with the EFIS too.
 
Tomorrow, I think I need = to focus on cleaning and organizing the hangar...then...to the next thing..= ..
 
FWIW.
 
All the best
 
Chris
From: Rotary motors in aircraft [fl= yrotary@lancaironline.net] On Behalf Of Ed Anderson [eanderson@carolina.rr.= com]
Sent: Friday, October 16, 2009 9:32 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Stoich A/F Ratio?? : [FlyRotary] Re: where'= sthe missing power?

Well, George, m= y take is the wide band sensor would probably do fine just providing a volt= age output which is all we use for an air/fuel ratio indication.  However, in a automobile application they are usin= g it to control the CPU and therefore the engine injectors to keep the engi= ne operating at the ratio of 14.7:1.  As I understand it they basicall= y use a saw tooth wave form that=92s centered around the 14.7:1 voltage point and compare it to the output of the O2 sen= sor.  The difference is used to provide a indication to the CPU as to = whether to enrich or lean the mixture.

&= nbsp;

  The lead= in the gasoline apparently  does not affect the voltage output, but d= oes affect the response time of the sensor to this varying voltage wave form =96 it slows it down to the point it becomes unable to a= dequately control the CPU to maintain 14.7:1.

&= nbsp;

So my take is t= he lead does not apparently affect the voltage output of the sensor just sl= ows it down too much to be useful in its intended application.  But, I could be incorrect in my understanding and about= the effects of lead.

&= nbsp;

However, IF Bos= ch claims it takes 200 hours of leaded fuel  before the wide band is d= egraded to the point of not being useful in its intended automobile application, then I believe it will last 200 hours as = a simply voltage generator for an air/fuel ratio indicator without any prob= lem.  Just that is just conjecture on my part as I have not tested it.=

&= nbsp;

If  you ha= ve sources on information to the contrary I would appreciate if you would p= oint me to them.

&= nbsp;

Ed

&= nbsp;

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of George Lendich=
Sent: Friday, October 16, 2= 009 9:38 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: St= oich A/F Ratio?? : [FlyRotary] Re: where's the missing power?=

 

Ed,

Yes the leaded gas was what I was alluding = to. In the event unleaded isn't available on trips, which I suspect will mo= st likely be the case, the wide band sensor will  degrade and give false readings of air fuel ratios.

Unless your just needing it for the initial= set up!?

George ( down under)

George, not an = expert on wide band sensors or narrow band for that matter.

&= nbsp;

  But, I d= o remember being told numerous times that even a few seconds of running on = leaded fuel would ruin the sensor.  Well, it might for the purpose it is used in the automobile CPU as I expect the response = time slows down due to led fouling.  But, response time that may be wa= y too slow for the CPU wouldn=92t even be notice by us Humans.  I have= over 160 hours on narrow band O2 sensor running 100LL.

&= nbsp;

Now, here is a = link to an article written by a gent who visited the Bosch O2 sensor manufa= cturing plant in South Carolina. sessions on the dyno and limited use on track, but not for an entire racin= g season.<= /p>

http://www.superchevy.com/techni= cal/engines_drivetrain/accessories_electronics/0407sc_bosch/index.html<= /span>

&= nbsp;

Down about =BE = down the article about the visit there is a summary of Oxygen Sensor Facts = -  There he states that Bosch claims the wide band O2 sensor will become degraded after about 200 hour of lead gas.

&= nbsp;

So, from that p= erspective and for our use as Air/Fuel ratio indicators, it would appear to= me that the wide band O2 sensor may be useful for our purposes.  But, must admit I have not tried one out as yet.

&= nbsp;

Ed

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of George Lendich=
Sent: Friday, October 16, 2= 009 6:07 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: St= oich A/F Ratio?? : [FlyRotary] Re: where's the missing power?=

 

Ed,

Isn't the wide band sensor more prone to gi= ving false readings ( corruption) due to fouling.

George ( down under)

Hi Bill,=

&= nbsp;

I could be wron= g, but, I=92m fairly certain that the position of the Ec2  manual mixt= ure control does not necessarily have any deterministic relationship to air/fuel ratio of the EC2. The resulting air/fuel ratio is= a combination of (among other things) the MCT bin (pointed to by manifold = pressure)  in which the engine is operating plus the effect of the man= ual mixture control knob. 

&= nbsp;

The narrow band= O2 sensor response curve is pretty crappy for any sort of linear interpola= tion =96 but, most have a range of from a few 10 millivolts to approx 1.1 volt.  With the higher voltage 1.0 repres= enting higher air/fuel ratios =96 somewhere in the vicinity of 12 =96 10 :1= air/fuel ratio.  Stioch  (14.7:1) voltage is normally around 0.4= 5 volts (or 450 millvolts) and that is generally the only value that is really rather accurate on a narrow band O2 sensor. = ;

 

So with my EFIS= M if the air/fuel ratio indictor is in the middle of its range on the displ= ay, it should be yellow in color.  I also have a feature that when looking at the air/fuel indicator screen (the one= with fuel flow and fuel used values displayed), if you press button b3 and= b4 together you will get displayed in the air/fuel ratio window of the act= ual voltage being read from the O2 sensor.  So if the EFISM indicator is yellow and in the middle the= voltage should read somewhere close to  450 mv.  IF it is green = and near the right hand limit the voltage will probably be reading around 9= 00 mv indicating an higher air/fuel ratio.  If red and to the left side then it will be reading less than 450 mv.  <= /span>

&= nbsp;

However, rememb= er that the curve for the narrow band O2 sensor is not very suitable for in= terpolation.  The wide band O2 sensor is much better and therefore you can get more accurate indication of air/fuel rati= o.

&= nbsp;

So almost all n= arrow band O2 air/fuel ratio indictors are only useful in giving you a rela= tive indication of leaner or richer.

&= nbsp;

In fact, I am c= onsidering a future modification/option/user selectable Narrow band or wide= band O2 sensor for the EFISM.  Initially the wide band O2 sensors were in the $250 -$300 range, but now have droppe= d down to around $80 for the borsch model which makes them more cost feasib= le.

&= nbsp;

I probably did = not answer your question, but that is as close as I could come.

&= nbsp;

Ed

&= nbsp;

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of Bill Bradburry=
Sent: Friday, October 16, 2= 009 8:57 AM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: St= oich A/F Ratio?? : [FlyRotary] Re: where's the missing power?=

 

Good point, Ed.

How much change does the mixture knob on the EC-2/3 a= llow?  Say for instance, if Mike was at 14.7 at full throttle with the= mixture knob at the center position, how far would he have to turn the knob to the right to achieve 12.65 AFR?  I = ask this because the A/F gage will not read that mixture.  It will be = topped out well before that mixture ratio occurs.  How do you determin= e best power mixture?

Bill B

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed Anderson
Sent: Friday, October 16, 2= 009 8:35 AM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Stoich= A/F Ratio?? : [FlyRotary] Re: where's the missing power?

Hi Mike,=

&= nbsp;

I guess I=92m m= issing something - If your mixture monitor shows stoich at full throttle, t= hen it=92s not solely an airflow problem =96 it appears to me that it=92s the lack of sufficient fuel. IF you are at stoic= h 14.7:1 A/F ratio then that means you have more oxygen available in your s= ystem to support burning more fuel =3D more power.   You should b= e able to enrich the mixture particularly at full throttle (assuming you are wanting full power at full throttle) to around = 12.65:1 air/fuel ratio for best power.  I know you know all of this - = that is why I am puzzled by your statement that you feel it=92s an airflow = problem when on the surface with the Stoich ratio it would appear it=92s a lack of sufficient fuel. 

&= nbsp;

&= nbsp;

&= nbsp;

Ed. 

&= nbsp;

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of Mike Wills
Sent: Thursday, October 15,= 2009 11:22 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: wh= ere's the missing power?

 

Sorry for my absence on a topic I star= ted. My nephew had a skateboarding accident last weekend and is in the hosp= ital in a chemically induced coma until his brain swelling is under control. And I thought car powered airplanes were danger= ous. Stay away from skateboards.

 

Tracy - My mixture m= onitor shows stoich at full throttle. I suspect an airflow issue rather than fuel.

 

Al - my vacuum gauge is located in the plen= um directly behind the throttle plates.

 

Lynn - I agree that = the TB inlet is horrible and needs a bell mouth. The inlet is also pretty obstructed by the cowl which isnt visible in the = pics I sent. I think I'll make an attempt to clean this up some and see if = it gets me anywhere. If not I'll live with it for a while.

 

Kelly - always tough to determine if the pr= oblem is an engine issue or if the load is simply too much for the engine t= o overcome. I'm going to experiment with the shallow dive several have suggested and see what happens.

 

Mike

----- Original Message -----

Sent: Tuesday, October 13, 2009 4:21 PM

Subject: [FlyRotary] Re: where's the missing power?

 

Since you have the vacuum gauge, this article will he= lp you use it for troubleshooting.

 

 http://autospeed.com/cms/A_2393/article.html

 

Bill B

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Al Gietzen
Sent: Tuesday, October 13, = 2009 7:22 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: wh= ere's the missing power?

I dont have = a regular manifold pressure gauge, just an industrial type vacuum gauge ( I= really gotta get an MP gauge). Anyway, the vacuum gauge was indicating 4" of vacuum.

 

Where are y= ou measuring the 4=94 vacuum?  If it is near the ports it is no unusua= l; if it is out before the runners; something is wrong.

 

Al



__________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com



__________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com



__________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com



__________ Information from ESET NOD32 Antivirus, version of virus signatur= e database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

--_000_6A3D27B02C7348499A682286EDB23105020C37A866fcdmail05FCDA_--