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Well that’s just not fair after all the hassle I went
through to get mine to run.
Mike Wills
Sent: Tuesday, March 30, 2010 7:52 PM
Subject: [FlyRotary] Re: FLIGHT DATA 1
As another data point, we
recently put together an engine stand to take to the Contact
Magazine alternative engine roundup in Jean, NV last weekend. The
engine is a 1987 13B NA with the stock automotive intake and
injectors. The MAP sensor lines were connected to the dynamic chamber
with no damping elements. The engine ran perfectly at all throttle
settings using the default EC2 parameters with absolutely no tuning.
Static RPM with the reduction drive and propeller was 5000 rpm. I don't
know how that propeller compares with those normally used.
Steve
Boese
From: Rotary motors in aircraft
[flyrotary@lancaironline.net] On Behalf Of Tracy Crook
[tracy@rotaryaviation.com]
Sent: Tuesday, March 30, 2010 8:13
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 after
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 <bbradburry@bellsouth.net>
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 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 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 as
before?
Is
this going to slow down the response to a throttle change and cause
the
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 because
his system calculates so fast that the
pulses cause a problem???
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 see
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 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
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
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