X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from qw-out-2122.google.com ([74.125.92.26] verified) by logan.com (CommuniGate Pro SMTP 5.3.5) with ESMTP id 4190103 for flyrotary@lancaironline.net; Tue, 30 Mar 2010 23:17:25 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.92.26; envelope-from=rwstracy@gmail.com Received: by qw-out-2122.google.com with SMTP id 3so3725621qwe.25 for ; Tue, 30 Mar 2010 20:16:49 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:received:in-reply-to :references:date:x-google-sender-auth:received:message-id:subject :from:to:content-type; bh=6DUIEXLrL/iWluyH1GU/eSXr/6Al2z32ucDF8jleP70=; b=rzjDdBC1+AoNLimkId/fN6IBqYwqEbTUBqNRkLAR1fzHJSIYYyHZbLpetuGcEls8Cl Rhqe8G/SNcuCyw5KYtG3seoktbzGIWTbAL2oBW0nRGL8GHFy4E94y37jCgZat4OgFNyP RBTYpNQ1dtzNTBKSDl8rupUlrQava+cHUr8is= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=YhlHc+1kM+qjx9dRvH3bPW+P5b7ENtRiKFcAtBuZGPQ+a8fqOtnCF9lV1MTIugzc8b EgucO5fBHc5QGNIiIuI8+MsyqAbrp5uFqROwL0dneba+G8a00youiQL234A6z8NV5Phs +jqGppdAcDG/Rl2ZUCOVTgHfjHCCDBlkRDo2o= MIME-Version: 1.0 Sender: rwstracy@gmail.com Received: by 10.224.74.77 with HTTP; Tue, 30 Mar 2010 20:16:48 -0700 (PDT) In-Reply-To: References: Date: Tue, 30 Mar 2010 23:16:48 -0400 X-Google-Sender-Auth: 62487f0dc0793b0e Received: by 10.224.71.2 with SMTP id f2mr2476116qaj.198.1270005408858; Tue, 30 Mar 2010 20:16:48 -0700 (PDT) Message-ID: <1b4b137c1003302016o13fc5472p150aba36df381fc3@mail.gmail.com> Subject: Re: [FlyRotary] Re: FLIGHT DATA 1 From: Tracy Crook To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00c09f8de23e4202fb0483102de5 --00c09f8de23e4202fb0483102de5 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable I have a 'T' back at the EC2 with a single line from the plenum chamber. If the current Barometric pressure happens to be on the threshold between two tenths the reading can fluctuate between the two. If it varies more than that there may be some other problem. RFI from radio , transponder, o= r even other avionics can sometimes cause a little jitter. But in any case, a tenth of an inch of manifold pressure is not going to affect engine operation in operation significantly. Tracy On Tue, Mar 30, 2010 at 11:01 PM, Bill Bradburry wrote: > Tracy, > > I didn=92t make myself very clear. The two taps are in the rear of the > plenum chamber. Are you using just one silicone hose from the plenum > chamber and splitting it just before the EC-2? If my two (possibly > different length) hoses are bringing pulses at different times into the t= wo > MAP ports on the EC-2, could that possibly confuse it?? Also, how stead= y > should the manifold pressure read when the engine is off? Is the one to = one > and half tenths mentioned earlier an indication that they should be > repaired/replaced? > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Tracy Crook > *Sent:* Tuesday, March 30, 2010 10:14 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: FLIGHT DATA 1 > > Those are not good places to get the manifold pressure from for the very > reasons you are saying. The best place is in the plenum chamber just aft= er > the throttle body. I have never experienced the bouncing MP that others > have experienced when using that location. I have a fairly long silicone > hose to the EC2/3 which may also help but there is nothing wrong with the > small orifice & accumulator that some are using. > > Tracy > > On Tue, Mar 30, 2010 at 7:56 PM, Bill Bradburry > wrote: > > I bought a couple of fuel filters today. Before I install them I have a > couple of questions. > I have two taps into the intake manifold about an inch apart. Each of > these > taps connect to completely separate lines(one of them has a "T" in it whi= ch > goes to the fuel pressure regulator) which go to the two separate inlets = on > the EC-2. These two lines are probably of different lengths, and the one > has > a "T" in it. So any pulses could get to the EC-2 at different times even > though they originate from the same place. > Question: should I "Y" these two lines together into the same filter and > then back out and separate them to go to the EC-2 so the pulses are more > "homogenized" between the two inlets to the EC-2, or keep them separate a= s > before? > Is this going to slow down the response to a throttle change and cause th= e > engine to "bog" when the throttle is first opened? It occurs to me the > factory probably solves this problem with the throttle position sensor > which > we don't have. > > I am interested in Tracy's take on this since he knows how his system > operates. I am assuming that we need to do this in the first place becau= se > his system calculates so fast that the pulses cause a problem??? > > > Bill B > > -----Original Message----- > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On > > Behalf Of Steven W. Boese > Sent: Tuesday, March 30, 2010 10:07 AM > To: Rotary motors in aircraft > > Subject: [FlyRotary] Re: FLIGHT DATA 1 > > I used small fuel filters in the MAP sensing line. I soldered the end > closest to the intake manifold shut and then drilled a small hole through > the solder. This hole was small enough to cause instability (surging) of > the engine at idle. The hole through the solder was successively drilled > larger until the surging stopped. The resulting damping system has been = in > use on my plane for several years now. I haven't tried removing it to se= e > if the upgraded EC2's don't need this. It's been long enough that I can'= t > remember what size of hole I ended up with, although that would be easy > enough to measure next time the cowl is off. > > Steve Boese > > > ________________________________________ > From: Rotary motors in aircraft [flyrotary@lancaironline.net] On Behalf O= f > Bill Bradburry [bbradburry@bellsouth.net] > Sent: Monday, March 29, 2010 9:37 PM > > To: Rotary motors in aircraft > > Subject: [FlyRotary] Re: FLIGHT DATA 1 > > I have heard of others using some kind of expansion chamber like this, bu= t > Don is the first I have heard of including a restriction in the line as > well. He got an improvement with the restriction before he added the > expansion chamber. I wonder if both would be needed to dampen out the > pulses? > > Bill B > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > > > --00c09f8de23e4202fb0483102de5 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable I have a 'T' back at the EC2 with a single line from the plenum cha= mber.=A0

If the current Barometric pressure happens to be on the th= reshold between two tenths the reading can fluctuate between the two.=A0 If= it varies more than that there may be some other problem.=A0 RFI from radi= o , transponder, or even other avionics can sometimes cause a little jitter= .=A0=A0 But in any case, a tenth of an inch of manifold pressure is not goi= ng to affect engine operation in operation significantly.

Tracy

On Tue, Mar 30, 2010 at 11:01 P= M, Bill Bradburry <bbradburry@bellsouth.net> wrote:

Tracy,

I didn=92t make myself very clear.=A0 The two taps a= re in the rear of the plenum chamber.=A0 Are you using just one silicone hose from th= e plenum chamber and splitting it just before the EC-2?=A0 If my two (possibl= y different length) hoses are bringing pulses at different times into the two= MAP ports on the EC-2, could that possibly confuse it??=A0=A0 Also, how steady should the manifold pressure read when the engine is off?=A0 Is the one to one and half tenths mentioned earlier an indication that they should= be repaired/replaced?

=A0

Bill B

=A0

From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Tracy Crook
Sent: Tuesday, March 30, 2= 010 10:14 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: F= LIGHT DATA 1

Those are not good pl= aces to get the manifold pressure from for the very reasons you are saying.=A0 The best place is in the plenum chamber just after the throttle body.=A0 I have never experienced the bouncing MP that others have experienced when us= ing that location.=A0 I have a fairly long silicone hose to the EC2/3 which may also help but there is nothing wrong with the small orifice & accumulat= or that some are using.

Tracy

On Tue, Mar 30, 2010 at 7:56 PM, Bill Bradburry <= bbradburry@be= llsouth.net> wrote:

I bought a couple of fuel filters today. =A0Before I= install them I have a
couple of questions.
I have two taps into the intake manifold about an inch apart. =A0Each of these
taps connect to completely separate lines(one of them has a "T" i= n it which
goes to the fuel pressure regulator) which go to the two separate inlets on=
the EC-2. These two lines are probably of different lengths, and the one ha= s
a "T" in it. =A0So any pulses could get to the EC-2 at different times even
though they originate from the same place.
Question: =A0should I "Y" these two lines together into the same filter and
then back out and separate them to go to the EC-2 so the pulses are more "homogenized" between the two inlets to the EC-2, or keep them separate as
before?
Is this going to slow down the response to a throttle change and cause the<= br> engine to "bog" when the throttle is first opened? =A0It occurs t= o me the
factory probably solves this problem with the throttle position sensor whic= h
we don't have.

I am interested in Tracy's take on this since he knows how his system
operates. =A0I am assuming that we need to do this in the first place because
his system calculates so fast that the pulses cause a problem???


Bill B

-----Original Message-----
From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On

Behalf Of Steven W. Boese
Sent: Tuesday, March 30, 2010 10:07 AM
To: Rotary motors in aircraft

Subject: [FlyRotary] Re: FLIGHT DATA 1

I used small fuel filters in the MAP sensing line. =A0I soldered the end closest to the intake manifold shut and then drilled a small hole through the solder. =A0This hole was small enough to cause instability (surging) of=
the engine at idle. =A0The hole through the solder was successively drilled=
larger until the surging stopped. =A0The resulting damping system has been in
use on my plane for several years now. =A0I haven't tried removing it t= o see
if the upgraded EC2's don't need this. =A0It's been long enough= that I can't
remember what size of hole I ended up with, although that would be easy
enough to measure next time the cowl is off.

Steve Boese


________________________________________
From: Rotary motors in aircraft [flyrotary@lancaironline.net] On Behalf Of
Bill Bradburry [bbradburry@bellsouth.net]
Sent: Monday, March 29, 2010 9:37 PM

To: Rotary motors in aircraft

Subject: [FlyRotary] Re: FLIGHT DATA 1

I have heard of others using some kind of expansion chamber like this, but<= br> Don is the first I have heard of including a restriction in the line as
well. =A0He got an improvement with the restriction before he added the
expansion chamber. =A0I wonder if both would be needed to dampen out the pulses?

Bill B

=A0


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